Hybrid transmission, drive train for a hybrid vehicle, method for controlling a hybrid transmission, computer program product, and switching device

Abstract

The invention relates to a hybrid transmission (15) for a drive train (10) of a hybrid vehicle, wherein a switching device (130) is coupled for actuation with a park lock (265), a first clutch (170), and a second clutch (175) and is designed in such a way that: in a first switching state of the switching device (130), the park lock (265) is closed, the first clutch (170) is open, and the second clutch (175) is closed; in a second switching state of the switching device (130), the park lock (265) is open, the first clutch (170) is closed in a first switching position, and the second clutch (175) is closed; in a third switching state of the switching device (130), the park lock (265) is open, the first clutch (170) is open, and the second clutch (175) is closed; in a fourth switching state of the switching device (130), the park lock (265) is open, the first clutch (170) is closed in a second switching position, and the second clutch (175) is closed; and in a fifth switching state of the switching device (130), the park lock (265) is open, the first clutch (170) is closed in a second switching position, and the second clutch (175) is open.

Description

[0001] Hybrid transmission, drive train for a hybrid vehicle, method for controlling a hybrid transmission, computer program product and switching device

[0002] The present invention relates to a hybrid transmission for a drive train of a hybrid vehicle, wherein the hybrid transmission has a first drive shaft, a second drive shaft, an output side and a first torque transmission path running between the first drive shaft and the output side, wherein the first torque transmission path runs at least partially through a first transmission device, wherein the first drive shaft is rotatably connected to a first rotor of a first electric machine and torque-locked to a crankshaft of an internal combustion engine, and the second drive shaft is rotatably connected to a second rotor of a second electric machine, wherein the first transmission device comprises a switching device, a first transmission stage with a first transmission ratio,whose transmission output can be coupled to the output side of the hybrid transmission and has a second gear ratio with a second gear ratio different from the first gear ratio, whose transmission output can also be coupled to the output side of the hybrid transmission, and the switching device has a first clutch, in particular a first positive-locking clutch, and a second clutch, in particular a second positive-locking clutch, wherein the first clutch, in a closed operating state, engages the first gear ratio into the first torque transmission path and, in an open operating state, disengages it from the first torque transmission path, and wherein the second clutch, in a closed operating state, engages the second gear ratio into the first torque transmission path and, in an open operating state, disengages it from the first torque transmission path, wherein the switching device further comprises a third clutch,in particular, a third positive-locking clutch, by means of which the second drive shaft, which can be coupled to the second rotor of the second electric machine, can be coupled to and decoupled from the output side of the hybrid transmission. The hybrid transmission further comprises a parking lock and a housing, wherein the parking lock is switchable between an open state and a closed state, and the parking lock blocks rotation of an output shaft in the closed state and allows rotation of the output shaft in an open state of the parking lock. The invention further relates to a drive train for a hybrid vehicle, a method for controlling a hybrid transmission, a computer program product, and a switching device.

[0003] A hybrid vehicle's drivetrain combines an internal combustion engine and at least one electric motor, enabling purely electric operation—for example, in urban areas—while maintaining sufficient range and availability, especially for long-distance journeys. Furthermore, it is possible to use both the internal combustion engine and the electric motor simultaneously in certain operating situations.

[0004] As known from EP0773127A1, DE10018926A1, and US2007 / 0175726A1, a first clutch arrangement can be arranged between the internal combustion engine and the electric motor to disconnect the internal combustion engine from the electric motor and the remaining drivetrain of the hybrid vehicle. During purely electric driving, the first clutch arrangement is then opened and the internal combustion engine is switched off, so that the output torque of the hybrid vehicle is generated solely by the electric motor.

[0005] From WO 2019 / 105504 A1, a drive unit for a drive train of a hybrid motor vehicle with an internal combustion engine, a first electric machine and a second electric machine is also known.

[0006] It is an object of the invention to provide an improved hybrid transmission, an improved drive train, an improved method for operating the drive train, an optimized computer program product and an optimized switching device.

[0007] This object is achieved by a hybrid transmission for a drive train of a hybrid vehicle, wherein the hybrid transmission has a first drive shaft, a second drive shaft, an output side and a first torque transmission path running between the first drive shaft and the output side, wherein the first torque transmission path runs at least partially through a first transmission device, wherein the first drive shaft is rotationally connected to a first rotor of a first electric machine and torque-locked to a crankshaft of an internal combustion engine and the second drive shaft is rotationally connected to a second rotor of a second electric machine, wherein the first transmission device comprises a switching device, a first transmission stage with a first transmission,whose transmission output can be coupled to the output side of the hybrid transmission and has a second gear ratio with a second gear ratio different from the first gear ratio, whose transmission output can also be coupled to the output side of the hybrid transmission, and the switching device has a first clutch, in particular a first positive-locking clutch, and a second clutch, in particular a second positive-locking clutch, wherein the first clutch, in a closed operating state, engages the first gear ratio into the first torque transmission path and, in an open operating state, disengages it from the first torque transmission path, and wherein the second clutch, in a closed operating state, engages the second gear ratio into the first torque transmission path and, in an open operating state, disengages it from the first torque transmission path, wherein the switching device further comprises a third clutch,in particular a third positive-locking clutch, by means of which the second drive shaft, which can be coupled to the second rotor of the second electric machine, can be coupled to and decoupled from the output side of the hybrid transmission, wherein the hybrid transmission further comprises a parking lock and a housing, wherein the parking lock is switchable between an open state and a closed state, and the parking lock blocks rotation of an output shaft in the closed state and allows rotation of the output shaft in an open state of the parking lock, wherein the switching device is actuator-coupled to the parking lock, the first clutch, the second clutch and the third clutch and is configured such that,

[0008] A: in a first switching state of the switching device, the parking lock is closed, the first clutch is open, the second clutch is open and the third clutch is closed, B: in a second switching state of the switching device, the parking lock is open, the first clutch is closed, the second clutch is open and the third clutch is closed,

[0009] C: in a third switching state of the switching device, the parking lock is opened, the first clutch is opened, the second clutch is opened and the third clutch is closed,

[0010] D: in a fourth switching state of the switching device, the parking lock is opened, the first clutch is opened, the second clutch is closed and the third clutch is closed,

[0011] E: in a fifth switching state of the switching device, the parking lock is opened, the first clutch is opened, the second clutch is closed and the third clutch is opened.

