Transmission assembly for hybrid drive systems

Abstract

We provide a transmission assembly for a hybrid drive system that includes an internal combustion engine and an electromechanical unit, having a compact structure. [Solution] The present invention relates to a transmission assembly (2) comprising a transmission housing (6), a stepped transmission mechanism (7) that can be driven to an internal combustion engine (3), a reduction transmission mechanism (8) that can be driven to an electromechanical unit (4), and a differential transmission mechanism (9) having a stepped transmission mechanism output gear (17) and a differential input gear (26) that engages with the reduction transmission mechanism output gear (8), wherein the stepped transmission mechanism output gear (17) is located axially outward in the space formed between a first gear wheel plane (E1) and a second gear wheel plane (E2) of the stepped transmission mechanism (7). The present invention further relates to a hybrid device comprising such a transmission assembly.

Description

Technical Field

[0001] The present invention relates to a transmission assembly for a hybrid drive device for an automobile and a hybrid drive device provided with such a transmission assembly.

Background Art

[0002] From International Publication No. 2017 / 217064 corresponding to European Patent Application Publication No. 3453549, a transaxle device for a hybrid vehicle including a motor, a first electric machine, and a second electric machine is known. The transaxle device individually transmits the output of the motor and the output of the first electric machine to a drive shaft, and further transmits the output of the motor to the second rotating electric machine. Further, the transaxle device has an input shaft coaxially connected to the motor shaft and a shift mechanism disposed on the input shaft and capable of shifting to a high gear stage or a low gear stage.

[0003] From European Patent Application Publication No. 3988363 corresponding to U.S. Patent No. 11807100 or Japanese Unexamined Patent Application Publication No. 2021-054289, a vehicle drive transmission including a first drive element coupled to a rotating electric machine, a second drive element drivingly connected to an internal combustion engine, and a differential transmission unit that distributes rotational motion from a differential input gear to two output elements is known.

[0004] International Publication No. 2021 / 093930 makes known a transmission assembly for a hybrid drive system comprising a stepped transmission mechanism connectable to an internal combustion engine, having a first and second shift stage; a reduction transmission mechanism connectable to an electromechanical device; and a superposition transmission mechanism capable of superimposing the rotational motion introduced from the stepped transmission mechanism and the rotational motion introduced from the reduction transmission mechanism and sending them to a differential transmission unit. The transmission assembly is also referred to as a multi-speed Dedicated Hybrid Transmission (DHT). International Publication No. 2021 / 052557 makes known a multi-mode hybrid transmission (multi-mode DHT), and International Publication No. 2021 / 089166 makes known a single-mode hybrid transmission (single-speed DHT).

[0005] Other hybrid transmissions for vehicles are known from German Patent Publication No. 102016212605, German Patent Publication No. 102019130884, German Patent Publication No. 102019209744, and German Patent Publication No. 102018104412. [Overview of the project] [Problems that the invention aims to solve]

[0006] The fundamental problem of this invention is to propose a transmission assembly for a hybrid drive system comprising an internal combustion engine and an electromechanical unit, having a compact structure. Furthermore, it is desirable that a hybrid drive system comprising such a transmission assembly be proposed. [Means for solving the problem]

[0007] To solve the above problems, a transmission assembly for a hybrid drive system comprising an internal combustion engine and an electromechanism is provided, comprising: a transmission housing; a stepped transmission mechanism comprising a stepped transmission mechanism input shaft rotatably supported within the transmission housing about the axis of the input shaft and drive-connectable to the internal combustion engine; a first pair of gear wheels forming a first gear wheel plane; a second pair of gear wheels forming a second gear wheel plane; and a controllable shift clutch configured to selectively transmit rotational motion from the stepped transmission mechanism input shaft to the stepped transmission mechanism output gear via the first or second gear wheels, or to interrupt the transmission of rotational motion; and a reduction transmission mechanism input shaft connectable to the electromechanism A transmission assembly is proposed comprising: a reduction transmission mechanism having a gear and configured to convert introduced rotational motion to a reduction transmission mechanism output gear at a low speed, wherein a controllable clutch for selectively transmitting rotational motion or interrupting the transmission of rotational motion is provided in the output path of the reduction transmission mechanism; and a differential transmission mechanism comprising a differential input gear that engages with a stepped transmission mechanism output gear and a reduction transmission mechanism output gear, a first differential output portion for driving a first side shaft, and a second differential output portion for driving a second side shaft, wherein the stepped transmission mechanism output gear is located axially outward in the space formed between the first gear wheel plane and the second gear wheel plane.

