Hybrid transmission layout and hybrid powertrain

Abstract

Hybrid transmission arrangement (10) for a motor vehicle (30), with - a first transmission group (12) having a first input (14), a first output (16) and a first planetary gear set (PS1), wherein the first input (14) is connectable to an internal combustion engine (VM), - a second transmission group (18) having a second input (20), a second output (22) and a second planetary gear set (PS2), wherein the second input (20) of the second transmission group (18) is connected to the first output (16) of the first transmission group (12), - a third planetary gear set (PS3) having a first member (S3;H3'), a second member (H3;S3') and a third member (P3;P3'), which can be locked by means of a first shifting element (E) and which is arranged coaxially to a first axis (A1), and - a first electric machine (EM1), - wherein the first element (S3;H3') is connected to the first electric machine (EM1), - wherein the second member (H3;S3') is connected to the second output (22) of the second transmission group (18), and - wherein the third member (P3;P3') is connected to an output (Ab) of the hybrid transmission arrangement (10), characterized in that the first electric machine (EM1) is arranged offset axially parallel to the first axis (A1) and is connected to the first member (S3;H3') of the third planetary gear set (PS3) via a spur gear set (26) or via a traction means.

Description

The present invention relates to a hybrid transmission assembly for a motor vehicle, comprising a transmission having a plurality of planetary gear sets and a first electric machine.The present invention further relates to a hybrid drive train for a motor vehicle, which has a hybrid transmission arrangement.Hybrid drive trains for motor vehicles generally have an internal combustion engine which can provide drive power for driving the motor vehicle, and an electric machine which, depending on the operating mode, can provide drive power for the motor vehicle alternatively or additionally to the internal combustion engine.In hybrid drive trains, a distinction is made between a multiplicity of different concepts which each provide a different connection of the electric machine to a transmission arrangement of the hybrid drive train.For example, it is known to arrange an electric machine concentrically with respect to an input shaft, wherein a rotor of the electric machine is connected to a hollow shaft which is arranged around an input shaft.In some cases, the electric machine is linked to a transmission arrangement of the hybrid transmission via a pretransmission. The pre-ratio may include a planetary gear set assembly.From document DE 10 2013 215 114 A1, a hybrid drive of a motor vehicle is known, in which an electric machine can be connected to an output shaft of a hybrid transmission via a spur gear set. Furthermore, it is known from this document to arrange an electric machine coaxially with respect to a transmission output shaft, namely axially offset with respect to a planetary gear set which is designed as a superposition transmission for electromotive drive power and for internal combustion engine drive power.Furthermore, DE 10 2012 219 125 A1 discloses a planetary transmission for a hybrid drive of a motor vehicle. The planetary gear includes three coupled planetary gear sets. In a first planetary gear set, one of the two elements ring gear or planetary carrier can be connected to a component fixed to the housing and can be connected or drive-connected to a rotor of the electric machine. The other of the two elements ring gear or planet carrier of the first planetary gear set is connected to one of the two elements ring gear or planet carrier of a third planetary gear set. The sun gear of the first planetary gear set is connected to a transmission input shaft and can be connected to one of the two elements ring gear or planetary carrier of the third planetary gear set. Two of the elements ring gear, planet carrier, sun gear of the first planetary gear set can be connected to one another. In a second planetary gear set, one of the two elements ring gear or planetary carrier is connected or drive-connected to one of the two elements ring gear or planetary carrier of the third planetary gear set. The other of the two elements ring gear or planet carrier of the second planetary gear set is drivingly connected to a transmission output. The sun gear of the second planetary gear set is connected to the rotor of the electric machine. Two of the elements ring gear, planet carrier, sun gear of the second planetary gear set can be connected to one another. In the third planetary gear set, the sun gear is connected or connectable to the component fixed to the housing.Hybrid transmissions are preferably designed as powershift transmissions. When installed in a motor vehicle transversely to the drive direction (front transverse or rear transverse), the axial structural length of the hybrid transmission is of great importance. Furthermore, when installing transversely to the direction of travel, the installation environment must frequently be taken into account. Constrictions are optionally a joint of side shafts, a transmission suspension system and / or a lower vehicle side member.Against this background, it is an object of the present invention to specify an improved hybrid transmission arrangement and an improved hybrid drive train for a motor vehicle, wherein the hybrid transmission arrangement is of compact construction and / or has a large range of functions and can preferably be installed well transversely in a motor vehicle.The above object is achieved by a hybrid transmission arrangement for a motor vehicle having a first transmission group, which has a first input, a first output and a first planetary gear set, wherein the first input can be connected to an internal combustion engine, having a second transmission group, which has a second input, a second output and a second planetary gear set, wherein the second input of the second transmission group is connected to the first output of the first transmission group, having a third planetary gear set, which has a first member, a second member and a third member, which can be locked by means of a first shift element and which is arranged coaxially with respect to a first axis, and having a first electric machine, wherein the first member is connected to the first electric machine, and wherein the second member is connected to the second output of the second transmission group and wherein the third member is connected to an output of the hybrid transmission assembly.In a more general form, the object is achieved by a hybrid transmission arrangement for a motor vehicle, having a transmission which has a first input, a second output and at least one first planetary gear set, preferably two planetary gear sets, and can preferably set up 3 to 5, in particular 4 gear stages, wherein the first input can be connected to an internal combustion engine, having a third planetary gear set which has a first member, a second member and a third member which can be locked by means of a first shift element and which is arranged coaxially with a first axis, and having a first electric machine, wherein the first member is connected to the first electric machine, and wherein the second member is connected to the second output of the transmission, and wherein the third member is connected to an output of the hybrid transmission arrangement.Furthermore, the above object is achieved by a hybrid drive train for a motor vehicle, which has a first axle and a second axle, having a hybrid