[0012] This design has the advantage of making the hybrid transmission particularly simple and compact. Furthermore, the number of components can be kept to a minimum. The two-stage transmission allows the internal combustion engine connected to the first drive shaft to operate with particularly low fuel consumption. Furthermore, various other operating options for the drivetrain are possible, allowing the drivetrain to operate as both a serial and parallel hybrid.

[0013] In particular, the hybrid transmission according to the invention also offers the possibility of implementing a shifting strategy in which, during acceleration in fully electric operation, it is also possible to shift directly into the second combustion gear, which can further improve the efficiency of a drive train equipped with the hybrid transmission.

[0014] According to an advantageous embodiment of the invention, the switching device can have at least one electrically and / or hydraulically actuated actuator, which is coupled to the parking lock, the first clutch, and / or the second clutch for actuation into the respective switching states. According to a further preferred development of the invention, the switching device can also have an electrically and / or hydraulically actuated actuator for each of the parking lock, the first clutch, and the second clutch, which can contribute to precise and flexible actuation and control of the clutches and the parking lock.

[0015] Furthermore, according to a likewise advantageous embodiment of the invention, it can be provided that the switching device has an electrically and / or hydraulically actuated actuator, a shift drum connected to the actuator, an actuating gate, and at least one first shift linkage, wherein the actuating gate has a first gate arranged on the shift drum and at least one first sliding block arranged on the first gate, which is connected to the first shift linkage, wherein the first sliding block is coupled to the first clutch by means of the first shift linkage, wherein the shift drum is arranged such that it can be rotated about a roller axis. This embodiment has the advantage that the switching device, and optionally also another separating clutch and / or a parking lock, can be actuated in a simple manner using a single actuator.Furthermore, the actuator can be operated electrically, so that hydraulics can be dispensed with.

[0016] According to another particularly preferred embodiment of the invention, the actuating gate may comprise a second gate arranged on the shift drum and at least one second sliding block arranged on the second gate, which is connected to a second shift linkage, wherein the second sliding block is coupled to the second clutch by means of the second shift linkage. This eliminates the need for a separate actuator.

[0017] Furthermore, the invention can also be further developed such that the actuating gate comprises a third gate arranged on the shift drum and at least one third sliding block arranged on the third gate, which is connected to a third shift linkage, wherein the third sliding block is coupled to the parking lock by means of the third shift linkage. The advantage of this embodiment is that all clutches and the parking lock can be actuated via one actuator.

[0018] According to a further embodiment of the invention, it can also be provided that the hybrid transmission 15 is configured such that when changing from the parking state to the driving state, the second switching state B of the actuating gate is overrun and a switch is made directly from the first switching state A to the third switching state C.

[0019] In an advantageous further development of the invention, it can also be provided that a first spring device is arranged between the first gate and the first shift fork and / or a second spring device is arranged between the second gate and the second shift fork. In this way, a return of the respective shift fork into a predefined operating position can be achieved in a completely mechanical way. The spring device can also have two individual springs which apply spring force to a shift fork from different directions, in particular opposite directions. In this context, it is further preferred that the two springs are identical, whereby a defined central position of the shift fork can be defined. This defined central position can also be additionally supported by a lower, central web in the spring device. This web, which supports the spring up to approx.The spring, which covers half the spring diameter, also keeps the spring preloaded. This can be clearly seen in Fig. 4c. Here, only the right spring acts on the shift fork. The left spring is held by the web.

[0020] The hybrid transmission can also be further developed so that the actuation of the second shift fork is limited by a first stop for the first clutch and by a second stop for the second clutch, with the distance between the stops approximately corresponding to the axial travel of the guide track between two adjacent shift positions. This can further optimize the safe operation and functionality of the first and second clutches and, for example, prevent overcompression of the springs.The object of the invention is further achieved by a drive train for a hybrid vehicle, comprising a hybrid transmission according to one of claims 1-6, a first electric machine with a first rotor and a second electric machine with a second rotor, wherein the first drive shaft can be coupled to a crankshaft of an internal combustion engine, wherein the first drive shaft is connected in a rotationally fixed manner to the first rotor and the second drive shaft is connected in a rotationally fixed manner to the second rotor, wherein the first transmission device is preferably arranged between the first rotor and the second rotor.

