Manual transmission for a vehicle as well as vehicles with manual transmissions

Abstract

Manual transmission (1) for a vehicle (2) with an electric motor input shaft (3), wherein the electric motor input shaft (3) carries a summing wheel (25), with a plurality of electric motors (26), wherein the electric motors (26) are arranged axially parallel to the electric motor input shaft (3) and each carry a coupling wheel (27), wherein the coupling wheels (27) are in engagement with the summing wheel (25), characterized by a parallel shaft (4), wherein in a space section (6) the parallel shaft (4) is arranged in the same direction as the electric motor input shaft (3) and can be selectively connected to the electric motor input shaft (3) by means of a gearbox, wherein at least part of the electric motors (26) protrudes into the space section (6).

Description

[0001] The invention relates to a manual transmission for a vehicle having the features of the preamble of claim 1. The invention further relates to a vehicle with this manual transmission.

[0002] Today, many vehicles are powered by electric motors and optionally supplemented by combustion engines. Both in pure electric vehicles and hybrid vehicles, their transmissions often feature a shifting function, allowing the gear ratios between the respective motor(s) and the output shaft to be changed.

[0003] Integrating electric motors seems straightforward at first glance due to their small size. However, closer examination reveals that electric motors either lengthen the axial length or widen the radial length of the gearbox. Although electric motors require less space than combustion engines, this makes integration challenging.

[0004] German patent application DE 10 2014 207 887 A1, which likely represents the closest prior art, discloses an electric drive unit for a vehicle, which can also be used in a hybrid vehicle. The electric drive unit has a housing unit in which a plurality of electric machines can be accommodated. The electric machines are implemented as structurally independent units, with the electric machines collectively driving a main power source. The figures show that the electric machines are arranged in a circular path around the main power source.

[0005] Other relevant drive units are known from DE 10 2014 221 919 A1, US 2010 / 0 065 354 A1 and DE 10 2005 044 179 A1.

[0006] The object of the present invention is to propose a gearbox for a vehicle which can be built in a particularly compact design.

[0007] This problem is solved by a transmission for a vehicle having the features of claim 1 and by a vehicle having the features of claim 10. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description, and the accompanying figures.

[0008] The invention relates to a manual transmission suitable and / or designed for a vehicle. The vehicle is preferably a passenger car, truck, or bus. Preferably, the manual transmission can assume at least two switching states, the switching states being distinguished by the gear ratio between a transmission input and a transmission output. For example, the manual transmission is designed as a two-speed or multi-speed transmission. The manual transmission is particularly preferably designed as a DHT (dedicated hybrid transmission).

[0009] The transmission has an electric motor input shaft, which in particular forms an interface for coupling at least one electric motor. The electric motor input shaft has a summing gear. The summing gear is preferably designed as a spur gear. For example, it has straight or helical teeth.

[0010] The transmission comprises a plurality of electric motors, preferably at least three, in particular at least four, and specifically at least five electric motors. The electric motors, especially their rotors, are arranged axially parallel to the electric motor input shaft. Each electric motor carries, particularly on its rotor, a coupling gear, the coupling gears meshing with the summing gear. In this way, the drive torques of the electric motors are transmitted to the electric motor input shaft.

[0011] Within the scope of the invention, it is proposed that the transmission has at least one parallel shaft, wherein the parallel shaft is arranged in the same orientation, in particular parallel to the axis, of the electric motor input shaft. "In the same orientation" is understood to mean, in particular, angular deviations in the longitudinal direction of less than 20°, and in particular less than 10°. An axial section of the transmission in which both the electric motor input shaft and the parallel shaft are arranged is referred to as the installation space section. In particular, the electric motor input shaft and the parallel shaft are arranged parallel to each other within the installation space section. The electric motor input shaft and the parallel shaft can be coupled to each other via the transmission mechanism, such that the electric motor input shaft can be selectively connected to the parallel shaft via the transmission mechanism.For example, the electric motor input shaft and the parallel shaft can be connected via a detachable gear stage. It is also possible for the electric motor input shaft and the parallel shaft to be connected via multiple detachable gear stages, allowing for the selection of different gear ratios within the transmission. "Selective" specifically means that the gear connection can be opened and closed. Alternatively or additionally, "selective" means that different gear connections between the electric motor input shaft and the parallel shaft can be established.