[0008] An advantage of the transmission assembly according to the present invention is that the transmission assembly has a particularly compact structure in the axial direction. By positioning the stepped transmission output gear axially outward in the space formed between the first gear wheel plane and the second gear wheel plane, the differential transmission input gear can be positioned relative to the stepped transmission or reduction transmission while saving structural space. From this, particularly short axial structural dimensions of the transmission assembly are obtained.

[0009] A particularly simple and compact structure can be achieved when only one output path each is provided from the reduction gear mechanism and the stepped gear mechanism to the differential gear mechanism. The two output paths are functionally parallel and can transmit rotational motion to the differential independently of each other. In this case, the stepped gear mechanism can be configured to have exactly two shift steps and only one output gear that engages with the differential input gear. Rotational motion from the internal combustion engine can be selectively transmitted to the differential at a first or second gear ratio. The reduction gear mechanism is preferably configured with only one gear, i.e., non-shiftable. Rotational motion introduced from the E-motor is transmitted to the differential at a fixed gear ratio.

[0010] The transmission assembly may have an intermediate shaft parallel to the input shaft of the reduction gear mechanism, which is driven and connected to itself via a set of spur gears to transmit rotational motion between the shafts. Preferably, the controllable clutch is formed as a shape-connected clutch and is located coaxially with respect to the intermediate shaft, between the spur gear plane and the output gear of the reduction gear mechanism in the axial direction. A shape-connected clutch is understood to be a switchable clutch, such as a pawl clutch, which can selectively form a relative non-rotatable connection by the mutual engagement of two or more clutch members through shape connections. Configuring it as a shape-connected clutch and locating it between the spur gear plane and the output gear of the reduction gear mechanism contributes to a particularly compact structural form of the transmission mechanism in the axial direction. In another embodiment, the shape-connecting clutch may comprise a first clutch member, particularly integrally formed, that is rigidly connected to the spur gears of a spur gear set; a second clutch member, particularly integrally formed, that is rigidly connected to an intermediate shaft; and a coupling element that selectively connects or separates the first clutch member and the second clutch member. The spur gear set of the reduction transmission mechanism is preferably arranged axially offset from the first and second gear wheel pairs of the stepped transmission mechanism.

[0011] In one embodiment, the first gearwheel pair may have a first drive gear rotatably supported on an input shaft and a first intermediate gear positioned on an intermediate shaft parallel to the input shaft. Furthermore, the second gearwheel pair may have a second drive gear rotatably supported on an input shaft and a second intermediate gear positioned on an intermediate shaft. The axial distance between the first intermediate gear and the second intermediate gear is smaller than the axial length of the teeth of the stepped transmission mechanism output gear, and in particular may be smaller than 0.8 times the axial length of the teeth of the stepped transmission mechanism output gear. In other words, the two intermediate gears of the stepped transmission mechanism may be positioned relatively close to each other, which contributes to a short structural configuration in the axial direction.

[0012] The stepped transmission mechanism can be configured such that the first drive gear is smaller than the second drive gear and the first intermediate gear is larger than the second intermediate gear. In this case, the stepped transmission mechanism output gear can be positioned axially adjacent to the first intermediate gear, and particularly between the first intermediate gear and the bearing of the intermediate shaft in the axial direction. At least one, preferably both, of the first and second intermediate gears is connected to the intermediate shaft solely by force connections using press fittings. This can reduce costs and improve NVH characteristics through improved margins.

[0013] In another embodiment, the stepped transmission output gear can be positioned on the side of the transmission assembly facing the internal combustion engine, particularly between the first gear wheel plane in the axial direction and the housing side wall on which the stepped transmission input shaft connected to the internal combustion engine extends. Correspondingly, the differential input gear that meshes with the stepped transmission output gear can also be positioned adjacent to the intermediate gear pair in the axial direction. The differential cage may have a flange section, in which case the input gear can be positioned in the flange section on the side facing the housing wall on the internal combustion engine side. Each of the features mentioned, individually or collectively, can contribute to the space-saving arrangement of the differential relative to the stepped transmission.