[0021] The object of the invention can also be achieved by a method for controlling a hybrid transmission for a drive train of a hybrid vehicle, wherein a switching device is coupled by actuators to a parking lock, a first clutch, a second clutch and a third clutch, comprising the following steps in any order:

[0022] - transferring the hybrid transmission into a first operating state in which, in a first switching state of the switching device, the parking lock is closed, the first clutch is opened, the second clutch is opened and the third clutch is closed,

[0023] - transferring the hybrid transmission to a second operating state in which, in a second switching state of the switching device, the parking lock is opened, the first clutch is closed, the second clutch is opened and the third clutch is closed,

[0024] - Transferring the hybrid transmission to a third operating state in which, in a third switching state of the switching device, the parking lock is opened, the first clutch is opened, the second clutch is opened and the third clutch is closed,

[0025] - transferring the hybrid transmission to a fourth operating state in which, in a fourth switching state of the switching device, the parking lock is opened, the first clutch is opened, the second clutch is closed and the third clutch is closed,

[0026] - Transferring the hybrid transmission to a fifth operating state in which, in a fifth switching state of the switching device, the parking lock is opened, the first clutch is opened, the second clutch is closed and the third clutch is opened.

[0027] Furthermore, it is possible to achieve the object of the invention by a computer program product stored on a machine-readable carrier or computer data signal embodied by an electromagnetic wave, with a computer program code suitable for carrying out a method according to claim 11.

[0028] Finally, the object of the invention can also be achieved by a switching device comprising a control unit for controlling a hybrid transmission for a drive train of a hybrid vehicle, wherein the control unit comprises a processor and a memory containing a computer program code, wherein the memory and the computer program code are configured to cause the control unit to carry out a method according to claim 11 with the processor.

[0029] The invention is explained in more detail below with reference to figures without limiting the general inventive concept.

[0030] It shows:

[0031] Fig. 1 is a schematic representation of a drive train according to a first embodiment,

[0032] Fig. 2 is a schematic representation of a drive train according to a second embodiment,

[0033] Fig. 3 is a schematic representation of a shift drum in three different views according to the second embodiment, Fig. 4 is a schematic representation of the shift drum and the operating position of the first clutch, the second clutch and the parking lock at different rotational positions of the shift drum,

[0034] Figure 5 is a schematic representation of the shift drum and the operating position of the first clutch, the second clutch and the parking lock at different rotational positions of the shift drum,

[0035] Figure 6 is a schematic representation of the shift drum and the operating position of the first clutch, the second clutch and the parking lock at different rotational positions of the shift drum,

[0036] Figure 7 is a schematic representation of the shift drum and the operating position of the first clutch, the second clutch and the parking lock at different rotational positions of the shift drum,

[0037] Figure 8 is a schematic representation of the shift drum and the operating position of the first clutch, the second clutch and the parking lock at different rotational positions of the shift drum,

[0038] Figure 9 shows a motor vehicle with a hybrid drive train in a schematic block diagram,

[0039] Figure 1 shows a hybrid transmission 15 for a drive train 10 of a hybrid-powered motor vehicle 1, as is also sketched by way of example in Figure 9.

[0040] The subject matter of the invention relates in particular to a shifting device 130 with a shift drum 230 in a hybrid transmission 15 with two electric motors 25, 30 and an internal combustion engine 20, wherein the internal combustion engine 20 is fixedly connected to the first electric motor 25 and has two gear ratios 120, 125 in parallel or internal combustion mode. This will be explained in more detail below.

[0041] Figure 1 shows a schematic representation of a drivetrain 10 according to a first embodiment. The drivetrain 10 includes a hybrid transmission 15, an internal combustion engine 20, a first electric motor 25, a second electric motor 30, a differential 65, and preferably a damper system 35.

[0042] The internal combustion engine 20 has a crankshaft 40 on the output side. The first electric machine 25 has a first rotor 45 and a first stator 50. In the exemplary embodiment, the first electric machine 25 is designed as an internal rotor, so that, for example, the first stator 50 surrounds the first rotor 45 on the circumference. The second electric machine 30 has a second rotor 55 and a second stator 60. In the exemplary embodiment, the second electric machine 30 is designed as an internal rotor, so that, for example, the second stator 60 surrounds the second rotor 55 on the circumference.

[0043] The hybrid transmission 15 has a first drive shaft 70, a second drive shaft 75, an output side 80, a first torque transmission path 85 extending between the first drive shaft 70 and the output side 80, a second torque transmission path 90 extending between the second drive shaft 75 and the output side 80, preferably a rotor carrier 95, a parking lock 265 and a housing 266.

[0044] The first drive shaft 70 is connected in a rotationally fixed manner to a rotor carrier 95, wherein the rotor carrier 95 carries the first rotor 45 on the outside and is connected in a rotationally fixed manner to the first rotor 45. In this case, rotationally fixed means that two components, for example the first drive shaft 70 and the rotor carrier 95, rotate at the same rotational speed and torque can be transmitted. The first drive shaft 70 is mounted rotatably about a first axis of rotation 105 by means of a first bearing arrangement 100. The first drive shaft 70 forms a first input side of the hybrid transmission 15. The first drive shaft 70 is arranged on the side facing the internal combustion engine 20 and is preferably connected in a torque-locking manner to the crankshaft 40 via the damper system 35.The damper system 35 can, for example, comprise a torsional damper, so that the crankshaft 40 can be rotated about the first rotational axis 105 against the action of a spring element 110 of the damper system 35 relative to the first drive shaft 70. The second drive shaft 75 is connected in a rotationally fixed manner, preferably directly, to the second rotor 55. The second drive shaft 75 forms a second input side of the hybrid transmission 15.

[0045] The first torque transmission path 85 has a first transmission device 115 with a first transmission stage 120, a second transmission stage 125, a switching device 130 arranged partially in the first torque transmission path 85, an intermediate shaft 135 and a second bearing arrangement 140.

[0046] The intermediate shaft 135 is arranged parallel to the first drive shaft 70 and is rotatable about a second rotation axis 145 by means of the second bearing arrangement 140.

