阅读说明：本技术 机动车辆的变速器和驱动系统 (Transmission and drive system for a motor vehicle ) 是由 J·卡尔滕巴赫 M·霍恩 U·格里斯迈尔 于 2019-09-17 设计创作，主要内容包括：一种机动车辆的变速器(2)。具有用于第一驱动组件(3)的第一驱动轴(7)。具有用于第二驱动组件(4)的第二驱动轴(8)。具有从动轴(9)。具有第一子变速器(5),第一子变速器包括第一驱动轴和以恒定传动比与第一驱动轴(7)联接的副轴(11),其中齿轮(16,17,18)布置在副轴上,齿轮排他地与跟第一驱动轴(7)共轴地布置的齿轮(12,13,15)啮合,其中齿轮中的至少一些齿轮与布置在从动轴(9)上的齿轮(20,21)啮合,并且其中第一驱动轴(7)和副轴(11)指配有换挡元件(A,B,C,D),换挡元件或者提供具有第一数量的齿轮接合的挡位,或者提供具有第二数量的齿轮接合的扭力挡位。具有第二子变速器(6),第二子变速器包括第二驱动轴(8),第二子变速器被设计为行星齿轮变速器,其中环齿轮(22)构成第二驱动轴(8),其中行星架(23)藉由与第一驱动轴(7)共轴地布置的齿轮(14)联接至从动轴(9),并且其中行星齿轮变速器指配有换挡元件(F,E),太阳齿轮(24)能够藉由换挡元件与壳体固定地连接或者能够使行星齿轮变速器进行整体运行。具有子变速器的子变速器离合器,所述子变速器离合器是能够藉由指配给副轴的换挡元件中的一个换挡元件(A)提供的。(A transmission (2) for a motor vehicle. Has a first drive shaft (7) for the first drive assembly (3). Has a second drive shaft (8) for the second drive assembly (4). Has a driven shaft (9). There is a first sub-transmission (5) comprising a first drive shaft and a countershaft (11) coupled with the first drive shaft (7) with a constant transmission ratio, wherein gears (16, 17, 18) are arranged on the countershaft which exclusively mesh with gears (12, 13, 15) arranged coaxially with the first drive shaft (7), wherein at least some of the gears mesh with gears (20, 21) arranged on a driven shaft (9), and wherein the first drive shaft (7) and the countershaft (11) are assigned shifting elements (a, B, C, D) which either provide gears with a first number of gear engagements or provide a torsional gear with a second number of gear engagements. There is a second sub-transmission (6) which comprises a second drive shaft (8) and is designed as a planetary transmission, wherein the ring gear (22) forms the second drive shaft (8), wherein the planet carrier (23) is coupled to the output shaft (9) by means of a gear (14) which is arranged coaxially to the first drive shaft (7), and wherein the planetary transmission is assigned shift elements (F, E) by means of which the sun gear (24) can be fixedly connected to the housing or can carry out an integral operation of the planetary transmission. A sub-transmission clutch with a sub-transmission is provided by one of the shifting elements (A) assigned to the layshaft.)

1. A transmission (2) of a motor vehicle, the transmission having:

a first drive shaft (7) for the first drive assembly (3);

a second drive shaft (8) for the second drive assembly (4);

a driven shaft (9);

a first sub-transmission (5) for the first drive assembly (3), the first sub-transmission comprising the first drive shaft (7) and a countershaft (11) coupled with the first drive shaft (7) at a constant gear ratio,

wherein a gear wheel (16, 17, 18) is arranged on the secondary shaft (11), which gear wheel meshes exclusively with a gear wheel (12, 13, 15) arranged coaxially with the first drive shaft (7),

wherein at least some of the gears (14, 15) arranged coaxially to the first drive shaft (7) mesh with gears (20, 21) arranged on the driven shaft (9),

wherein the first drive shaft (7) and the countershaft (11) are assigned shift elements (A, B, C, D) which, depending on their shift position, either provide the first drive assembly (3) with a first number of gear engaged gears or provide a torque gear with a greater second number of gear engaged;

a second sub-transmission (6) for the second drive assembly (4), the second sub-transmission comprising the second drive shaft (8),

