阅读说明：本技术 用于混合动力传动系的变速器装置和运行混合动力传动系的方法 (Transmission device for a hybrid drive train and method for operating a hybrid drive train ) 是由 弗兰克·巴尔杜夫 瓦塞姆·盖尔盖斯 哈拉尔德·施米茨 马丁·索伊弗特 克里斯蒂安·施佩希特 于 2019-08-19 设计创作，主要内容包括：一种用于混合动力传动系(10)的变速器装置(18),具有：可与第一驱动机械(12)连接的变速器输入轴(26)；至少一个变速器输出轴(34)；至少一个可借助切换离合器切换的挡位齿轮组(40,46),其将变速器输入轴和变速器输出轴连接以设定挡位；具有第一输入部件(66)、第二输入部件(82)和输出部件(84)的叠加式齿轮组(64)；可与第二驱动机械(16)连接的机械部件(68),其中机械部件与叠加式齿轮组的一个部件连接,变速器输入轴经可切换的桥式离合器(BR)与叠加式齿轮组的另外的部件连接,叠加式齿轮组的两个部件借助锁止离合器(BL)彼此连接。桥式离合器和锁止离合器集成到耦联-切换离合器装置中。(A transmission arrangement (18) for a hybrid powertrain (10) having: a transmission input shaft (26) connectable to the first drive machine (12); at least one transmission output shaft (34); at least one gear wheel set (40, 46) which can be shifted by means of a shifting clutch and which connects the transmission input shaft and the transmission output shaft in order to set a gear; a stacked gear set (64) having a first input member (66), a second input member (82), and an output member (84); a mechanical component (68) which can be connected to the second drive machine (16), wherein the mechanical component is connected to one component of the stacked gear set, wherein the transmission input shaft is connected to a further component of the stacked gear set via a switchable bridge clutch (BR), and wherein the two components of the stacked gear set are connected to one another by means of a lockup clutch (BL). The bridge clutch and the lockup clutch are integrated into the coupling-switching clutch device.)

1. A transmission arrangement (18) for a hybrid powertrain (10) having:

-a transmission input shaft (26) connectable with a first drive machine (12);

-at least one transmission output shaft (34);

-at least one gear wheel set (40, 46) which can be shifted by means of a shifting clutch and which connects the transmission input shaft (26) and the transmission output shaft (34) in order to set a gear (1, 3);

-a stacked gear set (64) having a first input member (66), a second input member (82), and an output member (84); and

-a mechanical part (68) connectable with a second drive machine (16),

-wherein the mechanical member (68) is connected with one member (66) of the stacked gear set (64),

-wherein the transmission input shaft (26) is connected with a further component of the superposition gear set (64) via a switchable bridge clutch (BR),

-wherein two components (82, 84) of the stacked gear set (64) can be connected to each other by means of a lock-up clutch (BL),

it is characterized in that the preparation method is characterized in that,

the bridge clutch (BR) and the lockup clutch (BL) are integrated into a coupling-shift clutch device (K4; K4a, K4 b).

2. The transmission arrangement as claimed in claim 1, wherein the coupling-shift clutch device (K4a, K4b) has two actuating parts (86a, 86b) in order to be able to actuate the lockup clutch (BL) and the bridge clutch (BR) independently of one another.

3. A transmission arrangement as claimed in claim 1, wherein the coupling-shift clutch device (K4) has a single actuating part (86) for actuating the bridge clutch (BR) and the lockup clutch (BL), wherein the coupling-shift clutch device (K4) has a first shift position (K4(L)) in which the lockup clutch (BL) is closed and a second shift position (K4(R)) in which the bridge clutch (BR) is closed, wherein the coupling-shift clutch device (K4) preferably has a third shift position (K4(M)) in which both the lockup clutch (BL) and the bridge clutch (BR) are closed.

4. A transmission arrangement as claimed in claim 1, wherein the output member (84) of the stacked gearset (64) is connected with the transmission output shaft (34) via a coupling gearset (56).

5. The transmission arrangement according to claim 1, wherein an output member (84) of the stacked gearset (64) is connected with the transmission output shaft (34) via a coupling gearset (56), and

-wherein the coupling gear set (56) has a first idler gear (58) which is rotatably mounted on a coupling shaft (54) which is fixedly connected to an output member (84) of the stacked gear set (64), and/or

-wherein the coupling gear set (56) has a second idler gear (60) which is rotatably supported on the transmission output shaft (34).

6. The transmission arrangement according to claim 1, wherein at least one coupling gear set (56) is arranged in the axial direction between the stacked gear set (64) and the coupling-shifting clutch assembly (K4).

7. A transmission arrangement as claimed in claim 1, wherein the mechanical component (68) is connectable with the second drive machine (16) on an axial side of the stacked gear set (64) which is opposite the first gear set (40, 46) and/or the bridge clutch (BR) and/or the lockup clutch (BL).

8. A transmission arrangement as claimed in claim 1, wherein the mechanical member (68) is connected with a gear wheel (72) of a mechanical gear set (70) via which the second drive machine (16) can be connected with the mechanical member (68).

9. A transmission arrangement as claimed in claim 1, wherein the transmission input shaft (26) and the transmission output shaft (34) are connected to one another via exactly two gear wheel sets (40, 46), via which the direct gears (1, 3) for the first drive machine (12) can be set.

10. A transmission arrangement as claimed in claim 1, wherein the first drive machine (12) and the transmission input shaft (26) are connectable via a drive clutch (K0).

11. A transmission arrangement as claimed in claim 1, wherein the first input member is a ring gear of the stacked gear set (64), and/or wherein the second input member is a sun gear (82) of the stacked gear set (64), and/or wherein the output member is a planet carrier (84) of the stacked gear set (64).

12. A transmission arrangement as claimed in claim 1, wherein the mechanical component (68) is connected with the ring gear (66) of the stacked gear set (64), and wherein the sun gear (82) of the stacked gear set (64) is connectable with the transmission input shaft (26) via the bridge clutch (BR).