[0047] The first gear ratio 120 has a first idler gear 150 and a first fixed gear 155. The first idler gear 150 is arranged on the first drive shaft 70 for rotation about the first rotational axis 105. The first fixed gear 155 is arranged on the intermediate shaft 135 in a rotationally fixed manner.

[0048] The second gear ratio 125 has a second idler gear 160 and a second fixed gear 165. The second idler gear 160 is arranged on the first drive shaft 70 for rotation about the first axis of rotation 105. The second idler gear 160 is preferably arranged axially spaced from the first idler gear 150 relative to the first axis of rotation 105. The second fixed gear 165 is arranged on the intermediate shaft 135, axially offset from the first fixed gear 155, and rotationally fixed.

[0049] In the embodiment, the first and second idler gears 150, 160 and the first and second fixed gears 155, 165 are designed, for example, as spur gears. The first idler gear 150 meshes with the first fixed gear 155. The first gear ratio 120 has a first gear ratio. Analogous to the first gear ratio 120, the second idler gear 160 and the second fixed gear 165 mesh with each other. The second idler gear 160 is preferably geometrically different from the first idler gear 150, and the second fixed gear 165 is preferably designed differently from the first fixed gear 155. The second gear ratio 125 has a second gear ratio. The second gear ratio is different from the first gear ratio. In particular, the second gear ratio is preferably smaller than the first gear ratio of the first gear ratio 120.

[0050] The switching device 130 can be arranged at least partially axially between the first gear stage 120 and the second gear stage 125. The switching device 130 has a first clutch 170, a second clutch 175, a third clutch 200 and an actuating unit 180. The actuating unit 180 is not shown in Fig. 1, but the actuating unit 180 is discussed in detail in Fig. 3. The actuating unit 180 is mechanically connected to the first clutch 170, the second clutch 175 and the third clutch 200 and is designed to switch the first clutch 170, the second clutch 175 and the third clutch 200. The first clutch 170 can be designed, for example, as a first positive-locking clutch, in particular as a first claw clutch, and the second clutch 175 can be designed, for example, as a second positive-locking clutch, in particular as a second claw clutch.The third clutch 200 can also be designed as a positive-locking clutch, in particular as a claw clutch. Alternatively, it would also be conceivable for the first clutch 170 and / or the second clutch 175 and / or the third clutch 200 to comprise a friction clutch. The first clutch 170 and / or the second clutch 175 and / or the third clutch 200 can also be synchronized.

[0051] The differential 65 is connected to the output side 80 of the hybrid transmission 15 by means of a differential gear 185. The differential gear 185 of the differential 65 meshes with the second fixed gear 165, for example, on a side facing away from the second idler gear 160. The differential 65 is connected on the output side to at least two output shafts 190 for driving drive wheels of the motor vehicle. The second torque transmission path 90 extends between the second drive shaft 75 and the output side 80. The intermediate shaft 135 and the second fixed gear 165 are also part of the second torque transmission path 90. In the embodiment, the second torque transmission path 90 has, for example, a second transmission device 195 and preferably a separating clutch 200.

[0052] The second transmission device 195 is arranged between the separating clutch 200 and the second drive shaft 75. The separating clutch 200 is arranged between the intermediate shaft 135 and the second transmission device 195. The second transmission device 195 has a third transmission ratio, wherein the third transmission ratio is preferably greater than the first transmission ratio of the first transmission stage 120 and greater than the second transmission ratio of the second transmission stage 125.

[0053] The second transmission device 195 has a third fixed gear 205 and a third idler gear 210. The third idler gear 210 and the third fixed gear 205 are designed, for example, as spur gears and mesh with one another. The third fixed gear 205 is arranged in a rotationally fixed manner on the second drive shaft 75. The second drive shaft 75 and thus also the third fixed gear 205 are mounted by means of a third bearing arrangement 215 for rotation about a third axis of rotation 220. The third idler gear 210 is arranged on the intermediate shaft 135. The separating clutch 200 can be designed as a third positive-locking clutch, for example as a third claw clutch, and in the closed state, connects the intermediate shaft 135 in a torque-locking manner, preferably in a rotationally fixed manner, to the third idler gear 210. Furthermore, the separating clutch 200 can be synchronized.

[0054] When the separating clutch 200 is open, the third idler gear 210 and the intermediate shaft 135 are rotatable relative to one another about the second rotational axis 145. When the separating clutch 200 is closed, the third idler gear 210 is connected to the intermediate shaft 135 in a torque-locking, preferably rotationally fixed, manner. As a result, the second rotor 55 of the second electric machine 30 is rotationally fixedly connected to the intermediate shaft 135 via the second transmission device 195, and the separating clutch 200 is connected. The intermediate shaft 135 forms the junction of the first torque transmission path 85 and the second torque transmission path 90. Via the intermediate shaft 135, the second drive shaft 75 is connected to the second fixed gear 165, on which the output side 80 is arranged.

[0055] The housing 266 is arranged in a stationary manner in the vehicle. The components of the hybrid transmission 15 are arranged in the housing 266. In the embodiment with the second drive shaft 75, the parking lock 265 is arranged, for example, axially between the first idler gear 150 and the third fixed gear 205. In the closed state, the parking lock 265 engages the second drive shaft 75 and connects the second drive shaft 75 to the housing 266 in a rotationally fixed manner. In the open state of the parking lock 265, the parking lock 265 is released, so that the second drive shaft 75 is decoupled from the housing 266. In principle, it would also be possible for the parking lock 265 to interact with the shaft 135, the differential 185, or the idler gear 210 and to lock and release a corresponding rotation of these elements.

