Gearbox with jaw connector, especially for a hybrid drivetrain, and method of operation

Description

[0001] The present invention relates to a transmission and a dog-type shift element, in particular for a hybrid drive train, i.e., a hybrid drive with a powershift transmission, in which the dog-type shift element can preferably shift three prime movers, preferably two of these being electric motors. The present invention also addresses how power flows can be established or are to be established via the powershift transmission, in particular a power-split transmission, which is also referred to as a power-split transmission, in particular through shifting sequences or shifting methods.

[0002] In other words, the present invention relates to transmissions, in particular as part of a hybrid drive, according to the preamble of claim 1 and to a claw connector according to claim 11. Furthermore, a method according to the preamble of claim 17 is also addressed. Technical area

[0003] Hybrid powertrains, particularly those installed in motor vehicles such as passenger cars, are composed of various drive components. Typically, they include at least one internal combustion engine, such as a diesel or gasoline engine, and at least one electric motor. For recuperation, the electric motor is often operated as a generator. For acceleration or to achieve increased top speeds, the electric motor frequently serves as the drive motor, e.g., in the partial load range of the internal combustion engine to create what is known as boost mode. One area of ​​application for such hybrid powertrains is upper-middle-class and luxury-class passenger cars equipped with internal combustion engines capable of delivering power to the drive wheels in the three-digit kW range.It is generally known, however, that these vehicles often cannot be operated at the optimized operating point because, for example, they are intended to be driven on routes with speed restrictions.

[0004] The design freedom and configuration options of such a hybrid drive are increased when the hybrid drivetrain includes not just a single electric motor, but a second electric motor in addition to the first electric motor. This allows for combinations in which both electric motors can optionally drive the drivetrain. In another configuration or setting, one of the electric motors can be operated as a generator, allowing for the possibility of a serial hybrid (electrical energy generation). In an ideal configuration, both electric motors can even be switched to generator mode.

[0005] Depending on the configuration and settings of the individual drive units and motors or generators, the switching configurations of the transmissions connecting the components must be adjusted, for example, to implement power splitting, to enable energy recovery, or to offer greater acceleration.

[0006] An exemplary compilation of particularly advantageous hybrid powertrains can be found in the examples in DE 10 2010 052 262 B4 (patent holder: Hofer-PDC GmbH; filing date: November 23, 2010). This document can be viewed as a starting point for further considerations and as a presentation of the technical background. State of the art

[0007] An electrically variable transmission with drive motors and a number of electric motor-generator units utilizing a planetary gear system is presented in US Pat. No. 7,867,124 B2 (patent holder: GM Global Technology Operations, Inc.; filing date: September 10, 2007). By using clutches and brakes, the individual drive or generator units can be connected to the planetary gear system to enable different transmission operating modes, such as load distribution, exclusively electric drive, and efficiency-enhancing operation.

[0008] Claw couplings are repeatedly mentioned in intellectual property literature as a possible way of coupling individual components of the transmission.

[0009] EP 1 910 117 B1 (patent owner: Peugeot Citroen Automobiles SA; priority date: May 2, 2005) proposes optionally securing individual shafts with six claw clutches. As can be seen from the figures, the transmissions proposed in EP 1 910 117 B1 are likely to require greater mechanical complexity and also a greater overall effort in terms of the number of components to be installed.

[0010] US 7 195 574 B2 (patent holder: Ford Global Technologies, LLC; priority date: May 21, 2003) shows how two nested planetary gears with two claw clutches can be coupled to idler gears via connected shafts.

[0011] US 2014 / 171 247 A1 (applicant: D. Puiu et al.; filing date: December 18, 2012) also deals with the coupling of two planetary gears that are to be coupled to each other depending on the operation of the electric machines.

[0012] DE 10 2010 028 026 A1 (applicant: ZF Friedrichshafen AG; filing date: April 21, 2010), which proposes connecting two electric motors to the shafts of a spur gear transmission, reflects the widespread belief that a separate claw clutch is necessary for each gear position. In contrast, US 7 690 459 B2 (patent holder: Ford Global Technologies, LLC; filing date: August 30, 2006) proposes that, for spur gears mounted on a shaft, the selection of which spur gear is to be coupled to the shaft be implemented using a claw clutch that can be engaged from both sides.

[0013] For transmissions that are to be installed as part of a hybrid drive, especially in passenger cars, it is always important to consider at an early stage how the installation and the required installation space for the transmission are to be designed.

[0014] Structured partial transmission concepts can be found in US 6 719 655 B2 (patent holder: ZF Friedrichshafen; priority date: October 24, 2001) and DE 10 2013 112 388 A1 (applicant: hofer forschungs- und entwicklungs GmbH; filing date: November 11, 2013). Both descriptions depict bell-shaped flanged housings that provide space for a planetary gear arranged first in the drive direction and a subsequent spur gear or a dual-clutch transmission.

[0015] EP 1 625 037 B1 (patent holder: DTI Group BV; filing date: May 10, 2004) proposes, in one variant, adding an electric motor to a drive source that can drive a load via a transmission system, with the electric motor being coupled via another transmission. A lock-up clutch between a planetary gear set and another transmission can establish a connection between the two transmission components. This means that torque flow can be optionally routed via the other transmission, meaning that the other transmission is either interposed or not.

[0016] DE 11 2009 001 348 T5 (patent holder: Toyota Jidosha Kabushiki Kaisha; priority date: June 3, 2008) shows several variants of a drivetrain equipped with an internal combustion engine, an electric motor, and two drive shafts. The two drive shafts can be coupled together using a locking clutch (SL).

[0017] US 2013 / 337 972 A1 (applicant: Hyundai Motor Company; filing date: July 17, 2013) proposes equipping a drivetrain equipped with an internal combustion engine with an electric motor mounted on a planetary gear. Two clutches are arranged between the planetary gear and the downstream gear, each connecting to one of two shafts.

[0018] DE 10 2013 223 356 A1 (applicant: ZF Friedrichshafen AG; filing date: November 15, 2013) shows various drivetrains, each with an internal combustion engine and an electric motor. In some of the variants, two separate clutches can be used to either guide the carrier of a planetary gear onto an outer shaft or to interlock the outer shaft with an inner shaft.

[0019] US Pat. No. 8,257,213 A (patent holder: Toyota Jidosha Kabushiki Kaisha; filing date: March 14, 2007) shows a hybrid powertrain with an internal combustion engine and two motor-generators. The internal combustion engine's output side is connected to a power transfer case, which in turn is connected to two input shafts. Gear selection is determined by the shift position of one of several clutch mechanisms. The transmission concept is strongly reminiscent of a planetary gear set, which is fixedly integrated between the internal combustion engine and the actual transmission. WO 2012 / 055 527 A1 (applicant: MAGNA POWERTRAIN AG & CO KG; priority date: October 25, 2010) presents a similar transmission concept, which, according to the international search report, is almost completely anticipated by US 8 257 213 A or its PCT counterpart WO 2007 / 110 721 A1.

[0020] DE 2011 089 711 A1 (applicant: ZF Friedrichshafen AG; filing date: December 23, 2011) presents several drivetrains in which an internal combustion engine can be selectively connected to the drivetrain. A sleeve enclosing an inner shaft serves to connect one of two electric motors to a spur gear. A second electric motor is connected to a planetary gear. The transmissions could also be described as having each electric motor with its own shaft.

[0021] EP 1 247 679 B1 (patent owner: General Motors Corp.; priority date: April 2, 2001) combines two planetary gears with two motor / generators. EP 1 247 679 B1 provides no reliable information on the efficiency of such arrangements.

[0022] Furthermore, numerous approaches and aspects for designing a hybrid drive are addressed in DE 10 2013 112 388 A1 (applicant: hofer forschungs- und entwicklungs GmbH; filing date: November 11, 2013). The document describes a hybrid drive with an internal combustion engine and various electric motors, whereby the internal combustion engine can be connected to a downstream transmission via a dog clutch. Power flow is controlled using a planetary gear. The transmission can be divided into two different sub-transmissions.

[0023] As already mentioned, an extremely interesting solution for a powershift transmission and a hybrid arrangement with power split can be found in the exemplary embodiments of DE 10 2010 052 262 B4 (patent holder: Hofer-PDC GmbH; filing date: November 23, 2010). Some of the exemplary embodiments show arrangements of drivetrain components in which a wide variety of operating configurations are possible with two electric motors connected upstream of a spur gear transmission.

[0024] A compact design of this drive train is made possible, among other things, by the fact that the at least two electric machines are arranged next to one another or even nested within one another, from which a spur gear with a countershaft leads away in a frictional manner on the output side.

[0025] When designing suitable transmissions, attention must also be paid to the coupling elements that influence the switching positions.

[0026] DE 10 2010 039 446 A1 (Applicant: ZF Friedrichshafen AG; filing date: 18.08.2010) presents a claw shift element by the Figures 4 and 5 which is designed to operate with a shortened switching travel. The comparison shows a shorter switching travel for a positive-locking switching element due to the shortened contact lengths caused by the tooth pitches.

[0027] According to DE 10 2004 015 569 A1 (applicant: BorgWarner Inc.; priority date: April 4, 2003), a ball-ramp mechanism should make it possible to transmit torque directly from a planetary carrier to a primary output shaft through such a shift sleeve and through intermeshing bars.

[0028] A synchronizing device with multiple connections is presented in DE 10 2004 055 903 A1 (applicant: General Motors Corp.; priority date: November 19, 2003), which also uses a ball-ramp mechanism to ensure that the shift sleeve is locked in a shift position. The focus of the document is exclusively on the shift sleeve.

[0029] EP 1 925 486 A1 (applicant: Volkswagen AG; priority date: November 24, 2006) proposes implementing a second sliding sleeve operatively connected to a first sliding sleeve, creating a two-part sliding sleeve system that can form a positive-locking clutch. Thanks to such an arrangement, the start-up times of an internal combustion engine in a hybrid drive system after switching from an electric motor drive can be shortened.

[0030] A completely different two-part socket design can be Figure 4DE 42 30 326 A1 (applicant: Dana Corp.; priority date: September 12, 1991), which is described as a shift sleeve of a double-sleeve design and which includes a spring-loaded dead-gear connection.

[0031] A multi-part sleeve design can also be found in WO 2006 / 117 493 A1 (applicant: Peugeot Citroen Automobiles SA; priority date: 02.05.2005).

[0032] A longitudinally displaceable clutch arrangement with which different engaged states are possible is described in DE 10 2015 203 571 A1 (applicant: ZF Friedrichshafen AG; filing date: February 27, 2015), published after the priority dates.