13. A transmission arrangement as claimed in claim 12, wherein the planet carrier (84) is connected on the axial side facing the bridge clutch (BR) with a coupling gear set (56) which connects the planet carrier (84) with the transmission output shaft (34).

14. A method for operating a hybrid drive train (10) having a transmission arrangement (18) according to claim 1 for starting a vehicle provided with the hybrid drive train (10) from a stationary state, having the steps of:

-opening the lock-up clutch (BL) and closing the bridge clutch (BR);

-transmitting the driving power of the first drive machine (12) to the transmission input shaft (26) such that an input member (66) connected to the machine member (68) rotates according to the rotational speed of a member (82) of the stacked gear set (64) connected to the transmission input shaft (26) and the output member (84) is stationary; and

-increasing the torque provided by the second drive machine (16) such that the output member (84) of the stacked gear set (64) starts to rotate and the vehicle starts.

15. A method for driving a hybrid powertrain (10) having a transmission arrangement (18) according to claim 1, starting from a state in which (i) the drive power is provided both by the first drive machine (12) and by the second drive machine (16) and is transmitted to the transmission output shaft (34), wherein (ii) the lockup clutch (BL) and/or the bridge clutch (BR) are/is closed, and wherein (iii) the drive power of the first drive machine (12) or the drive power of the second drive machine (16) is conducted via the closed lockup clutch (BL) and/or via the closed bridge clutch (BR), the following steps are carried out before a switching process at the coupling-switching clutch device (K4; K4a, K4 b):

the torque provided by one drive machine is reduced and the torque provided by the other drive machine is correspondingly increased in order to reduce the torque transmitted via the closed lockup clutch (BL) and/or via the closed bridge clutch (BR).

16. Method according to claim 15, wherein the switching process is performed after reducing the torque transmitted via the closed lockup clutch (BL) and/or via the closed bridge clutch (BR) as soon as the torque transmitted via the closed lockup clutch (BL) and/or via the closed bridge clutch (BR) exceeds a threshold value.

17. Method according to claim 15, wherein the switching process comprises disconnecting a switching clutch of the coupling-switching clutch device (K4; K4a, K4 b).

18. The method of claim 15, wherein a ratio of the rotational speed of the first drive machine and the rotational speed of the second drive machine remains constant when reducing the torque of the first drive machine and increasing the torque of the further drive machine.

Technical Field

The invention relates to a transmission device for a hybrid drive train, comprising: a transmission input shaft connectable with the first drive machine; at least one transmission output shaft; at least one gear wheel set which can be shifted by means of a shift clutch and which connects the transmission input shaft and the transmission output shaft in order to set a gear; a stacked gear set having a first input member, a second input member, and an output member; and a mechanical component which can be mechanically connected to the second drive, wherein the mechanical component is connected to one component of the stacked gear set, wherein the transmission input shaft is connected to a further component of the stacked gear set via a shiftable bridge clutch, and wherein two components of the stacked gear set can be connected to one another by means of a lockup clutch.

The invention further relates to a method for operating a hybrid drive train having such a transmission device in order to start a vehicle equipped with the hybrid drive train from a standstill.

Background

Hybrid powertrains for motor vehicles have become popular in recent years. The hybrid drive train can be realized in various ways and methods.

One example is a so-called series hybrid powertrain, in which the output of an internal combustion engine is connected to an electric generator, in which the output of the hybrid powertrain is connected to an electric motor, and in which the engine and the generator are connected to a common battery.

The parallel hybrid drive train is furthermore capable of transmitting both the internal combustion engine drive power and the electric motor drive power to the output. In this case, in some cases (so-called P1 hybrid drive trains), the electric machine is arranged around a crankshaft, and the crankshaft can be connected to the output drive via a starting clutch, typically via a manual transmission.

It is also known to provide additional clutches (P2 drive train) between the electric machine and the internal combustion engine in this embodiment.

Hybrid powertrains are also generally known (axle-split axle), in which an internal combustion engine drives one axle of the vehicle and an electric machine drives another axle of the vehicle.

Furthermore, parallel hybrid powertrains with dual clutch transmissions are known, in which an electric machine can be connected to the input of one of the partial transmissions or can be connected to the output of the dual clutch transmission.

Finally, so-called power-split hybrid drive trains are known, in which a superimposed transmission is provided, which is used for load distribution. In this case, the internal combustion engine is usually connected to a component of such a superimposed transmission. An electric machine, which is used primarily as an engine, is connected to further components of such a superimposed transmission. Furthermore, in many cases, the generator is connected to further components of such a superimposed transmission.

Hybrid powertrains having a plurality of such stacked gearsets are also known.

DE 102010030567 a1 discloses a hybrid drive for a motor vehicle, which has an internal combustion engine with a drive shaft, an electric machine with a rotor which can be operated as an engine and as a generator, and a multi-stage transmission with two input shafts and a common output shaft. In the hybrid drive, it is proposed that the two input shafts are arranged coaxially and axially adjacent to one another and can be coupled directly to one another via a shift clutch. It is also proposed that one of the two input shafts is divided into an axially outer shaft portion which is connected or connectable to the associated drive aggregate and an axially inner shaft portion which carries the drive gear of the associated gear wheel set and can be coupled to the other input shaft. It is also proposed that a superposition transmission be provided with two input elements, which are connected in a rotationally fixed manner to one of the two shaft sections, and one output element, which is connected or connectable in a rotationally fixed manner to a drive gear of the associated start-gear gearset, wherein the superposition transmission itself can be locked via a clutch disposed between the two input elements.

DE 102010046766 a1 discloses a hybrid drive having a transmission unit with at least one first and one second partial transmission unit connected in parallel in the force flow, which are each designed for shifting at least one transmission gear. The coupling unit is directly connected with the first sub-transmission unit. The coupling unit is also directly connected with the second sub-transmission unit.

Disclosure of Invention

Against this background, it is an object of the present invention to provide an improved transmission device for a hybrid drive train and an improved method for operating a hybrid drive train.

