Hybrid transmission arrangement

Abstract

Hybrid transmission arrangement (10) with - a first shaft (12) that is connectable to an internal combustion engine (VM) and that is arranged on a first axis (A1), - a second shaft (14) that is arranged on a second axis (A2) and that is connected to the first shaft (12) via a first connection (16), - an electric machine (EM) that is connectable or connected to the second shaft (14), - a first clutch (K1) and a second clutch (K2) that have a common input member (32) that is connected to the second shaft (14), - a multi-step transmission (18) for establishing at least one first gear stage (V1, V3; V2, V4, V6) that is assigned to the first clutch (K1), and at least one second gear stage (V2, V4; V1, V3, V5) that is assigned to the second clutch (K2), - wherein the multi-step transmission (18) has an output shaft (20) which is connected to an output (22) and which is arranged on a third axis (A3).- wherein the multi-stage transmission (18) comprises a spur gear transmission having at least one first gear set (R1a, R1b) associated with at least one first gear stage (V1, V3; V2, V4, V5), and at least one second gear set (R2a, R2b) associated with at least one second gear stage (V2, V4; V1, V3, V5), - wherein the output (22) comprises a differential gear (24) with two output shafts (26a, 26b); and wherein the electric machine (EM) is arranged coaxially to one of the output shafts.

Description

The present disclosure relates to a hybrid transmission arrangement for a motor vehicle, having a first shaft which is connectable to an internal combustion engine and which is arranged on a first axle, having a second shaft which is arranged on a second axle and which is connected to the first shaft via a first connection, having an electric machine which is connectable or connected to the second shaft, and having a step-variable transmission for establishing gear steps, wherein the step-variable transmission has an output shaft which is connected to an output drive.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 of the hybrid drive train.For example, it is known to arrange an electric machine concentrically with respect to an input shaft of the transmission, 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 of the hybrid drive train via a pretransmission. The pre-ratio may include a planetary gear set assembly. Hybrid transmission arrangements are frequently designed as powershift transmissions.From document DE 10 2006 036 758 A1, an automated dual clutch transmission of a motor vehicle is known, which has two input shafts arranged coaxially or axially parallel, at least one output shaft arranged axially parallel thereto and unsynchronized gear clutches. Each of the input shafts is associated with a separate engine clutch and a group of shiftable gearsets. The two engine clutches are designed as non-synchronized claw clutches. Two electric machines are provided as starting and synchronizing means, which are each in driving connection alternately with one of the two input shafts.When installed in a motor vehicle transversely to the drive direction (front-transverse or rear-transverse), the axial structural length of the hybrid transmission arrangement 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.In many cases, purely electric gear stages, in which the motor vehicle is driven solely by means of electromotive drive power, are characterized by a multiplicity of gear meshes. This reduces the efficiency.Hybrid transmission assemblies that include an electric machine for providing motive power often do not have a reverse mechanical stage. A reverse operation is generally carried out purely electrically. If the battery state of charge of such a motor vehicle is low, then no reverse operation is possible. Therefore, in many cases a mechanical reverse gear stage is nevertheless provided. However, this leads to a considerable increase in installation space and requires a large number of further components.Hybrid drives are known from the published patent applications DE 10 2015 010 331 A1, DE 10 2016 012 818 A1 and DE 10 2016 200 583 A1.Against this background, it is an object of the present disclosure to specify an improved hybrid transmission arrangement for a motor vehicle which has the most compact design possible, in particular in order to enable integration in novel passenger car platforms which are based on electric drive trains.The above object is achieved according to a first aspect by a hybrid transmission arrangement, which is preferably suitable for installation in a motor vehicle, having a first shaft, which is connectable to an internal combustion engine and which is arranged on a first axle, having a second shaft, which is arranged on a second axle and which is connected to the first shaft via a first connection, having an electric machine, which is connectable or connected to the second shaft, having a first clutch and a second clutch, which have a common input member, which is connected to the second shaft, and having a step transmission for establishing at least one first gear step, which is assigned to the first clutch, and at least one second gear step, which is assigned to the second clutch, wherein the step transmission has an output shaft, which is connected to an output and is arranged on a third axle, wherein the step-change transmission includes a spur gear transmission having at least one first gear set assigned to at least one first gear stage and at least one second gear set assigned to at least one second gear