transmission arrangement of the type according to the invention for driving the first axle and preferably having an electric axle drive for driving the second axle.The hybrid transmission arrangement enables a radially compact construction. The first transmission group and / or the second transmission group each contain at least one planetary gear set, preferably exactly one planetary gear set. The first transmission group and / or the second transmission group preferably do not include a spur gear set. The first transmission group and the second transmission group are each arranged on a single axis. However, the axes of the two transmission groups may be different. The first transmission group is preferably arranged coaxially with a drive shaft of an internal combustion engine. The second transmission group is preferably arranged coaxially with a differential gear of the output, namely preferably around one of the output shafts of the differential gear. Consequently, the hybrid transmission arrangement can be arranged on substantially two axles, so that a radially compact design is possible.The hybrid transmission arrangement can be realized overall preferably without spur gear stages.The hybrid transmission arrangement enables superimposition of internal combustion engine power and of electromotive power provided by the first electric machine. Furthermore, a purely electromotive driving operation is possible, specifically preferably in at least one electric gear stage.With the hybrid transmission arrangement, at least two, preferably exactly four, internal combustion engine gear stages can be set up, as well as at least one, preferably exactly two, electric gear stages.In the third planetary gear set, internal combustion engine and electric motor power can be superimposed. The third planetary gear set may be used as an electrodynamic starting element (EDA). Here, a rotational speed superposition of the internal combustion engine rotational speed, a rotational speed of the first electric machine and the rotational speed of the output takes place. The first electric machine can support a torque. Consequently, a start from standstill can be carried out while the internal combustion engine is running.The hybrid transmission arrangement enables a tractive force assistance by means of the first electric machine during hybrid driving operation. In particular, it is possible here to carry out so-called "output-supported" shiftings in which the first electric machine is connected with a fixed transmission ratio toward the output and supports the tractive force alone by electric motor. Meanwhile, the internal combustion engine may implement no-load shifting in background as in an automated transmission.The hybrid transmission arrangement can be realized without conventional powershift elements (brakes and friction couplings). Instead, all shifting elements can preferably be realized as claw clutches, i.e., as purely form-locking shifting elements.In addition, the hybrid transmission arrangement allows a series of further hybrid functions, such as, for example, an internal combustion engine start (in particular by means of a high-voltage starter generator), a load point shift and recuperation.Furthermore, good gear efficiency can be achieved overall, namely both by combustion engine and electrically. In addition, the transmission losses are low since claw shift elements can be used. A good transmission range can also be established. The hybrid transmission arrangement can furthermore be implemented structurally such that shift elements can be easily reached by actuating devices (actuators).The hybrid transmission arrangement is preferably realized as a group transmission with two transmission groups connected in series and a downstream EDA planetary gear set, which can be locked via the first shift element.The hybrid transmission arrangement can be realized with few radial planes despite a radially compact design, so that an axially comparatively compact design is also possible.The hybrid transmission arrangement preferably further includes at least one second electric machine, which is preferably designed in the manner of a high-voltage starter generator (HVSG) and is connected to the input of the first transmission group.The number of actuating devices for actuating shifting elements of the hybrid transmission arrangement is preferably exactly three, in addition to an actuating device for a separating clutch, provided such a device is provided.The hybrid transmission assembly is preferably installed transversely in a motor vehicle, preferably transversely forward.A hybrid drive train for a motor vehicle, which has a first and a second axle, is preferably equipped with such a hybrid transmission arrangement for driving the first axle. It is particularly preferred if an electric final drive for driving the second axle is provided on the second axle. In this case, the drive train preferably has at least two electric machines for driving. It is particularly preferred if the at least two electric machines of the drive train are supplied from a common battery of the motor vehicle. Preferably, at least one of the electric machines is also configured to charge the battery in a generator mode.A reverse driving operation is preferably carried out exclusively by electric motor. A mechanical reverse gear stage is therefore preferably not provided.The following terms can be understood in particular as follows within the scope of the present disclosure:A wheel pair contains exactly two gearwheels which are in mesh with one another, in particular in mesh with one another. The gears of a wheel pair preferably each have a spur toothing, are preferably arranged in a radial plane and are preferably each assigned to a different shaft. The gearwheels of the wheel pair can be two fixed wheels (so-called constant wheelset). In the case of a shiftable wheel pairing, the two gears can be a fixed gear and a loose gear (see below), which preferably together define a gear stage (see below).A wheelset (spur gear set) contains at least two (in particular intermeshing) gears that are in engagement with one another and can contain one or more wheel pairings, which preferably lie in a common radial wheelset plane. If a gear set has a fixed gear which is in engagement with two different gears, this is also referred to as a double use of the fixed gear. In general, a gear set can also be a planetary gear set.A loose wheel is a gearwheel rotatably mounted on a shaft, which can be connected to the shaft or decoupled therefrom by means of a shifting element. A fixed wheel is a gearwheel fixed in a rotationally fixed manner on a shaft.A shifting element (or a clutch) serves for connecting or releasing members, such as a loose wheel and a shaft or a shaft and a housing, and is formed in the present case in particular by a shifting clutch, in particular a positively locking shifting clutch such as a claw clutch. However, the shifting element can also be a friction clutch or a positive synchronous shifting clutch. The term of the shift element is to be considered as being equivalent to the term of a clutch.A dual shift element contains two shift elements, which are preferably assigned to different members and which can be alternatively shifted by means of a single actuating device. Further, the dual shift element preferably includes a neutral position in which neither of the two shift elements is shifted.Two relatively rotatable members are connected when positively rotated at a proportional speed. The term "connected" is to be understood as meaning "operatively connected". A "rotationally fixed connection" is to be understood as meaning that the two members rotate at the same rotational speed. Two members are connectable when they can either be connected to each other or uncoupled from each other. Preferably, the two members are connectable to each other by means of a shifting element (e.g. a clutch or a brake).Two elements are axially aligned if they at least partially overlap in the axial direction and / or if they lie in a common radial plane. The term radial plane is preferably to be understood functionally and not geometrically. Consequently, two shift elements of a dual shift element can also lie in a common radial plane.A planetary gear set is lockable if two of its members are connectable by means of a shifting element, but is also intended to include in the present case if one of the members is fixable by means of a shifting element with respect to a housing. As a result of blocking, a fixed transmission ratio of the planetary gear set is established.An internal combustion engine gear stage enables a purely internal combustion engine driving operation, but also always enables electromotive power to be superimposed on the internal combustion engine drive power. Positive electromotive power is superimposed for a "boost" driving operation. For a recuperation driving mode, negative electromotive power is superimposed. Combustion engine gear stages can therefore also be referred to as hybrid gear stages and vice versa.An electric gear stage enables a purely electric motor driving operation.The object is thus completely achieved.According to a preferred embodiment, the first transmission group has two shift elements which are coupled to the first planetary gear set and to the first input and to the first output in such a way that two different transmission ratios can be established between the first input and the first output. Alternatively or additionally, the second transmission group has two shift elements which are coupled to the second planetary gear set and the second input and the second output in such a way that two different transmission ratios can be established between the second input and the second output.The coupling of the shift elements can be effected, for example, in such a way that both shift elements of a transmission group are connected to the respective input. Furthermore, one of the shift elements may be connected to a member of the associated planetary gear set of the transmission group. The other shift element can preferably be connected to the output of the respective transmission group.Consequently, in each transmission group, it is possible to establish two different gear ratios by two shift elements and one planetary gear set.Each transmission group can therefore be designed both radially and compactly.It is particularly preferred here if the two shift elements of the first transmission group are connected to the first planetary gear set and the first input and the first output in such a way that one of the two transmission ratios between the first input and the first output is a direct transmission ratio and the other transmission ratio is greater than 1 or less than 1.In a corresponding manner, it is alternatively or additionally preferred if the two shift elements of the second transmission group are connected to the second planetary gear set and the second input and the second output such that one of the two transmission ratios between the second input and the second output is a direct transmission ratio and the other transmission ratio is greater than 1 or less than 1.In both cases, one of the shift elements is configured to directly connect the respective input and the respective output of the transmission group to one another. As a result, the respective direct transmission ratio (i=1) is established, i.e. the associated planetary gear set is virtually bypassed.The other shift element preferably connects the input of the respective transmission group to a member of the respective planetary gear set, wherein another member of this planetary gear set is connected to the output. By selecting to which member of the assigned planetary gear set the shift element and to which member of this planetary gear set the output of the respective transmission group is connected, either a transmission ratio greater than 1 or a transmission ratio less than 1 can be established.In a preferred variant for establishing a transmission ratio greater than 1 (corresponding to a short gear), the respective shift element of the transmission group can be connected on the input side to the respective input of the transmission group and on the output side to a ring gear of the respective planetary gear set. In this case, for example, the planet carrier of the respective planetary gear set can be connected to the output of the respective transmission group. In this case, a sun gear of the respective planetary gear set may also be connected to a housing.If, on the other hand, a transmission ratio of less than 1 (corresponding to a longer gear) is to be realized in addition to the direct transmission ratio, the output member of the associated clutch can be connected, for example, to the planet carrier of the planetary gear set of the transmission group, wherein in this case the ring gear of this planetary gear set is connected to the output of the transmission group. In this case as well, it is preferred if the sun gear is connected to a housing.In a first variant, it is possible to establish a transmission ratio greater than 1 in both transmission groups in addition to the direct transmission ratio. It is also possible to establish a transmission ratio of less than 1 in each of the two transmission groups in addition to the direct transmission ratio. It is also possible to establish a transmission ratio greater than 1 in one transmission group in addition to the direct transmission ratio and a transmission ratio less than 1 in the other transmission group.It is furthermore advantageous if the two shift elements of the first transmission group are formed by a first dual shift element which is arranged coaxially with the first planetary gear set, and / or if the two shift elements of the second transmission group are formed by a second dual shift element which is arranged coaxially with the second planetary gear set.The first transmission group can consequently realize two different transmission ratios by means of a single actuating device. Accordingly, the second transmission group can realize two different transmission ratios by means of a single actuating device. In conjunction with an actuating device for actuating the first shift element, by means of which the third planetary gear set can be locked, the hybrid transmission arrangement can consequently be realized with three actuating devices.In particular when at least the dual shift element of the second transmission group also enables a neutral position, a purely electromotive driving operation can be set up with complete decoupling of the transmission groups.Preferably, a neutral position can also be set up in the dual shift element in the first transmission group. In this case, it is possible, for example, to start an internal combustion engine by means of a high-voltage starter generator which is connected to the input of the first transmission group, without having to carry along elements of the transmission groups.According to a further overall preferred embodiment, the second transmission group is arranged coaxially with respect to the first axis, that is to say coaxially with respect to the third planetary gear set. The second transmission