The above object is achieved by a transmission device for a hybrid drive train, having: a transmission input shaft connectable with the first drive machine; at least one transmission output shaft; at least one gear wheel set which can be shifted by means of a shift clutch and which connects the transmission input shaft and the transmission output shaft in order to set a gear; a stacked gear set having a first input member, a second input member, and an output member; and a mechanical component which can be mechanically connected to the second drive, wherein the mechanical component is connected to one component of the stacked gear set, wherein the transmission input shaft is connected to a further component of the stacked gear set via a switchable bridge clutch, wherein two components of the stacked gear set can be connected to one another by means of a lockup clutch, and wherein the bridge clutch and the lockup clutch are integrated into a coupling-shifting clutch.

The above object is also achieved by a method for operating a hybrid drive train which has a transmission device according to the invention and is used for starting a vehicle equipped with the hybrid drive train from a stationary state, having the following steps: opening the lockup clutch and closing the bridge clutch; transmitting the drive power of the first drive machine to the transmission input shaft, such that the input part connected to the mechanical part rotates as a function of the rotational speed of the part of the superposition gear set connected to the transmission input shaft and the output part is stationary; and increasing the torque provided by the second drive machine such that the output member of the stacked gear set begins to rotate and the vehicle starts.

The above object is also achieved by a method for operating a hybrid drive train of a transmission device according to the invention, wherein starting from a state in which (i) drive power is provided not only by a first drive machine but also by a second drive machine and is transmitted to the transmission output shaft, (ii) a lockup clutch (BL) and/or a bridge clutch is closed, and (iii) the drive power of the first drive machine or the drive power of the second drive machine is conducted via the closed lockup clutch and/or via the closed bridge clutch, the following steps being carried out prior to a switching process at the coupling-switching clutch device: the torque provided by one drive machine is reduced and the torque provided by the other drive machine is correspondingly increased in order to reduce the torque transmitted via the closed lock-up clutch and/or via the closed bridge clutch.

The transmission device according to the invention enables a compact embodiment of the hybrid drive train. Furthermore, with a relatively short axial overall length, a plurality of gears and operating modes can be realized.

The transmission device is particularly suitable for incorporation into a hybrid drive train in a front transverse configuration.

The transmission input shaft can either be connected in a rotationally fixed manner to the first drive machine, in particular to a crankshaft of the internal combustion engine. Preferably, however, the transmission input shaft is connectable with the first drive machine via a drive clutch.

The transmission device has one or two transmission output shafts. In particular, the transmission device preferably has exactly one transmission output shaft, which is aligned offset parallel to the transmission input shaft.

The gear wheel set or the gear wheel sets preferably each comprise an idler gear and a fixed gear, which are engaged with each other or directly mesh with each other. One of the gears is arranged here on the transmission input shaft and the other gear is arranged on the transmission output shaft.

The stacked gear set is preferably a simple planetary gear set. The stacked gear set is preferably arranged coaxially with the transmission input shaft.

The mechanical component is preferably a shaft section which is arranged coaxially with the transmission input shaft and is mounted rotatably about the transmission input shaft. The mechanical component is preferably connected to a second drive machine, preferably an electric machine, which can be operated as an engine or as a generator, via a spur gear set.

The second drive machine is preferably arranged such that it axially overlaps the superimposed gear set and/or the shiftable gear set. This also contributes to a short axial construction.

The mechanical member is preferably connected to the first input member of the stacked gear set.

The transmission input shaft is preferably connected to the second input member of the superposition gear set via a shiftable bridge clutch.

The two components of the stacked gear set that can be connected to one another by means of the lockup clutch are preferably one of the output and input components of the stacked gear set, preferably the second input component.

The bridge clutch and the lockup clutch integrated into the coupling/shifting clutch assembly can preferably be actuated by means of a single shifting element, such as a shift fork or a shift rocker. In particular, the coupling-shifting clutch arrangement preferably has a shifting sleeve which can be actuated axially in order to shift the bridge clutch and the lockup clutch.

The transmission device is capable of implementing a plurality of operating modes, including a parking lock mechanism locking device, without a separate parking lock gear.

In addition, a neutral state can be implemented, so that, for example, a normal operation, in particular a battery charging in a stationary state, can be set, wherein the power of the internal combustion engine drives a machine which is operated as a generator.

Preferably, at least two forward gears, in particular three forward gears, can be set by means of the first drive machine.

The drive power of the first drive machine and the drive power of the second drive machine can be superimposed and summed via the superimposed gear set in order to be jointly transmitted to the output.

It is also preferably provided that two forward gears are associated with the input shaft, which forward gears are not directly adjacent to one another. Preferably, the two forward gears are alternately shiftable.

Another forward gear between these gears (e.g. gear 2 between gears 1 and 3) can then be used, in particular when the bridge clutch is closed.

It is also possible by means of the gear division that a gear change can be carried out when only one of the two drive machines is in operation, so that a possible traction force interruption ("torque fill") can be compensated by supplying the drive power of the additional drive machine. Thus, at least several gear changes can be carried out without interruption of the tractive force, or at least with only a small disturbance of the tractive force.

A hybrid drive train equipped with a transmission device according to the invention makes it possible to realize a drive by means of the first drive machine only and a drive by means of the second drive machine only, i.e. for example a drive by means of a pure internal combustion engine and a drive by means of a pure electric motor.

Due to the superposition transmission and the possibility of connecting the first drive machine to the second drive machine via the superposition gear set, an operating mode of the Electrically Variable Transmission (EVT) is also possible without locking of two parts of the gear set (disengaged lockup clutch), which enables a starting process without loading the friction clutch.

The drive clutch, if present, may be designed as a claw clutch.

The shifting clutch can also comprise a shifting clutch, which is realized as a claw clutch.

The bridge clutch and/or the lockup clutch may be implemented as a dog clutch, if appropriate.

