Manual transmission with three gear levels and connected electric motor

Abstract

Manual transmission (1) for a motor vehicle with at least one drive shaft (2) via which torque can be introduced, wherein between the drive shaft (2) and an output shaft (16) used for torque transfer, a first intermediate shaft (7) and a second intermediate shaft (10) are integrated into the torque flow depending on a switching position of coupling elements (A1, A3, B, C, X) such that the torque is guided via the first intermediate shaft (7) and / or the second intermediate shaft (10), and wherein the coupling elements (A1, A3, B, C, X) connect gears (5, 6, 8, 9, 11, 12, 14, 15, 19) to the drive shaft (2), the first intermediate shaft (7), the second intermediate shaft (10) and / or the output shaft (16) during torque transmission, wherein at least one of the two intermediate shafts (7, 10) is assigned an electric machine (20) and is thus connected to the intermediate shaft (7, 10) can be coupled so that in the event of a traction interruption, missing torque can be supplied in a targeted manner,wherein the electric machine (20) is operatively connected to the first intermediate shaft (7) and / or the second intermediate shaft (10) via a transmission stage (24), characterized in that an axially displaceable gear (37) is arranged on the rotor shaft (21) of the electric machine (20), which engages with one of the gears of the gearbox (1) by axial displacement.

Description

[0001] The invention relates to a manual transmission for a motor vehicle with at least one drive shaft via which torque can be introduced, for example from a crankshaft driven by an internal combustion engine, wherein between the drive shaft and an output shaft used for torque transfer, a first intermediate shaft and a second intermediate shaft are integrated into the torque flow depending on a switching position of coupling elements such that the torque is guided via the first intermediate shaft and / or the second intermediate shaft, and wherein the coupling elements connect gears to the drive shaft, the first intermediate shaft, the second intermediate shaft and / or the output shaft during torque transmission.

[0002] Manual transmissions for hybrid motor vehicles, or hybrid transmission structures or hybrid drivetrains, are already known from the prior art. For example, DE 10 2010 010 436 A1 describes a hybrid drivetrain of a motor vehicle with a variable-speed transmission having multiple gear pairs, which comprises at least one drive shaft / input shaft and at least one output shaft / output shaft, which can be coupled to a primary drive and / or a secondary drive. To improve the hybrid drivetrain, particularly with regard to manufacturing costs, the secondary drive is connected in a rotationally fixed manner to a first gear wheel of a gear pair, designed as an idler gear, which meshes with a second gear wheel of the same gear pair, which is also designed as an idler gear.

[0003] Another document, DE 10 2011 008 036 A1, also discloses a hybrid transmission operatively connected to an engine and comprising an input member operatively connected to the engine, at least one intermediate member, and an output member. A plurality of selectively engageable torque-transmitting mechanisms enables the input member to be selectively operatively connected to the at least one intermediate member through the first gear arrangement by engaging different torque-transmitting mechanisms of a first set of torque-transmitting mechanisms.A single motor-generator is operatively connectable to the at least one intermediate member and is selectively operatively connected to the output member in two alternative ways through the second gear arrangement by means of selective engagement of two respective torque-transmitting mechanisms of a second set of torque-transmitting mechanisms to establish two different torque ratios between the at least one intermediate member and the output member. The second set of torque-transmitting mechanisms includes dual output clutches that establish the two different torque ratios. However, the shift elements are very large due to the high axle torques. Furthermore, it is not possible to completely disconnect the electric machine from the output. However, this prior art always has the disadvantage that, unfortunately, interruptions in tractive power occur during gear changes.

[0004] Furthermore, WO 2018 / 028 747 A1 discloses a manual transmission for a motor vehicle according to the preamble of claim 1. Further prior art includes the publications DE 10 2018 217 854 A1, DE 10 2016 212 605 A1, and DE 10 2014 222 587 A1.