[0033] The latter documents explain the advantages of a claw joint. However, due to the wide variety of options available in the intellectual property literature, the presented documents do not directly explain how to ultimately design a particularly cost-effective claw joint.

[0034] A document dealing with a planetary gear arrangement is US Pat. No. 4,063,470 A (Owner: Borg-Warner Corporation; published on December 20, 1977). This document provides some insight into the functioning of such transmissions.

[0035] EP 2 199 136 A1 (applicant: Aisin Al Co. Ltd.; publication date: 23.06.2010) provides examples of combinations of an internal combustion engine with a transmission equipped with an electric motor.

[0036] DE 10 2007 040 040 A1 (applicant: ZF Friedrichshafen AG; disclosure date: February 26, 2009) presents numerous exemplary embodiments of various shift sleeve variants, all based on the principle that a single shift sleeve can operate two mirror-inverted shift positions in a spur gear transmission. This means that DE 10 2007 040 040 A1 deals with a shift element that has three shift positions, allowing the shift element to shift two gear ratios. In a first end position, which corresponds to a first shift position, the first gear ratio is engaged, and in a second end position, which corresponds to a second shift position, the second gear ratio is engaged. Two adjacent gear ratios on a shaft can be engaged simultaneously if two such shift elements are arranged side by side.

[0037] DE 10 2004 014 082 A1 (applicant: ZF Friedrichshafen AG; disclosure date: October 20, 2005) deals with the topic of dual-clutch transmissions and shows how a dual-clutch transmission with multiple planetary gear sets can be realized. A first example is shown using the Figure 1 explained and a further example is shown using the Figure 3 Two claw clutches, which can be engaged and disengaged using two separately operated shift forks, are Figure 5 which is intended to represent an enlargement of the transition area from a first planetary gear to a second planetary gear. Accordingly, there are two shift sleeves that are located in the gears according to Figure 1 and after Figure 3 two separate and independently switchable shift sleeves.

[0038] Patent application EP 2 070 756 A1 (applicant: Toyota Jidosha Kabushiki Kaisha; publication date: June 17, 2009) describes a clutch for rotating elements and a power output arrangement for a hybrid vehicle. The figures show Figure 1 , Figure 13 as well as Figure 14 EP 2 070 756 A1 shows arrangements with transmissions, each of which has two electric motors and an internal combustion engine as the third motor. In the figures Figure 2 , Figure 11 and Figure 12 Various examples of claw couplings are shown, each with two independently movable components. These couplings are intended to be part of a reduction gear.

[0039] WO 2015 / 142 261 A1 (Applicant: SCANIA CV AB; Disclosure date: September 24, 2015), against which the main claim has been delimited, deals with a method for controlling a hybrid drive train. The overall transmission, which is composed of several partial transmissions and can be part of a corresponding hybrid vehicle, has two planetary gears. The hybrid drive train with the transmission is presented in a schematic representation in a more detailed and a simplified representation. In the more complex representation variant, which is shown in Figure 2 As can be seen, coupling devices are described which, as can also be seen from the schematic representations, are each equipped with a single coupling sleeve. In the simpler representation variant, which is shown in Figure 3As can be seen, the coupling devices are depicted as friction-locking contact elements. The sliding sleeve-type couplings according to Figure 2 are therefore only capable of engaging and disengaging a single first element from a second element. Accordingly, before switching, load equality must be established before the coupling devices can be moved. In other words, WO 2015 / 142 261 A1, in connection with its embodiment, builds on Figure 2 that classic speed-synchronized coupling processes must be carried out. Task

[0040] Employees of the patent holder of DE 10 2010 052 262 B4 questioned whether the pioneering concept of DE 10 2010 052 262 B4 could have potential for improvement. Such potential could lie in the creation of even greater flexibility. Installation space requirements must be considered when implementing the concept of DE 10 2010 052 262 B4 as a drive train for a specific motor vehicle. Such requirements also mean that the inventive teaching of DE 10 2010 052 262 B4 could require adaptation.

[0041] The question therefore arises as to whether advantageous further developments could be made at one of the locations in a transmission where a shift claw is advocated according to DE 10 2010 052 262 B4. In more rudimentary terms, the question arises as to what a particularly advantageous claw connector should look like. Description of the invention

[0042] The object of the invention is achieved by a transmission according to claim 1. A claw shift element according to claim 11 also contributes to the solution of the object of the invention. A method for the shifting sequence is presented in claim 17. Advantageous further developments can be found in the dependent claims.

[0043] The various drive sources or drive motors are connected to each other via such a transmission. The transmission, with its shift positions and shift variants, enables one or the other drive motor, alone or in combination with other drive motors, to transfer torque directly or indirectly, directly or via a gear ratio, to the output road wheels. More precisely, it allows the torque and / or power of the drive motors to be transferred to the output road wheels.

[0044] The transmission offers the possibility of branching the power flow through the transmission. This means that not all of the input power from an engine needs to be transferred to the wheels in all operating conditions, even when the power is shifted through to the wheels. Instead, at least a portion of the power can be extracted from the drivetrain and (temporarily) stored, for example, in electrical buffers such as accumulators, preferably with rapid charging capabilities. The power of the drivetrain is thus branched in the transmission and, if necessary, delivered to two or three different machines or outputs.

[0045] The transmission is also advantageously powershiftable. Gear changes can be performed even under load. Ideally, there is no interruption in traction during gear changes. Although there are no separate multi-plate or friction clutches, the drivetrain is capable of switching back and forth between the various operating modes without interruption in traction. Likewise, a gear selection or a change in gear can be made without any interruption in traction.

[0046] A key element for creating the different shift positions is the claw connector assembly. The claw connector can be installed in a previously described gearbox.

[0047] The sliding parts and the other components that together form a claw connector are designed for force and / or torque transmission. The claw connector includes the claw switching element.

[0048] It can also be said that the claw shift element is a coherent component. In other words, the claw shift element is a one-piece component.

[0049] A shift fork allows at least one of the sliding parts to be moved back and forth between the ends of its travel path.

[0050] One component of the claw switching element is at least a first sliding sleeve.

[0051] One part, in particular a first sliding sleeve, of the claw connector can be locked in one position. The part is, for example, in a locked position. At the same time, the other part, particularly if this is a second sliding sleeve, retains the possibility of movement. The claw connector provides a path of movement for the second part while the first part is locked. The sliding sleeve offers longitudinal movement possibilities. Once the possible path of movement has been covered, the claw connector can assume a switching position. The other switching position can be assumed.

[0052] The transmission is constructed with such a claw shift element, which has a superimposed double sliding sleeve structure.

[0053] The movement of the sliding sleeves will be carried out via a guide, which includes a shift drum.

[0054] A claw sleeve, for example, can be switched alternately by a pushing or sliding movement.

[0055] One of the switching positions into which the claw switching element can be placed is designed to transmit a torque flow via one of the two sliding parts. When the claw switching element is in the switching position for transmitting a torque flow, a bridge is formed for power transmission.

[0056] While one sliding part of the claw switching element is in the switching position and remains there, the other sliding part has at least one degree of freedom. Despite the bridge-like connection via one sliding part, the other sliding part can be moved. This allows the second sliding part to be moved into a different switching position without any load. The part of the claw switching element that still needs to be moved does not experience any load transfer during the movement. If two sliding parts are present, the second sliding part is load-free, while a load can already be transferred or is even transferred via the first sliding part. The claw switching element can be brought into a second switching position. In this second switching position, the second sliding part is designed to take on a second torque flow.

[0057] The combination of the two sub-transmissions provides at least one switching position of the shift elements in which the power flow from the first sub-transmission is transferred to the second sub-transmission. At least in this switching position, the upstream power-split transmission is a transmission that transmits at least part of the input power to the spur gear auxiliary transmission.

[0058] If the transmission is made up of two partial transmissions that can be mechanically coupled and uncoupled in different ways, or if parts of the transmissions can be coupled to one another, a wide variety of shift positions can be achieved, i.e. a change from one shift position to the next can be achieved as a result of a shift sequence. One method for operating the hybrid drive is based on the ability to change between shift positions as part of shift sequences. The power split transmission can, for example, be a planetary gear that can be locked together. The second partial transmission is characterized, among other things, by its power shift capability. The claw shift element is advantageously designed like a sleeve and can preferably be moved along the axes of the two shafts.

[0059] Advantageous embodiments and further developments are set out below which, viewed individually or in combination, may also reveal inventive aspects.

[0060] The present invention also concerns the design of a hybrid drive or drive train equipped with various drive motors, preferably of different energy types. Such a hybrid drive makes it possible to use different drive energy sources. For example, thanks to the present invention, a diesel-electric hybrid can be designed in the same way as an LPG-electric hybrid drive.

[0061] The dog clutch element, which is particularly well-suited for use in a hybrid drive, can be used, for example, at the point in the transmission of a hybrid vehicle that represents the transition point between a first sub-transmission and a second sub-transmission. For driving comfort, it is important that the clutch engages and disengages as synchronized as possible to establish and interrupt power and / or torque flows.

[0062] To facilitate the classification of the present invention, further aspects are presented below.

[0063] The transmission is divided into sub-transmissions, at least in a functional sense. If the transmission is divided into sub-transmissions as a block, favorable separation and design lines arise. A switchable transmission is the transmission that is downstream in terms of power flow and / or torque flow, or closer on the output side. This can be referred to as the second sub-transmission. Such a transmission can be, for example, a spur gear auxiliary shaft transmission. The sub-transmission has a certain number of intermeshing spur gears, preferably two intermeshing spur gears each, which can be coupled via claw sleeves to a shaft carrying an idler gear or to another connecting shaft in terms of power flow. In addition to a main shaft, which can also be referred to as the central shaft, there is at least one auxiliary shaft, possibly even several auxiliary shafts, such as two auxiliary or countershafts.

[0064] Coming from the internal combustion engine, upstream of the second partial transmission is the first partial transmission, which is a power split transmission.

[0065] Power-split transmissions can be implemented in many different ways. One option is the use of hydrostatic transmissions. Planetary gear differentials are particularly reliable and compact, mechanically speaking. The planetary gear system operates at differential speeds.

[0066] If torques and / or power are introduced via two rotating bodies of the differential gear, a differential speed, a differential power or a differential torque can be derived using an output connected to another element of the differential gear.

