Hybrid Transmission Assembly and Motor Vehicle

Abstract

A hybrid transmission device (3, 56, 60, 64) includes a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft, at least one drive device (EM2), at least one clutch (K3) for the rotationally fixed connection of two shafts (12, 14), and at least one gearshift clutch for the rotationally fixed connection of an idler gear to a shaft (12, 14). The second transmission input shaft (14) has an end (20) facing the outer side of the hybrid transmission device (3) and an end (22) facing the inner side of the hybrid transmission device (3). In the axial direction, the connecting clutch (K3) is arranged at one end (20, 22) of the second transmission input shaft (14), and the gearshift clutch (B, E) is arranged at the other end (22, 20) of the second transmission input shaft (14).

Claims

1-15. (canceled)

16. A hybrid transmission device (3, 56, 60, 64), comprising: a first transmission input shaft (12); a second transmission input shaft (14) mounted on the first transmission input shaft, the second transmission input shaft (14) comprising an end (20) facing an outer side of the hybrid transmission device (3) and an end (22) facing an inner side of the hybrid transmission device (3); at least one drive device (EM2); at least one connecting clutch (K3) configured for selectively connecting the first and second transmission input shafts (12, 14); and at least one gearshift clutch configured for selectively connecting an idler gear to one of the first and second transmission input shafts (12, 14), wherein, in an axial direction, the connecting clutch (K3) is arranged at one end (20, 22) of the second transmission input shaft (14) and the gearshift clutch (B, E) is arranged at the other end (22, 20) of the second transmission input shaft (14).

17. The hybrid transmission device of claim 16, wherein the connecting clutch (K3) is arranged at the end (20) of the second transmission input shaft (14) facing the outer side.

18. The hybrid transmission device of claim 16, wherein the connecting clutch (K3) is arranged at the end of the second transmission input shaft (14) that face an internal combustion engine (2).

19. The hybrid transmission device of claim 16, wherein one or both of the connecting clutch (K3) and the gearshift clutch (B, E) is configured as a single shift element.

20. The hybrid transmission device of claim 16, wherein one or both of the connecting clutch (K3) and the gearshift clutch (A, B, C, D, E) is configured as a dog clutch.

21. The hybrid transmission device of claim 16, wherein precisely one of the at least one drive device (EM2) is associated exclusively with the second transmission input shaft (14).

22. The hybrid transmission device of claim 16, further comprising precisely two two-sided engagement devices (S3, S4) and precisely two one-sided engagement devices (S1, S2) configured for producing five internal-combustion-engine gears (V1, V2, V3, V4) and two electric gears (E1, E3).

23. The hybrid transmission device of claim 16, wherein the connecting clutch (K3) is mounted on the first transmission input shaft (12).

24. The hybrid transmission device of claim 16, wherein the gearshift clutch (B, E) is mounted on the first transmission input shaft (12) or on a countershaft (40).

25. The hybrid transmission device of claim 16, further comprising precisely one countershaft (40).

26. The hybrid transmission device of claim 25, wherein precisely two engagement devices (S2, S3) are arranged on the countershaft (40).

27. The hybrid transmission device of claim 25, further comprising a damping device (10), wherein the first transmission input shaft (12) is directly connected or connectable to a crankshaft (9) of an internal combustion engine (2) by the damping device (10).

28. The hybrid transmission device of claim 16, wherein the at least one drive device (EM2) is connected to a fixed gear (16).

29. The hybrid transmission device of claim 16, wherein at least one of two axially external gear-step gears (16, 34) arranged on an axis (A1) of the first and the second transmission input shafts (12, 14) is configured as a fixed gear.

30. A motor vehicle (1), comprising the hybrid transmission device of claim 16.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0081] Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures, in which:

[0082] FIG. 1 shows a motor vehicle;

[0083] FIG. 2 shows a first example gear set scheme;

[0084] FIG. 3 shows a first gear shift matrix;

[0085] FIG. 4 shows a second gear shift matrix;

[0086] FIG. 5 shows a second example gear set scheme;

[0087] FIG. 6 shows a third example gear set scheme; and

[0088] FIG. 7 shows a fourth example gear set scheme.

DETAILED DESCRIPTION

[0089] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

[0090] FIG. 1 shows a motor vehicle 1 with an internal combustion engine 2 and a hybrid transmission device 3. The hybrid transmission device 3 also includes, as described in greater detail further below, an electric motor, allowing the hybrid transmission device 3 to be installed as an assembly unit. This is not absolutely necessary, however. In principle, the hybrid transmission device 3 can also form an assembly unit without a previously connected electric motor. A control device 4 is provided for the open-loop control of the hybrid transmission device 3. The control device 4 can be part of the hybrid transmission device 3 or of the motor vehicle 1.