[0005] The object of the invention is to avoid or at least mitigate the disadvantages of the prior art. In particular, a manual transmission is to be provided that provides constant torque and enables forward and reverse electric driving regardless of the selected (combustion) gear. Furthermore, a recuperation process must be ensured regardless of the selected (combustion) gear. Optionally, the manual transmission should also enable decoupling of the electric motor in high gears (without additional actuators) and standby charging, as well as provide a mechanical reverse gear for combustion engine operation.

[0006] This object is achieved according to the invention by a manual transmission for a motor vehicle according to the preamble of claim 1.

[0007] This has the advantage that during gear shifting or gear changing, the electric motor can feed drive power into the transmission, so that constant, uninterrupted torque is available at the output shaft(s) to drive the vehicle. The electric motor is operatively connected to the first intermediate shaft and / or the second intermediate shaft via a gear ratio, allowing the electric motor to operate closer to its optimal speed range. To implement the standby charging function, an axially movable gear is arranged on the rotor shaft of the electric motor, which, when moved axially, engages with one of the gears of the manual transmission, in particular the second drive gear.

[0008] Advantageous embodiments are claimed in the subclaims and are explained in more detail below.

[0009] In a preferred embodiment, the gears can be arranged in three axially spaced-apart gear planes. The term "gear plane" refers to a plane extending perpendicular to the axial direction, in which several gears arranged on different shafts are arranged, meshing with each other and forming a closed chain. This means that the cross-sectional areas central to the axial direction (formed by theoretical intersection with a gear plane) of the individual gears in a specific gear plane are essentially coplanar.

[0010] Preferably, it is conceivable for a rotor shaft of the electric machine to have an axial offset from the drive shaft or for the rotor shaft to be aligned coaxially with the drive shaft. This configuration allows for optimal use of the installation space of the manual transmission and keeps the external dimensions small. If the rotor shaft has an axial offset from the drive shaft, the manual transmission can be kept short in the axial direction. If the rotor shaft is aligned coaxially with the drive shaft, however, the manual transmission can be dimensioned small in the radial direction (perpendicular to the axial direction).

[0011] An advantageous embodiment of the invention is characterized in that a gearwheel of the transmission stage arranged on the first intermediate shaft and / or the second intermediate shaft is designed as a loose wheel, which can be connected in a rotationally fixed manner to the first intermediate shaft and / or the second intermediate shaft via a coupling element. This allows the electric motor to be easily decoupled from the intermediate shaft, and thus from the manual transmission, so that the maximum speed of the electric motor is not limited by the maximum speed of the electric motor.

[0012] Alternatively, it is also conceivable to decouple the electric machine from the manual transmission by having a rotor of the electric machine rotatably mounted on the rotor shaft and connected in a rotationally fixed manner to the rotor shaft via the coupling element, or by having a gearwheel of the transmission stage arranged on the rotor shaft configured as a loose wheel which is connected in a rotationally fixed manner to the rotor shaft via the coupling element.

[0013] In a further advantageous development, an additional idler gear can be arranged on the drive shaft, which meshes with the gear of the transmission stage arranged on the rotor shaft and can be connected to the drive shaft in a rotationally fixed manner via the coupling element. The direct connection of the rotor shaft to the drive shaft makes it possible to drive the electric motor directly with the combustion engine when the vehicle is stationary, thus operating the electric motor in generator mode and charging a battery provided for storing electrical power in the vehicle (stationary charging function).

[0014] However, it is also conceivable that, in order to implement the stand-by charging function, an additional idler gear is arranged on the rotor shaft of the electric machine, which idler gear can be connected to the rotor shaft in a rotationally fixed manner via the coupling element and is in engagement with one of the gears of the manual transmission, in particular the second drive gear.

[0015] Preferably, all gears in one gear plane can be designed as fixed gears, and all gears in the other gear planes as loose gears. It is particularly advantageous if all gears in a first gear plane are designed as fixed gears, and all gears in a second and third gear plane are designed as loose gears. Thus, with three gear planes, up to 16 different gear stages can be realized without significantly increasing the external dimensions of the transmission.