stage, wherein the output has a differential gear with two output shafts.The electric machine is preferably arranged coaxially with respect to one of the output shafts on a fourth axis and is connected to the second shaft via a second connection.The disclosed hybrid transmission arrangement according to the first aspect has a classic spur gear transmission of countershaft design, which includes the output shaft on the third axis and has a further axis, which is preferably the second axis.Because the electric machine is arranged coaxially with respect to the fourth axis and consequently coaxially with respect to one of the output shafts, a particularly compact construction can be realized in the radial direction.The wheel sets may each include a fixed wheel and a loose wheel. Preferably, all loose wheels of the wheel sets are rotatably mounted on the output shaft.Because a first gear stage is assigned to the first clutch and a second gear stage is assigned to the second clutch, the stepped transmission can generally be considered in combination with the two clutches as a type of dual clutch transmission. Accordingly, the first clutch is assigned a first subtransmission, which contains the at least one first gear stage. The second clutch is assigned a second partial transmission which contains the at least one second gear stage.The designation of the gear stages as the first gear stage and the second gear stage has no reference to the gear ratios ("gears") realized therewith. The term "first" gear stage and "second" gear stage should instead be considered as a list.In fact, in the stepped transmission of the hybrid transmission arrangement, it is preferably such that odd gears are assigned to one of the subtransmissions, i.e., for example, a first gear, which is designed as a starting gear, a third gear, optionally a fifth gear, etc. The other subtransmission is preferably assigned to even gears, i.e., for example, a second gear, a fourth gear, etc.Consequently, in the hybrid transmission arrangement, power which is fed from an internal combustion engine via the first shaft and / or power which is fed from the electric machine into the second shaft can alternatively be fed via the first subtransmission or via the second subtransmission. If the first clutch and the second clutch are designed as friction clutches, these clutches can be operated overlapping, so that gear changes can take place under load, as in a conventional dual clutch transmission.A reverse driving operation is preferably carried out exclusively by electric motor. A mechanical reverse gear stage is therefore preferably not provided.The hybrid transmission arrangement preferably has exactly one electric machine which is designed to provide drive power.The step-variable transmission is preferably arranged exclusively on the second axis and the third axis. The wheel sets preferably respectively bridge the second axle and the third axle. The first and second clutches are preferably arranged on the second axis. Overall, the hybrid transmission arrangement can be realized with few axles and consequently in particular in a radially compact mannerThe 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.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 positively locking synchronous shifting clutch. However, the shifting element can also be a friction clutch or a claw 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.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 at least one first gear set is configured to connect a first transmission shaft, which is connected to a first output member of the first clutch, and the output shaft, wherein the at least one second gear set is configured to connect a second transmission shaft, which is connected to a second output member of the second clutch, and the output shaft, and wherein the first transmission shaft and the second transmission shaft are arranged coaxially with the second axis.A transmission shaft is preferably designed as a hollow shaft through which the second shaft is guided. The one transmission shaft is also designed as an inner shaft for the other transmission shaft, and the other transmission shaft is consequently likewise designed as a hollow shaft. Preferably, the first transmission shaft extends from the first clutch to the vicinity of the first connection. The second transmission shaft preferably extends from the second clutch in the same direction toward the first connection, but terminates in a middle region between the second clutch and the first connection. This assignment can also be interchanged, depending on the axial position of the first and the second clutch in relation to the first connection.If the first subtransmission has only one gear stage and the second subtransmission has only one gear stage, it is not necessary to configure the corresponding gear sets as shiftable gear sets.However, it is particularly preferred if the at least one first wheelset and / or the at least one second wheelset is designed as a shiftable wheelset.As a result, it is possible, for example, to provide two first wheel sets and / or two second wheel sets in the respective partial transmissions. In this case, the gear sets of a partial transmission can be shifted alternatively.In the present case, a shiftable wheel set is preferably understood to mean that the wheel set has a fixed wheel connected to a shaft (preferably a transmission shaft) and a loose wheel (meshing) engaged therewith, rotatably mounted on a further shaft (preferably the output