[0056] As can be seen from Figure 2, the shifting elements, namely the first clutch 170, the second clutch 175, the third clutch 200, and the parking lock 265, are shifted by means of a shift drum 230. A separate guide track 270, 275, 280 is provided for each of these shifting elements in the shift drum 230, which can be clearly seen from the illustration in Figure 3. A total of five shift positions are depicted on the shift drum 230, which are labeled shift positions A to E in the illustrations.

[0057] The following switching states are assigned to these switching positions:

[0058] A: Parking lock 265 closed, first clutch 170 open, second clutch 175 open, third clutch 200 closed

[0059] B: Parking lock 265 open, first clutch 170 closed, second clutch 175 open, third clutch 200 closed C: Parking lock 265 open, first clutch 170 open, second clutch 175 open, third clutch 200 closed

[0060] D: parking lock 265 open, first clutch 170 open, second clutch 175 closed, third clutch 200 closed

[0061] E: parking lock 265 open, first clutch 170 open, second clutch 175 closed, third clutch 200 open

[0062] When the parking lock 265 is released, it is therefore possible to switch directly from switch position A to switch position C, as shown in Figure 4. Electrical start-up therefore takes place in switch position C, i.e. after the parking lock 265 is released, switch position B is overrun. Pre-tensioned spring devices 241, 246 act between the gates 270, 275 and the selector forks 240, 245 assigned to them, which can also be clearly seen from Figure 34. Stops 247, 248 are arranged between the spring device 246 and the selector fork 245 for actuating the first clutch 170 and the second clutch 175. The distance between the stops 247, 248 on the spring device 246 and the selector fork 245 is approximately equal to the axial travel of the gate track 275 between two adjacent switch positions.

[0063] When passing over switching position B, as shown in Figure 4, engagement of the positive-locking clutch 170 is permitted, but not required. When passing over switching position B, the sliding sleeve (not shown in more detail) rests against the left positive-locking clutch 170.

[0064] When the switch position B is passed, the right spring of the spring device 246 is compressed, but the stop 248 does not come into effect.

[0065] The stops 247, 248 serve to positively open the first clutch 170 and the second clutch 175. For the positive opening of the first clutch 170 and the second clutch 175, the shift drum 230 must travel an overtravel. This overtravel corresponds to the axial overlap (area of ​​the undercut) of the positive clutch (clutch body and sliding sleeve). The hybrid transmission 15 thus comprises two electric motors 25, 30, which have two internal combustion engine gears, as well as a decoupling device (third clutch 200) for the second electric motor 30, and which is actuated via a shift drum 230.The two internal combustion engine gears are realized by two gear ratios 120, 125, in which the idler gears 150, 160 are arranged on the transmission input shaft (first rotational axis 105) and can be coupled or uncoupled from the transmission input shaft 70, 105 via positive-lock clutches 170, 175 with optional shift prevention (synchronization). The third clutch 200 of the second electric motor 30 is also designed as a positive-lock clutch.

[0066] These positive-lock clutches 170, 175, 200 can, for example, have a synchronization device. The positive-lock clutches 170, 175, 200 are shifted by means of shift forks 240, 245. The shift forks 240, 245 are operatively connected to the guide tracks 270, 275 of the shift drum 230 via a spring device 241, 246. A further guide track 280 serves to actuate the parking lock 265. Thus, a separate guide track is provided on the shift drum 230 for each shifting element. The spring devices 241, 246 between the guide tracks 270, 275 and the shift forks 240, 245 serve to store energy when engaging or closing a positive-lock clutch.

[0067] The shift drum 230 of this transmission arrangement can assume five stationary shift positions. In the first shift position (A), the parking lock and the third clutch 200 are engaged, and the shift fork 245 is in its center position, whereby the first clutch 170 and the second clutch 175 are in their open position. In the second shift position (B), the parking lock 165 is disengaged, while the third clutch 200 remains engaged, and the shift fork 245 is in its left position, whereby the first clutch 170 is engaged. In this shift position, the combustion engine 20 is connected to the output via the first gear ratio 120. The hybrid transmission 15 is therefore in its first parallel mode.

[0068] In the third shift position (C), the parking lock 165 is open, the third clutch 200 is closed, while the shift fork 245 is again in its middle position, which places the first clutch 170 and the second clutch 175 in their open positions. In this shift position, therefore, only the second electric motor 30 is connected to the output shaft of the transmission 15.

[0069] In the fourth shift position (D), the parking lock 165 is open, the third clutch 200 is closed, and the shift fork 245 is in its right position, thus engaging the second clutch 175. In this shift position, the combustion engine 20 is connected to the output via the second gear ratio 125. The hybrid transmission 15 is thus in its second parallel mode.

[0070] In the fifth shift position (E), the parking lock 165 and the third clutch 200 are open, while the second clutch 175 remains in its closed position. In this shift position, only the combustion engine 20 is connected to the output via the second gear ratio 125. The hybrid transmission 15 is in pure combustion operation.

[0071] When the driver of vehicle 1 now switches from parking mode to operating mode, the parking lock 165 is released first. The shift drum 130 moves past shift position B and immediately sets shift position C, as shown in Figure 4. The starting process is only initiated after shift position C is reached. Moving past shift position B is possible because, during the axial movement of the spring device 246, the spring of the spring device 246 (on the right in Figure 4) is tensioned and then released again due to the incline of the guide track 275, without the clutch 175 necessarily having to engage in its left position. When the springs are tensioned, the sliding sleeve of the positive engagement clutch rests on the sloped roof of the synchronizer ring or the clutch body. In a rarer case, the sliding sleeve can, of course, mesh into the tooth gaps of the clutch body without the springs of the spring device 246 being tensioned.