Since in the transmission device according to the invention it is generally possible for the rotational speeds of the first drive machine and the second drive machine to be adapted to one another, these clutches need not be designed as synchronous shifting clutches, but rather the synchronization of the shifting processes at such shifting clutches can be achieved by adapting the rotational speeds to one another, in particular by regulating the rotational speed of the electric machine. If necessary, a hybrid operation is also possible with the transmission device according to the invention ("interconnected"), in which the drive power is transmitted, for example, via a shifting clutch, while at the same time a superposition of the drive power in the superimposed gear set occurs.

Overall, the transmission device according to the invention can be implemented such that a gear change between gears can be carried out without a strong loss of traction force of the drive machine, without in this case having to use force-fitting shift elements.

In the method according to the invention, in which the torque provided by one drive machine is reduced and the torque provided by the other drive machine is correspondingly increased, the closed shifting clutch of the transmission device can be specifically relieved, so that the shifting clutch can be opened more easily.

The shifting clutch can be part of a coupling-shifting clutch device.

As mentioned above, hybrid operation is possible, which is usually associated with the gear ratios of the gears of the gear set. Any other forward gear can be realized from this hybrid operation. Therefore, preferably any other handover can be supported.

The first and second drive mechanisms may be of significantly different strengths.

Preferably, the maximum output power of the second drive machine is smaller than the maximum output power of the first drive machine. The ratio of the maximum output power of the second drive machine to the maximum output power of the first drive machine is preferably in the range from 1:4 to 1:1.2, in particular in the range from 1:3 to 1: 1.5.

The object is fully achieved.

In a preferred embodiment, the coupling-shifting clutch device has two actuating elements, so that the lockup clutch and the bridge clutch can be actuated independently of one another.

The actuating element may be, in particular, a shifting sleeve which is axially displaceable within the transmission device, for example, by means of a corresponding shift fork or a shift rocker.

The lockup clutch and the bridge clutch preferably have two shift positions, i.e., an open position and a closed position, respectively.

According to an alternative embodiment, the coupling-shifting clutch device has a single actuating element for actuating the bridge clutch and the lockup clutch, wherein the coupling-shifting clutch device has a first shift position in which the lockup clutch is closed and a second shift position in which the bridge clutch is closed.

Preferably, the coupling-shift clutch device has a third shift position in which both the blocking clutch and the bridge clutch are closed.

In a further alternative, the one or more actuating elements are preferably axially displaceable on a single guide sleeve (also referred to as a synchronizing body), but are connected rotationally fixed thereto. The guide sleeve is rigidly connected to a shaft, on which a coupling/shifting clutch device is arranged.

The actuating element is preferably a shifting sleeve which is axially displaceable by means of a corresponding shift fork or a shift rocker.

In a first alternative, it is conceivable that both clutches, i.e., the lockup clutch and the bridge clutch, are disengaged. However, this state is generally necessary in the transmission device. In a second alternative, the coupling-shift clutch device preferably has only three shift positions and simultaneous disconnection of the bridge clutch and the lockup clutch cannot be achieved.

In the first switching position of the second alternative, the bridge clutch is preferably disengaged. In the second switching position, the lockup clutch is preferably disengaged.

The implementation of a coupling-shift clutch device having exactly three shift positions can be realized in a structurally relatively simple manner.

In general, it is also preferred that the output member of the stacked gear set is connectable or connected to the transmission output shaft via a coupling gear set.

The coupling gear set preferably likewise has two gears, one of which is mounted coaxially with the superimposed gear set and the other of which is mounted coaxially with the transmission output shaft. The gears are formed to engage with each other. The gear ratio achieved by the coupling gear set is preferably a gear ratio which is adapted to at least one gear which can be set via a shiftable gear gearset which connects the transmission input shaft and the transmission output shaft.

According to a further, generally preferred embodiment, the output member of the stacked gearset is connectable or connected to the transmission output shaft via a coupling gearset, and the coupling gearset has a first idler gear which is rotatably mounted on a coupling shaft which is fixedly connected to the output member of the stacked gearset, and/or the coupling gearset has a second idler gear which is rotatably mounted on the transmission output shaft.

It is particularly preferred if the coupling gear set has both the first idler gear and the second idler gear, so that the coupling shaft can optionally be freely rotated, i.e. when the first idler gear is decoupled from the coupling shaft, even in the state in which the second idler gear is connected to the transmission output shaft via the associated shift clutch.

The gears set by means of the coupling gear set are preferably located between the gears that can be set by the gear wheel sets that connect the transmission input shaft and the transmission output shaft.

It is also advantageous if at least one coupling gear set is arranged in the axial direction between the superimposed gear set and the coupling-shift clutch device.

Preferably, the output member of the stacked gear set is connected to the transmission output shaft via exactly one coupling gear set.

Overall, an axially compact design can be achieved.

It is also advantageous if the mechanical component is connectable to the second drive machine on an axial side of the stacked gear set, which axial side is opposite the first gear set and/or the bridge clutch and/or the lockup clutch.

It is thereby possible for the mechanical component to be connected to the second drive machine in different ways and methods.

It is particularly preferred that the mechanical part is connected to one gear of a mechanical gear set via which the second drive machine is connectable to the mechanical part.

The mechanical gear set is preferably a spur gear set, so that the second drive mechanism can be arranged in superposition with the superposition gear set and/or with the coupling gear set and/or with the gear set.

A high transmission ratio between the second drive mechanism and the mechanical component can also be set via such a mechanical gear train, so that the electric machine can be operated at high rotational speeds, so that the electric machine can be constructed compactly.

According to a further, overall preferred embodiment, the transmission input shaft and the transmission output shaft are connected to one another via exactly two gear wheel sets, via which the direct gears for the first drive machine can each be set.

As mentioned, the coupling gear set can be used to set the gears for the first drive machine, which are located between the direct gears. The gears that can be shifted by means of the coupling gear set are preferably switchable by actuating two shift clutches, preferably by closing a lockup clutch and a shift clutch that is associated with the coupling gear set.

As mentioned, the first drive machine may be rigidly connected to the transmission input shaft. Preferably, however, the first drive machine is connectable to the transmission input shaft via a drive clutch.