shaft), which is connectable to the further shaft in a rotationally fixed manner by means of a shifting element such as a clutch, in order to connect the two shafts to one another. The shifting element can be a claw shifting element, but is preferably a synchronized shifting element, in particular a positive synchronous shifting clutch.The loose wheel of a shiftable wheel set is preferably rotatably mounted on the output shaft. The associated shifting element is consequently likewise preferably arranged on the output shaft.According to a further overall preferred embodiment, the spur gear transmission has at least two first gear stages, each of which is assigned a first gear set, and / or the spur gear transmission has at least two second gear stages, each of which is assigned a second gear set.Consequently, at least four different gear stages or gears can preferably be set up with the spur gear transmission, so that a spread which is sufficient for a pure driving operation by the internal combustion engine can be ensured.It is particularly preferred if the spur gear transmission has exactly two first gear sets and exactly two second gear sets.According to a further preferred embodiment, two first wheel sets can be alternatively shifted by means of a first dual shifting element. Alternatively or accumulatively, two second wheel sets can be alternatively switched by means of a second dual switching element.This configuration enables the number of actuating devices for actuating the gear sets of the spur gear transmission to be reduced.It is furthermore advantageous if a first gear set and a second gear set can be connected by means of a further shifting element in order to establish at least one winding path gear stage.The further shifting element is preferably configured to connect the loose wheels of a first wheel set and of a second wheel set, and is preferably arranged on the output shaft. In this embodiment, it is possible to realize five or six forward gear stages, for example, with only four gear sets.In particular, a winding gear stage with a transmission ratio suitable for starting can thus be established, and / or a winding gear stage which establishes a long transmission ratio (for example in the manner of an overdrive).According to a further preferred embodiment, the first shaft is connected to an output member of a separating clutch, into the input member of which drive power from an internal combustion engine can be fed.In this embodiment, the internal combustion engine can consequently be decoupled from the first shaft and consequently from the second shaft and also from the electric machine. Consequently, when the separating clutch is open, a purely electromotive driving mode can be set up without the internal combustion engine being dragged along.It is particularly preferred if the separating clutch is a friction clutch and / or if the input member of the separating clutch is connected to a torsional vibration decoupling element.In general, it is conceivable to implement the separating clutch as a claw clutch or a positive clutch. The design as a friction clutch has the advantage that a starting process can take place, for example, via the separating clutch and / or a suitable connection of internal combustion engine power from a purely electromotive driving mode is possible substantially smoothly.The vibration decoupling element serves to decouple torsional vibrations of the internal combustion engine from the stepped transmission in order to reduce transmission noise.The first and the second clutch are preferably likewise designed as a friction clutch. It is consequently possible here to operate the two clutches in the manner of a dual clutch of a dual clutch transmission. Gear changes can therefore be carried out, for example, by a different gear stage being preselected in the other subtransmission starting from a state in which one of the two clutches is closed and drive power is conducted via the associated subtransmission, by a corresponding gear set of the other subtransmission being shifted. A gear change can then be effected by overlapping actuation of the two clutches, in which one clutch is gradually opened and the other clutch is simultaneously gradually closed. The activation can be effected in such a way that preferably no interruption of the tractive force takes place.The output shaft can be connected via a suitable transmission ratio to an input member of the differential gear. It is preferred if the output shaft is connected via a gear set to an input member of the differential gear.Preferably, an output gear is fixed to the output shaft, which is in engagement with an output gear, since it is connected to the input member of the differential gear in a rotationally fixed manner.A second aspect of the present disclosure relates to a hybrid transmission arrangement, in particular for a motor vehicle, having a first shaft which is connectable to an internal combustion engine and which is arranged on a first axle, having a second shaft which is arranged on a second axle and which is connected to the first shaft via a first connection, having an electric machine which is connected to the second shaft, having a first clutch and a second clutch which have a common input member which is connected to the second shaft, having a step transmission for establishing at least one first gear step which is associated with the first clutch and at least one second gear step which is associated with the second clutch, wherein the step transmission has an output shaft