group is preferably arranged coaxially with respect to a second axis, which is arranged offset axially parallel to the first axis.The second axis is preferably coaxial with an axis of an internal combustion engine when the hybrid transmission assembly is installed in an automobile.Consequently, the hybrid transmission arrangement can be realized with only two axles, wherein optionally further axles are provided for the first electric machine (in the case of an arrangement parallel to the axle) and / or for the second electric machine (high-voltage starter generator).Overall, it is particularly advantageous if the output drive has a differential gear which is arranged coaxially with respect to the first axis.In this embodiment, the third planetary gear set and the second transmission group are preferably arranged coaxially with the differential gear and are preferably arranged around one of the output shafts of the differential gear. In other words, an output shaft for transmitting drive power from the differential gear to one of the driven wheels of the motor vehicle extends in the axial direction through the third planetary gear set and through the second transmission group.This allows a particularly compact construction.According to a further preferred embodiment, the output between the third member of the third planetary gear set and a differential gear has a gear set with constant transmission ratio.The wheelset can generally be a spur gear set. It is particularly preferred if the gear set is a planetary gear set which has a member which is fixed to a housing and consequently establishes a constant transmission ratio.The gear set is functionally arranged between the third planetary gear set and the differential gear. It is particularly preferred if the gear set is also structurally arranged in the axial direction between the third planetary gear set and the differential gear. This results in a particularly advantageous arrangement of construction coaxial to the first axis.Generally, the first electric machine may be arranged coaxially with the first axis.According to the invention, the first electric machine is arranged offset axially parallel to the first axis and is connected to the first member of the third planetary gear set via a spur gear set or via a traction means.The spur gear set may include, for example, a gear wheel connected to a shaft of the first electric machine, a fixed gear wheel connected in a rotationally fixed manner to the first member of the third planetary gear set, and optionally an intermediate gear wheel arranged between these gears, in order to establish a transmission ratio adaptation.In this embodiment, the first electric machine preferably overlaps the second transmission group in the axial direction.A purely electromotive driving mode is possible by engaging the first shift element, because this blocks the third planetary gear set and a purely electromotive drive can be set up by means of the first electric machine. This allows exactly one electric gear stage to be established.Preferably, a member of the third planetary gear set is connectable to a housing via a second shift element.By means of this measure, a further electric gear stage can be set up, in particular a shorter electric gear stage which is suitable, for example, for an electric motor reverse driving operation.It is particularly preferred if the second shift element is designed to connect the second output of the second transmission group and consequently the second member of the third planetary gear set to the housing.According to a further preferred embodiment, a second electric machine is connected to the first input of the first transmission group.As mentioned above, the second electric machine is preferably a high-voltage starter generator and serves, for example, to start a connected internal combustion engine. However, the second electric machine can also be used for recuperation purposes, for example in order to shift a load point. Charging to neutral is generally also possible. However, the nominal power of the second electric machine is preferably significantly less than the nominal power of the first electric machine, preferably less than half the nominal power of the first electric machine.The first input of the first transmission group can be connected in a rotationally fixed manner to a drive shaft of the internal combustion engine.In a particular embodiment, however, the first input of the first transmission group is connected to an output member of a separating clutch, the input member of which is connectable to a drive shaft of the internal combustion engine.The separating clutch is preferably likewise designed as a claw clutch. The disconnect clutch enables the engine to be decoupled from the hybrid transmission assembly.It is understood that in all cases an element for decoupling torsional vibration can be arranged between the first input of the first transmission group and the drive shaft of the internal combustion engine, for example a torsion damper, a dual-mass flywheel, etc.The inputs and outputs of the first and the second transmission group are preferably realized by shafts, wherein it is preferred if the first input is a first input shaft of the first transmission group and / or if the first output is a first output shaft of the first transmission group and / or if the second input is a second input shaft of the second transmission group and / or if the second output is a second output shaft of the second transmission group.The first input shaft and the first output shaft are preferably arranged coaxially with the second axis. The second input shaft and the second output shaft are preferably arranged coaxially with the first axis.As mentioned at the beginning, the first and the second transmission group can be arranged coaxially with respect to one another.It is, however, particularly preferred if the first output shaft and the second input shaft are arranged offset axially and are connected to one another via a spur gear set or a traction means.This makes it possible to arrange the first transmission group coaxially with the first axis and the second transmission group coaxially with the second axis.It is furthermore advantageous if the first planetary gear set and / or the second planetary gear set establishes a fixed transmission ratio.Alternatively or additionally, it is advantageous if the first planetary gear set and the second planetary gear set axially overlap with each other.In particular, the first planetary gear set and the second planetary gear set can be arranged in a common radial plane.The spur gear set (or traction means) connecting the first output shaft and the second input shaft can be arranged in a further radial plane axially adjacent to this radial plane.The internal combustion engine is preferably arranged on an axial side of these radial planes. The third planetary gear set is preferably arranged on an opposite axial side of these radial planes.It is understood that the features mentioned above and those still to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone, without departing from the scope of the present invention.Exemplary embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. The following are shown: FIG. 1 is a schematic illustration of an embodiment of a hybrid transmission assembly; FIG. 2 is a shift map for the hybrid transmission arrangement of FIG. 1 ; FIG. 3 is a schematic illustration of a vehicle having a hybrid powertrain; FIG. 4 shows a further embodiment of a hybrid transmission arrangement; FIG. 5 shows a schematic illustration of a further embodiment of