[0012] It is intended that at least some of the electric motors, in particular at least two of the electric motors, at least a large proportion of the electric motors, or all of the electric motors, project into the installation space. Axially extending components of the transmission are thus arranged in the installation space, the components being the electric motor input shaft, the parallel shaft, and at least some of the electric motors.

[0013] One aspect of the invention is to significantly reduce installation space by splitting a central electric motor into multiple electric motors and cleverly integrating these motors into the transmission. To this end, the electric motors are arranged to utilize the available space around the input shaft and the parallel shaft, thereby minimizing the overall size of the transmission.

[0014] Alternatively or additionally, the electric motors each have a housing section, the housing section being arranged at an end opposite the coupling wheel. The housing section is oriented towards the installation space section of the electric motor input shaft and / or the parallel shaft. Alternatively or additionally, the housing section is arranged parallel and offset to one or both of the shafts.

[0015] In a preferred embodiment of the invention, the electric motors are arranged in an annular region around the electric motor input shaft. The electric motors can be positioned at different pitch circle diameters relative to the electric motor input shaft. However, it is preferred that the electric motors, or at least a large proportion of them, are arranged at the same pitch circle diameter.

[0016] In a preferred embodiment of the invention, an angular segment of the annular region, which overlaps the parallel shaft in the axial direction, is designed as an empty space or gap. Since the parallel shaft would constitute an obstruction for an electric motor arranged in this angular segment, this segment is left unoccupied. In particular, only angular segments of the annular region that are free of obstructions are fitted with electric motors. In this embodiment, it is possible to utilize the installation space that is not obstructed by obstructions. For example, the angular segment has a size greater than 30°, preferably greater than 45°.

[0017] In a possible embodiment of the invention, the transmission has a coaxial shaft, wherein the coaxial shaft is aligned and / or arranged coaxially with the electric motor input shaft. Particularly preferably, the electric motors, or at least some of the electric motors, are arranged parallel to and offset from the coaxial shaft. Thus, the electric motors, or at least some of the electric motors, extend from the summing gear of the electric motor input shaft across the entire electric motor input shaft into an axial area formed by the coaxial shaft. In this embodiment, the installation space is utilized even more effectively.

[0018] In one possible embodiment of the invention, the parallel shaft is configured as a countershaft and the coaxial shaft as an internal combustion engine input shaft for coupling an internal combustion engine. Preferably, the internal combustion engine input shaft is aligned coaxially with a crankshaft of the internal combustion engine. Optionally, a damper unit and / or a clutch unit can be arranged between the internal combustion engine and / or the crankshaft and the internal combustion engine input shaft. In a further embodiment of the invention, the electric motor input shaft, the internal combustion engine input shaft, and the countershaft are arranged in a triangle in axial plan view. Preferably, the countershaft can be selectively coupled to the internal combustion engine input shaft and / or to the electric motor input shaft via a transmission.

[0019] In one possible embodiment of the invention, the transmission has an output shaft, which is preferably aligned parallel to the electric motor input shaft and / or to the parallel shaft. The output shaft is preferably coupled to driven wheels and / or to a differential of the vehicle. The output shaft has a driven gear, which can also be referred to as the final drive. The driven gear engages, in particular meshing, with a wheel, which is arranged on the electric motor input shaft or on the parallel shaft and is preferably designed as a fixed gear. It is preferably provided that at least one electric motor, which is arranged overlapping the driven gear in an axial projection, is shortened compared to the other electric motors in order not to penetrate the interference contour of the driven gear.By designing it as a shortened electric motor, it is possible to arrange one of the electric motors in an angular segment of the circular ring area and thereby increase the overall power of the gearbox without violating the interference contour requirement of the gearbox.