wherein the second sub-transmission (6) is designed as a planetary transmission with a sun gear (24), a ring gear (22) and a planet carrier (23),

wherein the ring gear (22) of the planetary gear transmission constitutes a second drive shaft (8) of the second sub-transmission (6),

wherein a planet carrier (23) of the planetary gear transmission is coupled to the driven shaft (9) by means of a gear (14) arranged coaxially to the first drive shaft (7),

wherein the planetary transmission is assigned a shift element (F, E) by means of which the sun gear (24) can be fixedly connected to the housing depending on the shift position of the shift element or can carry out a one-piece operation of the planetary transmission;

a sub-transmission clutch, which is provided by means of one of the shift elements (A) assigned to the countershaft (11), between the first sub-transmission (5) and the second sub-transmission (6), wherein when the shift element (A) assigned to the countershaft (11) is closed, the ring gear (22) of the planetary transmission is coupled to the countershaft (11) and by means of the countershaft (11) to the first drive shaft (7).

2. The transmission according to claim 1, characterized in that the second drive assembly (4) is directly coupleable to a second drive shaft (8) of the second sub-transmission (6) such that the second drive assembly (4) is directly in operative connection with the second drive shaft (8) of the second sub-transmission (6).

3. The transmission according to claim 1, characterized in that the second drive assembly (4) is indirectly coupleable to a second drive shaft (8) of the second sub-transmission (6) such that the second drive assembly (4) is indirectly in operative connection with the second drive shaft (8) of the second sub-transmission (6).

4. The transmission according to one of claims 1 to 3, characterized in that the planetary transmission is assigned a further shift element (G) by means of which a rotational speed superposition mode of the first drive assembly (3) and the second drive assembly (4) can be set depending on the shift position on the planetary transmission, in which rotational speed superposition mode the first drive assembly (3) is in operative connection with a sun gear (24) of the planetary transmission, the second drive assembly (4) is in operative connection with a ring gear (22) of the planetary transmission, and a planet carrier (23) of the planetary transmission is in operative connection with the output shaft (9).

5. The transmission according to one of claims 1 to 4, characterized by a third drive assembly (28) which is designed as an electric machine, wherein the third drive assembly (28) is in operative connection with the first drive shaft (7).

6. Transmission according to one of claims 1 to 5, characterized in that a fixed gear (12) arranged on the first drive shaft meshes with a fixed gear (16) arranged on the countershaft in order to provide a constant transmission ratio between the first drive shaft (7) and the countershaft (11).

7. Transmission according to claim 5 or 6, characterized in that the third drive assembly (28) is coupled either to the fixed gear (12) arranged on the first drive shaft (7) or to the fixed gear (16) arranged on the countershaft (11).

8. The transmission according to one of claims 1 to 7, characterized by a separating clutch (K0) assigned to the first drive shaft (7) for the disengageably connectable connection of the first drive assembly (3) to the first drive shaft (7).

9. The transmission according to claim 8, characterized in that the separating clutch (K0) is designed as a form-fitting or friction-fitting separating clutch.

10. A drive system of a motor vehicle, the drive system having:

transmission (2) according to one of the claims 1 to 9,

a first drive assembly (3) coupled to the first drive shaft (7),

a second drive assembly (4) coupled to the second drive shaft (8),

a driven device (10) coupled to the driven shaft (9).

Technical Field

The present invention relates to a transmission for a motor vehicle. The invention further relates to a drive system of a motor vehicle.

Background

A transmission of a motor vehicle designed as a hybrid vehicle is known from US2017/0129323a 1. The transmission has a first drive shaft to which a first drive assembly may be coupled; and a second drive shaft to which the second drive assembly may be coupled. Furthermore, the transmission comprises a driven shaft to which the driven device can be coupled. The first drive shaft is a component of a first sub-transmission for the first drive assembly. The second drive shaft is a component of a second sub-transmission for the second drive assembly. The two sub-transmissions are implemented as spur gear transmissions according to US2017/0129323a 1. The two sub-transmissions can be coupled to one another, in particular by means of shift elements arranged on the countershaft.

The transmission according to US2017/0129323a1 requires a relatively large installation space and has a relatively large weight.