[0014] The transmission assembly may optionally have a generator shaft positioned parallel to the stepped transmission input shaft and capable of being driven to this stepped transmission input shaft via a generator spur gear set. The generator connected to the transmission housing can convert the driving force introduced from the internal combustion engine into electrical energy, which is then stored again in the battery and made available for later electric drive. The connection area for the generator may be provided on the side of the transmission housing opposite the axial direction, on which it can be connected to the internal combustion engine. In this case, the generator input shaft is drawn out of the transmission housing toward the internal combustion engine at the housing wall located on the opposite side. The input shaft gear of the generator spur gear set may have at least partially an axial overlap with the stepped transmission output gear. The generator spur gear set can be positioned on the side of the transmission housing facing the internal combustion engine, in particular between the first gear wheel plane and the housing side wall on the internal combustion engine side in the axial direction, and / or on the plane having, for example, the tooth field area of ​​the differential input gear. These features, too, can contribute to a compact structural form in the axial direction.

[0015] A transmission assembly may include a parking lock unit to lock the drivetrain in parking mode and prevent undesirable movement of the vehicle. The parking lock unit may have a lock gear that is non-rotatably connected relative to a rotatable component of the transmission assembly, and a lock element configured to engage with the lock gear to selectively lock or unlock it. In the closed state, the parking lock unit blocks the rotational motion of the differential or a side shaft coupled to the differential. For this purpose, the component connected to the lock gear is preferably driven directly to the differential input gear without the interposition of a clutch or the like. The lock gear is preferably located between a plane that unfolds axially through the differential input gear and the housing side to which the electromechanical unit can be connected, where the housing side is the side opposite to the side in which the internal combustion engine is located.

[0016] The parking lock unit can be positioned considering the structural space within the transmission assembly. According to a first means, the parking lock unit can be positioned within the output path of the electromechanical unit, in particular between the clutch and the differential. For example, the parking lock unit may be provided on the intermediate shaft of the speed transmission mechanism, directly driven and connected to the differential. For a compact structural form in the axial direction, it is advantageous for the parking lock unit to be positioned axially between the housing wall corresponding to the electric motor and the output gear of the reduction transmission mechanism. According to a second means, the parking lock unit can be positioned within the output path of the internal combustion engine, in particular between the shift clutch and the differential. For example, the parking lock gear can be positioned on the intermediate shaft of the stepped transmission mechanism, directly driven and connected to the differential, in particular axially between the first intermediate gear and the second intermediate gear of the stepped transmission mechanism.

[0017] Preferably, the stepped transmission mechanism input shaft is rotatably supported within the transmission housing by first and second input shaft bearing means so as to be about the input shaft axis, and the stepped transmission mechanism intermediate shaft is rotatably supported within the transmission housing by first and second intermediate shaft bearing means so as to be about the intermediate shaft axis. In one configuration, the second input shaft bearing may have at least a portion of an axial overlap with the tooth section of the second drive gear. Furthermore, the second intermediate shaft bearing may be positioned axially adjacent to the second intermediate gear and completely axially offset from the second input shaft bearing. Such a configuration is particularly suitable for embodiments in which the parking lock is located within the output path of an electric motor. Supplementarily or alternatively, the first intermediate shaft bearing may also be completely axially offset from the first input shaft bearing. Such a configuration is particularly suitable for embodiments in which the parking lock is located within the output path of an internal combustion engine.

[0018] The above problems are further solved by a hybrid drive system comprising an internal combustion engine, an electromechanism, a transmission assembly formed according to one or more of the above embodiments, wherein a stepped transmission mechanism input shaft is driven to the internal combustion engine and a reduction transmission mechanism input shaft is driven to the electromechanism, and a control unit for controlling the electromechanism, the internal combustion engine, a shift clutch, and the clutch.

[0019] Since the hybrid drive system has the same advantages as the transmission assembly, its explanation is omitted here; please refer to the explanation above. All the features described in relation to the transmission assembly are also achievable in the hybrid drive system.

[0020] Hybrid drive systems can achieve different operating modes. For example, in the first shift position of the stepped transmission mechanism, torque is transmitted from the internal combustion engine to the drive shaft at a first gear ratio (1st gear). In the second shift position, the stepped transmission mechanism transmits torque to the drive shaft at a second gear ratio (2nd gear). In the neutral or open position of the shift clutch, the output path between the internal combustion engine and the differential is interrupted. The electromechanism can be variably controlled in these two gears, so that the two drive sources are superimposed in common to drive the drive shaft. It is also possible for the electromechanism or the internal combustion engine to drive the differential transmission mechanism or the drive shaft independently. To do this, the clutch must be opened in the other output path.