[0020] In a particularly advantageous embodiment of the invention, the electric motors are arranged with their magnetic poles out of phase with each other. This means that when a rotor in a stator of the electric motor rotates, it alternates between rest positions and high-speed positions. This alternation is noticeable, for example, when the rotor is manually turned. The electric motors are arranged with a phase shift relative to each other about their own axis of rotation, so that the rest positions of the rotors in the electric motors are imprinted on the electric motor input shaft in a phase-shifted, and in particular regularly distributed, manner. In this way, the electric motor input shaft loses the disruptive characteristic of alternating rest and high-speed positions.Alternatively or additionally, the electric motors are arranged with their magnetic poles offset from each other in phase, so that torque ripples of the individual electric motors are applied to the electric motor input shaft in a phase-off manner, in particular in a regularly distributed manner.

[0021] With a particularly clever design, the ratio between the pitch circle diameter of the summing gear and the standard module of the coupling gears is greater than 75, or greater than 100, especially greater than 150, and / or the overlap between the coupling gears and the summing gear is greater than 4, preferably greater than 5, and particularly greater than 6. The high overlap helps to limit noise generation. Since the total drive torque is distributed across several electric motors and thus several individual pinions as coupling gears, the forces to be transmitted per tooth contact are lower, allowing the standard module to be chosen to be small.

[0022] In one possible implementation of the invention, the transmission comprises a plurality of power electronics modules, each power electronics module preferably supplying power to exactly one of the electric motors. In this implementation, each power electronics module has to switch less power / current, so that the heat is also distributed across several separate switching elements or power electronics modules. This simplifies the cooling of the power electronics as a whole.

[0023] In a preferred further development, it is provided that the respective power electronics module and the associated electric motor are supplied via a common cooling circuit, with the cooling circuits of the different electric motors preferably running parallel to each other.

[0024] Another object of the invention relates to a vehicle with the described manual transmission, wherein the vehicle also comprises an internal combustion engine, wherein the internal combustion engine is operatively connected to the manual transmission.

[0025] Further features, advantages, and effects of the invention will become apparent from the following description of preferred embodiments of the invention and the accompanying figures. These show: Fig. 1 a schematic representation of a manual transmission as a first embodiment of the invention; Fig. 2 a schematic axial top view of a constructive realization of the gearbox in the Fig. 1; Fig. 3 a schematic three-dimensional view of the gearbox of the Fig. 2; Fig. 4 another schematic three-dimensional view of the gearbox of the Fig. 2 and Fig. 3; Fig. 5 a schematic longitudinal section view of a possible variant of the gearbox of the preceding figures; Fig. 6 a schematic longitudinal section view of another possible variant of the gearbox shown in the preceding figures; Fig. 7 a further schematic representation of a manual transmission as a further embodiment of the invention.

[0026] The Fig. Figure 1 shows a schematic block diagram of a manual transmission 1 as an embodiment of the invention, which is integrated into a vehicle 2 as a drivetrain or drivetrain section. The vehicle 2 is, for example, a passenger car.

[0027] The transmission 1 comprises an electric motor input shaft 3, a parallel shaft 4, and a coaxial shaft 5. The coaxial shaft 5 is arranged coaxially with the electric motor input shaft 3 and / or aligned with it. The parallel shaft 4 is arranged parallel and offset from the electric motor input shaft 3 and / or the coaxial shaft 5. The parallel shaft 4 can be selectively coupled to the electric motor input shaft 3 and / or the coaxial shaft 5 via different gear stages. The electric motor input shaft 3 is hereinafter also referred to as shaft 3.

[0028] The electric motor input shaft 3 and the parallel shaft 4 are arranged in a common installation space section 6. In particular, the electric motor input shaft 3 and the parallel shaft 4 run parallel to each other within the installation space section 6. The installation space section 6 is preferably defined by its axial extent, which is aligned with the longitudinal extent of the electric motor input shaft 3 and / or the parallel shaft 4.

[0029] The electric motor input shaft 3 is coupled to the parallel shaft 4 via a first gear section 7. The first gear section 7 has two gear stages 8, 9, so that the two shafts 3, 4 can be selectively coupled to each other via a first switching device 10. In particular, the two shafts 3, 4 can be operatively connected or decoupled via the gear stages 8, 9.