Disclosure of Invention

Starting from this, the basic object of the invention is to provide a novel transmission for a motor vehicle and a drive system having such a transmission.

This object is achieved by a transmission for a motor vehicle according to patent claim 1.

The transmission has a first drive shaft for a first drive assembly.

The transmission also has a second drive shaft for the second drive assembly.

The transmission also has a driven shaft.

The transmission has a first sub-transmission for the first drive assembly, which first sub-transmission comprises the first drive shaft and a countershaft coupled with the first drive shaft with a constant transmission ratio, wherein gears are arranged on the countershaft which exclusively mesh with gears arranged coaxially with the first drive shaft, wherein at least some of the gears arranged coaxially with the first drive shaft mesh with gears arranged on the driven shaft, and wherein the first drive shaft and the countershaft are assigned a shifting element which depending on its shifting position provides the first drive assembly either with a first number of gear engaged gears or with a second, larger number of gear engaged torsional gears (windingsgang).

The transmission has a second sub-transmission for the second drive assembly, which second sub-transmission comprises a second drive shaft, wherein the second sub-transmission is designed as a planetary transmission having a sun gear, a ring gear and a planet carrier, wherein the ring gear of the planetary transmission forms the second drive shaft of the second sub-transmission, wherein the planet carrier of the planetary transmission is coupled to the output shaft by means of a gear arranged coaxially with the first drive shaft, wherein the planetary transmission is assigned a shifting element by means of which the sun gear can be fixedly connected to the housing or can carry out an integral operation of the planetary transmission depending on the shifting position of the shifting element.

The transmission also has a sub-transmission clutch that is providable by one of the shift elements assigned to the layshaft, between the first sub-transmission and the second sub-transmission, wherein when the shift element assigned to the layshaft (by which the sub-transmission clutch is providable) is closed, the ring gear of the planetary transmission is coupled to the layshaft and to the first drive shaft by the layshaft.

In the transmission according to the invention, the sub-transmission for the second drive assembly is not embodied as a spur gear transmission, but as a planetary gear transmission.

The drive side or driveshaft of the planetary transmission provides the ring gear of the planetary transmission. The driven side of the planetary gear set is formed by a planet carrier, which is in operative connection with the driven shaft. The sun gear of the planetary transmission can be either fixedly connected with the housing or coupled to other elements of the planetary transmission (for example the ring gear of the planetary transmission) depending on the shift position assigned to the shift element of the planetary transmission to ensure overall operation. However, for interlocking purposes, the sun gear of the planetary gear transmission may also be connected alternatively to the planet carrier of the planetary gear transmission.

In the transmission according to the invention, the output shaft can be made very short, having only two spur gear stages relative to the gear arranged coaxially to the first drive shaft. The installation space and the weight of the transmission can thereby be reduced.

According to one advantageous further development, the planetary transmission is assigned a further shift element by means of which a rotational speed superimposition mode of the first drive assembly and the second drive assembly, in which the first drive assembly is coupled to a sun gear of the planetary transmission, the second drive assembly is coupled to a ring gear of the planetary transmission, and a carrier of the planetary transmission is coupled to the output shaft, can be set as a function of the shift position on the planetary transmission.

By means of the speed superposition mode, a so-called EDA mode can be provided for so-called electric power travel. In the EDA mode, the electric machine, which is operatively connected to the second drive shaft, then rotates in the opposite direction and accordingly operates as a generator, so that the EDA mode can also be used when the electrical energy store is not charged.

According to one advantageous development, a third drive assembly is present, which is designed as an electric machine, wherein the third drive assembly is in operative connection with the first drive shaft.

A particularly advantageous operation of the transmission can be achieved by means of the second electric machine or the third drive assembly. Thus, the second electric machine or the third drive assembly may operate as a starter-generator and improve the function of the hybrid drive system including the transmission. In addition, a series drive operation can be carried out, in which the third drive assembly (i.e. the second electric machine) generates an electric current for the second drive assembly (i.e. the first electric machine) in defined shifting states of the transmission.

When the third drive assembly is used in combination with a disconnect clutch between the first drive assembly and the first driveshaft, electric-only EDS power shifting may be provided.

The drive system according to the invention of a motor vehicle is defined in claim 10.