[0021] The hybrid drive system may further include a generator driven to the generator input shaft of the transmission assembly, and a storage device electrically connected to the generator for storing electrical energy. The generator is a second electromechanical device of the drive system. The generator may be continuously driven to the drive shaft of the internal combustion engine, where it can idle together in neutral mode or form a current in generator mode. The output of the electric motor may be less than the output of the internal combustion engine, and / or the output of the generator may be less than the output of the electric motor.

[0022] A preferred embodiment will be described below with reference to the drawings. The following is shown in the drawings. [Brief explanation of the drawing]

[0023] [Figure 1] This is a cross-sectional view through the rotational axis showing a first embodiment of a transmission assembly or hybrid device for a drive shaft of an automobile according to the present invention. [Figure 2] This is a cross-sectional view through the rotational axis showing a second embodiment of a transmission assembly or hybrid device for a drive shaft of an automobile according to the present invention.

Best Mode for Carrying Out the Invention

[0024] FIG. 1 shows a transmission assembly 2 or a hybrid drive 1 for driving a vehicle axle according to the present invention. The hybrid drive 1 includes an internal combustion engine 3, an electric machine 4, any second electric machine in the form of a generator 5, and a transmission assembly 2.

[0025] The transmission assembly 2 is configured to transmit the first drive torque of the internal combustion engine 3 and / or the second drive torque of the electric machine 4 to the drive axle of the vehicle. For this purpose, the transmission assembly 2 includes a transmission housing 6, a first transmission unit in the form of a stepped transmission mechanism 7 associated with the internal combustion engine, a second transmission unit in the form of a reduction transmission mechanism 8 associated with the electric machine, and a differential transmission mechanism 9 drivingly connected to the stepped transmission mechanism 7 and the reduction transmission mechanism 8.

[0026] The stepped transmission mechanism 7 enables output transmission or interruption of output transmission to the differential transmission mechanism 9 having different gear ratios from the internal combustion engine. For shifting, a controllable shift clutch 16, which can also be referred to as a switching unit, is provided. The stepped transmission mechanism 7 particularly has an input shaft 10, which is rotatably supported about a rotational axis A10 in the transmission housing 6 and can be drivingly connected to the internal combustion engine 3, and includes a first gear wheel pair 12, 13 forming a first gear wheel plane E1, a second gear wheel pair 14, 15 forming a second gear wheel plane E2, and a controllable shift clutch 16. The shift clutch 16 is configured to selectively transmit the rotational movement from the input shaft 10 to the output gear 17 via the first gear wheels 12, 13 or the second gear wheels 14, 15 or to interrupt the transmission of the rotational movement. The output gear 17 is arranged axially outside the space formed between the first gear wheel plane E1 and the second gear wheel plane E2.

[0027] The first gearwheel pair has a first drive gear 12 rotatably supported on the input shaft 10 and a first intermediate gear 13 non-rotatably connected to an intermediate shaft 18 parallel to the input shaft 10. The second gearwheel pair has a second drive gear 14 rotatably supported on the input shaft 10 and a second intermediate gear 15 non-rotatably connected to the intermediate shaft. In this case, the first drive gear 12 is smaller than the second drive gear 14, and the first intermediate gear 13 is larger than the second intermediate gear 15. The shift clutch 16 is arranged axially between the first drive gear 14 and the second drive gear 15. The axial distance B18 occurring between the first intermediate gear 13 and the second intermediate gear 14 is smaller than the axial length L17 of the tooth row of the output gear 17, particularly smaller than 0.8 times the axial length L17 of the tooth row. The output gear 17 is arranged adjacent to the first intermediate gear 13 axially or is arranged axially between the first intermediate gear 13 and the side wall of the housing in which the input shaft 10 extends.

[0028] The input shaft 10 may be arranged coaxially with the motor shaft of an internal combustion engine and may be continuously non-rotatably coupled to this motor shaft. The input shaft 10 is rotatably supported about a first axis of rotation A10 in a stationary housing 6 by means of a first bearing means 19 and a second bearing means 19'. Preferably, since the first drive gear 14 is formed in a bent shape, the tooth row section 32 of the first drive gear 14 has an axially overlapping portion with at least part of the second bearing means 19' of the input shaft 10, and this correspondingly also applies to the tooth row section of the second intermediate gear 15.