[0091] The hybrid drive train 5 can also include, in addition to the internal combustion engine 2 and the hybrid transmission device 3, at least one electric axle 6. The electric axle 6 is preferably the rear axle when the hybrid transmission device 3 is arranged as a front-mounted transverse transmission and drives the front axle 7, and vice versa.

[0092] FIG. 2 shows the hybrid transmission device 3 and, in particular, the gear change transmission 8, in the form of a gear set scheme. In the following, the hybrid transmission device 3 will be described starting from the internal combustion engine 2. The crankshaft 9 is connected to the first transmission input shaft 12 via a damping device 10. The damping device 10 can include a torsion damper and/or a damper and/or a slipping clutch. A second transmission input shaft 14 is mounted on the first transmission input shaft 12. The connecting clutch K3 is provided in the engagement device S1 in order to connect the first transmission input shaft 12 to the second transmission input shaft 14. The connecting clutch K3 is arranged on the side of the internal combustion engine and axially externally on the first transmission input shaft 12.

[0093] Two fixed gears 16 and 18 are arranged on the second transmission input shaft 14. The fixed gear 16 is the fixed gear of the fourth gear step G4 and the fixed gear 18 is the fixed gear of the second gear step G2.

[0094] The second transmission input shaft 14 has two ends, namely one end 20 facing the outer side of the hybrid transmission device 3 and one end 22 facing the inner side of the hybrid transmission device 3. The first transmission input shaft 12 has an end 24 facing the engine 2 and an end 26 facing away from the engine 2, wherein reference is made here to the position in comparison to the internal combustion engine 2.

[0095] The clutch K3 can connect the sub-transmissions 28 and 30. A one-sided engagement device S2, the idler gear 31 associated with the engagement device S2, and the fixed gears 32 and 34, are also arranged on the first transmission input shaft 12. The engagement device S2 has a gearshift clutch E as the sole shift element. The idler gear 31 is the idler gear of the first gear step G1, the fixed gear 32 is the fixed gear of the third gear step G3, and the fixed gear 34 is the fixed gear of the fifth gear step G5. The gear-step gearwheels 16 and 34 of the highest gear steps G4 and G5 are located axially externally on the axis of the transmission input shafts A1. The gear steps G1, G2, and G3 are arranged axially internally, however.

[0096] The second transmission input shaft 14 is therefore designed to be shift element-free and idler gear-free. Precisely two one-sided engagement devices S1 and S2 are arranged on the first transmission input shaft 12. In the axial direction, the connecting clutch K3 is arranged at one end, namely the end 20 of the second transmission input shaft 14 facing the outer side of the hybrid transmission device 3, and the gearshift clutch E is arranged at the other end 22 of the second transmission input shaft 14. In addition, the gearshift clutch E, or the engagement device S2, is arranged on the axis A1 of the transmission input shafts 12 and 14.

[0097] The hybrid transmission device 3 includes a single countershaft 40 for connection to a differential 38 and for forming the gear stages or gear steps. Two engagement devices S3 and S4 with gearshift clutches A, B, C, and D are arranged on the countershaft 40 for connecting the idler gears 42, 44, 46, and 48 to the countershaft 40. The countershaft 40 also includes a fixed gear 49 of the first gear step G1. The fixed gear 49 is arranged in the middle of the idler gears 42, 44, 46, and 48. One fixed gear 50 for connecting the differential 38 is also provided on the countershaft 40. The fixed gear 50 is not associated with a single gear stage, however, and is therefore not a fixed gear-step gear. The assignment of the fixed gears and the idler gears to the gear steps results on the basis of the gear step numbers G1 through G5 below the gearwheels arranged on the countershaft 40.

[0098] On the basis of this scheme, the following can be determined with respect to the gear steps: one fixed gear and one idler gear are associated with each gear step G1 through G5 and, in fact, a single fixed gear and a single idler gear in each case; and each fixed gear and idler gear are always unambiguously associated with a single gear step, i.e., there are no winding-path gears by utilizing one gearwheel of multiple gear steps. Nevertheless, the gear steps G2 and G4 can be considered to be coupling gears, since the first transmission input shaft 12 is interconnected during the formation of the gear steps G2 and G4.

[0099] The electric motor EM2 is connected as shown and, in fact, at the axially external gearwheel 16. As a result, it is possible to connect the electric motor EM2 to the transmission input shaft 14 without an additional gearwheel, as the result of which installation space is saved. In particular, due to the connection of the electric motor EM2 at the axially external gearwheel 16, an axially extremely short hybrid transmission device 3 can be created.

[0100] The electric motor EM2 and/or the longitudinal axis of the electric motor EM2 is arranged in parallel to the transmission input shaft 12.

