Hybrid Transmission Device and Motor Vehicle

Abstract

A hybrid transmission device (3, 56, 60, 64) may include a first transmission input shaft (12), a second transmission input shaft (14) mounted on the first transmission input shaft, at least one drive device (EM2), and precisely one connecting clutch (K3). Particularly, the connecting clutch (K3) may selectively rotationally fix the first transmission input shaft (12) to 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; at least one drive device (EM2); and precisely one connecting clutch (K3), the connecting clutch (K3) selectively rotationally fixing the first transmission input shaft (12) to the second transmission input shaft (14).

17. The hybrid transmission device of claim 16, wherein the second transmission input shaft (14) extends between a first end (20) and a second end (22), wherein the connecting clutch (K3) is proximate the first end (20) of the second transmission input shaft (14).

18. The hybrid transmission device of claim 17, wherein the first end (20) of the second transmission input shaft (14) is proximate an outer side of the hybrid transmission device (3, 56, 60, 64) and the second end (22) of the second transmission input shaft (14) is proximate an inner side of the hybrid transmission device (3, 56, 60, 64).

19. The hybrid transmission device of claim 17, wherein the connecting clutch (K3) is proximate the first end (20) of the second transmission input shaft (14).

20. The hybrid transmission device of claim 16, wherein the connecting clutch (K3) is a single shift element (S1).

21. The hybrid transmission device of claim 16, further comprising a plurality of gearshift clutches (A, B, C, D), wherein one or more of the connecting clutch (K3) and the plurality of gearshift clutches (A, B, C, D) is a dog clutch.

22. The hybrid transmission device of claim 21, wherein each of the connecting clutch (K3) and the plurality of gearshift clutches (A, B, C, D) is a dog clutch.

23. The hybrid transmission device of claim 16, further comprising precisely one drive device (EM2), the drive device (EM2) being associated exclusively with the second transmission input shaft (14).

24. The hybrid transmission device of claim 23, wherein the drive device (EM2) is connected to a fixed gear (16) of a gear step.

25. The hybrid transmission device of claim 16, further comprising precisely two two-sided engagement devices (S2, S3) for producing four internal-combustion-engine gears (V1, V2, V3, V4).

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

27. The hybrid transmission device of claim 16, wherein at least one of the first transmission input shaft (12) or the second transmission input shaft (14) is without a gearshift clutch.

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

29. The hybrid transmission device of claim 28, further comprising precisely two, engagement devices (S2, S3) on the countershaft (40).

30. The hybrid transmission device of claim 16, further comprising a damping device (10), the first transmission input shaft (12) being directly connected or connectable to a crankshaft (9) of an internal combustion engine (2) via the damping device (10).

31. The hybrid transmission device of claim 16, further comprising axially external gear-step gears (16, 34) on an axis (A1) of the first and the second transmission input shafts (12, 14), at least one of the axially external gear-step gears being a fixed gear.

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

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0080] Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures, in which:

[0081] FIG. 1 shows a motor vehicle,

[0082] FIG. 2 shows a first example gear set scheme,

[0083] FIG. 3 shows a first example gear shift matrix,

[0084] FIG. 4 shows a second example gear shift matrix,

[0085] FIG. 5 shows a second example gear set scheme,

[0086] FIG. 6 shows a third example gear shift matrix,

[0087] FIG. 7 shows a fourth example gear shift matrix,

[0088] FIG. 8 shows a third example gear set scheme, and

[0089] FIG. 9 shows a fourth example gear set scheme.

DETAILED DESCRIPTION

[0090] 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.

[0091] 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 EM2, and so the hybrid transmission device 3 is installed as an assembly unit. This is not absolutely necessary, however. In principle, the gear set forms an assembly unit even without electric motor EM2 already connected. A control device 4 is provided for the open-loop control of the hybrid transmission device 3. This is part of the hybrid transmission device 3 or of the motor vehicle 1.

[0092] The hybrid drive train 5 also includes, 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.

[0093] FIG. 2 shows the hybrid transmission device 3 and, in particular, a gear set scheme of its gear change transmission 8. 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 includes 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 as an 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 2 and axially externally on the first transmission input shaft 12.

[0094] A fixed gear 16 of the third gear step G3 and a fixed gear 18 of the first gear step G1 are arranged on the second transmission input shaft 14.

[0095] The first transmission input shaft 12 has an input end 24 facing the engine and an output end 26 facing away from the engine, wherein reference is made here to the position in comparison to the internal combustion engine 2. The second transmission input shaft 14 has two ends, namely a first end 20 facing the outer side of the hybrid transmission device 3, closer to the internal combustion engine 2, and a second end 22 facing the inner side of the hybrid transmission device 3, further from the internal combustion engine 2.