[0029] The input shaft 10 may have one longitudinal hole and a plurality of transverse holes for supplying lubricant to bearing sections for the first drive gear 12 and the second drive gear 14. Between the first drive gear 12 and the second drive gear 14 in the axial direction, there is an input portion 20 which is rigidly connected to the input shaft 10 and is in particular formed integrally with the input shaft 10.

[0030] The shift clutch 16 is controllable by an actuator (not shown). Multiple shift stages are possible depending on the shift position (T0, T1, T2) of the shift clutch 16. The first shift stage is formed by a first gear pair (12, 13) to transmit rotational motion at a low first gear ratio i1 (1st gear). The second shift stage is formed by a second gear pair (13, 14) to transmit rotational motion at a higher second gear ratio i2 (2nd gear). In the neutral position (T0), both drive gears 14, 15 are separated from the input portion 20 or input shaft 10.

[0031] The shift clutch 16 includes an input portion 20, a first output portion 22 that is non-rotatably connected to the first drive gear 12, a second output portion 23 that is non-rotatably connected to the second drive gear 14, and a coupling element 24 that can arbitrarily connect the input portion 20 to the first output portion 22 or the second output portion 23 for torque transmission. The coupling element 24 is formed in the form of a slide sleeve, which is supported non-rotatably by the input portion 20 and is axially slidable relative to the input portion 20 by an actuator. The slide sleeve is freely rotatable relative to the first output portion 22 and the second output portion 23 in the neutral position (T0), non-rotatably connected to the first output portion 22 in the first shift position (T1), and non-rotatably connected to the second output portion 23 in the second shift position (T2). The actuator may be formed as, for example, an electric motor type, an electromechanical type, an electromagnetic type, a hydraulic type, or a pneumatic type actuator.

[0032] The two intermediate gears 13 and 15 are connected to the intermediate shaft 18 by force connection, particularly using press fitting, so as not to rotate relative to each other, in which case connection by shape and / or material connection is also possible. The intermediate shaft 18 is rotatably supported within the housing 6 by bearing means 25 and 25' about a rotation axis A18 that extends parallel to the rotation axis A10 of the input shaft 10. In this case, the first intermediate shaft bearing 25 is positioned within the housing partially axially offset with respect to the first input shaft bearing 19. Furthermore, the second intermediate shaft bearing 25' is positioned axially adjacent to the second intermediate gear 15 and completely axially offset with respect to the second input shaft bearing 19'.

[0033] The intermediate shaft 18 is further positioned parallel to the rotation axis A8 of the reduction transmission mechanism 8 or the rotation axis A9 of the differential transmission mechanism 9. For power transmission, the output gear 17 of the stepped transmission mechanism 7 is engaged by its teeth with the input gear 26 of the differential transmission mechanism 9. Furthermore, the input gear 26 of the differential, which is particularly formed in the form of a ring gear, is engaged by its teeth with the output gear 27 of the reduction transmission mechanism 8. Thus, driving force can be introduced from the stepped transmission mechanism and / or the reduction transmission mechanism to the differential.

[0034] The output gear 17 of the stepped transmission mechanism 7 is preferably located on the side of the transmission assembly 2 facing the internal combustion engine, between the first gear wheel plane E1 and the side wall 11 of the housing 6 through which the input shaft 10 extends in the axial direction. Correspondingly, the input gear 26 of the differential transmission mechanism 9 that meshes with the output gear 17 may also be located adjacent to the intermediate gear pair 13, 15 in the axial direction.

[0035] The differential transmission mechanism 9 is provided to divide the drive torque or rotational motion introduced from a stepped transmission mechanism or reduction transmission mechanism and transmit it to the left and right side shafts of the vehicle axle. For this purpose, the differential transmission mechanism includes a differential cage 28, a plurality of differential gears 29 that rotate together with the differential cage 28 about a rotation axis A9, and two side shaft gears that engage with the differential gears 28 by their teeth and function as output portions 30, 31 of the differential. The side shaft gears can be connected for torque transmission via each side shaft (not shown). The differential cage 28 may have a flange section 33, in which the input gear 26 is located on the side of the flange facing the side wall 11 of the housing in which the internal combustion engine may be located.