Drawings

Preferred developments emerge from the dependent claims and the following description. Embodiments of the invention are explained in detail with the aid of the figures, without being restricted thereto. In the drawings:

FIG. 1 shows a schematic view of a drive system of a motor vehicle having a first embodiment of a transmission;

FIG. 2 illustrates a shift matrix of the drive system of FIG. 1;

FIG. 3 shows a schematic view of a drive system of a motor vehicle having a second embodiment of a transmission;

FIG. 4 shows a schematic view of a drive system of a motor vehicle having a third embodiment of a transmission;

FIG. 5 shows a schematic view of a drive system of a motor vehicle having a fourth embodiment of a transmission;

FIG. 6 shows a schematic view of a drive system of a motor vehicle having a fifth embodiment of a transmission;

FIG. 7 shows a schematic view of a drive system of a motor vehicle having a sixth embodiment of a transmission;

FIG. 8 shows a schematic view of a drive system of a motor vehicle having a seventh embodiment of a transmission;

FIG. 9 shows a schematic view of a drive system of an automotive vehicle with an eighth embodiment of a transmission;

FIG. 10 shows a schematic diagram of a drive system of a motor vehicle having another embodiment of a transmission.

Detailed Description

Fig. 1 shows a schematic representation of a drive system 1 according to the invention of a motor vehicle, which comprises a transmission 2 according to the invention and two drive assemblies 3, 4, namely a first drive assembly 3, which is preferably designed as a combustion engine, and a second drive assembly 4, which is preferably designed as an electric machine.

In the preferred embodiment, the drive system is accordingly a hybrid drive system with a combustion engine 3, an electric machine 4 and a transmission 2 according to the invention.

The transmission 2 according to the invention comprises two sub-transmissions 5 and 6, namely a first sub-transmission 5 for a first drive assembly 3, preferably designed as a combustion engine, wherein this first sub-transmission 5 comprises a first drive shaft 7 to which the first drive assembly 3 is permanently connected in the embodiment of fig. 1.

The transmission 2 according to the invention also has a second sub-transmission 6. The second sub-transmission 6 serves as a sub-transmission for the second drive assembly 4, which is preferably designed as an electric machine, wherein the second sub-transmission 6 provides a second drive shaft 8, to which the second drive assembly 4, which is designed as an electric machine, is permanently coupled directly in fig. 1.

The transmission 2 also has a driven shaft 9 (i.e. the only driven shaft 9) to which a driven device 10 is coupled. Here schematically illustrated by the driven device 10 as a differential.

In addition to the first drive shaft 7 for the first drive assembly 3, the first sub-transmission 5 also has a countershaft 11. The countershaft 11 extends parallel to the first drive shaft 7.

The gears 16, 17 and 18 are arranged or supported on the countershaft 11. The gearwheel 16 of the countershaft 11 is a fixed gearwheel that is connected to the countershaft 11 in a rotationally fixed manner. The gears 17 and 18 of the counter shaft 11 are loose gears.

The countershaft 11 is assigned two shifting elements a and C of the sub-transmission 5, which preferably form a double shifting element, so that only one of these shifting elements a and C can be engaged at all times. When the shifting element a is closed, the loose gear 18 is connected to the countershaft 11 in a rotation-proof manner. In contrast, when the shift element C is closed, the loose gear 17 is connected in rotation to the countershaft 11.

The gears 16, 17 and 18 of the counter shaft 11 exclusively mesh with the gears arranged coaxially with the first drive shaft 7, i.e. the gears 12, 13 and 15. The gear 12 is a fixed gear of the first drive shaft 7, which meshes with a fixed gear 16 of the countershaft 11. A constant transmission ratio ic of the countershaft 11 is thereby achieved.

The gearwheel 13 arranged coaxially with the first drive shaft 7 and meshing with the loose gearwheel 17 of the countershaft 11 is a loose gearwheel of the first drive shaft 7, which is coupled rotationally fixed to the first drive shaft 7 when the shifting element D of the first sub-transmission 5 assigned to the first drive shaft 7 is closed.

A further loose gear 14 is mounted on the first drive shaft 7, which loose gear is arranged coaxially with the first drive shaft 7. This loose gear 14 is coupled in a rotationally fixed manner to the drive shaft 7 when the further shifting element B of the first sub-transmission 5 assigned to the first drive shaft 7 is closed.