[0067] The hybrid drive can draw its drive power from three different drive motors. Depending on the clutch between the sub-transmissions, torque and / or power can be introduced at different points in the differential gear. The flow directions for torque and / or power through the transmission vary depending on the connections between the sub-transmissions and the operating states of the prime movers. Two of the prime movers, of which at least one, preferably both, can be operated both as a drive motor and as an electric generator, are rotatably and / or rotationally fixedly connected to a shaft of the central shaft comprising at least two shafts. A direct or indirect coupling exists between the output and / or input shaft of one prime mover and one shaft, and the other prime mover and the other shaft. The two shafts run coaxially in the same direction, i.e.into the interior of the spur gear auxiliary shaft. The coaxial shaft can be implemented as a double shaft. The two individual shafts of the coaxial shaft together form the double shaft. One design involves a hollow shaft with an inner shaft running inside it—at least in sections. The double shaft can also be referred to as a hollow shaft-inner shaft combination or a hollow shaft-inner shaft pair.

[0068] At the transition point between the two sub-transmissions there is a dog clutch element. The dog clutch element can create different shift positions for the transmission. The two sub-transmissions are connected to each other in different ways using the dog clutch element. The dog clutch element should have at least two different shift positions in which a power flow connection is established via the dog clutch element. The connection between the two sub-transmissions is particularly compact if the dog clutch element has more than two shift positions, e.g. three, four, five or even more shift positions. A power flow connection is established between one of the rotating bodies of the power split transmission in a shift position of the dog clutch element and one of the shafts of the second sub-transmission, e.g. the spur gear auxiliary shaft transmission.One of the switching positions represents a power flow connection between the sun gear of the power split transmission and the outer shaft.

[0069] A claw sleeve as part of the claw switching element can assume at least two switching positions between an output rotary body of the power split transmission and at least one of the shafts of the interlocking double shaft, the coaxial central shaft.

[0070] The sliding sleeve comprises at least two sets of teeth, e.g., in the form of a gear rim. The teeth and counter-teeth allow two rotating parts to mesh. The teeth are located at different points on the surfaces of the sliding sleeve. The sliding sleeve is sleeve-like. The sleeve contains teeth at various points, e.g., entire gear rims.

[0071] Another part of the claw shift element is a second, sliding sleeve-like part. Consequently, the claw shift element has at least two sliding parts. The design of the sliding parts as sliding sleeve-like sleeves allows for compact installation space.

[0072] The transmission, which can demonstrate its advantages in a hybrid powertrain, comprises two sub-transmissions. One of the sub-transmissions is a power-split transmission. A planetary transmission can be used as a power-split transmission.

[0073] The transmission has at least one dog-type shift element. A dog-type shift element that is implemented without synchronization, i.e., without synchronizer rings, has a particularly simple design. The at least one dog-type shift element, which operates in particular without synchronization, has at least two sliding parts. Sliding sleeve-like sleeves, for example, can be used as sliding parts. The dog-type shift element can be moved into several shift positions.

[0074] The claw connector is made up of several parts. The claw connector can, for example, comprise a first sleeve-like part and a second sleeve-like part. In this case, the claw connector is constructed from several sleeves. The sleeves are movable relative to each other, at least in some positions or switching positions in which the claw connector can be located. The parts of the claw connector assume positions. The relative relationships of the parts are variable, e.g., they can be placed over each other or have variable insertion depths. The parts can be placed in variable relative positions. Various relative positions can be assumed, ideally continuously.

[0075] This enables, among other things, load-free switching or gear shifting. The corresponding sliding part can be moved into a switching position without transferring load via one of the two sliding parts. One of the sliding parts is load-free, even though another sliding part is transmitting torque in exactly the same switching position.

[0076] In an advantageous development, the transmission has at least one first claw shift element. The at least one claw shift element according to the invention performs bridging functions. It is a bridge element. It establishes the connection between the first sub-transmission and the second sub-transmission. There is at least one shift position in which the claw shift element can establish a power flow connection between the sub-transmissions. A power flow connection can be established between the sub-transmissions depending on the shift positions of the claw shift element.

[0077] Instead of the first claw shift element, or even in addition to the first claw shift element, a second claw shift element can be installed in the transmission. In this case, the at least one claw shift element is a coupling element within the second sub-transmission.

[0078] It is particularly advantageous if the transmission is designed such that the power-split transmission locks in one shift position. In one shift position, in particular by the first claw shift element, the first sub-transmission locks.

[0079] The transmission uses the dog clutch element, among other things, to establish switching states for a hybrid drive via the transmission. When the dog clutch element is in a switching state in which a bridging hybrid state exists between the first sub-transmission and the second sub-transmission, a load-free movement of a part of the dog clutch element still remains. A load-free movement of a part of the dog clutch element is available. The movement can be covered along a movement path. Once the movement path is covered, a positive connection is added. Another positive connection is established. The positive connection is coordinated so that a blocking state of the first transmission is assumed.

[0080] It is advantageous if the sliding parts can establish a coupling in at least one position or in at least one relative area. A ball coupling is provided between the sliding parts. One possible design for the ball coupling is to establish the connection between the sliding parts using a ball guided in a cage, which can engage in a groove in one position.

[0081] The gear mechanism can have limits for the form-locking parts. This makes it possible to limit the movement path or degree of freedom of at least one of the sliding parts by means of a stop. If the stop is attached to a guide part that guides the form-locking part along a movement path, an advantageous design is created. This prevents the form-locking part from drifting in the longitudinal direction. As a form-locking part, the sliding part, for example, can be designed with a gear ring that is configured for positive engagement with a counter-element.

[0082] In a favorable further development, however, the gearbox does not have just a single positive locking part, but the sliding parts provide means so that at least two positive connections are created in at least one switching position.

[0083] In one embodiment of the concept of forming more than one positive connection on a claw shift element in the transmission, a positive connection can be formed between a gear ring of a sliding part and a rotating body belonging to a partial transmission, such as a sun gear, a shaft (e.g., an outer shaft or an inner shaft), or a hub. In addition, a second positive connection can be established, e.g., also to another of the rotating bodies listed above.

[0084] A guide element, such as a shift fork with pads, can be inserted through the outer shaft. The guide element can be used to initiate a pushing movement on one of the sliding parts.

[0085] The gearbox can, for example, comprise a coaxial double shaft. The outer shaft can, for example, be equipped with an opening. The outer shaft can also be offset from the inner shaft in a section of the shaft. In this case, the outer shaft has an opening that is not directly connected to the inner shaft. This opening can be used for guide elements or for access.

[0086] The claw connector is designed to establish an engagement between force-introducing elements and the shear-moving parts of the claw connector. In an alternative or additional embodiment, the claw connector can also be designed such that toothings are formed between the force-dissipating elements and the shear-moving parts of the claw connector for mutual engagement. Toothings can be used to create favorable, positive-locking connections between the individual parts of the claw connector.

[0087] It is advantageous if the claw connector has a part that is designed as a dragging part of another part of the claw connector. While one part travels a distance, the other part can be dragged along. For example, during a gear change, the dragging of the second part by one part can bring both parts, such as the sliding parts, into coordinated positions.

[0088] In a favorable refinement, the claw connector should have a locking mechanism that advantageously acts between one part and the other part of the claw connector. A locking mechanism can be achieved, for example, by means of a ball coupling. Such a ball coupling can be formed, for example, by a ball engaging in a chamfered groove. Instead of a chamfered groove, a groove that slopes toward its edges can also be incorporated into the part that accommodates the locking ball, in particular the part that is movable. A groove profile that tapers off with continuous slopes toward the edges of the groove is particularly favorable.

[0089] The claw connector can also be equipped with a ball cage. The ball coupling can comprise a ball cage molded into the part that is located further outward compared to the other part. In a further embodiment, the ball cage can be molded into the part that represents a central part in the layered structure or the cylindrical structure. Ideally, the ball cage is arranged in the part that can travel at least a certain distance. The ball cage can, for example, be incorporated into one of the sliding parts.

[0090] The movement paths of the sliding parts can, for example, be provided in the axial direction. The reliability of the claw connector is increased if a change in the locking state, e.g., from locked to unlocked or from free-running to locked, can be brought about by a radial movement of a locking body.

[0091] The front side of the teeth, the side facing an observer when looking sideways into the sleeve of the sliding sleeve, can be referred to as the roof. Another roof of each individual tooth is the side of a tooth, which represents an extremity of the tooth.

[0092] Although the teeth on that side can be designed to be smooth and, in particular, unangled, synchronization of rotating bodies of the partial transmissions, which are coupled via the claw switching element, is possible.

[0093] The rotating bodies, which can be assigned to the partial gears, represent counter-elements for the (respective) sliding sleeve, more precisely for the gear teeth of the sliding sleeve(s).

[0094] On the sliding sleeve, switching positions are formed by tooth positions located along the surface. Between individual tooth positions, especially gear rims, there may be clearances, which can also be referred to as undercuts.

[0095] The shift drum can, for example, be designed with a guide groove that acts as a gate for the shifting movement. This allows the shift positions to be achieved by rotating servo motors or by hydraulic motors that can adjust each shift drum around its axis in degrees.

[0096] Several sliding sleeves can be combined to form a claw switching element.

[0097] The sliding sleeves and other parts of the claw shift elements can be made of sheet metal. It is particularly advantageous if the sliding sleeves are made of sheet metal.

[0098] The power-split transmission can be a two-stage planetary transmission, with the power flow preferably running from the ring gear via planets to the sun gear. The sun gear can be coupled and uncoupled from the central shaft using the dog-type shift element.

[0099] With the planetary gear used, the power can also flow in the direction from the ring gear via planets to the planet carrier.

[0100] In a further embodiment of the hybrid drive, the claw switching element can be switched in such a way, ie brought into such a switching position in which a block circuit of the power split transmission, in particular of the differential transmission, is produced.

[0101] The claw shift element enables the alternating engagement of an output rotary body of the power-split transmission. The output rotary body can, in particular, be part of a planetary gear. Preferably, a component of the claw shift element is longitudinally displaceable, with a sleeve of the claw shift element preferably being mounted for longitudinal displacement.

[0102] A winding gear comprising at least two, preferably three or four, claw shifting elements can be used as a switchable transmission, in particular as a spur gear auxiliary shaft transmission. In the transmission, the outer shaft of the central shaft is, in particular, a two-part shaft, with at least one of the two partial shafts being switchable by a claw shifting element.

[0103] The switchable transmission, in particular the spur gear auxiliary shaft transmission, can have gear pairs that create geometric gradations in the ratios between the gears.