[0036] A second output path is formed by a reduction gear 8 to transmit drive torque to a differential cage 28 via an input gear 26. The reduction gear 8 can be driven to an electromachine 4. The electromachine 4 has, in particular, a stator 34 and a rotor 35 rotatable relative to the stator 34, the rotor 35 which rotationally drives a motor shaft 36 when power is supplied to the machine. The motor shaft 36 is supported within a motor housing 38 by bearing means 37, 37' so as to be rotatable about a rotation axis A4. The rotational motion of the motor shaft 36 is transmitted to the input shaft 39 of the reduction gear 8. The electromachine 4 is supplied with current from a battery 36, which can be charged by the electromachine 4 while the generator is operating. Control of the electromachine 4 and / or the internal combustion engine 3 can be performed by a power electronics circuit incorporating an electronic control unit (ECU), such as a pulse-controlled inverter.

[0037] The reduction gear transmission mechanism 8 is configured to convert the rotational motion introduced from the electromachine 4 to the input shaft 39 from high speed to low speed. The reduction gear transmission mechanism 8 has a first gear stage comprising a drive gear 41 rigidly connected to the input shaft 39, in particular being integrally formed with the input shaft 39, and an intermediate gear 43 formed as a free gear and rotatably supported on the intermediate shaft 42. The drive gear 41 and the intermediate gear 43 are engaged with each other by their teeth, forming a first gear set having a first gear ratio. The second gear stage comprises an output gear 27 of the reduction gear transmission mechanism 8 rigidly connected to the intermediate shaft 42, and a differential input gear 26 that meshes with the output gear 27, forming a second gear set having a second gear ratio.

[0038] The input shaft 39 is supported within the housing 6 so as to be rotatable about the rotation axis A39 by bearing means 46, 46'. The intermediate shaft 42 is supported within the housing 6 so as to be rotatable on a parallel rotation axis A42 via corresponding bearing means 47, 47'. The output path of the reduction transmission mechanism 8 is provided with a controllable clutch 45 for selectively transmitting or interrupting the transmission of rotational motion.

[0039] The clutch 45 is specifically formed as a shape-connected clutch and can be moved to a closed or open position by an actuator (not shown). The clutch 45 includes a first clutch member 48 that is tightly connected to the intermediate shaft 42 and is specifically integrally formed, a second clutch member 49 that is tightly connected to the intermediate gear 43 and is specifically integrally formed, and a coupling element 50. The coupling element 50 is supported by the first clutch member 48 so as not to rotate relative to it and is configured as a slide sleeve that is axially slidable relative to the first clutch portion 48 by an actuator. By engaging the coupling element 50 with the intermediate gear 43 in a shape-connected manner, the coupling element 50 is connected to the intermediate shaft so as not to rotate relative to it, thereby transmitting torque from the electric motor to the differential.

[0040] The transmission assembly 2 includes a parking lock unit 52 as an optional means. The parking lock unit 52 has a lock gear 53 rigidly connected to the intermediate shaft 42 and a schematically shown lock element 54 configured to engage with the lock gear 53 to lock or unlock the lock gear 53. The lock gear 53 is located between a plane that unfolds axially through the differential input gear 26 and the housing side 55' to which the electromechanism 4 is connected. On the opposite side 55 in the axial direction is the internal combustion engine 3. The lock element 54 is directly rotationally connected to the differential input gear 26, i.e., the differential is blocked when the parking lock is closed.

[0041] The transmission assembly 2 further has a generator shaft 56 as an optional means, which is rotatably supported within the housing 6 on a rotation axis A56 parallel to the stepped transmission mechanism input shaft 10 via bearing means 59, 59'. The generator shaft is driven to the input shaft 10 via a generator spur gear set. The generator 5 connected to the transmission housing can convert the driving force introduced from the internal combustion engine 3 into electrical energy, which is then stored again in the battery and made available for later electric drive. The generator 5 is located on the side 55' of the transmission housing opposite the internal combustion engine 3. Correspondingly, the generator shaft 56 is also drawn out of the transmission housing on this side 55'. The generator spur gear set is located on the opposite side 55, that is, between the first gear wheel plane E1 and the housing side wall 11, particularly in the axial direction, and / or in the plane having, for example, the tooth field region of the differential input gear 26. The generator spur gear set includes a gear 57 that is non-rotatably connected to the stepped transmission mechanism input shaft 10 and a pinion 58 that is non-rotatably coupled to the generator shaft 56, the gear 57 and the pinion 58 being engaged with each other. The gear 57 of the generator spur gear set has at least partially an axial overlap with the stepped transmission mechanism output gear 17. This contributes to achieving a compact structure in the axial direction.