[0016] Preferably, the first gear plane can be designed as a final drive gear plane, i.e., for the axle drive. This is particularly advantageous for fulfilling special customer requirements.

[0017] In a preferred embodiment, the manual transmission according to the invention can further be equipped with a differential shaft arranged coaxially with the output shaft, which is rotationally fixedly connected to a differential / differential gear and transmits torque from the first intermediate shaft and / or the second intermediate shaft to the output shaft. Preferably, two gears designed as idler gears can be arranged on the differential shaft. This is expedient for good shiftability.

[0018] In addition, it is conceivable that the idler gears of the second gear plane and the third gear plane arranged on the first intermediate shaft, the second intermediate shaft or the differential shaft can be coupled to one another via the coupling elements.

[0019] Preferably, the coupling elements can be designed as form-fit couplings with synchronization, particularly as synchronizer rings. Such synchronizer rings can be stocked cost-effectively as standard parts.

[0020] According to an advantageous embodiment, an idler gear can be arranged on the drive shaft in the second gear plane and in the third gear plane. Furthermore, an idler gear can preferably be arranged on the first intermediate shaft and the second intermediate shaft, as well as on the differential shaft, in the second gear plane and in the third gear plane. This allows desired integers to be predetermined.

[0021] In a further development according to the invention, only one idler gear can be arranged in the second gear plane on one of the two intermediate shafts and the differential shaft, and one idler gear can be arranged in the second gear plane and one idler gear in the third gear plane on the other of the two intermediate shafts. It is conceivable that the idler gears arranged on the other of the two intermediate shafts in the second gear plane and one idler gear in the third gear plane are designed as a permanently non-rotatably coupled double idler gear.

[0022] Furthermore, it is advantageous if the axes of the drive shaft, the first intermediate shaft, the second intermediate shaft and the output shaft are aligned parallel to each other.

[0023] In other words, an electric machine is arranged in the manual transmission on the transmission side opposite the combustion engine. The rotational axis of the electric machine is parallel to the rotational axis of the crankshaft of the combustion engine and parallel to the transmission shafts. The electric machine is connected indirectly, preferably via a spur gear stage, to one of the intermediate shafts, with the pinion of the spur gear stage being operatively connected to the rotor shaft of the electric machine. The gear of the spur gear stage is in turn operatively connected to the intermediate shaft of the transmission and is designed as a fixed gear. Alternatively, the gear of the spur gear stage of the electric machine is designed as an idler gear. In this case, a positive engagement clutch acts between the gear of the spur gear stage of the electric machine, which is designed as an idler gear, and the intermediate shaft. This positive engagement clutch can also have a synchronization or shift prevention function.The positive-locking clutch is operatively connected to the sliding sleeve of the synchronizer (synchronizing device) arranged on the same intermediate shaft via a coupling device. The sliding sleeve of the synchronizer can assume three switching positions, whereas the positive-locking clutch can assume two switching positions. In this embodiment, the coupling device is arranged between the sliding sleeve of the synchronizer and an additional transmission element. In a further embodiment, the rotor of the electric machine can be rotatably mounted on the rotor shaft and designed to be coupled to it. The pinion of the electric machine can optionally be designed as a loose or fixed gear.In a further development according to the invention, an additional idler gear can be arranged on the transmission input shaft / drive shaft, which meshes with the pinion of the electric machine on the transmission input shaft and can be coupled to the transmission input shaft by means of a positive engagement clutch. The positive engagement clutch can have a synchronization or shift prevention function and can be arranged within the shaft as a pull-key mechanism. The toothing width of the additional idler gear is narrow compared to the pinion of the electric machine. Alternatively, according to the invention, an axially displaceable gear can be arranged on the rotor shaft, which is connected to the rotor shaft in a rotationally fixed and axially displaceable manner via sliding gearing. For stationary charging, the gear is brought into engagement with one of the transmission gears, preferably with one of the idler gears of the transmission input shaft, by means of an axial displacement.In yet another embodiment, a loose wheel with a claw clutch can be arranged on the rotor shaft.