[0072] When starting off, the shift drum 230 is in a shift position that lies between the two possible shift positions for the parallel modes. This ensures that, after starting off, the vehicle can either switch directly to the first parallel mode or to the second parallel mode. In the second parallel mode, it is then also possible to switch to the purely combustion engine mode by opening the third clutch 200, thereby decoupling the second electric motor 30 from the output.

[0073] Figure 5 shows the switching sequence when switching from switch position C to switch position B, i.e. switching from the electric driving mode to the first parallel driving mode.

[0074] Figure 6 shows the switching sequence when switching from switch position B to switch position D, i.e. switching from the first parallel driving mode to the second parallel driving mode.

[0075] Figure 7 shows the opening of clutch 200, i.e., the switching from the second parallel mode to pure combustion operation. For this purpose, the hybrid transmission 15 is then shifted from a fourth switching state D of the switching device 130, in which the parking lock 265 is opened, the first clutch 170 is opened, the second clutch 175 is closed, and the third clutch 200 is closed, to a fifth switching state E of the switching device 130, in which the parking lock 265 is opened, the first clutch is opened, the second clutch 175 is closed, and the third clutch 200 is opened.

[0076] The minimum spring travel to be maintained in the spring device 246 corresponds approximately to the axial travel of the guide tracks 275 between two adjacent switching positions. The entire spring travel is limited by stops 247, 248 between the spring device 246 and the shift fork 245. The stops 247, 248 have the task of enabling a positive opening of the clutches 170, 175. A positive opening of the clutches 170, 175 is always necessary when the clutches 170, 175 must be opened quickly and reliably, even if there is still residual torque present on the combustion engine 20. This is the case, for example, during emergency braking. For example, the transmission 15 is in the second parallel mode. The clutch 175 is in its closed position and the shift drum 230 is in switching position D, as shown in Figure 8a.If the clutch 175 is now to be opened, although a torque is still applied to the combustion engine 20, the shift drum 230 must first be rotated from shift position D to shift position C, and then a little further beyond shift position C, towards shift position B. In shift position C, the right spring of the spring device 246 is tensioned and the stop 248 touches the shift fork 245. As the shift drum 230 is rotated further, the axial force is now transferred directly from the gate via the stop 248 to the shift fork 245. The achievable axial force is thereby significantly increased, and the clutch 175 can thus be pulled out of its undercut despite the residual torque still applied to the clutch 175. Finally, the shift drum 230 is then rotated back to shift position C.

[0077] The hybrid transmission 15 thus has - to summarize again - a first drive shaft 70, a second drive shaft 75, an output side 80, and a first torque transmission path 85 running between the first drive shaft 70 and the output side 80, wherein the first torque transmission path 85 runs at least partially through a first transmission device 115. The first drive shaft 70 is rotationally fixedly connected to a first rotor 45 of a first electric machine 25 and torque-locked to a crankshaft 40 of an internal combustion engine 20, and the second drive shaft 75 is rotationally fixedly connected to a second rotor 55 of a second electric machine 30.The first transmission device 115 has a switching device 130, a first transmission stage 120 with a first transmission ratio, the transmission output of which can be coupled to the output side 80 of the hybrid transmission 15, and a second transmission stage 125 with a second transmission ratio different from the first transmission ratio, the transmission output of which can also be coupled to the output side 80 of the hybrid transmission 15. The switching device 130 further has a first clutch 170, in particular a first positive-locking clutch, and a second clutch 175, in particular a second positive-locking clutch, wherein the first clutch 170 engages the first transmission stage 120 with the first torque transmission path 85 in a closed operating state and disengages it from the first torque transmission path 85 in an open operating state.In a closed operating state, the second clutch 175 engages the second gear ratio 125 with the first torque transmission path 85 and, in an open operating state, disengages it from the first torque transmission path 85. The shifting device 130 further comprises a third clutch 200, in particular a third positive-locking clutch, by means of which the second drive shaft 75, which can be coupled to the second rotor 55 of the second electric machine 30, can be coupled to and decoupled from the output side 80 of the hybrid transmission 15.

[0078] The hybrid transmission 15 further comprises a parking lock 265 and a housing 266, wherein the parking lock 265 is switchable between an open state and a closed state, and the parking lock 265 in the closed state connects the second drive shaft 75 to the housing 266 and blocks rotation of the second drive shaft 75, and in an open state of the parking lock 265, the second drive shaft 75 is rotatable about a third rotation axis 220.

[0079] The switching device 130 is coupled by actuators to the parking lock 265, the first clutch 170, the second clutch 175 and the third clutch 200 and is configured such that,

[0080] A: in a first switching state of the switching device 130, the parking lock 265 is closed, the first clutch 170 is opened, the second clutch 175 is opened and the third clutch 200 is closed,

[0081] B: in a second switching state of the switching device 130, the parking lock 265 is opened, the first clutch 170 is closed, the second clutch 175 is opened and the third clutch 200 is closed,

[0082] C: in a third switching state of the switching device 130, the parking lock 265 is opened, the first clutch 170 is opened, the second clutch 175 is opened and the third clutch 200 is closed, D: in a fourth switching state of the switching device 130, the parking lock 265 is opened, the first clutch 170 is opened, the second clutch 175 is closed and the third clutch 200 is closed,

[0083] E: in a fifth switching state of the switching device 130, the parking lock 265 is opened, the first clutch 170 is opened, the second clutch 175 is closed and the third clutch 200 is opened.