[0042] Figure 2 shows another embodiment of the hybrid device 1 according to the present invention, equipped with a transmission assembly 2 according to the present invention. This embodiment generally corresponds to the embodiment shown in Figure 1 in terms of structure and function, so please refer to the above description for commonalities. In this case, the same or mutually corresponding details are denoted by the same reference numerals as in Figure 1.

[0043] The difference lies in the arrangement of the parking lock unit 52. In this embodiment, the parking lock unit 52 is positioned on the intermediate shaft 18 of the stepped transmission mechanism and is connected to this intermediate shaft 18 in a way that prevents relative rotation. Here, the lock gear 53 is positioned axially between the first intermediate gear 13 and the second intermediate gear 15. In this case, the lock gear 53 is directly rotatably connected to the differential, thereby blocking the differential when the parking lock is closed.

[0044] Another difference is that the intermediate shaft 42 of the reduction transmission mechanism is shorter, and the second bearing means 47' is offset axially with respect to the second bearing means 51' toward the center plane of the differential.

[0045] Each of the embodiments described has the advantage of having a compact structure in the axial direction. [Explanation of symbols]

[0046] 1. Hybrid drive system 2. Transmission Assembly 3. Internal Combustion Engine 4. Electrical machinery / motors 5. Electromechanical / Generators 6. Transmission Housing 7-stage transmission mechanism 8. Reduction transmission mechanism 9 Differential transmission mechanism 10 Input shafts 11 Side wall 12 First drive gear 13 First intermediate gear 14. Second drive gear 15. Second intermediate gear 16 Shift Clutch 17 Output gear (7) 18 Intermediate shaft 19,19' Bearing means (10) 20 Input section 22 First output section 23 Second output section 24 connecting elements 25,25' bearing means(18) 26 Input gear (9) 27 Output gear (8) 28 Differential Cage 29 Differential gear 30 First output section (9) 31 Second output section (9) 32. Dental Arch Section (14) 33 Flange section 34 stata 35 rotors 36 Motor shaft 37,37' Bearing means(36) 38 Motor Housing 39 Input shaft (8) 41 Drive gear 42 Intermediate shaft 43 Intermediate gear 45 Clutch 46,46' bearing means 47,47' bearing means 48 First clutch member 49 Second clutch member 50 connecting elements 51,51' Bearing means (9) 52 Parking Lock Unit 53 Locking gear 54 Lock Elements 55,55' Housing side 56 Generator shaft 57 Gears 58 pinion 59,59' Bearing means(56) A axis of rotation B Interval E plane T Shift position

Claims

1. A transmission assembly (2) for a hybrid drive system comprising an internal combustion engine (3) and an electromechanical unit (4), Transmission housing (6) and A stepped transmission mechanism (7), A stepped transmission mechanism input shaft (10) is supported within the transmission housing (6) so as to be rotatable about the input shaft axis (A10) and is capable of being driven to the internal combustion engine (3), A first gear wheel pair forming a first gear wheel plane (E1), A second gear wheel pair forming a second gear wheel plane (E2), A controllable shift clutch (16) configured to selectively transmit rotational motion from the stepped transmission mechanism input shaft (10) to the stepped transmission mechanism output gear (17) via the first gear wheel or the second gear wheel, or to interrupt the transmission of rotational motion, and A stepped transmission mechanism (7) equipped with, A generator shaft (56) is arranged parallel to the stepped transmission mechanism input shaft (10) and is driven to the stepped transmission mechanism input shaft (10) via a generator spur gear set, wherein the generator spur gear set has at least a portion of an axial overlap with the stepped transmission mechanism output gear (17), and the generator shaft (56) A reduction transmission mechanism (8) having a reduction transmission mechanism input shaft (39) connectable to the aforementioned electric machine (4), and configured to convert the introduced rotational motion to a reduction transmission mechanism output gear (27) at a low speed, wherein a controllable clutch (45) for selectively transmitting rotational motion or interrupting the transmission of rotational motion is provided in the output path of the reduction transmission mechanism, Differential transmission mechanism (9), A differential input gear (26) engages with the stepped transmission mechanism output gear (17) and the reduction transmission mechanism output gear (27), A first differential output section (30) that drives the first side shaft, A second differential output section (31) that drives the second side shaft and A differential transmission mechanism (9) equipped with, It is equipped with, The stepped transmission mechanism output gear (17) is positioned axially outward in the space formed between the first gear wheel plane (E1) and the second gear wheel plane (E2). Transmission assembly (2).