a hybrid transmission arrangement; FIG. 6 shows a modification of the transmission arrangement of FIG. 1 for establishing a second electric gear stage; FIG. 7 shows a modification of the hybrid transmission arrangement of FIG. 4 for establishing a second electric gear stage; FIG. 8 shows a further embodiment of a hybrid transmission arrangement; FIG. 9 shows a further embodiment of a hybrid transmission arrangement; FIG. 10 shows a further embodiment of a hybrid transmission arrangement; FIG. 11 is a schematic illustration of a transmission group for a hybrid transmission arrangement; and FIG. 12 is a schematic illustration of an alternative transmission group for a hybrid transmission arrangement.FIG. 1 shows a schematic form of a first embodiment of a hybrid transmission arrangement for a motor vehicle and is denoted generally by 10.The hybrid transmission assembly 10 includes a transmission having a first transmission group 12 and a second transmission group 18. The first transmission group 12 has a first input shaft 14 which can be connected to an input shaft An of an internal combustion engine (not shown in FIG. 1 ). Further, the first transmission group 12 includes a first output shaft 16.The second transmission group 18 has a second input shaft 20 which is connected to the first output shaft 16. Furthermore, the second transmission group 14 has a second output shaft 22.The first transmission group 10 includes at least one first planetary gear set PS 1 and at least one, preferably two, shift elements A, B coupled to the first planetary gear set PS 1, the first input shaft 14 and the first output shaft 16 to establish at least two different transmission ratios by means of the first transmission group 12.In a corresponding manner, the second transmission group 18 contains a second planetary gear set PS 2 and a shifting element or two shifting elements C, D. The shifting element or the shifting elements is or are connected to the second planetary gear set PS 2 and to the second input shaft 20 and the second output shaft 22 in such a way that two different transmission ratios can be established by means of the second transmission group 18.The hybrid transmission assembly 10 further includes a third planetary gear set PS 3 including a sun gear S 3, a ring gear H 3, and a planet carrier P 3. The ring gear H 3 is connected to the second output shaft 22, preferably connected in a rotationally fixed manner. The planet carrier P 3 is connected to an output Ab of the hybrid transmission arrangement 10.The hybrid transmission assembly 10 further includes a third input shaft 24 preferably disposed as a hollow shaft portion about the second output shaft 22. The third input shaft 24 is connected via a spur gear set 26 to a first electric machine EM 1, which is arranged offset axially parallel to the third input shaft 24 and preferably overlaps the second transmission group 18 in the axial direction.The third input shaft 24 is connected, in particular connected in a rotationally fixed manner, to the sun wheel S 3.The third input shaft 24 is furthermore connectable to the second output shaft 22 via a first shifting element E in order to block the third planetary gear set PS 3.FIG. 2 shows a shift table for the hybrid transmission arrangement 10 of FIG. 1, and in FIG. 2, closed shift elements are marked with an "x". Open switching elements are identified by empty table entries.As can be seen from FIG. 2, four hybrid gear stages H 1-H 4 can be realized by means of the hybrid transmission arrangement. In each of these hybrid gear stages, purely internal combustion engine driving operation is possible, but superposition of electromotive power by means of the first electric machine EM 1 is also possible.In all four hybrid gear stages H 1-H 4, the first shift element E is closed, so that the third planetary gear set PS 3 is locked. The first electric machine EM 1 is thereby directly connected to the output Ab.In the first hybrid gear stage H 1, a shift element A is closed in the first transmission group 12 and a shift element C is closed in the second transmission group 18. In the second hybrid gear stage H 2, the shifting element A is closed in the first transmission group 12 and a shifting element D is closed in the second transmission group 18.In the third hybrid gear stage, a shift element B and the shift element C are closed in the first transmission group 12. In the fourth hybrid gear stage, the shifting element B is closed in the first transmission group 12 and the shifting element D is closed in the second transmission group 18.Furthermore, a single electric gear stage E 2 can be established with the hybrid transmission arrangement 10, namely by closing the shift element E and by opening all the shift elements A-D.In addition, four different EDA modes can be set up by means of the hybrid transmission arrangement, namely EDA1-EDA4.In all of these EDA modes, the first switching element E remains open. Consequently, internal combustion engine drive power is fed via the transmission groups 12, 18 into the ring gear H 3 of the third planetary gear set PS 3. Torque can be "electrically" supported via the sun gear S 3, so that an "EDA" start-up is possible. It is then possible to change from the first EDA mode EDA 1 to the hybrid gear stage H 1 by closing the first shifting element E, since for this purpose the shifting elements A, C remain closed and the shifting elements B, D remain open.Accordingly, a change from the respective EDA modes EDA 2, EDA 3, EDA 4 into the respective hybrid gear stages H 2, H 3 or H 4 is possible, in each case only by engaging the first shift element E.As mentioned above, electric-only driving can be realized by closing the first shift element E and by opening the other shift elements. On the basis of this, by engaging in each case two shift elements in the two transmission groups, any desired hybrid gear stage can be set up, in which additionally internal combustion engine power is fed to the output drive.Between the hybrid gear stages, gear changes with traction force assistance are possible. In all cases, a tractive force support is preferably provided by supporting the output by means of the first electric machine EM 1.For example, a load switching from H1 to H2 in hybrid operation takes place starting from closed switching elements A, C and E as follows. Firstly, a load reduction takes place at the shift element C and a simultaneous load build-up takes place at the first electric machine EM 1. Subsequently, the switching element C can be opened. The rotation speed of the engine is lowered so that the shift element D becomes synchronous. For this purpose, for example, a second electric machine in the form of a high-voltage starter generator, which is connected to the first input shaft 14, can operate in a generator mode. This is the preferred variant. Alternatively, if such a second electric machine is not present, the internal combustion engine can enter into coasting mode.Subsequently, the switching element B can be inserted. The switching elements A and E remain closed during the switching.After the shift element C is opened until the shift element D is closed, the electric machine EM 1 completely supports the tractive force alone.The gear changes to the other gear stages take place in a similar manner. During a gear change from H2 to H3, after the load is built up on the electric machine EM1, the two shift elements A and E are opened and after the synchronization of the shift elements B and C they are closed.The hybrid transmission arrangement consequently includes a transmission group having two series-connected