[0024] The invention is explained below with the aid of drawings. They show: Fig. 1 is a schematic view of a manual transmission according to a first embodiment; Fig. 2 a perspective view of the manual transmission according to the first embodiment; Fig. 3 a further perspective view of the manual transmission according to the first embodiment; Fig. 4 a schematic view of the manual transmission according to a second embodiment; Fig. 5-7 schematic and constructive views of a connection mechanism of an electric machine to the manual transmission according to the second embodiment; Fig. 8 is a schematic view of the manual transmission according to a third embodiment; Fig. 9 is a schematic view of the manual transmission according to a fourth embodiment; Fig. 10 is a schematic view of the manual transmission according to a fifth embodiment; Fig. 11-13 schematic views of a section of the manual transmission according to the fifth embodiment for different operating states; Fig. 14 is a schematic view of the manual transmission according to a sixth embodiment; and Fig. 15 a schematic view of the manual transmission according to a seventh embodiment.

[0025] The figures are merely schematic in nature and serve solely to facilitate understanding of the invention. The same elements are provided with the same reference numerals. The features of the individual embodiments can be interchanged.

[0026] In Fig. Figure 1 schematically shows an automatic transmission 1 for a motor vehicle according to a first exemplary embodiment. A drive shaft 2 is arranged on the input side, which can be coupled to a crankshaft 4 in a rotationally fixed manner by means of a friction clutch 3. The crankshaft 4 is in turn connected to an internal combustion engine (in Fig. 1 not shown) so that a torque generated during operation of the internal combustion engine is transmitted via the crankshaft 4 and the friction clutch 3 to the drive shaft 2 and the manual transmission 1.

[0027] A first drive gear 5 and a second drive gear 6 are arranged / mounted on the drive shaft 2. The first drive gear 5 and the second drive gear 6 are each designed as loose gears and can be coupled in a rotationally fixed manner to the drive shaft 2 via corresponding coupling elements A1 and A3 designed as positive-locking clutches with synchronization (hereinafter referred to simply as "positive-locking clutch"). This means that when the positive-locking clutch A1 or A3 is closed, the torque of the drive shaft 2 is transferred to the first drive gear 5 and the second drive gear 6, respectively.

[0028] In the first exemplary embodiment, the first drive gear 5 engages with a first intermediate shaft gear 8 arranged on a first intermediate shaft 7 and designed as a loose gear. The first intermediate shaft gear 8 can be connected to the first intermediate shaft 7 in a rotationally fixed and torque-transmitting manner via the positive coupling B. An intermediate shaft fixed gear 9 designed as a fixed gear is arranged on an end section of the first intermediate shaft 7 on the transmission input side. The intermediate shaft fixed gear 9 can be formed integrally with the first intermediate shaft 7 or can be permanently connected to the first intermediate shaft 7, for example via a welded connection.

[0029] Furthermore, in the first exemplary embodiment, the first drive gear 5 is in engagement with a second intermediate shaft gear 11 arranged on a second intermediate shaft 10 and designed as an idler gear, and the second drive gear 6 is in engagement with a third intermediate shaft gear 12 arranged on the second intermediate shaft 10 and designed as an idler gear. The second intermediate shaft gear 11 and the third intermediate shaft gear 12 are permanently connected to one another in a rotationally fixed manner as a double idler gear 13 and can be connected to the second intermediate shaft 10 in a torque-transmitting manner via the positive coupling C. An intermediate shaft fixed gear 14 designed as a fixed gear is arranged on an end section of the second intermediate shaft 10 on the transmission input side. The intermediate shaft fixed gear 14 can be formed integrally with the second intermediate shaft 10 or can be permanently connected to the second intermediate shaft 10, for example via a welded connection.

[0030] As in Fig. As can be seen in Figure 1, the intermediate shaft fixed gear 9 is in engagement with an output gear (final drive gear) 15, which is permanently arranged in a rotationally fixed manner on a differential carrier 17 that receives an output shaft 16. The output shaft 16 transmits the torque to the drive wheels of the vehicle. In particular, the output gear 15 is rotationally fixedly connected to a differential carrier 17. This differential carrier 17 is in turn connected to a differential shaft 18, designed as a hollow shaft and coaxially receiving the output shaft 16.