In general, it is also advantageous if the first input member is a ring gear of a stacked gear set, and/or the second input member is a sun gear of a stacked gear set, and/or the output member is a planet carrier of a stacked gear set.

This enables a compact construction.

According to a further preferred embodiment, the mechanical component is connected to a ring gear of the stacked gear set, wherein a sun gear of the stacked gear set is connectable to the transmission input shaft via a bridge clutch.

Said measures also result in a particularly compact and variable design.

In this case, it is advantageous if the planet carrier is connected on the axial side facing the bridge clutch to a coupling gear set which connects the planet carrier to the transmission output shaft.

In a method for operating a hybrid drive train, in which the torque of one drive machine is reduced and the torque of the other drive machine is increased accordingly in order to reduce the torque transmitted via the closed lockup clutch and/or via the closed bridge clutch, it is particularly preferred that a switching process is carried out after reducing the torque transmitted via the closed lockup clutch and/or via the closed bridge clutch as soon as the torque transmitted via the closed lockup clutch and/or via the closed bridge clutch is below a threshold value.

In this case, it is particularly advantageous if the switching process comprises the disconnection of a switching clutch of the coupling-switching clutch device.

In this case, it is particularly advantageous if the ratio of the rotational speed of the first drive machine to the rotational speed of the second drive machine is kept constant when the torque of the first drive machine is reduced and the torque of the further drive machine is increased.

In the transmission device according to the invention, in some cases, in which torque is transmitted via the bridge clutch and/or via the lockup clutch, it is difficult to terminate the closed state of the respective clutch, i.e. to disconnect the clutch. This is due to the arrangement of the axial toothing of the clutch or simply to a particularly high torque which generates a corresponding frictional force in the axial direction.

In order to reduce wear and to make it possible to safely disengage the respective clutch, the method according to the invention is carried out, wherein the torque of the drive machine responsible for the torque applied to the bridge clutch and/or the lockup clutch is reduced.

In order to avoid traction force disturbances at the same time, the torque of the additional drive machine is increased. Preferably, the increase in torque of the further drive machine has no influence on the increase in torque of the lockup clutch and/or the bridge clutch.

In the embodiment in which the coupling shifting device has two actuating parts in order to be able to actuate the lockup clutch and the bridge clutch independently of one another, it is preferably possible to move only one unloaded shifting clutch part during the shifting operation. In this way, a lower demand for force for shifting the coupling-shifting clutch device is preferably achieved. Furthermore, hysteresis due to switching under load can be avoided or reduced if necessary.

Furthermore, a small gap between the shift fork and the shift sleeve after shifting can be ensured more easily. Overall, the handover procedure can be controlled more easily.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively given combination, but also in other combinations or alone without departing from the scope of protection of the present invention.

Drawings

Embodiments of the invention are illustrated in the drawings and are described in detail below. The figures show:

fig. 1 shows a schematic representation of a motor vehicle drive train with a first embodiment of a transmission device according to the invention, wherein the drive train is designed to carry out the method according to the invention.

Fig. 2 shows a diagram of the coupling-shift clutch device in three different shift positions;

fig. 3 shows a schematic representation of a further hybrid drive train with a further embodiment of the transmission device according to the invention;

FIG. 4 shows a schematic representation of a hybrid powertrain having another embodiment of a transmission arrangement according to the present invention;

FIG. 5 shows a schematic representation of a hybrid powertrain having another embodiment of a transmission arrangement according to the present invention;

FIG. 6 shows a shift table with different states or gears of the transmission device of FIG. 1 and with shifting clutches shifted as needed in this case;

FIG. 7 illustrates power flow at state E1 of the transmission arrangement of FIG. 1;

FIG. 8 illustrates power flow at state ICE1& E1 in the transmission arrangement of FIG. 1;

FIG. 9 illustrates power flow at state ICE1 in the transmission arrangement of FIG. 1;

FIG. 10 illustrates power flow at state ICE1& E2 in the transmission arrangement of FIG. 1;

FIG. 11 illustrates power flow at state ICE2& E2 in the transmission arrangement of FIG. 1;

FIG. 12 illustrates power flow at state EVT2 in the transmission device of FIG. 1;

FIG. 13 illustrates power flow at state Intermed 2, 1 in the transmission arrangement of FIG. 1;

fig. 14 shows a corresponding representation of an alternative embodiment of the coupling-shift clutch device in three different shift positions; and

fig. 15 shows a shift table corresponding to fig. 6 with different states or gears for the transmission device based on fig. 1 and 14.

Detailed Description

A drive train for a motor vehicle is shown in schematic form in fig. 1 and is generally indicated at 10.

The powertrain 10 has a first drive machine in the form of an internal combustion engine 12. Internal combustion engine 12 may be coupled to starter 14. Furthermore, the drive train 10, which is designed as a hybrid drive train, comprises a second drive machine 16 in the form of an electric machine.

The drive train 10 also has a transmission device 18, which is connected to the first drive machine 12 and to the second drive machine 16. On the output side, the transmission device 18 is connected to a differential 20, by means of which the drive power can be distributed to the driven wheels 22L, 22R.

The transmission device 18 has a transmission input shaft 26. Furthermore, the input element 28 of the inertia flywheel 32 is connected to the crankshaft of the first drive machine 12. The output member 30 of the flywheel 32 is connected to the transmission input shaft 26 via a clutch K0, which may be designed as a dog clutch.

The first drive machine 12 is arranged coaxially with the transmission input shaft 26. The first drive machine may however also be connected to the transmission input shaft 26 via a spur gear arrangement.

The transmission device 18 also has a transmission output shaft 34, which is oriented parallel offset to the transmission input shaft 26.

A driven gear 36 is fastened to the transmission output shaft 34, said driven gear engaging with a differential gear 38, which is connected in a rotationally fixed manner to a differential carrier of the differential 20.

The transmission input shaft 26 and the transmission output shaft 34 are connected to one another via a first gear gearset 14, which comprises an idler gear 42 supported on the transmission input shaft 26 and a fixed gear 44 connected to the transmission output shaft 34. The first gear gearset is associated with the forward gear 1, which forms the lowest forward gear of the transmission device 18.