which is connected to an output, wherein the output shaft is preferably arranged on a third axle, wherein the step transmission includes a spur gear transmission, the at least one first gear set, which is assigned to the at least one first gear stage, and at least one second gear set, which is assigned to the at least one second gear stage, and wherein the second shaft extends axially through the multi-step transmission.This configuration likewise realizes a particularly compact construction.In general, it is conceivable in the second aspect that the electric machine is not arranged coaxially with the fourth axis, but rather, for example, coaxially with the third axis or on an axis different from the first to fourth axes.However, it is also preferred in the second aspect if the electric machine is arranged on the fourth axis and is connected to the second shaft via a second connection.In this way, in particular a radially compact construction can be realized.It is particularly advantageous if the first connection and the second connection are arranged on opposite axial sides of the stepped transmission.In all aspects of the present disclosure, the first and / or the second connection can each be formed either by a wheelset which contains one or more wheel pairings or spur wheel stages. Alternatively, the first connection and / or the second connection can also be realized by a traction means, for example by a chain or a toothed belt. In the case of a connection by a chain, corresponding sprockets can be fixed, for example, to the shafts to be connected to one another.Overall, it is also advantageous if the first clutch and the second clutch are arranged in the axial direction between the second connection and a gear set of the stepped transmission. A compact construction can thereby be realized.It is furthermore preferred if the first connection and the differential gear are arranged on axially opposite sides of the stepped gear.This makes it possible to realize a radially compact construction.According to a further preferred embodiment, the first connection and the second connection are arranged on axially opposite sides of the stepped transmission.This embodiment contributes to a compact construction.According to a further preferred embodiment, the first clutch and / or the second clutch axially overlaps with the differential.This embodiment contributes to an axially compact construction.The present disclosure thus includes the arrangement of a spur gear transmission having a plurality of shift elements and a dual clutch axially parallel to an internal combustion engine, provided that the latter is operatively connected to the hybrid transmission arrangement. An axially compact construction is thereby realized. An electric machine is preferably located on the output shaft, i.e. coaxial to an output shaft. The electric machine is operatively connected to a drive shaft (second shaft). A separating clutch is preferably arranged between the operationally connected internal combustion engine and the electric machine.Connections can generally be effected via a chain or one or more spur gear stages. A dual clutch is preferably mounted on the axis of the drive shaft. The first and the second clutch are preferably designed as friction clutches, in particular in the form of multiplate clutches. The same applies to the separating clutch. The shift elements are preferably realized by synchronous shift clutches (synchronizations).It is understood that the features of the invention 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 invention.Further features and advantages of the invention will become apparent from the following description of preferred exemplary embodiments with reference to the drawings. The following are shown: FIG. 1 is a schematic illustration of an embodiment of a hybrid transmission assembly; FIG. 2 shows a schematic illustration of a further embodiment of a hybrid transmission arrangement; FIG. 3 shows a schematic illustration of a further embodiment of a hybrid transmission arrangement; FIG. 4 is a shift map for the hybrid transmission arrangement of FIG. 2 ; and FIG. 5 is a shift map for the hybrid transmission arrangement of FIG. 3.FIG. 1 schematically illustrates a hybrid transmission arrangement for a motor vehicle, in particular for a passenger car, and is generally denoted by 10. The hybrid transmission assembly 10 is preferably adapted to be installed in motor vehicles having their platform oriented for electromotive drive. The hybrid drive train is installed in particular transversely in the motor vehicle, for example transversely at the front or at the rear.The hybrid transmission assembly 10 includes a first shaft 12 disposed on a first axis A 1. The first shaft 12 is connected to an output member of a disconnect clutch K 0. The separating clutch K 0 is designed as a friction clutch, in particular as a multiplate clutch. An input member of the separating clutch K 0 is connectable in a rotationally fixed manner to an output shaft of an internal combustion engine VM, either directly or via a torsional vibration decoupling element T (for example torsion damper). The torsional vibration decoupling element T and the separating clutch K 0 are preferably arranged on the first axle A 1. The first axis A 1 is preferably coaxial with the output shaft of the internal combustion engine VM, i.e., coaxial with a crankshaft.The hybrid transmission assembly 10 further includes a second shaft 14 disposed on a second axis A 2. The first shaft 12 and the second