[0031] A differential gear 19 is arranged on the differential shaft 18. The differential gear 19, designed as a loose gear, can be connected to the differential shaft 18 in a rotationally fixed manner via the positive coupling X and, as shown in Fig. 1, in engagement with the first intermediate shaft gear 8.

[0032] As in Fig. 1, as indicated by the dashed lines, the output gear 15 is additionally engaged with the intermediate shaft fixed gear 14. Thus, depending on the switching position of the positive-locking clutches A1, A3, B, C, and X, the torque can be transmitted from the input shaft 2 via the first intermediate shaft 7 and / or the second intermediate shaft 10 and / or the differential shaft 18 to the output shaft 16.

[0033] In the manual transmission 1, the gears 5, 6, 8, 9, 11, 12, 14, 15, and 19 are arranged in three gear planes, such that the gears in each of the gear planes form a closed chain. This means that the gears 9, 14, 15 of the first gear plane (final drive) mesh with one another, the gears 5, 8, 11, 19 of the second gear plane mesh with one another, and the gears 6, 12 of the third gear plane mesh with one another. In addition, the shafts 2, 7, 10, 18, in particular the center axes of the shafts 2, 7, 10, 18, are aligned parallel to one another in the manual transmission 1 according to the first embodiment. With this arrangement of the gears and positive clutches, six gear stages can thus be realized.

[0034] As in Fig. As can be seen in Figure 1, an electric motor 20 is additionally arranged on the manual transmission 1 on a transmission side opposite the internal combustion engine. In the first exemplary embodiment, a rotor of the electric motor 20 is connected in a rotationally fixed manner to a rotor shaft 21. A rotor pinion 22, designed as a fixed gear, is arranged on a transmission-side end section of the rotor shaft 21. The rotor pinion 22 can be manufactured in one piece with the rotor shaft 21 or, alternatively, can be connected in a rotationally fixed manner, for example, via a welded joint.

[0035] In the first embodiment, the rotor pinion 22 is in engagement with a rotor wheel 23 arranged as a fixed wheel on the first intermediate shaft 7, ie the rotor pinion 22 and the rotor wheel 23 form a transmission stage 24 between the first intermediate shaft 7 and the rotor shaft 21.

[0036] In other words, to transmit the drive torque from the electric machine 20 to the manual transmission 1, as shown in the Fig. 2 and Fig. 3 is a perspective view of the manual transmission 1 according to the first exemplary embodiment, with a gear stage arranged as a transmission stage 24 between the rotor shaft 21 and the first intermediate shaft 7 of the manual transmission 1. The rotor pinion 22 of the transmission stage 24 is arranged on the rotor shaft 21, and the rotor wheel 23 of the transmission stage 24 is arranged on the first intermediate shaft 7. In the first exemplary embodiment, both the rotor wheel 23 and the rotor pinion 22 of the transmission stage 24 are designed as fixed gears and are thus positively or materially connected to the first intermediate shaft 7 or the rotor shaft 21. The electric machine 20 is therefore permanently connected to the output shaft 16 via the transmission stage 24 and the final drive, i.e. the first gear plane.

[0037] However, the permanent connection of the electric motor 20 to the output shaft 16 has the disadvantage that the maximum speed of the vehicle is limited by the maximum rotational speed of the electric motor 20, which is why the electric motor 20 should be separated / decoupled from the drive train at high speeds. Various exemplary embodiments of the manual transmission 1 according to the present disclosure are shown below, which make it possible to decouple the electric motor 20 from the manual transmission 1. Only the differences from the manual transmission 1 according to the first exemplary embodiment will be discussed.