[0030] The coaxial shaft 5 is coupled to the parallel shaft 4 via a second gear section 11. The second gear section 11 has two gear stages 12 and 13, so that the two shafts 3 and 4 can be selectively coupled to each other via a second switching device 14. In particular, the two shafts 3 and 4 can be operatively connected or decoupled via the gear stages 12 and 13.

[0031] Gear stage 13 has a double loose gear 15, which is rotatably mounted on the parallel shaft 4 and is part of a gear stage 16. Gear stage 16, via a third switching device 17, selectively enables a gear-related coupling between the parallel shaft 4 and the electric motor input shaft 3. The third switching device 17 also enables selective coupling between the electric motor input shaft 3 and the coaxial shaft 5. In this configuration, the transmission 1 allows a multitude of switching states, as described in the Fig. 1 are shown, where “E” stands for electric motor operation and “V” stands for internal combustion engine operation.

[0032] The coaxial shaft 5 is operatively connected to an internal combustion engine 18. Preferably, the crankshaft of the internal combustion engine 18 is aligned coaxially with the coaxial shaft 3, so that the latter can also be referred to as the internal combustion engine input shaft. The parallel shaft 4 can be referred to as the countershaft. A damper and / or clutch device K0 can be arranged between the coaxial shaft 5 and the internal combustion engine 18. Alternatively, the coaxial shaft 5 can be permanently and / or inseparably connected to the crankshaft of the internal combustion engine 18.

[0033] Parallel to the electric motor input shaft 3, the parallel shaft 4, and / or the coaxial shaft 5, an output shaft 19 is provided, wherein an output gear 20 is arranged on the output shaft 19 in a rotationally fixed manner as a final drive. The output gear 20 meshes with a gear 21, which is arranged as a fixed gear on the parallel shaft 4. In this embodiment, the output gear 20 forms a component of a differential device 22, which distributes the output torque to two shafts 23, 24 so that it can be transmitted to the driven wheels of the vehicle 2.

[0034] A summing gear 25 is arranged as a fixed gear on the electric motor input shaft 3, particularly at a free end of the electric motor input shaft 3. The transmission 1 has a plurality of electric motors 26, each of which has a coupling gear 27. The coupling gear 27 is arranged coaxially to a rotor shaft of the respective electric motor 26 and is operatively connected to the electric motor 26. The coupling gears 27 mesh with the summing gear 25, so that a drive torque is transmitted from the electric motors 26 to the summing gear 25. The drive torques of the electric motors 26 are combined in the summing gear 25. Preferably, these individual electric motors 26 are designed as high-speed (rotational speed greater than 15,000 revolutions per minute) and / or slim (axial length preferably greater than the diameter) electric motors 26. The electric motors 26 extend from the coupling wheels 27 into the installation space section 6.The output end is thus located in the area of ​​the summing wheel 25, and a housing section of the electric motors 26 is directed towards the internal combustion engine 18. The housing section is cylindrical, with its length being more than 2, 4, preferably more than 6 times its diameter.

[0035] The electric motors 26 are all located in a circular ring area 28 ( Fig. 2) arranged around the electric motor input shaft 3. In particular, the rotor axes are positioned around the electric motor input shaft 3 within a common pitch circle diameter. This results in a very compact design for the transmission 1, as the electric motors 26 are arranged parallel to and offset from the electric motor input shaft 3.

[0036] The Fig. Figure 2 shows a schematic, axial top view of a structural embodiment of the transmission 1 as an exemplary embodiment of the invention. In the axial top view, the transmission 1 has the electric motor input shaft 3 with the summing gear 25. The parallel shaft 4 is shown offset parallel to this. Also offset parallel to both shafts 3 and 4, an axial top view of the output shaft 19 with the output gear 20 is shown. The three shafts 3, 4, and 19 are arranged in a triangle in the axial top view. The annular region 28 is shown coaxially with the electric motor input shaft 3, and the coupling gears 27 with the coaxially arranged electric motors 26 are shown within this annular region.