The two shifting elements D and B assigned to the first drive shaft 7 are in this case preferably designed as double shifting elements, wherein only one of the shifting elements D, B can be engaged at all times.

The loose gearwheel 18 of the counter shaft 11 meshes with the gearwheel 15. This gear 15 is also positioned coaxially with the first drive shaft 7.

Since the gears 16, 17 and 18 of the countershaft 11 mesh exclusively with the gears 12, 13 and 15 arranged coaxially with the first drive shaft 7 and, correspondingly, do not mesh with the gears of the driven shaft 9, the countershaft 11, viewed in the circumferential direction, can be positioned relatively freely with respect to the first drive shaft 7, i.e. geometrical collisions with other components are avoided.

The output shaft 9 of the transmission 2 carries the gears 19, 20 and 21, which are all designed as fixed gears. In this case, the fixed gear 19 of the output shaft 9 meshes with the output drive 10, i.e. with the differential of the output drive 10. The fixed gear 20 is engaged with the movable gear 13 of the first driving shaft 7. The fixed gear 21 meshes with the loose gear 14 of the first drive shaft 7.

In addition to this first sub-transmission 5 for the first drive assembly 3, which is preferably embodied as a combustion engine, the transmission 2 also comprises a second sub-transmission 6 for the second drive assembly 4, which is preferably embodied as an electric machine.

This second sub-transmission 6 is embodied here as a planetary transmission and comprises a ring gear 22, a planet carrier 23 and a sun gear 24. The planet carrier 22 provides the second drive shaft 8 of the second sub-transmission 6 to which the second drive assembly 4 is directly and permanently connected in the embodiment of fig. 1. The driven side of the second sub-transmission 6 is provided by a planet carrier 23 which is coupled with the loose gear 14 and via the loose gear 14 with the fixed gear 21 of the driven shaft 9.

The second sub-transmission 6, which is designed as a planetary transmission, is assigned shift elements F and E. By means of the shifting elements F and E, the sun gear 24 of the planetary transmission 6 is either fixedly connected to the housing 25 or coupled to other elements of the planetary transmission in such a way that the planetary transmission is in integral operation.

When the shifting element E is closed, the sun gear 24 of the second sub-transmission 6, which is designed as a planetary transmission, is fixedly connected to the housing. In contrast, when the shifting element F is closed, the planetary transmission 6 is in overall operation, in particular in such a way that the sun gear 24 of fig. 1 is connected to the ring gear 22.

In contrast, it is also possible to provide the entire operation of the second sub-transmission 6, which is designed as a planetary transmission, by connecting the sun gear 24 to the planet carrier 23.

As already embodied, the first sub-transmission 5 serves as a sub-transmission for the first drive assembly 3, which is preferably designed as a combustion engine. Here, depending on the shift position of the shift element A, B, C or D, the first sub-transmission 5 for the first drive assembly 3 either provides a normal gear with a first number of gear engagements (i.e. two gear engagements) or a torque gear with a larger second number of gear engagements (i.e. four gear engagements).

In this case, gears VM1 and VM3 of the shift matrix of fig. 2 are torque gears in which one of the shifting elements C or a assigned to countershaft 11 is closed.

The conventional gears with a smaller number of gear engagements are the gears VM2 and VM4 of the shift matrix of fig. 2. In normal gear, the shift elements C and a are disengaged.

The two sub-transmissions 5, 6 of the transmission 2 can be coupled to one another by means of sub-transmission clutches. This sub-transmission clutch is provided by the shift element a assigned to the countershaft 11. When the shifting element a is closed, the first drive assembly 3, which is preferably designed as a combustion engine, and the second drive assembly 4, which is preferably embodied as an electric machine, are at a fixed rotational speed ratio. Thus, the first drive assembly 3 can then use the gear of the second sub-transmission 6, and the second sub-transmission 4 can then likewise use the gear of the first sub-transmission 5. Thus, in particular in state 1 of the shift matrix of fig. 1, the first gear of the combustion engine 3 uses the first gear of the electric machine EM1 corresponding to the second drive assembly 4 of fig. 1.