[0101] FIG. 3 shows a first gear shift matrix for the hybrid transmission device according to FIG. 2, in which it is apparent that five internal-combustion-engine gears V1 through V5 are implemented. In contrast to a typical dual-clutch transmission, in which clutches are alternately disengaged and engaged during the shifting of the forward gears, the even internal-combustion-engine gears V2 and V4 are implemented in that the clutch K3 is engaged and the odd internal-combustion-engine gears V1, V3, and V5 are implemented by disengaging the clutch K3. A changeover between the sub-transmissions 28 and 30 therefore preferably takes place by disengaging or engaging the clutch K3. In contrast to typical dual clutch transmissions, the utilization of the clutch is therefore implemented in a deviating manner. As is already also apparent from FIG. 2, precisely one of the gearshift clutches A through E is engaged and in the power flow in each of the internal-combustion-engine gears.

[0102] FIG. 4 shows a second gear shift matrix for the hybrid transmission device 3 according to FIG. 2, in which the electric gears E2 and E4 are indicated. The gear E2 is the first electric gear and the gear E4 is the second electric gear. The nomenclature results due to the association with the gear steps G1 through G5. The electric motor therefore exclusively utilizes the gear steps of the sub-transmission 28 having the even gears; all gear steps in this case, however. Only the second transmission input shaft 14 and the engagement device S3 with one of the gearshift clutches A or C are utilized.

[0103] FIG. 5 shows a transmission device 56 similar to the hybrid transmission device 3 according to FIG. 2, wherein only the sub-transmissions 28 and 30 were mirrored along the axis of symmetry 36. The internal combustion engine 2, which does not belong to the gear change transmission 56, the damping device 10, and the gearwheel 50 for connecting the differential 38, as well as the differential 38, were not also mirrored. Identical reference characters label identical components, i.e., the fixed gear 16 is still the fixed gear of the fourth gear step G4. Reference is therefore made to FIG. 2 for the explanation of the gear change transmission 65 according to FIG. 5.

[0104] FIG. 6 shows a further modification of a hybrid transmission device 60, which differs from the hybrid transmission device 3 only with respect to the gear change transmission 62. In this case as well, identical reference characters indicate identical objects. Therefore, reference is largely made to FIG. 2 with respect to the description of the gear change transmission 62 and the hybrid transmission device 60. In contrast to the hybrid transmission device 3 according to FIG. 2, the idler gear 31, including the gearshift clutch E, has merely been moved from the first transmission input shaft 12 onto the countershaft 40. Therefore, the fixed gear 49 is mounted on the first transmission input shaft.

[0105] FIG. 7 shows a fourth embodiment of a hybrid transmission device 64 having a gear change transmission 66. Starting from the hybrid transmission device 3 according to FIG. 2, the gear steps G1 and G3 were interchanged, wherein a changeover of the idler gears and fixed gears also took place. The idler gear 46 of the third gear step G3 is therefore now arranged on the first transmission input shaft 12, which is why the gearshift clutch B also forms the engagement device S2. The fixed gear 32 of the third gear step is therefore arranged on the countershaft 40. The idler gear 31 of the first gear step G1, as well as the gearshift clutch E, were also moved onto the countershaft, while the fixed gear 49 of the first gear step G1 is situated on the transmission input shaft 12 in this case.

[0106] The gear shift matrices in FIGS. 3 and 4 therefore also apply in FIGS. 5 through 7.

[0107] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.

REFERENCE CHARACTERS

[0108] 1 motor vehicle [0109] 2 internal combustion engine [0110] 3 hybrid transmission device [0111] 4 control device [0112] 5 hybrid drive train [0113] 6 electric axle [0114] 7 front axle [0115] 8 gear change transmission [0116] 9 crankshaft [0117] 10 damping device [0118] 12 first transmission input shaft [0119] 14 second transmission input shaft [0120] 16 fixed gear [0121] 18 fixed gear [0122] 20 end [0123] 22 end [0124] 24 end [0125] 26 end [0126] 28 sub-transmission [0127] 30 sub-transmission [0128] 32 fixed gear [0129] 34 fixed gear [0130] 36 axis of symmetry [0131] 38 differential [0132] 40 countershaft [0133] 42 idler gear [0134] 44 idler gear [0135] 46 idler gear [0136] 48 idler gear [0137] 50 fixed gear [0138] 51 output shaft [0139] 52 gearwheel [0140] 54 hybrid transmission device [0141] 56 gear change transmission [0142] 60 hybrid transmission device [0143] 62 gear change transmission [0144] 64 hybrid transmission device [0145] 66 gear change transmission [0146] K3 clutch [0147] S1 engagement device [0148] S2 engagement device [0149] S3 engagement device [0150] S4 engagement device [0151] A gearshift clutch [0152] B gearshift clutch [0153] C gearshift clutch [0154] D gearshift clutch [0155] E gearshift clutch [0156] EM2 electric motor [0157] A1 axis [0158] A2 axis [0159] A3 axis [0160] A4 axis