[0038] A simple way of separating the electric machine 20 is that the rotor wheel 23 of the transmission stage 24 arranged on the intermediate shaft, as in Fig. 4, as a loose wheel. The rotor wheel 23 of the transmission stage 24 of the electric machine 20 is mounted on roller bearings and thrust washers (not shown in Fig. 4) rotatably and axially fixed on the first intermediate shaft 7. In Fig. 4, a positive coupling 25 is arranged between the rotor wheel 23 and the synchronization B. This has, as in Fig. 5 to 7, essentially comprises a sliding sleeve carrier 26 which is fixedly arranged on the first intermediate shaft 7, a coupling body 27 which is fixedly connected to the rotor wheel 23, and a sliding sleeve 28 which is fixedly and axially displaceably arranged on the sliding sleeve carrier 26 via a sliding toothing in the circumferential direction.

[0039] To actuate the sliding sleeve 28, a transmission element 29 is connected to a sliding sleeve 30 of the synchronization B via a Fig. 5b, Fig. 6b and Fig. 7b. The transmission element 29 is mounted in a rotationally fixed and axially displaceable manner relative to the clutch body 27 and thus also relative to the sliding sleeve 30 of the synchronizer B. However, relative to the sliding sleeve 28 of the positive-locking clutch 25, the transmission element 29 is axially coupled and rotatably / rotationally decoupled. This easily achieves that the positive-locking clutch 25 can be actuated with the aid of the sliding sleeve 30 of the synchronizer B, and no additional actuators are required.

[0040] The Fig. 5 to 7 show the three possible switching positions of the synchronization B and the positive clutch 25 ( Fig. 5a, Fig. 6a, Fig. 7a) and the structural design of the coupling mechanism ( Fig. 5b, Fig. 6b, Fig. 7b). Fig. 5 shows driving in the first or second gear. The sliding sleeves 28, 30 of the synchronizer B and the positive clutch 25 are in their closed positions (in Fig. 5a left) positions. Both idler gears, ie the first intermediate shaft gear 8 and the rotor gear 23, are non-rotatably coupled to the first intermediate shaft 7 via the sliding sleeves 28, 30 and sliding sleeve carrier 26. Fig. 6 shows driving in higher gear ratios at medium speeds. The first intermediate shaft gear 8 (in Fig. 6a the left idler gear) is decoupled from the first intermediate shaft 7, whereas the rotor wheel 23 of the transmission stage 24 of the electric machine 20 remains coupled to the first intermediate shaft 7. In Fig. Figure 7 shows driving at high speeds. Here, both idler gears, i.e., the first intermediate shaft gear 8 and the rotor gear 23, are decoupled from the first intermediate shaft 7. Thus, the speed of the electric motor 20 can be reduced to a standstill.

[0041] As in the Fig. 5b, Fig. 6b and Fig. As can be seen in Figure 7b, several transmission elements 29 are evenly distributed around the circumference between the sliding sleeve carrier 26 and the sliding sleeve 28. The transmission element 29 contains a receiving contour for a coupling element 31. The coupling element 31 is preferably mounted in the transmission element 29 so that it can move radially. Both the sliding sleeve carrier 26 and the sliding sleeve 30 contain a further receiving contour for the coupling element 31.

[0042] In Fig. 5b, both sliding sleeves 28, 30 are in their closed (left) position. The coupling element 31 is partially located in the receiving contour of the sliding sleeve carrier 26 and is held there by the sliding sleeve 30. Thus, the transmission element 29 is coupled to the sliding sleeve carrier 26 in its closed position. Fig. 6b, the first intermediate shaft gear 8 (the left idler gear) is decoupled from the first intermediate shaft 7. The transmission element 29 is still fixed in the left position, but the coupling elements 31 can already move radially outward in this position. As shown in Fig. As can be seen in Figure 7b, the sliding sleeve 1 has displaced the transmission element 29 to the right beyond the stop. Since the transmission element 29 is coupled to the sliding sleeve 28 in the axial direction via a rotary decoupling 32, the sliding sleeve 28 is also displaced to the right. The coupling element 31 is held in the receiving contour of the sliding sleeve 30 via the sliding sleeve carrier 26, thereby coupling the transmission element 29 to the sliding sleeve 30. The electric machine 20 can thus rotate at a lower speed.