shaft 14 are connected to one another via a first connection 16. The first connection 16 can be realized, as illustrated, via a chain or via one or more spur gear stages.The second shaft 14 can, as is illustrated in FIG. 1, be formed by two partial shafts 14 a, 14 bwhich are connected to one another (in particular rotationally fixedly) or which can be connected to one another.The hybrid transmission arrangement 10 further includes a step-variable transmission 18 which is designed as a spur gear transmission. The second shaft 14 forms an input shaft of the stepped transmission. The second shaft 14 preferably extends from one axial end of the step-variable transmission 18 to the other axial end of the step-variable transmission 18, i.e. penetrates the latter in the axial direction.An output shaft 20 of the step-variable transmission 18 is arranged on a third axis A 3 which is arranged offset axially parallel to the axes A 1, A 2. The output shaft 20 is connected to an output 22. More specifically, the output shaft 20 has fixed thereto an output gear engaged with an input member of a differential gear 24. The differential 24, which can be designed, for example, in the form of a mechanical differential, contains two output shafts 26 a, 26 b, which are arranged coaxially with a fourth axis A 4 and can be connected in a rotationally fixed manner to driven wheels of the motor vehicle. The differential gear 24 is thus arranged coaxially with the fourth axis A 4.The hybrid transmission assembly 10 further includes an electric machine EM. The electric machine EM is arranged on the fourth axis A 4, which is arranged offset axially parallel to the axes A 1, A 2 and A 3. One of the output shafts 26 a, 26 b(here the output shaft 26 a) penetrates the electric machine EM. A rotor shaft of the electric machine EM is consequently designed as a hollow shaft around the output shaft 26 a.An electric machine shaft 27 which is connected to the rotor shaft of the electric machine EM in a rotationally fixed manner is likewise designed as a hollow shaft around the output shaft 26 aand is connected to the second shaft 14 via a second connection 28. The second connection 28, just like the first connection 16, can be designed in the form of one or more spur gear stages, or by a chain, as is indicated in FIG. 1. In the present case, a sprocket wheel is fixed to the electric machine shaft 27, which sprocket wheel is connected via a chain to a sprocket wheel fixed to the second shaft 14.The first connection 16 and the second connection 28 are preferably arranged on opposite axial sides of the stepped transmission 18. The first connection 16 and the differential gear 24 are preferably arranged on axially opposite sides of the spur gear 18. The separating clutch K 0 is preferably arranged on the same axial side of the spur gear transmission 18 as the first connection 16. The dual clutch arrangement 30 and the differential 24 preferably overlap in the axial direction.The configuration of the first shaft 12 and the disconnect clutch K 0 is selected such that an internal combustion engine VM can be connected thereto so as to overlap with the spur gear transmission 18 in the axial direction. The electric machine EM is preferably arranged such that it does not overlap with the spur gear transmission 18. Preferably, a drive shaft of the internal combustion engine (crankshaft) and the electric machine shaft 27 face axially in the same direction.As stated, the step transmission 18 is realized as a spur gear transmission which is constructed by a plurality of gear sets, not shown in detail, which can connect the second axle A 2 and the third axle A 3. The spur gear 18 preferably includes a dual clutch, but may also include a single clutch.In the latter case, it may be more difficult to carry out load changes without interruption of the tractive force.FIG. 2 shows a further embodiment of a hybrid transmission arrangement 10', which corresponds generally to the hybrid transmission arrangement 10 of FIG. 1 with regard to its construction and functioning. Identical elements are therefore identified by identical reference numerals. The differences are substantially explained below.As is shown in FIG. 2, the separating clutch K 0 can be actuated by means of a separating clutch actuating device B 0.FIG. 2 shows an exemplary structure of a step-variable transmission 18.The second shaft 14 is connected in a rotationally fixed manner to an input member 32 of a dual clutch arrangement 30, which is arranged coaxially with the second axis A 2. The dual clutch assembly 30 includes a first clutch K 1 and a second clutch K 2 sharing the input member 32. The first clutch K 1 has a first output member 34. The second clutch K 2 has a second output member 36.The first clutch K 1 can be actuated by means of a first actuating device B 1. The second clutch K 2 can be actuated by means of a second actuating device B 2. The actuating devices B 0, B 1 and B 2 can preferably be actuated independently of one another.The stepped transmission 18 has a first transmission shaft 38 and a second transmission shaft 40. The first transmission shaft 38 is connected to the first output member 34 in a rotationally fixed manner and is arranged coaxially with the second axis A 2. The first transmission shaft 38 is designed as a hollow shaft around the second shaft 14.The stepped transmission 18 has a second transmission shaft 40, which is designed as a hollow shaft around the first transmission shaft 38 and which is connected to the second output member 36 in