[0104] A claw connector can be provided in the hybrid drive, which is in particular part of the claw shift element and has four shift positions. Of these four shift positions, a first shift position, in particular, causes the power-split transmission, which is in particular a planetary transmission, to be locked. A second shift position, preferably in a neutral position, causes an exclusively electric drive mode. A third shift position causes a combined drive by the internal combustion engine and at least one of the prime movers. Finally, a fourth shift position preferably causes a reversal of the rotational direction of an output gear of the spur gear auxiliary transmission.

[0105] In one embodiment of the hybrid drive, both engines, preferably in the form of electric machines, can be located next to each other, preferably arranged in a converter and / or clutch bell housing, and can be located between the internal combustion engine and the switchable transmission.

[0106] In a preferred embodiment of a shifting sequence, internal and / or external toothings, in particular in the form of a gear ring, on the claw sleeve can be brought into engagement with rotating bodies of the power split transmission and / or the switchable transmission one after the other by a longitudinal movement, so that a change can be made from a first operating mode of the hybrid drive to a second operating mode of the hybrid drive.

[0107] The claw connector according to the invention is a statically completely determinate system. If switching is required, i.e., a change from one switching position to a second switching position, the drive of the claw sleeve only has to deal with the inertia of the parts of the claw sleeve to be moved. The sleeve-in-sleeve design results in a very small mass to be moved. Accordingly, the inertia is also low, resulting in an energetically advantageous switching system.

[0108] The present invention addresses the increasingly emerging requirement, resulting from the increasing electrification of drive trains and the integration of electric motors and transmissions, to achieve the most sensible number of gears possible with as few gear pairs as possible, both for electric operation, for the operation of the internal combustion engine (combustion engine operation), and also for combined operation. For this purpose, for example, windings in the transmission and multiple uses of gears and gear pairs are used. However, a reduction in the number of gears requires more complex actuators. Shift elements with more than just the "left" / "neutral" / "right" shift positions are required not only for this purpose, but also for other shifting operations.One challenge that has been solved in particular is the combination of secure gear holding by means of a deposit in all engaged gears and the ability to engage a new gear, while a first gear is "fixed" in the torque flow by the deposit. This problem, in combination with various numbers of shift elements and various actuator arrangements, is solved by the present invention. Regardless of electrification, these shift elements can be used in torque converter automatic transmissions, dual-clutch transmissions, or similar applications.

[0109] The first claw shift element can be assigned or allocated to the power-split transmission. By assuming one shift position, a specific operating mode of the hybrid drive can be adopted. By assuming another shift position, a different, specific operating mode of the hybrid drive can be adopted. The claw shift element is located in the power flow, particularly the power coming from the internal combustion engine. The claw shift element can establish connections to both shafts of the coaxial central shaft, particularly depending on its shift position.

[0110] The power-split transmission, especially when implemented as a planetary transmission, consists of the functionally defined shafts: the master shaft, the first differential shaft, and the second differential shaft. The planetary transmission thus comprises at least three shafts. One of the electric motors is connected to one of the differential shafts. Another electric motor is connected to another differential shaft. The internal combustion engine is connected to the master shaft of the power-split transmission.

[0111] Each of the at least two electric machines, i.e. both electric machines, can be connected to one of the shafts of the central shaft.

[0112] The claw switching element provides or performs at least two functions. The claw switching element can establish a connection between the two differential shafts. The claw switching element can establish a connection between a differential shaft and the central shaft.

[0113] It is particularly advantageous if the sun gear of the planetary gear is used as a differential shaft. The sun gear is one of the differential shafts. This differential shaft can be decoupled from the central shaft. This differential shaft can be placed in a neutral operating mode.

[0114] The previously described powertrains and hybrid drives are capable of power-conducting switching. Although power is being conducted via the claw switching element, a different operating mode can be activated using the claw switching element. Operating modes can be changed under load. While power is being conducted via the claw switching element, the switching state of the claw switching element can be changed.

[0115] The claw switching element can also be described as a nested component. Although the claw switching element is a multi-part component, it is designed as a single piece.

[0116] The combinations and embodiments presented above can also be considered in numerous other connections and combinations.

[0117] For example, various types of claw connectors shown above can be installed in a gearbox.

[0118] Not every claw connector needs to be completely identical to the other claw connectors in the transmission. A design can also be chosen in which one claw connector requires only three switching positions, e.g., the three switching positions "left" / "neutral" / "right," while the other claw connector requires five switching positions.

[0119] To simplify the explanation of the present invention, a power-split transmission has been consistently reported on the input side. The presented arrangements of the drive motors and sources are arranged such that the power-split transmission is positioned after the internal combustion engine in terms of torque.

[0120] It is clear to a person skilled in the art that the presented partial transmissions can also be exchanged with each other and even substituted by similar partial transmissions without deviating from the subject matter of the present invention. Short character description

[0121] The present invention can be understood even better if reference is made to the accompanying figures, which illustrate particularly advantageous embodiments by way of example, without limiting the present invention to these, wherein Figure 1shows a first embodiment of a drive or drive train in a schematic representation with symbols commonly used by transmission designers, Figure 2 a second embodiment of a drive or drive train in a schematic representation, which is similar to Figure 1 is, Figure 3 shows a third embodiment of a drive, which is similar to the Figures 1 and 2 is, Figure 4 shows a fourth embodiment of a drive or drive train, which Figures 1 to 3 functionally similar, Figure 5 a further embodiment of a suitable switching element, similar to the switching elements in the Figures 1 and 4 , revealed, Figure 6 a suitable sliding sleeve as part of the switching element, e.g. Figure 5 , shows, Figure 7 shows an assembly with several sliding sleeves and several elements controlling the sliding sleeves, Figures 8 to 10shows an embodiment of a multi-part claw sleeve in different switching positions with a single-ball solution, Figures 11 to 13 shows another embodiment of a multi-part claw sleeve in different switching positions with a two-ball solution, Figures 14 and 15 shows another embodiment of a multi-part claw sleeve in different switching positions with a single-ball solution, Figures 16 to 18 shows another embodiment of a multi-part claw sleeve in different switching positions with a two-ball solution and Figures 19 to 21 shows another embodiment of a multi-part claw sleeve in different switching positions with a two-ball solution. Character description

[0122] Figure 1Using symbols familiar to transmission developers, it shows a first drive 1. The drive 1 comprises an internal combustion engine 3 as the first drive source. Furthermore, the drive 1 has a first electric machine 5 and a second electric machine 7. The two electric machines 5, 7 also represent drive sources, or power and torque machines. Due to the different drive machines, which, in the case of the electric machines 5, 7, can also be operated as generators, the drive 1 is referred to as a hybrid drive.

[0123] The drive units, such as the internal combustion engine 3 and the electric motors 5, 7, are connected to each other via the transmission 9. The transmission 9 enables the individual drive units to rotate. The rotation of one drive unit can affect the other drive units, depending on the gear position of the transmission 9.

[0124] The transmission 9 can be divided, at least in a functional sense, into two partial transmissions 11, 13. The first partial transmission 11 can take on the task of a power split transmission 15. For this purpose, the first partial transmission 11 is designed as a differential transmission 17. As in Figure 1 As shown, a differential gear 17 can be advantageously realized by a planetary gear 19.

[0125] The second sub-gearbox 13 is a spur gear auxiliary shaft gear 23. The spur gear auxiliary shaft gear 23 contains individual spur gears that are combined to form gear pairs 81, 83, 85. One of the spur gears of a gear pair is mounted, particularly as an idler gear, on an auxiliary shaft. The auxiliary shaft is also the output element 91, i.e., the auxiliary shaft is the output shaft. The spur gear auxiliary shaft gear 23 is centered around the central shaft 25. The central shaft 25 comprises the outer shaft 27 and the inner shaft 29. The outer shaft 27 and the inner shaft 29 are—at least in part—coaxial shafts 27, 29, which together form the duplicate central shaft 25.

[0126] The spur gear auxiliary transmission 23 includes shift elements such as the second shift element 35, the third shift element 37, and the fourth shift element 39. The shift elements 33, 35, 37, 39 are designed as claw shift elements with toothings or toothed rings on an inner or outer side of the sleeve-like or sleeve-like, particularly elongated shape. For the shift elements 33, 35, 37, 39, there are counter toothings 41, 43, 45, 47, 49, 51, 53, 55, 57 on the component corresponding to the respective shift element 33, 35, 37, 39.

[0127] The first partial transmission 11 and the second partial transmission 13 are arranged under a housing which can be described as a converter bell 59.

[0128] The first partial transmission 11 has a first rotational body 31 and a second rotational body 61. The force F or the directed force flow F(F vector ) is guided in a drive mode from the internal combustion engine 3 to the first rotating body 31, from where it is transmitted via planets 69 on planet carriers 65 to the second rotating body 61. In the case of a power split, the output occurs via the rotating body 61 as well as via the planet carrier 65. The internal combustion engine 3 is mechanically coupled to the ring gear 63 of the planetary gear set 19 via a motor shaft 93. The planetary gear set 19 is a planetary gear set that has two different gear set pairs. The ring gear 63 meshes with the teeth of a first planetary set 71. The teeth of the first planetary set 71 mesh with the teeth of the gears of a second planetary set 73.Such a planetary gear 19 can also be referred to as a two-stage planetary gear or a double planetary drive. A torque can be transmitted from the ring gear 63 to the hollow sun gear 77 via the individual planetary gear stages of the first planetary gear set 71 and the second planetary gear set 73. Likewise, a torque can be transmitted via the planet carrier 65.

[0129] Due to the claw connector 89, which has four switching stages I to IV, of which the second switching stage II is in Figure 1 As can be seen, the different drive sources can be switched through via the planetary gear 19.

[0130] Possible switching positions of the switching elements 33 (claw 1 - K1), 35 (claw 2 - K2), 37 (claw 3 - K3), 39 (claw 4 - K4) are shown in the following table: 33 - K1 35 - K2 37- K3 39- K4 corridor I (left) II neutral III (right 1) IV (right 2) II< (left) II I< neutral III I< (right) I II< (left) II II< neutral III II< (right) I III< (left) II III< neutral III III< (right) Starting 1 x x x x Hybrid 1 x x x x 2 x x x x 3 x x x x 4 x x x x 5 x x x x 6 x x x x 7 x x x x R x x x x E-Drive 1+ x x x x 1 x x x x 2 x x x x 3 x x x x

[0131] The internal combustion engine 3 rotates the ring gear 63 directly and without gear ratio via the motor shaft 93 and its connection to the ring gear 63. The first electric motor 5 is mechanically fixed to the planetary carrier 65. The planetary carrier 65 opens into the inner shaft 29. The first electric motor 5 can thus directly drive the inner shaft 29. The outer shaft 27, which is actually an outer shaft divided into two parts, is directly connected to the second electric motor 7. Depending on the shift position, the claw connector 89 can establish connections between the drive motors and the components of the differential gear 17 connected to them.