transmission groups, each of which is designed as a 2-gear transmission. The hybrid transmission arrangement further includes the downstream EDA planetary gear set PS 3, which can be locked via the shift element E.Each transmission group is preferably realized by exactly one planetary gear set and two shift elements. In this case, in each transmission group, a shift element realizes a shorter gear and a shift element realizes a longer gear. One of the two gears preferably corresponds to a respective direct drive (transmission ratio i=1.0). The other of the two gears corresponds in each transmission group either to a transmission ratio i >1.0 or to a transmission ratio i<1.0. The two switching elements are preferably designed as dual switching elements.The third planetary gear set PS 3 may optionally be followed by a fixed transmission ratio in the form of a planetary gear set or a spur gear stage. Furthermore, either directly or downstream of the further fixed transmission ratio of the third planetary gear set PS 3, a differential gear is provided, by means of which the drive power can be distributed to driven wheels of the motor vehicle.A separating clutch K 0 can be connected between the first input shaft 14 and the internal combustion engine in order to be able to disconnect the internal combustion engine from the hybrid transmission arrangement. In all cases, it is preferred if an element for decoupling torsional oscillations is provided between the first input shaft 14 and the internal combustion engine.The hybrid transmission assembly 10 of FIG. 1 is preferably transversely mounted in a motor vehicle, and preferably transversely forward. The hybrid transmission arrangement can consequently be used, for example, to implement a front drive or a rear drive of a motor vehicle.Referring now to FIG. 3, an example of a motor vehicle 30 is shown having a first axle 32 and a second axle 34.A hybrid transmission assembly 10, as shown in FIG. 1, is disposed in the region of the first axle 32 in a front / transverse configuration. Furthermore, an internal combustion engine VM is arranged in the region of the first axle 32, which is connected to the hybrid transmission arrangement 10. In addition to the transmission groups 12, 18, the hybrid transmission arrangement 10 also includes a differential 40, by means of which drive power can be distributed to the driven wheels of the first axle 32. The differential 40 is preferably arranged coaxially with at least one of the transmission groups.An electric final drive 36 is optionally arranged in the region of the second axle 34, which can contain a further electric machine and a mechanical differential or two further electric machines for the driven wheels of the second axle 34.The internal combustion engine VM, the hybrid transmission arrangement 10 and the optional final drive 36 form a hybrid drive train for the motor vehicle.With the hybrid powertrain shown in FIG. 3, an all-wheel drive system can be realized. By means of the internal combustion engine, the first electric machine EM 1 and the hybrid transmission arrangement 10, for example, a pure front drive can be set up. An additional rear axle drive is possible by means of the electric axle drive 36.Furthermore, a power-split E-CVT driving range for the internal combustion engine is possible, in which battery-neutral operation is also possible.Furthermore, the traction force can be supported by means of the electric final drive 36 if in the hybrid transmission arrangement 10 changes are necessary in which the output thereof is free of load. Such are, for example, initially purely electric driving by means of the electric machine EM 1 (and optionally EM 2) and then an internal combustion engine start in neutral by means of the first electric machine EM 1.Further hybrid transmission arrangements are described below which correspond generally to the hybrid transmission arrangement of FIGS. 1 and 2 in terms of structure and functionality. Identical elements are therefore identified by identical reference numerals. The differences are substantially explained below.Referring now to FIG. 1, there is shown a hybrid transmission assembly 10' having, in place of the planetary gear set PS3 of FIG. 1, a planetary gear set PS3' including a sun gear S3', a ring gear H3', and a planet carrier P3'. The planet carrier P3' is connected to the output Ab. In contrast to the embodiment of FIG. 1, the ring gear H3' is connected to the third input shaft 24 and thus to the first electric machine EM1. The sun gear S3' is connected to the second output shaft 2.While the connection of the planetary gear set PS 3 according to FIG. 1 is referred to as "EDA classic", the connection of the planetary gear set PS 3' in FIG. 4 can also be referred to as "EDA inverse".The shift table of FIG. 2 is equally applicable to the hybrid transmission assembly 10' of FIG. 4. The same applies to the further hybrid transmission arrangements explained below.In FIG. 5, a hybrid transmission arrangement 10'' is shown which is based on the hybrid transmission arrangement 10 of FIGS. 1 and 2.The hybrid transmission assembly 10'' of FIG. 5 has a first axis A1 and a second axis A2. The first transmission group 12 is arranged coaxially with the second axis A 2. The second axis A 2 is also arranged coaxially with a drive shaft An of the internal combustion engine. The drive shaft An is connected via a vibration damper ST to an input member of a separating clutch K 0. The output member of the separating clutch K 0 is connected to the first input shaft 14, which is arranged as a hollow shaft section around the drive shaft An. However, the drive shaft An may also be directly connected to the first input shaft 14 via the vibration damper ST.The first transmission group 12 has the first planetary gear set PS 1, which is arranged in a first radial plane R 1. The first planetary gear set PS 1 includes a sun gear S 1 fixed to a housing G. Furthermore, the first planetary gear set PS 1 has a planetary carrier P 1 which is connected to the first output shaft 16. The first output shaft 16 is arranged as a hollow shaft portion around the drive shaft An. The first input shaft 14 and the first output shaft 16 are arranged axially adjacent to each other.The clutch A is designed to connect the first input shaft 14 to the ring gear H 1 of the first planetary gear set PS 1. The clutch B is configured to directly connect the first input shaft 14 to the first output shaft 16.The transmission ratio that can be established by means of the clutch A is greater than 1.0, so that a shorter (lower) gear stage is established via the shift element A than via the shift element B.The second transmission group 18 is arranged coaxially with the first axis A 1. The second input shaft 20 is connected to a ring gear H 2 of the second planetary gear set PS 2. The sun gear S 2 of the second planetary gear set PS 2 is connected to the housing G. The planet carrier P 2 of the second planetary gear set PS 2 is connectable to the second output shaft 22 via a shifting element C. By means of a shifting element D, the second input shaft 20 can be directly connected to the second output shaft 22.In the second transmission group 18, a direct transmission ratio i=1 is established by means of the shifting element D. By means of the shifting element C, a transmission ratio greater than 1 is established, corresponding to a shorter gear stage than via the shifting element D.The first electric machine EM 1 is arranged offset axially parallel to the first axis A 1 and connected to the third input shaft 24 via the connection 26. However, the