a rotationally fixed manner.The second transmission shaft 40 extends starting from the dual clutch arrangement 30 as far as into the vicinity of the first connection 16. The first transmission shaft 40 extends from the dual clutch arrangement 30 to a middle region between the dual clutch arrangement 30 and the first connection 16.The stepped transmission 18 has a first partial transmission TG 1 with two first gear sets R 1 a, R 1 b. Each of the first wheel sets R 1 a, R 1 bhas a fixed wheel which is connected to the first transmission shaft 38 in a rotationally fixed manner, and a loose wheel which is rotatably mounted on the output shaft 20. Between the two first wheel sets R 1 a, R 1 b, a first dual shifting element 42 is arranged, namely coaxial to the third axis A 3. The dual switching element 42 includes a first switching element S 1 and a second switching element S 2.The first dual shifting element 42 can be actuated by means of a third actuating device B 3 in such a way that either the shifting element S 1 is closed (shifting of the first gear set R 1 a) or the shifting element S 2 is closed (shifting of the first gear set R 1 b), or a neutral position is set up in which neither the shifting element S 1 nor the shifting element S 2 is closed.The stepped transmission 18 has a second partial transmission TG 2, which contains two second wheel sets R 2 a, R 2 b. Each of the second gear sets R 2 a, R 2 bincludes a fixed gear that is rotationally fixedly connected to the second transmission shaft 40 and a loose gear that is rotatably supported on the output shaft 20. A second dual shifting element 44 is arranged in the axial direction between the second wheel sets R 2 a, R 2 b. The second dual switching element 44 includes a third switching element S 3 and a fourth switching element S 4. The second dual shifting element 44 can be actuated by means of a fourth actuating device B 4 in order either to close the shifting element S 3 (shifting of the second gear set R 2 a) or to close the shifting element S 4 (shifting of the second gear set R 2 b), or in order to establish a neutral position.The electric machine EM is arranged in a first radial plane R 1. The second connection 28 is arranged in a second radial plane R 2. The second clutch K 2 is arranged in a third radial plane. The first clutch K 1 is arranged in a fourth radial plane R 4. The axial sequence of the clutches K 1 and K 2 can optionally be interchanged.The differential 24 is arranged in a fifth radial plane R 5, which may be the same as one of the radial planes R 3, R 4 or may be arranged in the region of these radial planes, in such a way that the differential 24 overlaps with at least one clutch of the dual clutch arrangement 30 in the axial direction.The first wheel set R 1 ais arranged in a sixth radial plane R 6. The first dual shift element 42 is arranged in a seventh radial plane R 7. The first wheel set R 1 bis arranged in an eighth radial plane R 8.The second wheel set R 2 ais arranged in a ninth radial plane R 9. The second dual shift element 44 is arranged in a tenth radial plane R 10. The second wheel set R 2 bis arranged in an eleventh radial plane R 11. The first connection 16 is arranged in a twelfth radial plane R 12. The separating clutch K 0 is arranged in a thirteenth radial plane R 13. The torsional vibration decoupling element T is arranged in a fourteenth radial plane R 14.The internal combustion engine VM extends starting from the first connection 16 over the radial planes R 11, R 10, R 9, R 8, R 7, R 6 and optionally over further radial planes.A shift map associated with the hybrid transmission assembly 10' of Fig. 2 is shown in Fig. 4.To establish a first forward gear stage V 1, the first clutch K 1 and the first shift element S 1 are closed. To set the second forward gear stage V 2, the second clutch K 2 and the third shift element S 3 are closed. To set up a third forward gear stage V 3, the first clutch K 1 and the second shift element S 2 are closed. To establish a fourth forward gear stage V 4, the second clutch K 2 and the fourth shift element S 4 are closed.When the separating clutch K 0 is opened, four different electromotive forward gear stages V 1 to V 4 can be realized in this way in order to establish a purely electromotive driving mode.When the separating clutch K 0 is closed, the four forward gear stages V 1 to V 4 can be set up as internal combustion engine gear stages.In the internal combustion engine driving mode, the electric machine EM can be driven in such a way that it provides additional drive power (boost driving mode). Alternatively, the electric machine EM can be operated in such a way that it branches off internal combustion engine drive power for generator operation (recuperation operation).Starting from a purely electric motor driving mode by means of the electric machine EM, wherein the separating clutch K 0 is opened, the internal combustion engine VM can be activated at any time in a suitable manner, in particular without jerk, by the separating clutch K 0 designed as a friction clutch being closed.The dual clutch arrangement 30 and the stepped transmission 18 with the first subtransmission TG 1 and the second subtransmission TG 2 can be operated in the manner of a dual clutch transmission.For example, a change from the forward gear stage V 1 to the forward gear stage V 2 can be made as follows. Starting from the forward gear stage V 1, in which power flows from the second shaft 14 via the first clutch K 1 and the first gear set R 1 a(when the first shift