The shift matrix of fig. 2 summarizes the achievable shift states, gears, and gear ratios of the transmission 2 of fig. 1. The correspondingly closed shifting element is marked X. Purely electric driving can be performed by the second drive assembly 4 (electric machine EM), purely combustion engine powered driving can be performed by the first drive assembly 3 (combustion engine VM), or hybrid driving can be performed with the two drive assemblies 3, 4 engaged. The transmission ratio values of the shift matrix of fig. 2 are purely exemplary in nature.

Furthermore, an electrical energy store, not shown, can be charged in neutral.

Since the second sub-transmission 6 is designed as a planetary transmission, the output shaft 9 can be designed to be relatively short and has only two fixed gears 20, 21 which mesh with the loose gears 13, 14 of the first drive shaft 7. This saves installation space and weight. If the shifting elements F and E are designed as double shifting elements arranged at the end of the first drive shaft 7, the installation space can be further reduced. A further saving in installation space can be achieved if, as in fig. 1, the electric machine or the second drive assembly 4 is embodied coaxially, since then the planetary gear set of the planetary gear set can be arranged nested in the rotor of the electric machine 4.

Fig. 3 shows a modification of the transmission 2 of fig. 1, wherein the embodiment of fig. 3 differs from the embodiment of fig. 1 only in that the second drive assembly 4, which is preferably designed as an electric machine, is not arranged coaxially, but rather parallel to the axis. The second drive assembly 4, which is designed as an electric machine, is connected to the ring gear 22 of the planetary gear set of the second sub-transmission 6 by means of at least one spur gear stage 26. Alternatively, the second drive assembly 4 may be connected by a chain to a ring gear 22, which provides the second drive shaft 8. A pre-transmission can also be connected between the ring gear 22 and the second drive assembly 4 by means of a further planetary gear stage. The embodiment of fig. 3 also differs from the embodiment of fig. 1 in that the sun gear 24 is interlocked with the planet carrier 23 and not with the ring gear 22 when the shifting element F is closed. In fig. 3, it is also possible to realize a total operation for the planetary transmission when the shifting element F is closed.

Fig. 4 shows a further variant of the transmission 2 of fig. 1, wherein in fig. 4 the second drive assembly 4, which is preferably designed as an electric machine, is connected to the loose gear 18 of the countershaft 11 by means of at least one spur gear stage 27 or also by means of a chain, and is thus indirectly coupled with the ring gear 22 by means of the loose gear 18 of the countershaft 11 and is thus indirectly in operative connection with the second drive shaft 8 of the second sub-transmission 6. In the embodiment of fig. 4, similar to the embodiment of fig. 3, when the shifting element F is closed, the sun gear 24 is coupled to the planet carrier 3, in order thus to provide overall operation for the planetary gear of the second sub-transmission 6.

In this connection, it should be pointed out that in the exemplary embodiment of fig. 1, 3 and 4, as also in the exemplary embodiment of fig. 7, which will be described in more detail below, the first drive shaft 7 does not necessarily have to extend as far as the end of the transmission 2, but rather the first drive shaft 7 can also extend as far as the shifting element B, as seen from the first drive assembly 3 only.

Fig. 5 shows an embodiment of the invention in which the transmission 2 is a mirror image, or the first drive assembly 3, which is preferably designed as a combustion engine, is connected to the first drive shaft 7 on the opposite side of the transmission 2 compared to the embodiment of fig. 1, 3 and 4.

Fig. 6 shows an embodiment of the invention, which is based on the embodiment of fig. 3 and has a further shifting element G assigned to the second sub-transmission 6. When exclusively this further shifting element G is closed and all the other shifting elements A, B, C, D, E and F are open, an EDA operating mode or a speed superimposition mode is present for the first drive assembly 3 and the second drive assembly 4 at the planetary transmission 6. When the shift element G is closed, the first drive assembly 3, which is designed as a combustion engine, is connected to the sun gear 24 of the planetary transmission. The second drive assembly 4, which is designed as an electric machine, is operatively connected with the ring gear 22 of the planetary transmission. The planet carrier 23 in turn acts as a driven device. Thus, with the numerical example of fig. 2, the torque transmission ratio from the drive assembly 3, which is preferably designed as a combustion engine, to the driven (i.e. to the differential) is 14.9 and higher than the first gear. The expansion range (spraizung) of the transmission 2 can be correspondingly enlarged by the EDA operating mode provided when the shift element G is closed and all other shift elements are open. Taking the numerical example of fig. 2, the torque transmission ratio of the second drive assembly 4, which is designed as an electric machine, is 8.63 and corresponds to the first gear of the second drive assembly 4.