[0132] In the Figure 1In the switching position II shown, the shift sleeve portion of the claw connector 89 is engaged only with the sun gear 77. There is no connection between the planet carrier 65 or the inner shaft 29 and other counter-toothings 43, 45, 47 of the claw connector 89. The sun gear 77 is freely rotatable. The gear ratio of the transmission 9 results from the selected gear pairing 81, 83, 85 in the second partial transmission 13. The drive 1 is in a purely electric motor drive state.

[0133] If the sliding sleeve of the claw connector 89 moves to the left position, i.e., to switching position I, e.g., from switching position II, a connection is created between the sun gear 77 and the inner shaft 29. The internal combustion engine 3 is connected X to the first electric machine 5. This offers the possibility of implementing, for example, a serial hybrid drive. In this serial hybrid drive, the internal combustion engine 3 drives the first electric machine 5. The electric machine 5 can be in generator mode. The generated electrical energy can be used—if necessary, buffered by an electrochemical storage device—to drive the second electric machine 7.

[0134] If the sliding sleeve of the claw connector 89 is moved to the position adjacent to the right of switching position II, i.e., switching position III, the sun gear 77 is connected to the outer shaft 27, i.e., the hollow shaft, via the claw connector 89. The planetary gear 19 is in an unblocked state. Drive 1 can be operated in a power-split gear. It can also be started in a power-split mode.

[0135] If the sliding sleeve of the claw connector 89 is moved into the switching position IV, which is again adjacent to the first position on the right (switching position III), the claw connector 89 creates a connection between the outer shaft 27 and the inner shaft 29. Via the connection to the inner shaft 29, the planet carrier 65 rotates at the same speed as the sun gear 77. A single revolution of the planetary gear 19 is present. Only the switching stages of the second sub-transmission 13 are available for transmission. The spur gear auxiliary shaft transmission 23, with its transmission stages, determines the possible gear ratios of the transmission 9.

[0136] The spur gear auxiliary transmission 23 has three gear pairs 81, 83, and 85. The gear pairs can be configured such that the first gear pair 81 is designed for direct transmission to third gear (G3). The second gear pair 83 is designed for direct transmission to fifth gear (G5). The third gear pair 85 is designed for direct transmission to seventh gear (G7). By winding the power or torque flow through the gear pair, first the second gear pair 83, then the third gear pair 85, and finally the first gear pair 81, a transmission ratio for a first gear (G1) can be achieved. It is wound ("away") from the central shaft 25 and then wound ("back") back to the central shaft 25, or more precisely, the outer shaft 27.

[0137] As can be seen from the description of the Figure 1All possible combinations can be set using the four switching elements 31, 33, 35, 37, 39. Figure 1 shows a hybrid drive 1 which, with only three gear pairs in the spur gear auxiliary shaft transmission 23, offers seven gears in both the forward direction and optionally in the reverse direction.

[0138] Figure 2 shows a hybrid drive 101, which, due to its arrangement of the internal combustion engine 103, the first electric motor 105, and the second electric motor 107, is particularly short, yet somewhat wider. The core of the transmission 109 essentially corresponds to the core of the transmission 9 (see Figure 1 ).

[0139] Therefore, entire passages of the description are Figure 1 completely on the Figure 2 by transferring the Figure 1 used reference numerals increased by 100 to Figure 2 be transferred.

[0140] The internal combustion engine 103 is aligned with the central shaft 125. The planetary gear 119 is interposed between the internal combustion engine 103 and the central shaft 125. The torque introduced by the internal combustion engine 103 via its motor shaft 193 into the planetary gear 119 follows the direction of power flow. F(F vector). The torque of the motor shaft 193 is transmitted to the first rotating body 131. The first rotating body 131 of the first partial transmission 111 is a ring gear 163. The stator winding of the first electric machine 105 is arranged outside the ring gear 163. In motor operation, the stator winding of the first electric machine 105 can drive a rotor, which merges into a planet carrier 165. Toward the axis on which the central shaft 125 and the motor shaft 193 run, i.e., adjacent to an inner shaft 129, there is a second rotating body 161, which is designed as a sun gear 177. Between the ring gear 163 and the sun gear 177, planets 169 are provided for power and / or torque transmission, as well as for summing or differentiating rotational speeds. The planets 169 are mounted on the planet carriers 165.

[0141] The compact arrangement of the hybrid drive 101 enables the placement of all components such as the internal combustion engine 103, the electric machine 105, the electric machine 107, the transmission 109 with its two partial transmissions 111, 113 and the elements of the internal circuit such as the switching elements 133, 135, 137, 138 within an overall housing, in particular in the form of a converter bell 159. The components of the transmission 109, i.e. the components of the first partial transmission 111 and the components of the second partial transmission 113, are enclosed by the drive machines internal combustion engine 103, electric machine 105 and electric machine 107, so that the converter bell 159 can be formed by the joined housings of the drive machines.

[0142] The second sub-gearbox 113 is a spur gear auxiliary shaft gearbox 123, which is connected downstream of the power-split gearbox 115. The spur gear auxiliary shaft gearbox 123 is arranged around the central shaft 125. The central shaft 125 consists of an outer shaft 127 and an inner shaft 129.

[0143] A claw connector 189 creates connections between the first partial transmission 111 and the second partial transmission 113 depending on its switching positions I, II, III, IV. With the help of gear pairs 181, 183, 185, 187, the gear ratios and thus the torques in the spur gear auxiliary shaft transmission 123 can be set differently in order to be output via the output element 191 of the output shaft or auxiliary shaft.

[0144] The second switching element 135, the third switching element 137 and the fourth switching element 138 each have three switching positions, the first switching position II< , I II< , I III< , the second switching position II I< , II II< , II III< and the third switching position III I< , III II< , III III< . The second switching element 135 can alternately connect one half of the outer shaft 127 (e.g. left partial shaft or left half shaft) with the inner shaft 129 or the other half of the outer shaft 127 (e.g. right partial shaft or left half shaft) with the inner shaft 129, e.g. via a fixed gear counter toothing. Likewise, the third switching element 137 and the fourth switching element 139 offer coupling possibilities in the switching positions that deviate from the neutral positions between an outer countershaft and an inner countershaft, which is also the output element 191.

[0145] The second electric machine 107 is an electric machine that operates with a smaller torque than the electric machine 7 (see Figure 1 ). The electric motor 107 is a high-speed electric motor, meaning it can rotate at more than 10,000 revolutions per minute. This design can be compensated for by means of a transmission gear. The torque to be transferred from the electric motor 107 to the transmission 109 is transferred via at least one gear pair 187 to the central shaft 125, more precisely to the outer shaft 127 of the central shaft 125.

[0146] Figure 3 shows a hybrid drive 201. The hybrid drive 201 is similar in many components to the hybrid drives 1, 101 according to the Figures 1 and 2. An internal combustion engine 203 is arranged at the head end, which can transmit its drive power to the rotating body 231, which is a ring gear. The two electric motors 205, 207 also transmit their torque to the end of the central shaft 225 that is adjacent to the internal combustion engine 203. This is the end of the central shaft 225 that is closest to the internal combustion engine 203. The electric motors 205, 207 are each connected to a shaft 227, 229 of the central shaft 225.

[0147] The transmission 209 consists of the first sub-transmission 211 and the second sub-transmission 213. The two sub-transmissions 211, 213 make up the (overall) transmission 209. The first sub-transmission 211 is the power-split transmission 215. The second sub-transmission 213 is a spur gear auxiliary shaft transmission 223. The power-split transmission 215 differs from the power-split transmission 15 in that it has two sun gears 277, 279. The gear set of the power-split transmission 215 is expanded by a second sun gear, the second sun gear 279, which meshes with the planetary gears 269, 269 I< of the first stage. This results in a fully functional mechanical reverse gear through the power-split transmission 215.

[0148] The hybrid drive 201, or more precisely the transmission 209, also offers four shift positions: I, II, III, and IV. Located inside the sun gears 277, 279 is the claw connector 289, which can be shifted between the shift positions I, II, III, and IV. The sleeve part of the claw connector 289 is designed to be permanently engaged with the third counter-toothing 245, which is located on the inside of the outer shaft 227. Additional gears, such as counter-toothing 241, 243, are located on the sun gears 277, 279. The part of the claw connector 289, which is the sliding sleeve, should therefore always be engaged with the outer shaft 227. By axial displacement, alternating engagement can be achieved with a sun, a sun gear 277 or 279, with both sun gears 277, 279 or with none of the sun gears 277, 279.

[0149] In the neutral shift position, the claw connector is in such a position that only the counter-toothing 245 is engaged. This enables a purely electric drive thanks to the electric motor 205, 207. If the claw connector 289 is moved into such a position that the first sun gear 277 is in engagement with the claw connector 289 via the counter-toothing 241, while the claw connector 289 is connected to the outer shaft 227 via the counter-toothing 245, power-split driving is possible. If the counter-toothings, first counter-toothing 241 and second counter-toothing 243, are blocked via the claw connector 289, blocked operation of the power-split transmission 215 is possible.

[0150] Through gear pairs 281, 283, and 285, the spur gear auxiliary transmission 223 offers three gear ratios, ideally graduated for gears 3 (G3), 5 (G5), and 7 (G7). The remaining gears can be implemented as intermediate gears by the power-split transmission 215. Additionally, there is a winding option through the spur gear auxiliary transmission 223 so that it offers first gear (G1). A person skilled in the art will understand that other suitable gear ratios can also be selected, e.g., second (G2), fourth (G4), and sixth gear (G6).

[0151] The second electric machine 207 can be part of the spur gear auxiliary shaft transmission 223, so that a clutch bell 259 can be placed over this part of the transmission 209.

[0152] Figure 4shows a hybrid drive 301 with two partial transmissions 311, 313, each having a planetary gear 319, 321. The two partial transmissions 311, 313 combine to form a complete transmission 309. Shown in Figure 4 is also the second rotational body 361 of the first partial transmission 311, with which the claw connector 389 is engaged. The drive torques are introduced by the drive machines, internal combustion engine 303, first electric machine 305 and second electric machine 307, either into the first planetary gear 319 or into the outer shaft 327 of the central shaft 325. The transmission ratio for the torque at the output element 391 results from the switching positions of the switching elements 333, 335, 337. The switching element 333 is a claw connector 389. The claw connector 389 corresponds in its structure to the claw connector 89. The explanations regarding the first partial transmission 11 according to Figure 1 can be adjusted to the gearbox Figure 4To avoid repetition, with regard to the claw connectors 389 and the planetary gear 319, reference is made to the explanations for the claw connector 89 and the power split gear 15 or planetary gear 19 (each Figure 1 ).