first electric machine EM 1 may also be arranged coaxially thereto. In the same way, the second electric machine EM 2 is connected to the first input shaft 16 via the connection 48, but can also be arranged coaxially with respect thereto. The first electric machine EM 1 is arranged on a third axis A 3, the second electric machine EM 2 is arranged on a fourth axis A 4.In the hybrid transmission arrangement 10, a direct gear is established by engaging the shift elements B, D.The output Ab of the hybrid transmission assembly 10'' includes a fourth planetary gear set PS4 which establishes a constant ratio between the planet carrier P3 of the third planetary gear set PS3 and a differential gear 40. The fourth planetary gear set PS 4 has a ring gear, not designated in any more detail, which is connected to a housing. A sun gear of the fourth planetary gear set PS 4 is connected in a rotationally fixed manner to the planetary carrier P 3. A planet carrier, not designated in more detail, of the fourth planetary gear set PS 4 is connected to an input member of the differential gear 40.The differential gear 40, like the fourth planetary gear set PS 4 and the third planetary gear set PS 3, is arranged coaxially with the first axis A 1.The differential 40 has a first output shaft 42 and a second output shaft 44, which can be connected to driven wheels of the motor vehicle in a rotationally fixed manner. Starting from the differential gear 40, the fourth planetary gear set PS 4, the third planetary gear set PS 3, the spur gear set 26 for connecting the first electric machine EM 1, the first shift element E, the dual shift element D, C and the second planetary gear set PS 2 are arranged in the axial direction around the second output shaft 44.A connection between the first output shaft 16 and the second input shaft 20 is marked 46 in FIG. 5. This connection can be realized by a spur gear set or by a traction means such as a chain.The second planetary gear set PS 2 is preferably arranged in the same radial plane R 1 as the first planetary gear set PS 1. The connection 46 is arranged adjacent thereto in the axial direction, namely between the planetary gear sets PS 1, PS 2 and the dual shift element D, C.On the second axis A 2, the dual shift element A, B is arranged in the axial direction between the first planetary gear set PS 1 and the first shaft 14.In other words, the dual shift elements A, B and D, C are located on axially opposite sides of the radial plane R 1 formed by the planetary gear sets PS 1, PS 2.A second electric machine EM 2 in the form of a high-voltage starter generator (HVSG) is connected to the first input shaft 14, specifically by means of a further connection 48, which can be realized by a spur gear set or a traction means.The first switching element E can be actuated by means of a first actuating device B 1. The shift elements A, B, which are realized by means of a dual shift element, can be actuated by means of a second actuating device B 2. The shift elements C, D, which are realized by means of a dual shift element, can be actuated by means of a third actuating device B 3. The separating clutch K0, if present, can be actuated by means of a fourth actuating device B4.FIG. 6 shows a further embodiment of a hybrid transmission arrangement which corresponds in terms of structure and functionality to the hybrid transmission arrangement of FIG. 1. In addition to this, a second shifting element F is provided, by means of which the second output shaft 22 can be connected to the housing G.As a result, a second electric gear stage E 1 can be set up, which establishes a shorter transmission ratio than the electric gear stage E 2 of FIG. 2, which is shifted by means of the first shifting element E.FIG. 7 shows a section from a further hybrid transmission arrangement 10 IV, in which the transmission groups 12, 18 and the first electric machine EM 1 are not shown. In comparison with the hybrid transmission arrangement 10''' of FIG. 6, the hybrid transmission arrangement 10 IV has the alternative third planetary gear set PS3' (EDA inverse).Also in the hybrid transmission arrangements of Figs. 6 and 7, the same table as shown in Fig. 2 is applicable.FIG. 8 shows a further embodiment of a hybrid transmission arrangement 10 V which corresponds generally to the hybrid transmission arrangement 10" of FIG. 5 in terms of structure and functionality. Identical elements are therefore identified by identical reference numerals.In the hybrid transmission assembly 10 V the first transmission group 12 V includes a first planetary gear set PS 1 V that includes a sun gear S 1 V connected to the housing and a ring gear H 1 V connected to the first output shaft 16. The planet carrier P1 V is connected to a shifting element B, by means of which the first input shaft 14 can be connected in V with the planet carrier P1. The shifting element A is designed to connect the first input shaft 14 and the first output shaft 16 directly to one another, thus establishing a direct transmission ratio i=1.In the alternative first planetary gear set PS 1 V a transmission ratio is established by shifting a shifting element B that is less than 1, so that a longer transmission ratio is established by means of the shifting element B than by means of the shifting element A.In the present case, the assignment of the shift clutches to the designations A-D is selected in each case such that the highest transmission ratio is established by the shift element A in each hybrid transmission arrangement and the lowest transmission ratio (longest gear ratio) is established by the shift element D.In the hybrid transmission arrangement 10 V a direct gear is established by engaging the shift elements A, D.FIG. 9 shows a further hybrid transmission arrangement 10 VI which is based on the hybrid transmission arrangement 10" of FIG. 5.In this case, the second transmission group 18 VI has a second planetary gear set PS 2 VI which has a sun gear S 2 VI, which is connected to the housing, a planetary carrier P 2 VI which is connected to the second input shaft 20 VI and a ring gear H 2 VI which can be connected to the second output shaft 22 by means of the shift element C. By means of the shift element D, the second input shaft 20 can be connected in VI with the second output shaft 22.By means of the shift element D, a transmission ratio of less than 1.0 is established by the second planetary gear set PS 2 VI corresponding to a longer gear stage.An immediate speed stage is thus established by closing the shift elements B and C.In FIG. 10, a further hybrid transmission arrangement 10 VII is shown, which is based on the hybrid transmission arrangement of FIGS. 8 and 9. Here, the first transmission group 12 includes V the first planetary gear set PS 1 V as in the embodiment of FIG. 8, and the second transmission group 18 includes VI the second planetary gear set PS 2 VI as in the embodiment of FIG. 9.An immediate speed stage is established by closing the shift elements A and C.FIGS. 11 and 12 each show exemplary representations of a planetary gear set together with a dual shift element, as can be realized in the above-described transmission groups.One of the shift elements is intended to bypass the planetary gear set PS 1 by connecting an input shaft An and an output shaft Ab. The other shift element is intended to allow the planetary gear set to become active, so that the transmission ratio i is not equal to 1.0.There are several design variants for these switching elements. This is, on the one hand, an arrangement of the dual shift element on the drive side between the drive An and the planetary