In the EDA operating mode, it is possible to start when the electrical energy store is empty, since then the second drive assembly 4, which is designed as an electric machine, rotates in the opposite direction and accordingly operates as a generator when the vehicle is stationary.

In the exemplary embodiment of fig. 7 (which is also based on the exemplary embodiment of fig. 3), a third drive assembly 28 is present, which is likewise embodied as an electric machine like the second drive assembly 4.

In this case, the third drive assembly 28, which is embodied as an electric machine, is connected in fig. 7 to the countershaft 11, i.e. to the fixed gear 16 of the countershaft 11, which is in engagement with the fixed gear 12 of the first drive shaft 7, by means of one or more spur gear stages 29. Since the countershaft 11 is at a fixed speed ratio with the first drive shaft 7 at a constant gear level ic, the third drive assembly 28 can advantageously be connected to the fixed gear 16 of the countershaft 11. It is also possible to implement a further planetary gear set directly at the rotor of the third drive assembly 28 as a pre-transmission.

Alternatively, the third drive assembly 28 may also be directly connected to the fixed gear 12 of the first drive shaft 7. Furthermore, the third drive assembly 26 may be connected by a chain, which may require an additional fixed gear on the first drive shaft 7 or the countershaft 11, to which the chain may be engaged. Furthermore, a third drive assembly 28 (which is a further electric machine) may also be arranged coaxially with the first drive shaft 7, in particular at both ends of the transmission 2, i.e. either adjacent or abutting the first drive assembly 3 designed as a combustion engine or at the opposite end abutting the second sub-transmission 6. The combination of two coaxial electric machines 4 and 28 can likewise be implemented analogously to the variant of fig. 1.

The third drive assembly 28, which is designed as an electric machine, can operate as a starter-generator and thus improve the function of the drive system. Furthermore, a series driving operation can be carried out, in which the third drive assembly 28 generates current for the second drive assembly 4, in particular in the shift states 10 and 11 of the shift matrix of fig. 2.

Fig. 8 shows a modified development of fig. 7, in which, in turn, a further shifting element G is present. The variant of fig. 8 corresponds correspondingly, so to speak, to the combination of the variants of fig. 6 and 7, wherein additionally a separating clutch K0 is present, which is connected between the first drive shaft 7 and the first drive assembly 3 designed as a combustion engine.

In the exemplary embodiment of fig. 8, this separating clutch K0 is a positive separating clutch.

When disconnect clutch K0 is closed or, alternatively, there is no disconnect clutch, power-split travel operation may be provided. When in fig. 8 the disconnect clutch K0 is closed and exclusively only the shift element G is closed and all further shift elements A, B, C, D, E and F are open, a power-split driving operation can be provided, in which all three drive assemblies 3, 4 and 28 interact. This driving operation can be used for starting when the electrical energy store is empty, also up to higher speeds. When one of the shift elements B, C or D is closed, a shift to the gears VM2, VM3 and VM4 of the shift matrix of fig. 2 can be achieved.

When the disconnect clutch K0 is disengaged in fig. 8, electric-only driving is possible. In this case, the third drive assembly 28 then replaces the first drive assembly 3. The third drive assembly 28, which is designed as an electric machine, can then use the gear of the first sub-transmission 5. Thus, the shifting state provided with the reference "hybrid drive" in the table of fig. 2 for the embodiment of fig. 1 is understood in fig. 8 to run with two electric machines 4 and 28. Thus, the description of the combustion engine applies to the third drive assembly, i.e., the electric machine 28.