[0153] The central shaft 325 is divided into outer shaft 327 and inner shaft 329. The outer shaft 327 ends in the sun gear 378. The inner shaft 329 ends in the sun gear 379.

[0154] The effect of the individual switching positions I, II<, I II<, II, II I<, II II<, III, III I<, IV for the switching elements 333, 335, 337 is shown in the following table. The ring gears and / or planet carriers 365, 367 can be fixed and / or blocked thanks to the switching elements 335, 337.

[0155] Figure 5 shows a further embodiment of a switching element 501, which corresponds to the switching element 33 ( Figure 1 ) or 333 ( Figure 4). Many explanations of the switching elements 33 and 333 can thus be transferred to the representation of the switching element 501. The switching element 501 includes the sliding sleeve 505. The sliding sleeve 505 can assume four different switching positions: I, II, III, IV. The individual switching positions I, II, III, IV are secured by a lateral locking mechanism.

[0156] Figure 6 shows a design of a sliding sleeve 505 I< with three gear rings 521, 521 I< , 521". Each of the gear rings 521, 521 I< , 521" has teeth like the tooth 523, which has a roof 525. The roof 525 is free of undercuts; the roof 525 is free of slopes - it runs evenly on a uniform level. The sliding sleeve 505 I< according to Figure 6 Functionally corresponds to the sliding sleeve 505 according to Figure 5, however, other (inner or outer) surfaces of the sliding sleeve 505 I< are selected for the gear rims 521, 521 I< , 521". For both sliding sleeves 505, 505 I<, a section of a surface is used for a gear rim 521, 521', 521 II<. The inner and / or outer surfaces of the sliding sleeve 505, 505 I< are suitable as a surface for a gear rim 521, 521', 521". The inner and / or outer surfaces of the sliding sleeve 505, 505 I< can optionally be used for the arrangement of the gear rims 521, 521 I< , 521".

[0157] As can be seen from the switch positions I, II, III, IV (according to Figure 5 ), the gear rings 521, 521 I<, 521 II< engage in counter-toothings 541, 543, 545 on, for example, the central shaft 525, depending on the switching position I, II, III, IV of the sliding sleeve 505, 505 I<.

[0158] The sliding sleeves such as the sliding sleeves 507, 509 (see Figure 7) can be moved via shift forks 511, 513, 515. For this purpose, the shift forks 511, 513, 515 are controlled via shift drums 517, 519. The shift drums 517, 519 have a mimic in the form of a control groove. The shift forks, such as the shift forks 511, 513, 515, are mounted on shafts 527, 529. For better guidance, the shift forks, such as the shift fork 511, have a guide element 503. The shafts 527, 529 can be mounted via bearing points, e.g. at the ends of the shafts 527, 529, in a housing of the gearbox 9, 109, 209 (see Figures 1 , 2 , 3 ) such as the converter bell 59, 159 or the clutch bell 259. The relative relationships or the distances between the sliding sleeves 507, 509 can be changed depending on the selected switching position. As can be seen from Figure 7The two sliding sleeves 507, 509 can be arranged both intermeshingly and spaced apart from each other. The distance between the sliding sleeves 507, 509 is determined by the positions of the shift forks 511, 513, 515. The sliding sleeves 507, 509 can thus implement the "sliding sleeve-in-sliding sleeve" concept as well as the "decoupled sliding sleeve" concept, depending on the distance between the sliding sleeves 507, 509. This makes it possible to combine the two sliding sleeves 507, 509 into one sliding sleeve 505, 505 I< , as in the Figures 5 and 6 shown, in which the distance between the gear rings 521, 521', 521" is variable, in particular depending on the exact position of the sliding sleeve 505, 505 I< in relation to the central shaft 525.

[0159] The design options shown in the individual figures can also be combined with each other in any way.

[0160] It is therefore understandable that the counter-toothings placed on the inside or outside of the respective counter-elements, such as the first counter-toothing 41, 241, second counter-toothing 43, 243, third counter-toothing 45, 245, fourth counter-toothing 47, fifth counter-toothing 49, can also be arranged on the outside or inside of the counter-elements, depending on the design of the claw sleeve.

[0161] Possible switching positions of the switching elements 333 (claw 1 - K1), 335 (claw 2 - K2) and 337 (claw 3 - K3) are shown in the following table: 333 - K1 335 - K2 337 - K3 corridor I (left) II neutral III (right 1) IV (right 2) II< (left) II I< neutral I III< (right) I II< (left) II II< neutral Starting 1 x x x Hybrid 1 x x x 2 x x x 3 x x x 4 x x x 5 x x x R x x x E-Drive 1 x x x 2 x x x

[0162] The Figures 8 to 10show in a constructively similar representation, but still simplified in comparison with a conventional design drawing, in order to promote the reader's understanding of the present invention, a possible design variant of the gear section of the gear 9 (see Figure 1 ), to which the switching element 33 belongs. In the Figures 8 to 10 different switching positions I to IV of the switching element 33 (according to Figure 1 ) are shown one after the other. In the Figures 8 and 9 Two switching positions I, II or III A< and III B< are shown, each as a half sectional view. In Figure 10 the fourth switching position IV is presented in a full screen, so that the inner shaft 629 is no longer along the section line S - S (see Figures 8 and 9) is shown, but a section of the inner wave 627 is recorded over its entire wave width. The inner wave 629 extends along the symmetry line SY - SY . The Figure 1 and in the Figure 7 The components and parts shown with their corresponding reference symbols are shown in the Figures 8 to 10 by correspondingly designed parts and components with reference numbers increased by 600 or 200. If a reader wants to consider a possible design variant or embodiment of a component that is used in the Figure 1 shown, he should add the reference number increased by 600 to the Figures 8 to 10 search, whereby for the sake of clarification it should be reiterated that the Figures 8 to 10 focus on the components and assemblies around the first switching element 633. An extract of the components that are Figure 7 are shown, is shown in the Figures 8 to 10by components with reference numerals increased by 200 in equivalent application. The Figures 8 to 10 represent sections of the gearbox 9 of the Figure 1 that claw connector 89 as claw connector 689, which can establish a connection between the two partial transmissions 611, 613. In other words, the bridge member is shown which, in the form of a claw connector 689, can couple the partial transmissions 611, 613 to one another in at least one switching position I, III, IV to form an overall transmission 9.

[0163] Figure 8shows the claw connector 689. The claw connector 689 includes the sliding parts 733, 735. The sliding parts 733, 735 are designed like sliding sleeves. It can also be said that the claw connector is designed as a sliding sleeve within a sliding sleeve. The claw connector 689 is designed to create power flow bridges between the first and second rotating parts after switching movements in four different switching positions I, II, III a<, III b<, IV. The third switching position III extends over a sliding range, so that the switching fork 711 can assume several positions within the opening 731 (cf. Figure 9 ) to position the claw connector 689 in a third switching position III (see the position information for switching position III A< and for switching position III 8< , which are to be attributed to the third switching position III).

[0164] The sun gear 677 can be seen for the first partial transmission 611. A section of the central shaft 625 can be seen from the second partial transmission 613. The central shaft 625 comprises the outer shaft 627 and the inner shaft 629. The outer shaft 627 runs partially parallel to the inner shaft 629. To create a receiving space, one end of the outer shaft 627 is spaced apart by the distance 771. The distance 771 is so large that the parts of the first switching element 633 extending in the longitudinal direction can move into this distance, i.e. in the longitudinal direction or in a transverse orientation. The first switching element 633 comprises the first sliding part 733, the second sliding part 735 and connecting elements of the switching fork 711. Between the first sliding part 733 and the second sliding part 735 there is a locking device 751 which, depending on the position, i.e.Depending on the positions of the sliding parts 733, 735, a locking and thus a coupling of the sliding parts 733, 735 can be achieved.

[0165] The locking device 751 includes a ball 755, a ball cage 759, and grooves 763, 765. The first groove 763 is formed in the first sliding part 733. The second groove 765 is formed in the sun gear 677, more precisely on the inside of the sun gear 677. The ball 755 lies in the ball cage 759. The ball 755 can, in principle, particularly due to the design of the ball cage 759, be moved radially, i.e., in a different direction than the sliding movement provided for the claw connector 689. If there is an overlap between one of the grooves 763, 765 and the ball cage 759, the ball 755 can move into the groove 763 or 765. The grooves 763, 765 are contoured. The grooves 763, 765 taper off toward their edges. The deepest part of the groove 763, 765 is located in a central region. The contouring of the grooves 763, 765 promotes locking and extension when a pushing movement of at least one of the sliding parts 733, 735 continues.

[0166] The outer shaft 627 has an opening 731. Through the opening 731, contact can be established between the shift fork 711 and the claw connector 689. Via the shift fork 711, at least one of the sliding parts 733, 735 can be moved back and forth between the ends of its travel path.

[0167] The degree of freedom of movement of the sliding parts 733, 735 is limited by stops 741, 743, 745, 747. The second sliding part 735 is limited in its movement by the first stop 741 on one side and by the second stop 743 on the other side. The third stop 745 represents a further limitation of the sliding path. The first sliding part 733 is limited in the axial direction toward the second partial gear 613 by the fourth stop 747.

[0168] Four counter-toothings 641, 643, 645, 647 are distributed between the sun gear 677, ie the output component of the first partial transmission 611 and the output rotary body of the second partial transmission 613, the inner shaft 629. Via corresponding teeth 723, 723 I< engagements with the counter-toothings 611, 643, 645, 647 can be produced depending on the position of the sliding parts 733, 735.

[0169] In the first switching position, the first sliding part 733 is in engagement with the third counter-toothing 645 via its teeth, such as tooth 723 I<. The second sliding part 735 is in engagement with the sun gear 677. The two sliding parts 733, 735 are coupled to each other via the locking device 751. Consequently, a serial connection is established between the sun gear 677 and the inner shaft 629. This allows for reverse rotation.

[0170] To move from the first shift position I to the second shift position II, the first sliding part 733 is moved toward the second partial transmission 613 with the aid of the shift fork 711. The second sliding part 735 is pulled or dragged along via the locking device 751.