The transmission input shaft 26 is also connected to the transmission output shaft 34 via a second gear set 46, wherein the second gear set 46 has an idler gear 48 rotatably mounted on the transmission input shaft 26 and a fixed gear 50 fixed on the transmission output shaft 34.

The idler gear 42 preferably meshes with a fixed gear 44. The idler gear 48 preferably meshes with a fixed gear 50.

A shift clutch arrangement K1, which contains two shift clutches, is arranged in the axial direction between the first gear gearset 40 and the second gear gearset 46. By means of the shift clutch arrangement K1, the transmission input shaft 26 can alternatively be connected to the transmission output shaft 46 via the first gear gearset 40 or via the second gear gearset 46.

The term connection shall here mean that via said connection drive power can be transferred. A connection may thus be a possible connection (which may be established, for example, via a switching clutch), but may also be a connection which, for example, brings the connected components into a fixed rotational speed ratio.

When the drive clutch K0 is closed, the operation of the internal combustion engine can be set by means of the first gear gearset 40, with forward gear 1 engaged. Alternatively, a driving operation by means of the first drive machine 12 can be set via the clutch K0, wherein the second gear wheel set 46 is shifted into the power flow in order to engage the forward gear 3.

A coupling shaft 54, which is designed as a hollow shaft surrounding the transmission input shaft 26, is rotatably mounted on the transmission input shaft 26.

The transmission input shaft 26 is connectable with the coupling shaft 54 via a bridge clutch BR (see fig. 2).

A first idler gear 58 of the coupling gear set 56 is rotatably mounted on the coupling shaft 54. The coupling gear set 56 also has a second idler gear 60, which is rotatably supported on the transmission output shaft 34.

The first idler gear 58 is connectable to the coupling shaft 54 by means of the lockup clutch BL. The second idler gear 60 is connectable to the transmission output shaft 34 by means of the shift clutch K2.

The bridge clutch BR and the lockup clutch BL are integrated in a coupling-shift clutch device K4, which, as shown in fig. 2, has three shift positions and is actuated by means of a single actuating element, for example a single shift sleeve.

In the first shift position K4(L), the lockup clutch BL is closed and the bridge clutch BR is open.

In the axially opposite shift position K4(R), the bridge clutch BR is closed and the lockup clutch BL is open.

Furthermore, an intermediate shift position K4(M) can be set by means of the coupling-shift clutch device K4. In the intermediate switching position K4(M), both the lockup clutch BL and the bridge clutch BR are closed.

The coupling-shifting clutch device K4 is arranged coaxially with the transmission input shaft 26. The switching clutch K2 is disposed coaxially with the transmission output shaft 34.

The coupling-shift clutch device K4 and the shift clutch K2 are axially oriented relative to one another. Both the coupling-shifting clutch device and the shifting clutch are located between the second gear set 46 and the coupling gear set 56 in the axial direction.

The transmission device 18 also includes a stacked gear set 64.

The stacked gear set 64 has a first input member 66 in the form of a ring gear. The first input element 66 is connected to a mechanical element 68 which is designed as a hollow shaft section surrounding the transmission input shaft 26 and is rotatable about the transmission input shaft 26.

The mechanical member 68 is connected with the second drive machine 16 via a mechanical gear set 70. The mechanical gear set 70 has a first gear 72 which is connected in a rotationally fixed manner to the mechanical part 68 and is coaxial therewith. The mechanical gear set 70 also includes a second gear 74 that is engaged with the first gear 72. The second gear 74 is engaged with a drive pinion 76 of the second drive machine 16.

The second gear 74 is rotatably mounted on a countershaft 78, which is oriented coaxially offset from the transmission input shaft 26 and preferably also coaxially offset from the transmission output shaft 34.

The second drive machine 16 has a machine shaft 80, which is coaxially aligned with the drive pinion 76 and is connected in a rotationally fixed manner thereto. The mechanical shafts 80 are offset in parallel with respect to the transmission input shaft 26 and the transmission output shaft 34.

The mechanical part 68 is connected to the first input part 66 on an axial side of the stacked gear set 64, which is opposite the coupling gear set 56. In other words, the stacked gearset 64 is disposed in the axial direction between the coupling gearset 56 and the mechanical gearset 70.

The stacked gear set 64 also has a second input member 82, which is formed as a sun gear herein. The second input part 82 is connected in a rotationally fixed manner to the coupling shaft 54.

The stacked gear set 64 also has an output member 84, which is embodied here as a planet carrier. The planet carrier is connected in a rotationally fixed manner to a first idler gear 58 of the coupling gear set 56.

Fig. 3 to 5 show further embodiments of the drive train 10 ', 10 "', which has a transmission device 18 ', 18" or 18 "', respectively. The transmission device 18 ', 18 "or 18'" of fig. 3 to 5 corresponds in general terms in construction and operating principle to the transmission device 18 of fig. 1. Accordingly, like elements are denoted by like reference numerals. The differences are mainly explained below.

Fig. 3 shows a transmission arrangement 18 'in which a first gear wheel set 40' is used to set the forward gear 2. In this case, the first gear gearset 40 'differs from the embodiment of fig. 1 in that, instead of the fixed gear 44, an idler gear is provided, wherein the idler gear of the first gear gearset 40' is connectable to the transmission output shaft 34 by means of the shift clutch K3.

The second gear gearset 46' is associated with the forward gear 3, as in the embodiment of fig. 1.

The stacked gearset 64 'has an input member 66' in the form of a sun gear, which is connected in a rotationally fixed manner to a mechanical member 68. The stacked gearset 64 ' also has a second input member 82 ' in the form of a ring gear, which is connected here to a coupling shaft 54 ', which is configured as an inner shaft that is coaxial with the transmission input shaft 26.

The coupling gear set 56 'is associated with the forward gear 1 and has an idler gear which is rotatably mounted on the coupling shaft 54'.