[0037] It can be seen that the electric motors 26 and / or the coupling wheels 27 are not arranged without gaps in the direction of rotation around the electric motor input shaft 3, but rather angular regions – also called angular segments – are omitted. In a first angular region 29, an actuator 30 for one of the switching devices 10, 14 or 17 or the damping and / or coupling device 30 is arranged, which forms an interference contour for the electric motors 26, so that the angular region 29 is designed as a gap and / or an empty region with respect to the electric motors 26.

[0038] In a further angular range 31, the parallel shaft 4 can be seen in the axial top view, whereby no electric motor 26 is arranged in the angular range 31 either, since the parallel shaft 4 forms a further interfering contour.

[0039] Thus, the concept of the gearbox 1 provides that the electric motors 26 utilize the remaining installation space in the installation space section 6 in the direction of rotation around the electric motor input shaft 3, but omit interfering contours which are predetermined by the design during assembly.

[0040] The required electrical drive power or electric drive torque is thus distributed among several, in this case five, individual smaller electric motors 26. These electric motors 26 are arranged on a circular ring around the driven shaft 3 (preferably coaxial with the crankshaft), with the electric motors 26 only being arranged in angular ranges that are not required by the parallel shaft 4 and the actuator 30. Each of the five electric motors 26 drives a coupling gear 27 as a pinion. The individual coupling gears 27 are toothed with a common central summing gear 25. The summing gear 25 is coupled to the driven shaft 3.

[0041] In the Fig. 3 is the manual transmission 1 of the Fig. 2 shown again in a schematic, three-dimensional side view. Fig. Figure 4 shows another schematic, three-dimensional view of the transmission 1 from the output shaft 19 side. This view reveals another optional feature of the transmission 1. One of the electric motors 26, which is axially congruent with the output gear 20, is shorter in its axial length compared to the other electric motors 26. Since the installation space is only partially limited by the output gear 20 in this angular range, the remaining space can be used for the shortened electric motor 26. In this way, additional drive torque can be provided while making extensive use of the available installation space. Fig. Figure 4 shows in particular the arrangement of the individual electric motors around the electric motor input shaft 3, wherein they are arranged such that the angular range for the actuator 30 and the parallel shaft 4 remains unobstructed. One of the five electric motors 26 partially overlaps with the output gear 20 as a final drive gear, so that the length of the electric motor 26 is limited by the axial distance to the output gear 20.

[0042] The Fig. 5 and Fig. Figures 6 each show a longitudinal section through the gearbox 1, which differ in the mounting of the electric motor input shaft. In the embodiment shown in the Fig. 5 is a bearing arrangement 32 for supporting the electric motor input shaft 3 in the axial direction behind the summing wheel 25, so that the summing wheel 25 is arranged as a free or floating end wheel on the electric motor input shaft 3. Due to the distribution of the electric motors 26 on the circumference, the individual bending moments on the summing wheel 25 partially cancel each other out, so that the resulting bending moments are smaller and the floating arrangement of the summing wheel 25 is uncritical. In the embodiment in the Fig. 5 all electric motors 26 are the same in longitudinal extent and are designed to be so short that a collision with the output wheel 20 is prevented.

[0043] Alternatively, and as in the Fig. As shown in Figure 6, the summing gear 25 can be arranged between the gear directly next to the bearing assembly 32 and the bearing assembly 32. Thus, in the exemplary embodiment of the Fig. 6 the bearing device 32 is arranged in front of the summing wheel 25 and forms the end of the electric motor input shaft 3. In the embodiment of the Fig. 6. Some of the electric motors 26 are designed to be so long that they extend axially over the output gear 20. Only the electric motor 26 that overlaps the output gear 20 in axial projection is optionally shortened or omitted, so that a gap or void results in this angular region.