[0084] The switching device 130 has an electrically and / or hydraulically actuated actuator 225, which is coupled to the parking lock 265, the first clutch 170, the second clutch 175 and the third clutch 200 for actuation into the respective switching states. Furthermore, the switching device 130 has a shift drum 230 connected to the actuator 225, an actuating gate 235 and at least one first shift linkage 250, wherein the actuating gate 235 has a first gate 270 arranged on the shift drum 230 and at least one first sliding block 285 arranged on the first gate 270, which is connected to the first shift linkage 250, wherein the first sliding block 285 is coupled to the first clutch 170 by means of the first shift linkage 250, wherein the shift drum 230 is arranged so as to be rotatable about a roller axis 261.

[0085] The actuating gate 235 has a second gate 275 arranged on the shift drum 230 and at least one second sliding block 295 arranged on the second gate 275, which is connected to a second shift linkage 255, wherein the second sliding block 295 is coupled to the second clutch 175 by means of the second shift linkage 255.

[0086] The actuating gate 235 further comprises a third gate 280 arranged on the shift drum 230 and at least one third sliding block 300 arranged on the third gate 280, which is connected to a third shift linkage 260, wherein the third sliding block 300 is coupled to the parking lock 265 by means of the third shift linkage 260. The invention is not limited to the embodiments illustrated in the figures. The above description is therefore not to be regarded as limiting, but rather as explanatory. The following claims are to be understood as meaning that a named feature is present in at least one embodiment of the invention. This does not exclude the presence of further features. If the claims and the above description define 'first' and 'second' features, this designation serves to distinguish between two similar features without establishing a priority.

[0087] List of reference symbols

[0088] 1 vehicle

[0089] 10 Drivetrain

[0090] 15 hybrid transmissions

[0091] 20 internal combustion engine

[0092] 25 first electric machine

[0093] 30 second electric machine

[0094] 35 Damper system

[0095] 40 Crankshaft

[0096] 45 first rotor

[0097] 50 first stator

[0098] 55 second rotor

[0099] 60 second stator

[0100] 65 Differential

[0101] 70 first drive shaft

[0102] 75 second drive shaft

[0103] 80 Output page

[0104] 85 first torque transmission path

[0105] 90 second torque transmission path

[0106] 95 rotor carrier

[0107] 100 first bearing arrangement

[0108] 105 first axis of rotation

[0109] 110 spring element

[0110] 115 first translation facility

[0111] 120 first translation level

[0112] 125 second gear ratio

[0113] 130 Switching device

[0114] 135 intermediate shaft

[0115] 140 second bearing arrangement

[0116] 145 second axis of rotation

[0117] 150 first loose wheel

[0118] 155 first fixed gear

[0119] 160 second idler gear 165 second fixed gear

[0120] 170 first clutch

[0121] 175 second clutch

[0122] 180 operating unit

[0123] 185 differential gear

[0124] 190 Output shaft

[0125] 195 second translation device

[0126] 200 separating coupling

[0127] 205 third fixed gear

[0128] 210 third idler gear

[0129] 215 third bearing arrangement

[0130] 220 third axis of rotation

[0131] 225 Actuator

[0132] 230 shift drum

[0133] 235 Actuating gate

[0134] 240 first shift fork

[0135] 241 first spring device

[0136] 245 second shift fork

[0137] 246 second spring device

[0138] 247 attack

[0139] 248 stop

[0140] 250 first shift linkage

[0141] 255 second shift linkage

[0142] 260 third shift linkage

[0143] 261 roller axle

[0144] 265 Parking lock

[0145] 266 housings

[0146] 270 first scenery

[0147] 275 second backdrop

[0148] 280 third backdrop

[0149] 285 first sliding block

[0150] 290 front side

[0151] 295 second sliding block

[0152] 300 third sliding block

Claims

Claims 1 . Hybrid transmission (15) for a drive train (10) of a hybrid vehicle, - wherein the hybrid transmission (15) has a first drive shaft (70), a second drive shaft (75), an output side (80) and a first torque transmission path (85) extending between the first drive shaft (70) and the output side (80), - wherein the first torque transmission path (85) extends at least partially through a first transmission device (115), - wherein the first drive shaft (70) is rotatably connected to a first rotor (45) of a first electric machine (25) and torque-locked to a crankshaft (40) of an internal combustion engine (20), and the second drive shaft (75) is rotatably connected to a second rotor (55) of a second electric machine (30), - wherein the first transmission device (115) comprises a switching device (130), a first transmission stage (120) with a first transmission ratio, the transmission output of which can be coupled to the output side (80) of the hybrid transmission (15), and a second transmission stage (125) with a second transmission ratio different from the first transmission ratio, the transmission output of which can also be coupled to the output side (80) of the hybrid transmission (15), - and the switching device (130) has a first clutch (170), in particular a first positive-locking clutch, and a second clutch (175), in particular a second positive-locking clutch, - wherein the first clutch (170) engages the first gear ratio (120) in the first torque transmission path (85) in a closed operating state and disengages it from the first torque transmission path (85) in an open operating state, and - wherein the second clutch (175) in a closed operating state engages the second gear ratio stage (125) in the first torque transmission path (85) and in a open operating state from the first torque transmission path (85), - wherein the switching device (130) further comprises a third clutch (200), in particular a third positive-locking clutch, by means of which the second drive shaft (75) which can be coupled to the second rotor (55) of the second electric machine (30) can be coupled and decoupled from the output side (80) of the hybrid transmission (15), - wherein the hybrid transmission (15) further comprises a parking lock (265) and a housing (266), wherein the parking lock (265) is switchable between an open state and a closed state, and the parking lock (265) blocks rotation of an output shaft (190) in the closed state and allows rotation of the output shaft (190) in an open state of the parking lock (265), characterized in that the switching device (130) is actuator-coupled to the parking lock (265), the first clutch (170), the second clutch (175) and the third clutch (200) and is configured such that, A: in a first switching state of the switching device (130), the parking lock (265) is closed, the first clutch (170) is opened, the second clutch (175) is opened and the third clutch (200) is closed, B: in a second switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is closed, the second clutch (175) is opened and the third clutch (200) is closed, C: in a third switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is opened, the second clutch (175) is opened and the third clutch (200) is closed, D: in a fourth switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is opened, the second clutch (175) is closed and the third clutch (200) is closed, E: in a fifth switching state of the switching device (130) the parking lock (265) is opened, the first clutch (170) is opened, the second clutch (175) is closed and the third clutch (200) is opened.