The idler gear of the coupling gear set 56 ' rotatably mounted on the coupling shaft 54 ' is connected in a rotationally fixed manner to the output member 84 ' of the stacked gear set 64 ', wherein the output member 84 ' is in this case embodied as a planet carrier. On the axial side facing away from the coupling gear set 56 ', the planet carrier 82 ' extends axially out of the stacked gear set 64 ' and forms, radially on the outside, an output drive housing around the ring gear 82 ', which is connected in a rotationally fixed manner to the ring gear 58 of the coupling gear set 56 '.

The coupling-shift clutch arrangement K4 may, as in the embodiment of fig. 1 and 2, have three shift positions. Alternatively, the coupling shift clutch device K4 can also have only two shift positions, so that either the bridge clutch BR is closed in order to connect the transmission input shaft 26 to the coupling shaft 54 ' or only the blocking clutch BL is closed in order to connect the idler gear of the coupling gear set 56 ' supported on the coupling shaft 54 ' in a rotationally fixed manner to the coupling shaft 54 ', and thus to connect the two components 82 ', 84 ' of the stacked gear set 54 ' to one another.

The transmission device 18 ″ shown in fig. 4 corresponds in its construction generally to the transmission device 18 of fig. 1.

In contrast, the coupling shaft 54' is again designed as an inner shaft and is oriented coaxially with the transmission input shaft 26. On the coupling shaft 54 ', an idler gear 58 of the coupling gear set 56 ″ is rotatably mounted, which in turn is connected, as in the embodiment of fig. 3, to a planet carrier 84' of a stacked gear set 54 ', which corresponds in terms of its design and operating principle to the stacked gear set 64' of fig. 3. In other words, the first input member 66 in the form of a sun gear is connected with the mechanical member 68.

In the transmission device 18' ″ of fig. 5, instead of a single transmission output shaft 34, an output shaft arrangement is provided which is formed from a first transmission output shaft 34a and a second transmission output shaft 34 b. The two transmission output shafts 34a, 34b have driven gears 36a or 36b, respectively, which are both engaged with a differential gear 38.

The first gear wheel set 40' ″ has fixed gears which are connected in a rotationally fixed manner to the transmission input shaft 26 and which engage, on the one hand, idler gears on the first transmission output shaft 34a and, on the other hand, idler gears which are rotatably mounted on the second transmission output shaft 34 b.

The idler gear of the first gear wheel set 40' ″ which is mounted on the transmission output shaft 34a is associated with the forward gear 2 and is connectable to the transmission output shaft 34a by means of a shift clutch K1a which is arranged coaxially with the transmission output shaft 34 a.

The idler gear supported on the second transmission output shaft 34b is associated with the forward gear 4 and is connectable to the second transmission output shaft 34b by means of a shifting clutch K1b arranged coaxially therewith.

As in the embodiment of fig. 3 and 4, the coupling shaft 54' is arranged coaxially with the transmission input shaft 26 as an inner shaft. Furthermore, the transmission device 18 ' ″ comprises the same stacked gear set 64 ' of fig. 3 and 4, wherein the ring gear 82 ' is connected in a rotationally fixed manner to the coupling shaft 54 ' and wherein the sun gear 66 ' is connected in a rotationally fixed manner to the mechanical component 68. Planet carrier 84 'is connected in a rotationally fixed manner to a hollow shaft section, which is arranged coaxially around coupling shaft 54' and is mounted rotatably about it.

The hollow shaft section is connected to the transmission output shaft 34a via a first coupling gear set 56a '″ and via a second coupling gear set 56 b' ″.

More precisely, two fixed gears 58a ' ", 58b '" are fixed on the hollow shaft section around the coupling shaft 54 '. A fixed gear is associated with the first coupling gear set 56a ' ″ and is engaged with the idler gear 58a ' ″ on the transmission output shaft 34a, wherein the first coupling gear set 56a ' ″ is associated with the forward gear 1.

In a corresponding manner, a further fixed gear 58b '"of the hollow shaft section engages with an idler gear 56 b'" for the forward gear 3, which is rotatably supported on the transmission output shaft 34 a.

A shift clutch arrangement K2 "' is provided between the idler gears 56 a" ', 56b "' for the forward gears 1 and 3, said shift clutch arrangement having two shift clutches in order to alternately bring the first and second coupling gear sets 56 a" ', 56b "' into the power flow.

In fig. 4 and 5, the coupling/shift clutch device K4 can be configured similarly as in fig. 1, but can also comprise only two shift positions, as in the embodiment of fig. 3.

Fig. 6 shows a switching table for the transmission device 18 of fig. 1 and 2.

The shift table for the transmission device 18 shows different states in different rows. The open or closed states of the clutches K0, K1(3), K1(1), K2, K4(L), K4(M) and K4(R) are shown in the relevant columns, respectively. "X" indicates that the corresponding shifting clutch is closed. If the shift table does not show an entry, the relevant shifting clutch is either disengaged or in some cases whether it is disengaged or not may also be disregarded, which is derived from the respective overall association.

The first state ("state") is a parking lock state ("pack lock"). In this case, the switching clutch K1(1) is closed. The shifting clutch K2 is closed and the coupling-shifting clutch device K4 is in the shifting position K4 (M).

The transmission device 18 is thus locked as a whole by setting two different gear ratios of the forward gears 1 and 2, in order to set the parking lock state in this way.

The drive clutch K0 may be open, but may also be closed.

The state "N" is also shown in the switching table of fig. 6, which relates to the neutral state. In this case, the drive clutch K0 is closed, and the coupling-switching clutch device is in the switching position K4 (M).

The drive power of the internal combustion engine 12 is therefore transmitted, if necessary, via the drive clutch K0 to the transmission input shaft 26 and via the coupling-shift clutch K4 to the superimposed gearset 64. The electric machine 16 is preferably in the idle state or generator state and rotates together if necessary, since the lockup clutch BL is closed and the bridge clutch BR is likewise closed.

However, because neither clutch K1 nor clutch K2 is closed, drive power is not transferred to the transmission output shaft 34. Thus, the state is used for parking charging.