[0171] If the claw connector 689 is in the second switching position II, all teeth, such as tooth 723 I< of the first sliding part 733, are disengaged from the counter-toothing 645. Although engagement with the first counter-toothing 611 continues, the sun gear 677 can now rotate freely in the second switching position II. In the second switching position II, in contrast to the first switching position I, the sun gear 677 no longer drags the inner shaft 629, but rather there is an interruption due to the sliding movement to the right or due to the sliding movement toward the second partial transmission 613. A load-free switching of the connection from the sun gear 677 has taken place.

[0172] Figure 9shows the claw connector 689 in the third switching position III. The third switching position III is not only located at a single relative position of the shift fork 711 with respect to the opening 731. The third switching position III can thus also be referred to as a switching position range. In the third switching position III, the second sliding part 735 bridges the sun gear 677 with the outer shaft 627. The second sliding part 735 connects one end of the outer shaft 627 to a part of the first counter-toothing 641.

[0173] Bridging via the second sliding part 735 can be achieved in the third switching position III in various ways.

[0174] In the switching position III A< the ball 755 is engaged with the first groove 763. The ball 755 is disengaged from the second groove 765. The second groove 765 is the groove in the sun gear 677. Due to the locking by means of the ball 755 in the first sliding part 733 by the engagement in the groove 763 of the first sliding part 733, the torque coupling between the sun gear 677 and the outer shaft 627 takes place. The inner shaft 629 is not connected to the driving sun gear 677 by the claw connector 689.

[0175] As can be seen from the section line S - S in Figure 9 can be seen, shows Figure 9a further third switching position III B< . The switching fork 711 has moved further away from the sun gear 677. Due to the bridge that still exists between the sun gear 677 and the end of the outer shaft 627, this is still the third switching position III. Almost half of the longitudinal extent of the first sliding part 733 can be seen through the opening 731. The first sliding part 733 is in such a position that the first sliding part 733 is neither in engagement with the third counter-toothing 645 nor in contact with the fourth counter-toothing 647. The ball 755, however, has changed its position with respect to the grooves 763, 765. The ball 755 has been pressed outwards into the second groove 765, not least due to the rotational speed of the claw connector 689. The groove 765 is a chamfered groove which has the deepest notch in the sun gear 677 in its central area.

[0176] Although the first sliding part 733 can move within a movement path between one third switching position III A< and the other third switching position III B<, the second sliding part 735 remains in the third switching position III. The second sliding part 735 thus remains in a power flow connection between the sun gear 677 and the outer shaft 627.

[0177] In Figure 10 The claw connector 689 is shown in the fourth switching position IV. The sun gear 677, which is now in Figure 10, as can be seen from the symmetry line SY -SY, is shown as a whole, sectioned wheel, is connected to the force-absorbing end of the outer shaft 627 via the second sliding part 735. The first sliding part 733 is guided against the fourth stop 747. The first sliding part 733 creates a force-locking connection to the inner shaft 629 via the fourth counter-toothing 647. The inner shaft 629, outer shaft 627 and sun gear 677 are thus blocked by the claw connector 689. The first partial transmission 611 is in a blocked state, which represents the fourth switching state IV.

[0178] In the Figures 11 , 12 and 13 A claw connector 689 I< is shown in the four switching positions I, II, III, IV. The claw connector 689 I< is functionally equivalent to the claw connector 689 of the Figures 8 to 10identical. Therefore, the sun gear 677, the outer shaft 627 and the inner shaft 629 can be kept unchanged. Regardless of whether the claw connector 689 is Figure 8 or the claw connector 689 I< according to Figure 11 into a gearbox 9 after Figure 1 is installed, the same rotating bodies such as sun gear 677, outer shaft 627 and inner shaft 629 can be used in both gearbox variants of a gearbox 9 according to Figure 1 be used.

[0179] The description in functional terms and in relation to the switching sequence to the Figures 8 to 10 applies equally to the function and switching sequence according to an embodiment of the Figures 11 to 13 . The inner sliding part 733 I< and the outer sliding part 735 I< deviate from the first sliding part 733 and the second sliding part 735 according to the Figures 8 to 10that the two sliding parts 733 I< , 735 I< operate with two balls 755, 757 in two ball cages 759, 761. The first groove 763 I< is a wide groove 763 I< , which accommodates both balls 755, 757. The balls 755, 757 can alternately fall into the second groove 765. As a result, the claw connector 689 I< has a first locking device 751 and a second locking device 753. By means of one of the locking devices 751, 753, the outer sliding part 735 I< can be connected to the sun gear 677, in that the respective locking device 751, 753 alternately engages the same groove 765.

[0180] Also the position of the shift fork 711 in connection with the switching positions I, II, III, IV, ie where exactly the shift fork 711 is located when taking up one of the switching positions I, II, III, IV on its longitudinally displaceable path, is at exactly the same relative positions as with a claw connector 689 according to the Figures 8 to 10 .

[0181] Instead of operating with attacks according to the Figures 8 to 10 The claw connector 689 I< operates due to the interaction of the balls 755, 757 with the grooves 763 I< , 765. The balls 755, 757 can lock each other in interaction with the grooves 763 I< , 765. The respective ball 755, 757 releases the rotating part facing away from the groove 763 I< , 765, such as the sun gear 677, when the ball 755, 757 is retracted into the groove 763 I< , 765.

[0182] Nevertheless, it is of course also possible to continue using the sun gear 677 with its stop 743. It is also possible to use the inner shaft 629 with its stop 747. The claw connector 689 I< experiences its freedom of movement limitation through a combination of two locking devices 751, 753 and stops 743, 747. It would be sufficient if only one variant for limiting the freedom of movement, the locking devices 751, 753, or the other variant, the stops 743, 747, were present. By combining locking devices 751, 753 and stops 743, 747, faster switching can be realized and / or greater torques can be transmitted.

[0183] The claw connector 689 according to the Figures 8 to 10 just like the claw connector 689 I< according to the Figures 11 to 13can be described as an internal, internally toothed claw connector for an arrangement between sun gear 677 and coaxial double shaft, consisting of outer shaft 627 and inner shaft 629.

[0184] As can be seen from the section line S - S, the Figure 11 the first and second switching positions I, II and the Figure 12the switching (partial) positions III A< , III 8< , which are assigned to the third switching position III. In the third switching position III, the first sliding part 733 I< can be moved via the switching fork 711 in such a way that the second ball 757 is retracted into the first groove 763 I< . The second locking device 753 locks the first sliding part 733 I< with the second sliding part 735 I< . Depending on the exact position of the switching fork 711, the first locking device 751 can be retracted into the sun gear 677 or extended out of the sun gear 677. The sun gear 677 has the groove 765 for the retraction and extension of the ball 755. The ball 755 can move in the cage 759. The ball 757 can move in the cage 761.

[0185] On the Figure 13shown fourth switching position IV of the symmetrical (see symmetry line SY - SY ) arrangement of a connection between the double shaft arrangement, comprising an inner shaft 629 and an outer shaft 627, and the sun gear 677, the explanations for the Figures 11 and 12 transmitted accordingly. The sun gear 677 is connected to the second sliding member 735 I< via the first locking device 751. The first sliding member 733 I< is guided by the locking device 753 through the ball 757 in the ball cage 761 and connected to the second sliding member 735 I<. The first ball 755 can fall into the groove 765 when aligned.

[0186] In the Figures 14 and 15 a variant of a claw connector 889 is shown, each in a sectional view along the section line S - S in two switching states per figure, i.e. the switching states I, II in Figure 14 or the switching states III, IV in Figure 15The claw connector 889 is an external claw connector 889 that operates with two sliding parts 933, 935. The exact position of the sliding parts 933, 935 is determined from the position information of the shift fork 911.

[0187] Such a claw connector 889 can be used as a bridge link between a hub 973 and a double or coaxial central shaft 825 to selectively lock an outer shaft 827 and / or an inner shaft 829 to the hub 973 in interaction with the ball 955. The second sliding part 935 provides a stop for the first sliding part 933.

[0188] In the gearbox after Figure 1 The second switching element 35 is designed as an optionally bridging switching element between the fifth counter toothing 49 and the sixth counter toothing 51. If a switching element 35 is to be used not only for a split outer shaft 27, but also for a Figure 1If the split inner shaft 29 (not shown as such) is to be coupled, the claw connector 889 is suitable according to the Figures 14 and 15 to.

[0189] In the Figures 16 , 17 and 18 A claw connector 1089 is shown in five switching positions I, II, III, IV, V. The claw connector 1089 can be used, for example, in a gearbox according to Figure 3 with two sun gears 277, 279 to connect the sun gears 1077, 1079 optionally to the inner shaft 1029 and / or the outer shaft 1027. Interestingly, the claw connector 1089 offers five switching positions. The transmission 209 according to Figure 3 is implemented with a claw connector 289 with four switching positions I, II, III, IV. If the claw connector 1089 is used according to the Figures 16 to 18 in a gearbox like the 209 gearbox according to Figure 3 If installed instead of the claw connector 289, an additional decoupling of the inner shaft 229 can be realized.