element S 1 is closed) toward the output shaft 20, the third shift element S 3 can be closed (preselected), for example, in the second subtransmission TG 2. A gear change can then take place by opening the first clutch K 1 and closing the second clutch K 2 overlapping it. This can be done without any interruption of the tractive force. Subsequently, power flows from the second shaft 14 via the second clutch K 2 and the second gear set R 2 ato the output shaft 20.The other gear changes between forward gear stages can be carried out in a comparable manner.A reverse operation by means of the hybrid transmission arrangement 10' can preferably be realized exclusively by electric motor by driving the electric machine EM in the reverse direction.In FIG. 3, a further embodiment of a hybrid transmission arrangement 10'' is shown, which corresponds generally to the hybrid transmission arrangement 10' of FIG. 2 in terms of structure and functionality. Identical elements are therefore identified by identical reference numerals. The differences are substantially explained below.In the hybrid transmission arrangement 10'' of FIG. 3, the axial sequence of the subtransmissions TG1'' and TG2'' and the axial sequence of the clutches K1 and K2 of the dual clutch arrangement 30'' are interchanged. In the hybrid transmission arrangement 10'', the first transmission shaft 38'' extends from the first clutch K1 to the first connection 16. The second transmission shaft 40'' extends from the second clutch K2 of the dual clutch arrangement 30'' to a region of the middle between the dual clutch arrangement 30'' and the first connection 16.The assignment of the gear sets and shifting elements of the stepped transmission 18" to the radial planes is thus as follows (all other radial planes remain substantially as in the embodiment of FIG. 2 ): the second gear set R 2 b" is arranged in the sixth radial plane R 6". The second dual shift element 44" is arranged in the seventh radial plane R7". The second wheelset R2a" is arranged in the eighth radial plane R8". The first wheelset R1b" is arranged in the ninth radial plane R9". The first dual switching element 42" is arranged in the tenth radial plane R10". The first wheel set R1a" is arranged in the eleventh radial plane R11".The same axial assignment of the first partial transmission TG 1" and the second partial transmission TG 2" can also be realized in the embodiment of FIG. 2.The hybrid transmission arrangement 10" of FIG. 3 has a further radial plane R8a between the radial planes R8" and R9". In the further radial plane R 8 a, a switching element 50 (S 5) is arranged, which can be actuated by means of a further actuating device B 5. The shifting element 50 is arranged axially between the first gear set R 1 b" and the second gear set R 2 a", namely coaxial to the third axis A 3. The fifth shifting element 50 (S5) is designed to connect the loose wheel of the first wheel set R1b" and the loose wheel of the second wheel set R2a". As a result, at least one winding gear stage can be set up.FIG. 5 shows a shift table for the hybrid transmission assembly 10" shown in FIG. 3.It can be seen that in the shift table of FIG. 5, the forward gear stages V 2 to V 5 each make no use of the fifth shift element 50 (S 5), i.e. it is respectively open. The forward gear stages V 2 to V 5 correspond with respect to the engaged shift elements to the forward gear stages V 1 to V 4 of the hybrid transmission arrangement 10' of FIG. 2 (see also FIG. 4 ).In addition to the forward speed stages V 2 to V 5 of FIG. 5, a forward speed stage V 1 and a forward speed stage V 6 may be established.To establish the forward gear stage V 1, the second clutch K 2 is closed. Further, the switching elements S 1 and S 5 are closed.Consequently, power flows from the second shaft 14 via the second clutch K2 to the second gear set R2a", and from there via the closed fifth shifting element 50 (S5) to the gear set R1b". From there, the power flows to the first transmission shaft 38" and from there further to the first gear set R 1 a", the loose wheel of which is connected to the output shaft 20 via the closed shifting element S 1. This is a winding gear stage for establishing a short transmission ratio, which is particularly suitable for starting a motor vehicle.The further forward gear stage V 6 is established by engaging the first clutch K 1 and the fourth shift element S 4 in addition to the fifth shift element S 5.In this case, power flows from the second shaft 14 via the first clutch K 1 into the first transmission shaft 38 and from there into the first gear set R 1 b". From there, the power flows via the closed fifth shifting element 50 (S5) to the second gear set R2a" and from there to the second transmission shaft 40. From the second transmission shaft 40, the power then flows via the second gear set R2b" and the closed fourth shifting element S4 to the output shaft 20.Reference numerals denote reference numerals10 Hybrid transmission arrangement 12 First shaft 14 Second shaft 16 First connection 12 / 14 18 Stepped transmission 20 Output shaft 22 Output 24 Differential 26 a, 26 b Abtriebswelle shafts 27 Electric machine shaft 28 Second connection 30 Dual clutch arrangement 32 Input member 30 34 First output member 36 Second output member 38 First transmission shaft 40 Second transmission shaft 42 First dual shifting element 44 Second dual shifting element 50 Shifting element K 0 Separating clutch K 1 First clutch K 2 Second clutch TG 1 First subtransmission TG 2 Second subtransmission R 1 a, R 1 bFirst wheel sets R 2 a, R2b second wheel sets B0-B5 actuating devices EM electric machine VM internal combustion engine T torsional vibration decoupling element A1-A4 axles S1-S5 shifting elements R1-R14 radial planes