Another state of the shift table of fig. 6 is state E1, set in forward gear 1 during motor drive operation. In this case, as also shown in fig. 7, the clutches K1(1) and K4(M) are closed.

As a result of the closing of the lockup clutch BL of the superimposed gearset 64, a power flow is thereby obtained from the electric machine 16 via the mechanical gearset 70, the superimposed gearset 64 and the transmission input shaft 26 to the first gear gearset 40, which power flow transfers the drive power to the drive gear 36 as a result of the closing of the switching clutch K1 (1).

Fig. 8 shows the state ICE1& E1, in which the drive power of the electric machine 16 is directed just via the first gear gearset 40. In addition, however, unlike the state of fig. 7, the drive clutch K0 is closed, so that the internal combustion engine 12 (ICE) can also transmit drive power to the first gear gearset 40.

Fig. 9 shows a state ICE1 in which only the internal combustion engine 12 provides drive power, and also via the first gear gearset 40.

In this case, the coupling/shift clutch device K4 is preferably in the shift position K4(L) such that the bridge clutch BR is disengaged and the drive power of the internal combustion engine 12 is not transmitted to the coupling shaft 54. Drag losses can thus be avoided.

Fig. 10 shows the state ICE1& E2, in which the internal combustion engine 12 is always transmitting drive power via the first-gear gearset 40 towards the transmission output shaft 34.

The electric machine 16 likewise generates drive power, which is introduced into the coupling gear set 56 as a result of the closing of the lockup clutch (K4 (L)). In state ICE2& E2, clutch K2 is closed such that the driving power of the electric machine 16 is transferred to the transmission output shaft 34 and to the driven gear 36.

FIG. 11 shows state ICE2& E2, where clutch K1(1) is again disengaged. In other words, the coupling/shifting clutch device K4 is in the neutral position K4(M), so that the drive power of the internal combustion engine 12 is now also introduced into the coupling shaft 54, so that the drive power of the internal combustion engine 12 and of the electric machine 16 is added in the coupling gear set 56 and is conducted to the transmission output shaft when the clutch K2 is closed.

Fig. 12 shows the state EVT2, in which, for example, the starting process can take place via forward gear 2 according to the method according to the invention.

The coupling-switching clutch device K4 is located in the switching position K4(R), in which the bridge clutch BR is closed, whereas the lockup clutch BL is open. This results in the drive power of the internal combustion engine 12 being directed into the superimposed gear set 64. However, if the electric machine 16 is in an idle state, then the rotation of the sun gear 82 cannot be supported in the stacked gear set 64, so that the first input member 66 rotates together and the electric machine 16 is therefore pulled together without force.

However, once the electric machine 16 generates a drive torque, the starting process is initiated, so that the planet carrier 84 is set into rotation and is converted into a starting rotational speed of the transmission output shaft 34 as a result of the switching clutch K2 being closed.

Fig. 13 shows another state "intervening 2, 1", in which the coupling-changeover clutch device is again in the position K4(R), and the lockup clutch BL is thus disengaged.

In contrast to the state EVT2 of fig. 12, in this case the shift clutch K1(1) is also closed, so that a power flow split takes place, on the one hand via the coupling gear set 56 and on the other hand via the first gear wheel set 40, towards the transmission output shaft 34 and thus towards the driven gear 36 connected thereto.

To set the state "Intermed 2, 3", the clutch K1(1) is opened, and the switching clutch K1(3) is closed.

The remaining states of the switching table of fig. 6 are derived in the same manner.

The transmission device 18 of fig. 1 can thus be used to set the gears 1 and 3 of two pure internal combustion engines (ICE1, ICE 3).

Furthermore, three electric-only gear positions can be set (E1, E2 and E3 not shown in fig. 6, wherein, starting from row E1, in place of shift clutch K1(1), shift clutch K1(3) is closed).

Furthermore, the output powers of the two drive machines 12, 16 may be summed and in a manner and method different from that presented in ICE1& E1, ICE1& E2, ICE2& E2, ICE3& E2.

All shifts are possible here, so that the missing drag torque can be compensated via the respective additional drive machine.

Further, the gears (EVT2, Intermed 2, 1, Intermed 2, 3) may be set according to the type of electrically variable operation.

Fig. 14 shows a further embodiment of a coupling-shifting clutch device, which can be used in place of the coupling-shifting clutch device K4 of fig. 2 in the transmission device and the hybrid drive train described above.

The coupling shifting clutch device shown in fig. 14 differs from the coupling shifting clutch device of fig. 2 in that it comprises a single shifting clutch K4a for the lockup clutch BL and a single shifting clutch K4b for the bridge clutch BR. A single actuating element 86a or 86b is associated with each of the two shift clutches K4a, K4 b. Therefore, the lockup clutch BL and the bridge clutch BR can be operated independently of each other.

Fig. 14 shows a state on the left side in which the lockup clutch BL is closed and the bridge clutch BR is open. In the middle diagram of fig. 14, a state is shown in which the lockup clutch BL and the bridge clutch BR are closed. The right side in fig. 14 shows a state in which only the bridge clutch BR is closed, whereas the lockup clutch BL is open.

The same operating modes and power flows as in the embodiment of fig. 1, which is described in detail with reference to fig. 6 to 13, can be achieved with the aid of the coupling-shifting clutch device shown in fig. 14.

The shift position K4(L) corresponds to the closed lock-up clutch K4 a. The switching position K4(R) corresponds to the closed bridge clutch K4 b. The intermediate shift position K4(M) of the coupling-shift clutch device of fig. 1, 2 and 6 corresponds to the closed state of the lockup clutch K4a and the bridge clutch K4 b.

Thus, by means of a transmission device having the coupling-shifting clutch device of fig. 14 instead of the coupling-shifting clutch device K4 of fig. 2, the operating state as shown in fig. 15 can be set. It can be seen that the same operating state can be set as in the embodiment described in fig. 6.

Furthermore, some of the operating states of fig. 15 can also be set in the embodiment of fig. 6.