[0043] Another possibility for decoupling the electric machine 20 in the manual transmission 1 according to a third embodiment is, as shown in Fig. 8, the rotor of the electric machine 20 is rotatably mounted on the rotor shaft 21 and coupled to it via a positive coupling 33. Alternatively, in the gearbox 1 according to a fourth embodiment, it is also possible to design the rotor pinion 22 of the transmission stage 24 of the electric machine 20 as a loose wheel and to connect this, as in Fig. 9, to be coupled to the rotor shaft 21 via a positive-locking coupling 34. However, for both variants, ie for the third and fourth embodiments, the possibility of actuating the positive-locking coupling 33 or the positive-locking coupling 34 via the actuator system of the intermediate shaft gear 8 of the first intermediate shaft 7 is omitted.

[0044] In addition to decoupling the electric machine 20 at high speeds, there is a desire to drive the electric machine 20 with the internal combustion engine when the vehicle is stationary in order to charge a battery / accumulator mounted in the vehicle and configured to store and deliver electrical power. This means that the internal combustion engine should drive the electric machine 20 in generator mode in order to partially recharge the empty battery. To ensure this stationary charging function, torque transmission between the internal combustion engine and the electric machine 20 must be enabled while the output shaft 16 is simultaneously decoupled.

[0045] As in Fig. As shown in Figure 10, according to a fifth exemplary embodiment, an additional idler gear 35 can be arranged on the drive shaft 2 in the manual transmission 1, which meshes with the rotor pinion 22 of the electric machine 20. The additional idler gear 35 can be connected to the drive shaft 2 by means of a positive-locking clutch 36. The positive-locking clutch 36 can, for example, include a shift prevention device or a synchronization mechanism, ensuring that the positive-locking clutch 36 is only engaged when the vehicle is stationary, if this cannot be ensured by other measures.

[0046] The additional idler gear 35 essentially has only a very small operating component. In addition, the stand-alone charging function or the "stand-alone charging" operating mode has lower acoustic requirements. Therefore, it is possible to use the additional idler gear 35, as shown in Fig. 10, significantly narrower, in particular approximately half as wide as the rotor pinion 22.

[0047] Fig. Figure 11 shows a section of the manual transmission 1 in the fifth exemplary embodiment. A high gear is engaged and the electric motor 20 is decoupled from the first intermediate shaft 7. Fig. Figure 12 shows the "stationary charging" operating mode. The additional idler gear 35 is coupled to the drive shaft 2, while all other synchronizers or positive-lock clutches are disengaged or open. Fig. Figure 13 shows the possibility of a mechanical reverse gear. Both idler gears of the transmission stage 24 of the electric motor 20 are coupled to their shafts, i.e., the rotor gear 23 is coupled to the first intermediate shaft 7, and the additional idler gear 35 is coupled to the drive shaft 2. The rotor pinion 22 of the electric motor 20 thus acts as an intermediate gear, thereby reversing the direction of rotation on the first intermediate shaft 7. The vehicle can thus drive backward using the internal combustion engine.

[0048] In Fig. Figure 14 shows the schematic structure of the manual transmission 1 according to a sixth embodiment. To implement the standby charging function, a movable gear 37 is arranged on the rotor shaft 21 of the electric machine 20. A sliding toothing is manufactured / introduced on the rotor shaft 21, and a corresponding counter toothing is manufactured in a hub of the movable gear 36. Upon axial displacement of the movable gear 37, it is engaged with one of the gears of the manual transmission 1, in particular, as shown in Fig. 14, with the second drive wheel 6, engaged.