Claims

Hybrid transmission arrangement (10) having - a first shaft (12) which can be connected to an internal combustion engine (VM) and which is arranged on a first axis (A1), - a second shaft (14) which is arranged on a second axis (A2) and which is connected to the first shaft (12) via a first connection (16), - an electric machine (EM) which can be connected or is connected to the second shaft (14), - a first clutch (K1) and a second clutch (K2) which have a common input member (32) which is connected to the second shaft (14), - a stepped transmission (18) for establishing at least one first gear stage (V1, V3; V2, V4, V6) which is associated with the first clutch (K1) and at least one second gear stage (V2, V4; V1, V3, V5) which is associated with the second clutch (K2), - wherein the stepped transmission (18) has an output shaft (20) which is connected to an output (22) and which is arranged on a third axle (A3). - wherein the stepped transmission (18) comprises a spur gear transmission which has at least one first gear set (R1a, R1b) which is associated with at least one first gear stage (V1, V3; V2, V4, V5) and at least one second gear set (R2a, R2b) which is associated with at least one second gear stage (V2, V4; V1, V3, V5), - wherein the output (22) has a differential gear (24) with two output shafts (26a, 26b); and wherein the electric machine (EM) is arranged coaxially with one of the output shafts.Hybrid transmission arrangement according to Claim 1, wherein the electric machine (EM) is arranged coaxially with one (26a) of the output shafts (26a, 26b) on a fourth axis (A4) and is connected to the second shaft (14) via a second connection (28).Hybrid transmission arrangement according to Claim 1 or 2, wherein - the at least one first gear set (R1a, R2b) is designed to connect a first transmission shaft (38), which is connected to a first output member (34) of the first clutch (K1), and the output shaft (20), - the at least one second gear set (R2a, R2b) is designed to connect a second transmission shaft (40), which is connected to a second output member (36) of the second clutch (K2), and the output shaft (20), and - the first transmission shaft (38) and the second transmission shaft (40) are arranged coaxially with the second axis.Hybrid transmission arrangement according to one of Claims 1-3, wherein the at least one first gear set (R1a, R1b) and / or the at least one second gear set (R2a, R2b) is designed as a shiftable gear set.Hybrid transmission arrangement according to one of Claims 1 - 4, wherein the spur gear transmission has at least two first gear stages (V1, V3; V2, V4), to each of which a first gear set (R1, R1b) is assigned, and / or wherein the spur gear transmission has at least two second gear stages (V2, V4; V3, V5), to each of which a second gear set (R2a, R2b) is assigned.Hybrid transmission arrangement according to Claim 5, wherein two of the first wheel sets (R1a, R1b) can be alternatively shifted by means of a first dual shift element (42), and / or wherein two of the second wheel sets (R2a, R2b) can be alternatively shifted by means of a second dual shift element (44).Hybrid transmission arrangement according to Claim 5 or 6, wherein a first gear set (R1b) and a second gear set (R2a) can be connected by means of a shifting element (S5) in order to establish at least one winding-path gear stage (V1, V6).Hybrid transmission arrangement according to one of Claims 1 - 7, wherein the first shaft (12) is connected to an output member of a separating clutch (K0), into the input member of which drive power from an internal combustion engine (VM) can be fed.Hybrid transmission arrangement according to Claim 8, wherein the separating clutch (K0) is a friction clutch and / or wherein the input member of the separating clutch (K0) is connected to a torsional oscillation decoupling element (T).Hybrid transmission arrangement according to one of Claims 1-9, wherein the first clutch (K1) and / or the second clutch (K2) is designed as a friction clutch.Hybrid transmission arrangement according to one of Claims 1 - 10, wherein the output shaft (20) is connected via a gear set to an input member of the differential (24).The hybrid transmission assembly of any of claims 1-11, wherein the second shaft (14) extends axially through the step-variable transmission (18).The hybrid transmission assembly (10) of any of claims 1-12, wherein the electric machine (EM) is connected to the second shaft (14), and the second shaft (14) extends axially through the step-variable transmission (18).Hybrid transmission arrangement according to one of Claims 1 - 13, wherein the first connection (16) and a second connection (28) are arranged on opposite axial sides of the stepped transmission (18).Hybrid transmission arrangement according to one of Claims 1 - 14, wherein - the first clutch (K1) and the second clutch (K2) are arranged in the axial direction between the second connection (28) and a gear set (R1a; R2b") of the stepped transmission (18), and / or wherein - the first connection (16) and the differential (24) are arranged on axially opposite sides of the stepped transmission (18), and / or wherein - the first clutch (K1) and / or the second clutch (K2) axially overlaps the differential (24).

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