2. The transmission assembly further includes a reduction transmission intermediate shaft (42) which is arranged parallel to the reduction transmission input shaft (39) and is driven and connected to the reduction transmission input shaft (39) via a reduction transmission spur gear set. The controllable clutch (45) is formed as a shape-connecting clutch and is positioned on the intermediate shaft (18) of the speed transmission mechanism between the spur gear (43) of the reduction transmission mechanism spur gear set and the reduction transmission mechanism output gear (27) in the axial direction. The transmission assembly according to claim 1.

3. The first gear wheel pair comprises a first drive gear (12) rotatably supported on the input shaft (10) and a first intermediate gear (13) arranged on a stepped transmission mechanism intermediate shaft (18) parallel to the input shaft (10). The second gear wheel pair comprises a second drive gear (14) rotatably supported on the input shaft (10) and a second intermediate gear (15) positioned on the stepped transmission mechanism intermediate shaft (18). The axial distance (B18) between the first intermediate gear (13) and the second intermediate gear (15) is smaller than the axial length of the tooth arrangement of the stepped transmission mechanism output gear (17). The transmission assembly according to claim 1.

4. The first drive gear (12) is smaller than the second drive gear (14), and the first intermediate gear (13) is larger than the second intermediate gear (15). The stepped transmission mechanism output gear (17) is positioned in the axial direction between the first intermediate gear (13) and the bearing (25) of the stepped transmission mechanism intermediate shaft (18). The stepped transmission mechanism output gear (17) is positioned in the axial direction between the first gear wheel plane (E1) and the housing side wall (11) on which the stepped transmission mechanism input shaft (10) connected to the internal combustion engine extends. The transmission assembly according to claim 1.

5. The transmission assembly according to claim 1, wherein at least one of the first intermediate gear (13) and the second intermediate gear (15) is connected to the stepped transmission mechanism intermediate shaft (18) by force connection using press fitting.

6. The transmission assembly (2) further comprises a parking lock unit (52) having a lock gear (53) that is non-rotatably connected relative to a rotatable component of the transmission assembly (2), and a lock element (54) configured to engage with the lock gear (53) to selectively lock or unlock the lock gear (53), The lock gear (53) is positioned in the axial direction between the differential input plane (E26) and the housing side wall (11) to which the electromechanism (4) is connected. The transmission assembly according to claim 1.

7. The transmission assembly according to claim 6, wherein the lock gear (53) of the parking lock unit (52) is positioned axially on the intermediate shaft (42) of the speed transmission mechanism between the housing side wall (11) and the output gear (27) of the reduction transmission mechanism.

8. The transmission assembly according to claim 6, wherein the lock gear (53) of the parking lock unit (52) is positioned axially on the stepped transmission mechanism intermediate shaft (18) between the first intermediate gear (13) and the second intermediate gear (15).

9. The stepped transmission mechanism input shaft (10) is supported within the transmission housing (6) so as to be rotatable about the input shaft axis (A10) by a first input shaft bearing (19) and a second input shaft bearing (19'). The stepped transmission mechanism intermediate shaft (18) is rotatably supported within the transmission housing (6) about the intermediate shaft axis (A18) by a first intermediate shaft bearing (25) and a second intermediate shaft bearing (25'). At least one of the first intermediate shaft bearing (25) and the second intermediate shaft bearing (25') is positioned so as to be completely axially offset from the first input shaft bearing (19) and the second input shaft bearing (19') which are associated with the same housing side. The transmission assembly according to claim 1.

10. The second input shaft bearing (19') has at least partially an axial overlap with the tooth row section (32) of the second drive gear (14), The second intermediate shaft bearing (25') is positioned adjacent to the second intermediate gear (15) in the axial direction and is offset in the axial direction from the second drive shaft bearing (19'). The transmission assembly according to claim 9.

11. A hybrid drive system, Internal combustion engine (3) and, Electrical machinery (4) and, A transmission assembly (2) according to any one of claims 1 to 10, wherein a stepped transmission mechanism input shaft (10) is driven to the internal combustion engine (3), and a reduction transmission mechanism input shaft (39) is driven to the electromachine (4), A control unit that controls the electrical machine (4), the internal combustion engine (3), the shift clutch (16), and the clutch (45), A generator (5) is driven and connected to the generator shaft (56) of the transmission assembly (2), A storage device electrically connected to the generator (5) for storing electrical energy, A hybrid drive system equipped with this feature.

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