2. Hybrid transmission (15) according to claim 1, characterized in that the switching device (130) has at least one electrically and / or hydraulically actuated actuator (225) which is coupled to the parking lock (265), the first clutch (170) and / or the second clutch (175) for actuation into the respective switching states.

3. Hybrid transmission (15) according to claim 1 or 2, characterized in that the switching device (130) has an electrically and / or hydraulically actuated actuator (225) for the parking lock (265), the first clutch (170), the second clutch (175) and / or the third clutch (200).

4. Hybrid transmission (15) according to claim 1 or 2, characterized in that the switching device (130) has an electrically and / or hydraulically actuated actuator (225), a shift drum (230) connected to the actuator (225), an actuating gate (235) and at least one first shift linkage (250), wherein the actuating gate (235) has a first gate (270) arranged on the shift drum (230) and at least one first sliding block (285) arranged on the first gate (270) and connected to the first shift linkage (250), wherein the first sliding block (285) is coupled to the first clutch (170) by means of the first shift linkage (250), wherein the shift drum (230) is arranged such that it can rotate about a roller axis (261).

5. Hybrid transmission (15) according to claim 4, characterized in that the actuating gate (235) has a second gate (275) arranged on the shift drum (230) and at least one second sliding block (295) arranged on the second gate (275), which is connected to a second shift linkage (255), wherein the second sliding block (295) is coupled to the second clutch (175) by means of the second shift linkage (255), 6. Hybrid transmission (15) according to claim 4 or 5, characterized in that the actuating gate (235) has a third gate (280) arranged on the shift drum (230) and at least one third sliding block (300) arranged on the third gate (280) which is connected to a third shift linkage (260), the third sliding block (300) being coupled to the parking lock (265) by means of the third shift linkage (260).

7. Hybrid transmission (15) according to one of the preceding claims, characterized in that the hybrid transmission (15) is configured such that when changing from the parking state to the driving state, the second switching state B of the actuating gate (235) is overrun, and a switch is made directly from the first switching state A to the third switching state C.

8. Hybrid transmission (15) according to one of the preceding claims, characterized in that a first spring device (241) is arranged between the first gate (270) and the first shift fork (240) and / or a second spring device (246) is arranged between the second gate (275) and the second shift fork (245).

9. Hybrid transmission (15) according to one of the preceding claims, characterized in that the actuation of the second shift fork (245) for the first clutch (170) is limited by a first stop (247) and for the second clutch (175) by a second stop (248), wherein the distance between the stops (247,248) approximately corresponds to the axial travel of the slide track (275) between two adjacent switching positions.

10. Drive train (10) for a hybrid vehicle, comprising a hybrid transmission (15) according to one of the preceding claims, a first electric machine (25) with a first rotor (45) and a second electric machine (30) with a second rotor (55), wherein the first drive shaft (70) can be coupled to a crankshaft (40) of an internal combustion engine (20), wherein the first drive shaft (70) is connected in a rotationally fixed manner to the first rotor (45) and the second drive shaft (75) is connected in a rotationally fixed manner to the second rotor (55), wherein the first transmission device (115) is preferably arranged between the first rotor (45) and the second rotor (55).

11. A method for controlling a hybrid transmission (15) for a drive train (10) of a hybrid vehicle, wherein a switching device (130) is coupled by actuators to a parking lock (265), a first clutch (170), a second clutch (175), and a third clutch (200), comprising the following steps in any order: - transferring the hybrid transmission (15) into a first operating state in which, in a first switching state of the switching device (130), the parking lock (265) is closed, the first clutch (170) is opened, the second clutch (175) is opened and the third clutch (200) is closed, - transferring the hybrid transmission (15) into a second operating state in which, in a second switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is closed, the second clutch (175) is opened and the third clutch (200) is closed, - transferring the hybrid transmission (15) into a third operating state in which, in a third switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is opened, the second clutch (175) is opened and the third clutch (200) is closed, - transferring the hybrid transmission (15) into a fourth operating state in which, in a fourth switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is opened, the second clutch (175) is closed and the third clutch (200) is closed, - transferring the hybrid transmission (15) into a fifth operating state in which, in a fifth switching state of the switching device (130), the parking lock (265) is opened, the first clutch (170) is opened, the second clutch (175) is closed and the third clutch (200) is opened.

12. A computer program product stored on a machine-readable medium or a computer data signal embodied by an electromagnetic wave, comprising a computer program code suitable for carrying out a method according to claim 11.

13. A switching device (130) comprising a control unit for controlling a hybrid transmission (15) for a drive train (10) of a hybrid vehicle, wherein the control unit comprises a processor and a memory containing a computer program code, wherein the memory and the computer program code are configured to cause the control unit, together with the processor, to carry out a method according to claim 11.

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