[0049] An alternative design is in Fig. 15 in the form of a seventh embodiment of the manual transmission 1. An additional idler gear 38 is arranged on the rotor shaft 21 of the electric machine 20, which idler gear meshes with one of the gears of the manual transmission 1, in particular with the second drive gear 6. In the seventh embodiment, the additional idler gear 38 is coupled in a rotationally fixed manner to the rotor shaft 21 via a positive-locking coupling 39. If the positive-locking coupling 39, as in Fig. 15, is opened and the remaining positive couplings A1, A3, B, C and X are as shown in Fig.15, i.e., all positive-locking clutches except positive-locking clutch 25 are open, the vehicle is shifted into a neutral position for the internal combustion engine. However, if the positive-locking clutch 39 is closed, thereby coupling the additional idler gear 38 to the rotor shaft 21, and the synchronizer A3 of the second drive gear 6 of the drive shaft 2 is closed, and all other synchronizers A3, B, C, X, as well as the positive-locking clutch 25 are opened, the electric machine 20 can be driven directly by the internal combustion engine. Thus, the "stationary charging" operating state can be established.

Claims

[1] Manual transmission (1) for a motor vehicle with at least one drive shaft (2) via which torque can be introduced, wherein between the drive shaft (2) and an output shaft (16) used for torque transfer, a first intermediate shaft (7) and a second intermediate shaft (10) are integrated into the torque flow depending on a switching position of coupling elements (A1, A3, B, C, X) such that the torque is guided via the first intermediate shaft (7) and / or the second intermediate shaft (10), and wherein the coupling elements (A1, A3, B, C, X) connect gears (5, 6, 8, 9, 11, 12, 14, 15, 19) to the drive shaft (2), the first intermediate shaft (7), the second intermediate shaft (10) and / or the output shaft (16) during torque transmission, wherein at least one of the two intermediate shafts (7, 10) is assigned an electric machine (20) and is thus connected to the Intermediate shaft (7, 10) can be coupled so that in the event of a traction interruption, missing torque can be supplied in a targeted manner,wherein the electric machine (20) is operatively connected to the first intermediate shaft (7) and / or the second intermediate shaft (10) via a transmission stage (24), , characterized by that an axially displaceable gear (37) is arranged on the rotor shaft (21) of the electric machine (20), which engages with one of the gears of the gearbox (1) by axial displacement. [2] Manual transmission (1) according to claim 1, characterized by that the gears (5, 6, 8, 9, 11, 12, 14, 15, 19) are arranged in three axially spaced gear planes. [3] Manual transmission (1) according to claim 1 or 2, characterized by that a rotor shaft (21) of the electrical machine (20) has an axial offset to the drive shaft (2) or the rotor shaft (21) is aligned coaxially to the drive shaft (2). [4] Manual transmission (1) according to one of claims 1 to 3, characterized bythat a gear wheel (23) of the transmission stage (24) arranged on the first intermediate shaft (7) and / or the second intermediate shaft (10) is designed as a loose wheel which can be connected in a rotationally fixed manner to the first intermediate shaft (7) and / or the second intermediate shaft (10) via a coupling element (25). [5] Manual transmission (1) according to one of claims 1 to 3, characterized by that a rotor of the electrical machine (20) is rotatably mounted on the rotor shaft (21) and can be connected in a rotationally fixed manner to the rotor shaft (21) via a coupling element (33). [6] Manual transmission (1) according to one of claims 1 to 5, characterized by that a gear wheel (22) of the transmission stage (24) arranged on the rotor shaft (21) is designed as a loose wheel which can be connected in a rotationally fixed manner to the rotor shaft (21) via a coupling element (34). [7] Manual transmission (1) according to one of claims 1 to 6, characterized bythat an additional idler gear (35) is arranged on the drive shaft (2), which idler gear engages with the gear (22) of the transmission stage (24) arranged on the rotor shaft (21) and can be connected to the drive shaft (2) in a rotationally fixed manner via a coupling element (36). [8] Manual transmission (1) according to one of claims 1 to 7, characterized by that an additional idler gear (38) is arranged on the rotor shaft (21) of the electric machine (20), which idler gear can be connected to the rotor shaft (21) in a rotationally fixed manner via a coupling element (39) and is in engagement with one of the gears of the gearbox.

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