gear set, as shown in FIG. 11. In this case, the shifting element B establishes the transmission ratio i=1. The arrangement substantially corresponds to the switching element A, B shown in FIG. 5.FIG. 12 shows an output-side arrangement of the shift element A', B' between the planetary gear set and the output Ab. Here, the shifting element B' is likewise designed for establishing the transmission ratio i=1.Reference numerals denote reference numerals10 Hybrid transmission arrangement 12 First transmission group 14 First input shaft 16 First output shaft 18 Second transmission group 20 Second input shaft 22 Second output shaft 24 Third input shaft 26 Connection EM 1 / 24 30 Motor vehicle 32 First axle 34 Second axle 36 Electrical final drive 38 Hybrid drive train 40 Differential transmission 42 First output shaft 44 Second output shaft 46 Connection 16 / 20 48 Connection EM 2 / 14 PS 1 First planetary gear set S 1 Sun gear PS 1 H 1 Ring gear PS 1 P 1 Planet carrier / carrier PS 1 PS 2 Second planetary gear set S 2 Sun gear PS 2 H 2 Ring gear PS 2 P 2 Planet carrier / carrier PS 3 Third planetary gear set S 3 Sun gear PS 3 H 3 Ring gear PS 3 P 3 Planet carrier / carrier PS 3 ps 4 fourth planetary gear set E first shift element F second shift element A, B first dual shift element 14 C, D second dual shift element 18 B 1 first actuating device B 2 second actuating device B 3 third actuating device A 1-A 4 axes R 1 radial plane EM 1 first electric machine EM 2 second electric machine VM internal combustion engine Ab output An input shaft ST vibration damper

Claims

Hybrid transmission arrangement (10) for a motor vehicle (30), having - a first transmission group (12) which has a first input (14), a first output (16) and a first planetary gear set (PS1), the first input (14) being connectable to an internal combustion engine (VM), - a second transmission group (18) which has a second input (20), a second output (22) and a second planetary gear set (PS2), the second input (20) of the second transmission group (18) being connected to the first output (16) of the first transmission group (12), - a third planetary gear set (PS3) which has a first link (S3; H3'), a second link (H3; S3') and a third link (P3; P3'), which can be locked by means of a first shifting element (E) and which is arranged coaxially with a first axis (A1), and - a first electric machine (EM1), - wherein the first link (S3; H3') is connected to the first electric machine (EM1), - wherein the second link (H3; S3') is connected to the second output (22) of the second transmission group (18), and - wherein the third link (P3; P3') is connected to an output (Ab) of the hybrid transmission arrangement (10), characterized in that, the first electric machine (EM1) is arranged offset axially parallel to the first axis (A1) and is connected to the first member (S3; H3') of the third planetary gear set (PS3) via a spur gear set (26) or via a traction means.Hybrid transmission arrangement (10) according to Claim 1, wherein - the first transmission group (12) has two shift elements (A, B) which are coupled to the first planetary gear set (PS1) and to the first input (14) and to the first output (16) in such a way that two different transmission ratios can be established between the first input (14) and the first output (16), and / or - the second transmission group (18) has two shift elements (C, D) which are coupled to the second planetary gear set (PS2) and to the second input (20) and to the second output (22) in such a way that two different transmission ratios can be established between the second input (20) and the second output (22).Hybrid transmission arrangement (10) according to Claim 2, wherein - the two shift elements (A, B) of the first transmission group (12) are connected to the first planetary gear set (PS1) and to the first input (14) and to the first output (16) in such a way that one of the two transmission ratios between the first input (14) and the first output (16) is a direct transmission ratio and the other transmission ratio is greater than 1 or less than 1, and / or - the two shift elements (C, D) of the second transmission group (18) are connected to the second planetary gear set (PS2) and to the second input (20) and to the second output (22) in such a way that one of the two transmission ratios between the second input (20) and the second output (22) is a direct transmission ratio and the other transmission ratio is greater than 1 or less than 1.Hybrid transmission arrangement (10) according to Claim 2 or 3, wherein - the two shift elements (A, B) of the first transmission group (12) are formed by a first dual shift element which is arranged coaxially with the first planetary gear set (PS1), and / or - the two shift elements (C, D) of the second transmission group (18) are formed by a second dual shift element which is arranged coaxially with the second planetary gear set (PS2).Hybrid transmission arrangement (10) according to one of Claims 1-4, - wherein the second transmission group (18) is arranged coaxially with the first axis (A1), and / or - wherein the first transmission group (12) is arranged coaxially with a second axis (A2) which is arranged offset axially with respect to the first axis (A1).Hybrid transmission arrangement (10) according to one of Claims 1 - 5, wherein the output (Ab) has a differential (40) which is arranged coaxially with respect to the first axis (A1).Hybrid transmission arrangement (10) according to one of Claims 1 - 6, wherein the output (Ab) has a gear set (PS4) with constant transmission ratio between the third link (P3; P3') of the third planetary gear set (PS3) and a differential (40).Hybrid transmission arrangement (10) according to one of Claims 1 - 7, wherein a member (H3; S3') of the third planetary gear set (PS3) can be connected to a housing (G) via a second shift element (F).The hybrid transmission assembly (10) of any of claims 1-8, wherein a second electric machine (EM2) is connected to the first input (14) of the first transmission group (12).Hybrid transmission arrangement (10) according to one of Claims 1 - 9, wherein the first input (14) of the first transmission group (12) is connected to an output member of a separating clutch (K0), the input member of which can be connected to a drive shaft (An) of an internal combustion engine (VM).The hybrid transmission assembly (10) of any of claims 1-10, wherein the first input is a first input shaft (14) of the first transmission group (12), and / or wherein the first output is a first output shaft (16) of the first transmission group (12), and / or wherein the second input is a second input shaft (20) of the second transmission group (18), and / or wherein the second output is a second output shaft (22) of the second transmission group (18).Hybrid transmission arrangement (10) according to Claim 11, wherein the first output shaft (16) and the second input shaft (20) are arranged offset in an axially parallel manner and are connected to one another via a spur gear set or a traction means (46).Hybrid transmission arrangement (10) according to one of Claims 1-12, wherein - the first planetary gear set (PS1) and / or the second planetary gear set (PS2) establishes a fixed transmission ratio, and / or - the first planetary gear set (PS1) and the second planetary gear set (PS2) axially overlap one another.Hybrid drive train (38) for a motor vehicle (30), which has a first axle (32) and a second axle (34), having a hybrid transmission arrangement (10) according to one of Claims 1 to 13 for driving the first axle (32).

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