[0044] In the Fig. Figure 7 shows an alternative embodiment for the transmission 1, wherein the summing gear 25 is arranged between the internal combustion engine 18 and the other transmission components, in particular the transmission stages. The electric motor input shaft 3 is designed as a hollow shaft through which the coaxial shaft 5, serving as the internal combustion engine input shaft, is guided. As in the previous embodiment, the electric motor input shaft 3 can be selectively coupled to the parallel shaft 5 via two transmission stages 8, 9 by means of the first switching device 10. The parallel shaft 5 can be selectively coupled to the electric motor input shaft 3 via transmission stages 12, 13 by means of the second switching device 14. The third switching device selectively couples the coaxial shaft 5 to the parallel shaft 4 via transmission stage 16 or a loose gear of transmission stage 13 to a loose gear of transmission stage 16.The summing gear 25 is arranged as a fixed gear on the end of the electric motor input shaft 3 facing the internal combustion engine 18. The electric motors 26 are operatively connected to the summing gear 25 via coupling gears 27, with the electric motors 26 arranged in the direction of rotation around the electric motor input shaft 25. While in the previous embodiment the electric motors 26 are oriented with their housing area towards the internal combustion engine 18, in this embodiment the electric motors 26 are in the . Fig. 7 with the housing area oriented away from this. However, they are arranged in or run through the installation space section 6 as before, wherein the electric motor input shaft 3 and the coaxial shaft 4 are arranged parallel to each other in the installation space section 6.

[0045] One consideration in the design is that, with an axially parallel arrangement of a central electric motor to the other shafts, this large-volume electric motor causes the gearbox to bulge, exceeding the installation space normally available for the gearbox. With a coaxial arrangement of a single electric motor to one of the other shafts of the gearbox, the overall length of the gearbox increases, or less axial installation space is available for gear planes, planetary gear sets, and bearings. To counteract this, the required electrical drive power or torque is distributed among several individual electric motors 26, each with a lower power output than the total required power. Preferably, these individual electric motors 26 are designed as high-speed, slim electric motors (axial length preferably greater than the diameter).These are arranged in a circle around the shaft 3 to be driven. The electric motors 26 are only arranged in the circular segments that are not required for other components (further shafts, actuators, etc.).

[0046] The driven shaft 3 is fitted with the summing gear 25, for example, as a gear with a sufficient diameter to mesh with the connecting gears 27 as pinions of the electric motors 26 arranged on the circle. This summing gear 25, together with the connecting gears 27 of the individual electric motors 26, ensures that the distance between the individual electric motors 26 and the driven shaft 3 is sufficiently large so that the other gears and components rotating on the shaft 3 do not collide with the electric motors 26. Furthermore, the gear ratio between the connecting gears 27 of the electric motors 26 and the summing gear 25 on the driven shaft 3 is selected such that the high rotational speed of the electric motors 26 is adjusted to the required rotational speed.

[0047] By coordinating the positions of the other components and the electric motors 26 to be arranged, a very compact integration of the electric drive power into the transmission 1 is achieved. It is preferably provided that the electric motors 26, or only some of the electric motors 26, can also be used as generators (for recuperation during braking). Preferably, the electric motors 26 can be operated in all four quadrants around the shaft 3.

[0048] The individual electric motors 26 can all be identical in construction (same dimensions and same power output) or of different sizes and make different contributions to the overall drive power. For example, due to the available axial installation space, individual electric motors 26 can be of different lengths.

[0049] The individual electric motors 26 are preferably coupled to the driven shaft 3 via individual coupling wheels 27 of the individual electric motors 26 and a common summing wheel 25 on the driven shaft 3.

[0050] Preferably, all electric motors 26 have a similar or identical outer diameter, since, due to the common summing wheel 25 to the driven shaft 3, each electric motor 26 has a similar minimum distance to the driven shaft 3.

[0051] In one possible embodiment, a small gear module is chosen relative to the diameters of the gears, specifically the diameter of the summing gear 25 (diameter / standard module > 75, > 100, particularly > 150), so that a high contact ratio (greater than 4, 5, or 6) is achieved. Due to the high speeds of the electric motors 26 (some exceeding 20,000 rpm), a high contact ratio helps to limit noise generation. Since the total drive torque is distributed across several electric motors 26 and thus several individual coupling gears 27, the forces to be transmitted per tooth contact are lower, allowing the standard module to be chosen to be small.

[0052] In another possible embodiment, decentralized power electronics are used close to the individual electric motors 26, so that each power electronics module switches less power / current and thus the heat is distributed across several separate switching elements of the power electronics modules. This simplifies the cooling of the power electronics.