In the embodiment of fig. 8, when the disconnect clutch K0 is disengaged, a purely electric power shift, the so-called EDS power shift, can be implemented. Starting from the shift state 10 of fig. 2 (in which the second drive assembly 4 embodied as an electric machine uses the gear of the first electric motor), it is possible to achieve the shift state 11 of the shift matrix of fig. 2 without traction force interruption. For this purpose, the third drive assembly 28, which is designed as an electric machine, is then coupled to the sun gear 24 of the planetary transmission 6 via the shift element G and is connected to the support torque of the shift element E. The shift element E is then disengaged. Then, the shifting element F is synchronized and engaged.

It is advantageous here that the support torque and power required by the third drive assembly 28, which is designed as an electric machine, on the sun gear 24 is significantly less than the support torque and power required by the second drive assembly 4, which is designed as an electric machine, on the ring gear 22. The third drive assembly 28 may thus be realized by a relatively small and cost-effective electric machine.

When the disconnect clutch K0 is disengaged, an electric-only launch in the so-called EDA mode is also possible. When exclusively the shifting element G is closed and all other shifting elements are open, a speed superimposition pattern is present on the planetary transmission 6 between the two electric machines provided by the drive assemblies 4 and 28. A purely electric start is thus possible, wherein both electric machines 4, 28 can also rotate when the vehicle is stationary. This prevents so-called standstill power reductions (stillstanding) on the electric machines 4, 28.

It is possible to actuate the separating clutch K0 and the further shifting element G by means of a common actuator, so that only one of the shifting elements K0 or G can always be engaged, but both shifting elements can never be engaged at the same time. This saves one actuator. However, it is disadvantageous here that a power-split driving operation cannot be carried out when the separating clutch K0 is engaged, since the shift elements K0 and G cannot be simultaneously engaged. However, when the electrical energy store is empty, a series driving operation can be carried out.

Fig. 9 shows an embodiment in which the clutch K0 and the further shifting element G are designed as dual shifting elements and can be actuated by a common actuator. The transmission 2 of the exemplary embodiment of fig. 9 is a mirror image in comparison to the transmission 2 of fig. 8, i.e. the combustion engine 3 is connected on the other side of the transmission 2. Another difference between the embodiment of fig. 8 and the embodiment of fig. 9 is that: in fig. 9, the third drive assembly 28 is connected to the fixed gear 12 of the first drive shaft 7 by means of at least one spur gear stage 29, instead of being connected to the fixed gear 16 of the countershaft 11 as in fig. 8.

Fig. 10 shows a further embodiment variant of the invention, which differs from the embodiment of fig. 8 in that: the separating clutch K0 is not embodied as a form-fitting clutch, but as a friction clutch. The use of a friction-fit separating clutch K0 is advantageous, since the friction-fit separating clutch K0 can also be disengaged under load, whereby a stop protection for the first drive assembly 3 designed as a combustion engine can then be provided. This then means that the separating clutch K0 can be disengaged during emergency braking in order to prevent the first drive assembly 3, which is designed as a combustion engine, from undesirably coming to a standstill.

The variants shown in fig. 1 to 10 can be combined with one another as desired. Thus, a friction-fit disconnect clutch K0 may be used in each embodiment in which disconnect clutch K0 is shown as a positive-fit dog clutch. All variants can be realized with or without a separating clutch. All variants can be realized with or without a shifting element G. In all variants, the second drive assembly 4, which is designed as an electric machine, can be implemented coaxially or axis-parallel. All variants may or may not use a third drive assembly 28 embodied as a further electric machine. The electric machines 4, 28 may preferably be integral components of the transmission 2.

List of reference numerals

1 drive system

2 speed variator

3 first drive assembly/Combustion Engine

4 second drive assembly/electric machine

5 first sub-speed variator

6 second sub-speed variator

7 first driving shaft

8 second drive shaft

9 driven shaft

10 driven device

11 auxiliary shaft

12 fixed gear

13 active gear

14 movable gear

15 active gear

16 fixed gear

17 active gear

18 movable gear

19 fixed gear

20 fixed gear

21 fixed gear

22 ring gear

23 planetary carrier

24 sun gear

25 casing

26 spur gear stage

27 spur gear stage

28 third drive assembly/electric machine

29 spur gear stage

A shift element

B shift element

C shift element

D shift element

E shift element

F shift element

G shift element

K0 disconnect clutch