[0190] In the Figures 19 to 21 a claw connector 1189 is shown in five switching positions I, II, III, IV, V, which ends via a hub 1173 and can establish couplings between the shafts of a first central shaft 1125 and a second central shaft 1125 I< by means of two ball joints. As in Figure 20 As can be seen, a middle switching position III is a neutral position, from which two switching positions I, II or IV, V can be assumed in two directions. The claw connector 1189 can in turn be described as an external, externally toothed claw connector 1189, which can perceive up to five switching positions I, II, III, IV, V. List of reference symbols

[0191] 1, 101, 201, 301 Hybrid drive 3, 103, 203, 303 Internal combustion engine 5, 105, 205, 305 First electric machine, in particular a motor-generator 7, 107, 207, 307 Second electric machine, in particular a motor-generator 9, 109, 209, 309 Transmission 11, 111, 211, 311, 6 11 First partial transmission 13, 113, 213, 313, 6 13 Second partial transmission 15, 115, 215 Power split transmission 17 Differential transmission 19, 119, 319 Planetary transmission, in particular first planetary transmission 321 Planetary transmission, in particular second planetary transmission 23, 123, 223 Spur gear auxiliary shaft transmissions 25, 125, 225, 325, 525, 625, 825, 1125, 1125 I< Central shaft 27, 127, 227, 327, 627, 1027 Outer shaft 29, 129, 229, 329, 629, 1029 Inner shaft 31, 131, 231 First rotary body, such as a ring gear 33, 133, 333, 501, 633 First shifting element, in particular claw shifting element 35, 135, 335 Second shifting element, in particular claw shifting element 37, 137, 337 Third shifting element, in particular claw shifting element 39,139fourth shift element, in particular claw shift element 41, 241, 541, 641counter toothing, in particular first counter toothing 43, 243, 543, 643counter toothing, in particular second counter toothing 45, 245, 545, 645counter toothing, in particular third counter toothing 47, 647counter toothing, in particular fourth counter toothing 49counter toothing, in particular fifth counter toothing 51counter toothing, in particular sixth counter toothing 53counter toothing, in particular seventh counter toothing 55counter toothing, in particular eighth counter toothing 57counter toothing, in particular ninth counter toothing 59, 159, 259converter and / or clutch bell 61, 161, 361second rotational body, such as a sun gear 63, 163Hole gear 65, 165, 365Planet carrier, in particular first planet carrier 367Planet carrier, in particular second planet carrier 69, 169, 269, 269 I< Planets 71First planetary set 73Second planetary set 375Third planetary set 77, 177, 277, 677, 1077Sun gear, in particular first sun gear 378Sun gear 279, 379, 1079Sun gear,in particular second sun gear 81, 181, 281 first gear pair 83, 183, 283 second gear pair 85, 185, 285 third gear pair 187 fourth gear pair 89, 189, 289, 389, 689, 689 I< , 889, 1089, 1189 claw connector 91, 191, 391 output element, such as output gear or output shaft 93, 193 motor shaft 503 guide element, in particular pad 505, 505 I< first sliding sleeve 507 second sliding sleeve 509 third sliding sleeve 511, 711, 911 first shift fork 513 second shift fork 515third shift fork 517first shift drum 519second shift drum 521, 521', 521"gear ring 523, 723, 723 I< tooth 525roof, in particular of a tooth 527shaft, in particular bearing shaft for at least one shift fork 529shaft, in particular fastening shaft for at least one shift fork 731opening, in particular in the outer shaft 733, 733', 933first sliding part, such as a sliding sleeve 735, 735', 935second sliding part,such as a sliding sleeve 741first stop 743second stop 745third stop 747fourth stop 751first detent 753second detent 755first ball 757second ball 759first ball cage 761second ball cage 763, 763 I< first groove 765second groove 771distance 973,1173stroke, I, II< , I II< , I III< first switching position II, II I< , II II< , II III< second switching position III, III A< , III B< , III I< , III II< , III III< third switching position IV fourth switching position V fifth switching position S - SSection line S y - S y Symmetry line XConnection, especially coupled connection F Direction of force flow (in the sense of a vector)

Claims

1. Transmission (9, 109, 209, 309), comprising two sub-transmissions (11, 13, 111, 113, 211, 213, 311, 313, 611, 613), a first sub-transmission (11, 111, 211, 311, 611) and a second sub-transmission (13, 113, 213, 313, 613), one of which is a power split transmission (15, 115, 215), which sub-transmissions can be brought into a plurality of shift positions (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, III8, IIII, IIIII, IIIIII; IV; V) by means of at least one claw shift element (33, 35, 37, 39, 133, 135, 137, 139, 333, 335, 337, 501, 503, 633), characterized in that a claw connector (89, 189, 289, 389, 689, 689', 889, 1089, 1189) is installed in the transmission (9, 109, 209, 309), said claw connector comprising the at least one claw shift element (33, 133, 333, 501, 503, 633) which, equipped with at least two sliding parts (505, 505', 507, 509, 733, 733', 933, 735, 735', 935) configured as sliding sleeves, is a cohesive component and has a double sliding sleeve structure located one above the other, wherein a pushing movement can be applied to the sliding parts (505, 507, 509, 733, 733', 933, 735, 735', 935) along a movement path of the at least one claw shift element and thus alternate shifting of the sliding parts (505, 505', 507, 509, 733, 733', 933, 735, 735', 935) is possible, wherein the pushing movement is exerted on the sliding parts (505, 507, 509, 733, 733', 933, 735, 735', 935) by way of a guide, which comprises a shift drum, and wherein the at least one claw shift element (33, 133, 333, 501, 503, 633), at least in one shift position (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, III8, IIII, IIIII, IIIIII; IV; V), when located in this shift position (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, IIIB, IIII, IIIII, IIIIII; IV; V), is designed to transmit a flow of torque via one of the at least two sliding parts (505, 507, 509, 733, 733', 933, 735, 735I, 935), whereas meanwhile another of the at least two sliding parts (505, 507, 509, 733, 733', 933, 735, 735', 935) retains at least one degree of freedom, as a result of which the at least one claw shift element (33, 133, 333, 501, 503, 633) can be brought into a second shift position (II, III, IIII, IIIII) in a load-free manner in order to transmit a second flow of torque.

2. Transmission (9, 109, 209, 309) according to claim 1, characterized in that a first (33, 133, 333, 501, 633) of the at least one claw shift element (33, 133, 333, 501, 503, 633) is a bridging element between the first sub-transmission (11, 111, 211, 311, 611) and the second sub-transmission (13, 113, 213, 313, 613), via which a force flow connection can be established as a function of the shift positions (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, IIIB, IIII, IIIII, IIIIII; IV; V) thereof.

3. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that a second (35, 135, 335, 503) of the at least one claw shift element (33, 133, 333, 501, 503, 633) is a coupling element within the second sub-transmission (13, 113, 213, 313, 613).

4. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that in one shift position the first sub-transmission (11, 111, 211, 311, 611) is blocked, in particular by the first claw shift element (33, 133, 333, 501, 633).

5. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that the at least one claw shift element (33, 133, 333, 501, 503, 633), when in a shift state for establishing a bridging hybrid state between the first sub-transmission (11, 111, 211, 311, 611) and the second sub-transmission (13, 113, 213, 313, 613), provides for load-free movement of part of the claw shift element (33, 133, 333, 501, 503, 633), the movement path of which is tailored to add a form-fit connection in order to establish a state (IV) that blocks the first sub-transmission (11, 111, 211, 311, 611).

6. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that a ball coupling can be established between the sliding parts (505, 507, 509, 733, 733I, 933, 735, 735I, 935) by a ball (755, 757) guided in a cage (759, 761) in a groove (763, 763I, 765).

7. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that at least one of the sliding parts (505, 507, 509, 733, 733I, 933, 735, 735I, 935) is prevented from migrating in longitudinal direction by a stop (741, 743, 745, 747) for its guide part.

8. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that at least two form-fitting connections are established by means of the sliding parts (505, 507, 509, 733, 733', 933, 735, 735I, 935) in at least one shift position (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, IIIB, IIII, IIIII, IIIIII; IV; V), wherein one form-fitting connection is formed between a gear rim (521, 521I, 521II) of one sliding part (505, 507, 509) and a rotating body (61, 161, 361) of one sub-transmission, such as a sun gear (77, 177, 277, 677, 1077, 378, 279, 379, 1079), a shaft, for example an outer shaft (27, 127, 227, 327, 627, 1027) or an inner shaft (29, 129, 229, 329, 629, 1029), or a hub (973, 1173).

9. Transmission (9, 109, 209, 309) according to claim 8, characterized in that the outer shaft (27, 127, 227, 327, 627) has an opening (731), which is offset from the inner shaft (29, 129, 229, 329, 629) and through which the pushing movement can be applied to one of the sliding parts (505, 507, 509, 733, 733I, 933, 735, 735I, 935) by way of at least one guide element (503), such as pads of a shift fork (511, 513, 515, 711, 911).

10. Transmission (9, 109, 209, 309) according to any one of the preceding claims, characterized in that the at least two sliding parts (505, 507, 509, 733, 733I, 933, 735, 735I, 935) are embodied by sleeves in the manner of sliding sleeves.

11. Claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189), which is composed of multiple parts, wherein two parts of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) can be brought into variable relative positions with respect to each other, wherein the two parts are sliding sleeves (505, 507, 509, 733, 733I, 933, 735, 735I, 935) which are mounted so as to be displaceable in a longitudinal direction, said sliding sleeves being embodied as a cohesive claw shift element (33, 133, 333, 501, 633) of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) and, as sliding parts (733, 735), being movable back and forth between the ends of their movement path by a shift fork (711, 911), wherein one part of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) can be locked in a position, in which it constitutes a bridge-like connection, which is designed to transmit a flow of torque, while the other part is afforded a movement path which, when traveled, enables the claw connector (89, 189, 289, 389, 689, 889, 1089, 1189) to assume a different shift position (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, IIIB, IIII, IIIII, IIIIII; IV; V).

12. Claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) according to claim 11, characterized in that toothings (41, 43, 45, 47, 49, 51, 53, 55, 57, 241, 243, 245, 641, 643, 645, 647) for mutual engagement are formed between force-introducing elements and parts of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) that can be moved by pushing, and / or between force-dissipating elements and parts of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) that can be moved by pushing.

13. Claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) according to any one of claims 11 or 12, characterized in that one part of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) is designed as a part that entrains the other part of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189 ) for a distance during shifting.

14. Claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) according to any one of claims 11 to 13, characterized in that a locking between one part and the other part of the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) can be established by means of a ball coupling, in particular by a ball (755, 757) engaging in a sloping groove (763, 763I, 765).

15. Claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) according to claim 14, characterized in that the ball coupling comprises a ball cage (759, 761) which is integrally formed in one of the displaceably mounted parts.

16. Claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) according to any one of the preceding claims 11 to 15, characterized in that the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) is equipped with a first sleeve-like part and with a second sleeve-like part, these forming a first sliding sleeve (505, 505I, 733, 733I, 933) and a second sliding sleeve (507, 735, 735I, 935).

17. Method for shifting a transmission (9, 109, 209, 309) according to any one of claims 1 to 10, by which it is possible to change from a first shift position (I, II, III, IIII; II, III, IIII, IIIII; III, IIIA, IIIB, IIII, IIIII, IIIIII; IV; V) to a second shift position (II, IIIa, IIIb, IV, I), characterized in that shifting is carried out under load, wherein the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189) is a multipart component comprising sliding parts (733, 735; 733I, 735I; 933, 935) which together form the claw connector (89, 189, 289, 389, 689, 689I, 889, 1089, 1189), in which one of the sliding parts (733, 733I, 933) is located in a bridge-like connection, while another sliding part (735, 735I; 935) is movable and assumes a different shift position, wherein it does not experience any load transfer during the movement.

18. Method according to claim 17, characterized in that a change from a state of locking (751) can be brought about by a radial movement of a locking body (755, 757).