[0053] The multiple individual electric motors 26 have a larger surface area than a single electric motor with the same power output as the sum of the individual electric motors 26. A larger surface area reduces the thermal resistance for cooling the electric motors 26 and thus reduces the requirements for the cooling system or allows for a further increase in the power density of the electric motors 26. Preferably, the reduced requirements for the cooling system are used to simplify the cooling system. This is preferably achieved by eliminating the need for separate cooling circuits for the power electronics and electric motors 26, or preferably by using air cooling, or by utilizing the cooling circuit of the internal combustion engine 18.

[0054] By mounting the individual electric motors 26 slightly out of phase with respect to the orientation of their internal magnetic poles, the torque non-uniformity of the electric motors 26 can be further reduced by reducing the effective pole pitch from the point of view of the central summing wheel 25 for connecting the electric motors 26 with an increasing number of electric motors 26. Reference symbol list 1 manual transmission 2 vehicles 3 electric motor input shafts 4 parallel wave 5 Coaxial shaft 6 Construction area section 7 first gear section 8, 9 gear stages 10 first switching device 11 second gear section 12, 13 gear stages 14 second switching device 15 Double wheel 16 gear stages 17 third switching device 18 Internal combustion engine 19 Output shaft 20 Output gear 21 wheel 22 Differential device 23, 24 waves 25 summation wheel 26 electric motors 27 coupling wheel 28 circular ring area 29 angle range 30 actuator 31 angle range 32 Storage facility K0 steamer and / or coupling device

Claims

[1] Manual transmission (1) for a vehicle (2) with an electric motor input shaft (3), wherein the electric motor input shaft (3) carries a summing wheel (25), with a plurality of electric motors (26), wherein the electric motors (26) are arranged axially parallel to the electric motor input shaft (3) and each carry a coupling wheel (27), wherein the coupling wheels (27) are in engagement with the summing wheel (25), characterized by a parallel shaft (4), wherein in a space section (6) the parallel shaft (4) is arranged in the same direction as the electric motor input shaft (3) and can be selectively connected to the electric motor input shaft (3) by means of a gearbox, wherein at least part of the electric motors (26) protrudes into the space section (6). [2] Manual transmission (1), characterized by, that the majority of electric motors (26) are arranged in an annular region (28) around the electric motor input shaft (3), wherein an angular region (29) of the annular region (28), which overlaps in axial direction with the parallel shaft (4), is formed as a void or gap. [3] Gearbox (1) according to any one of the preceding claims, characterized by a coaxial shaft (5) wherein the coaxial shaft (5) is aligned coaxially to the electric motor input shaft (3). [4] Gearbox (1) according to claim 3, characterized by , that the parallel shaft (4) is designed as a countershaft and the coaxial shaft (5) as an internal combustion engine input shaft for coupling an internal combustion engine (18). [5] Gearbox (1) according to any one of the preceding claims, characterized byan output shaft (19) wherein the output shaft (19) has an output wheel (20) which meshes with a wheel on the electric motor input shaft (3) and / or on the parallel shaft (4), wherein at least one of the electric motors (16), which overlaps with the output wheel (20) in an axial projection, is shortened compared to at least one other electric motor (26), some of the electric motors (26) or all other electric motors (26). [6] Gearbox (1) according to any one of the preceding claims, characterized by , that the electric motors (26) are arranged in phase with respect to the magnetic poles such that rest positions of the rotors in the electric motors (26) and / or the torque ripple of the electric motors (26) are applied to the electric motor input shaft (3) in phase. [7] Gearbox (1) according to any one of the preceding claims, characterized by, that the ratio between the pitch circle diameter of the summing wheel (25) and the standard module of the coupling wheels (27) is greater than 75. [8] Gearbox (1) according to any one of the preceding claims, characterized by a plurality of power electronics modules, each power electronics module supplying power to one of the electric motors (26). [9] Manual transmission (1) according to claim 8, characterized by that the power electronics module and the associated electric motor are supplied via a common cooling circuit. [10] Vehicle (2) comprising the transmission (1) according to any of the preceding claims and the internal combustion engine 18.

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