[0096] A connecting clutch K3 connects the sub-transmissions 28, 30 of the transmission 3. A fixed gear 32 of the second gear step G2 and a fixed gear 34 of the fourth gear step G4 are arranged on the first transmission input shaft. Due to the even number of gears, the gears are mirrored about an axis of symmetry 36 between the sub-transmissions 28 and 30, as will subsequently become apparent. As will be described in grater detail below, the sub-transmissions together have four gear steps, including a first gear step G1, a second gear step G2, a third gear step G3, and a fourth gear step G4. The gear-step gearwheels 16, 34 of the highest gear steps G3, G4 are located axially externally on the axis A1 of the transmission input shafts 12, 14. The gear steps G1 and G2 are arranged axially internally, however.

[0097] The second transmission input shaft 14 is shift element-free and idler gear-free. The first transmission input shaft 12 is also idler gear-free. However, an engagement device S1 is arranged thereon.

[0098] The hybrid transmission device 3 includes a single countershaft 40 for connection to a differential 38 and to form the gear stages or gear steps. Two engagement devices S2, S3 with gearshift clutches A, B, C, D, including a first gearshift clutch A, a second gearshift clutch B, a third gearshift clutch C, and a fourth gearshift clutch D, are arranged on the countershaft 40 for connecting the idler gears 42, 44, 46, 48 to the countershaft 40. The countershaft 40 is free of fixed gear-step gears, i.e., no fixed gears of a gear step are located thereon. Only the one fixed gear 50 for connecting the differential 38 is provided as a fixed gear on the countershaft 40. The assignment of the fixed gears and the idler gears to the gear steps results on the basis of the gear step numbers G1, G2, G3, G4 below the gearwheels arranged on the countershaft 40.

[0099] On the basis of this scheme, the following is determined with respect to the gear steps: one fixed gear and one idler gear, particularly a single fixed gear and a single idler gear, are associated with each gear step G1, G2, G3, G4 and. Each pair of fixed gear and idler gear is always unambiguously associated with a single, respective gear step, i.e., there are no winding-path gears by utilizing one gearwheel of multiple gear steps. Nevertheless, the first and third gear steps G1, G3 are considered to be coupling gears, since the first transmission input shaft 12 is interconnected during the formation of the first and third gear steps G1, G3.

[0100] The electric motor EM2 is connected at an axially external gearwheel 16. As a result, it is possible to connect the electric motor EM2 without an additional gearwheel on the transmission input shaft 14, which saves installation space. In particular, due to the connection of the electric motor EM2 at the axially external gearwheel 16, an extremely axially short hybrid transmission device 3 is created. In some example embodiments, a chain or a further gearwheel for bridging the gap is utilized between the gearwheels 16 and 54.

[0101] The electric motor EM2, particularly its longitudinal axis A4, is arranged in parallel to the transmission input shaft 12.

[0102] FIG. 3 shows a first example gear shift matrix for the hybrid transmission device 3 according to FIG. 2, in which it is apparent that four internal-combustion-engine gears, including a first internal-combustion-engine gear V1, a second internal-combustion-engine gear V2, a third internal-combustion-engine gear V3, and a fourth internal-combustion-engine gear V4 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 odd internal-combustion-engine gears V1, V3 are implemented when the connecting clutch K3 is engaged and the even internal-combustion-engine gears V2, V4 are implemented when the connecting clutch K3 is disengaged. A changeover between the sub-transmissions therefore preferably takes place via the disengagement and engagement of the connecting 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, B, C, D is engaged and in the power flow in each of the internal-combustion-engine gears V1, V2, V3, V4.

[0103] FIG. 4 shows a second gear shift matrix for the hybrid transmission device 3 according to FIG. 2, in which electric gears, including a first electric gear E1 and a second electric gear E3, are indicated. Only the second transmission input shaft 14 and the engagement device S2 are utilized with one of the first and third gearshift clutches A, C. The second and fourth gear steps G2, G4 are therefore utilized only with the internal combustion engine and not with the electric motor EM2. The nomenclature results due to the association with the gear steps G1, G2, G3, G4.

[0104] FIG. 5 shows a transmission device 56 similar to the hybrid transmission device 3 according to FIG. 2, including a gear change transmission 58, wherein the only difference in FIG. 5 from FIG. 2 is that the sub-transmissions 28 and 30 are mirrored about the axis of symmetry 36. The connecting clutch K3, which does not belong to only one sub-transmission, the internal combustion engine 2, the gearwheel 50 for connecting the differential 38, and the differential 38 were not mirrored. Similarly, the electric motor EM2 remained connected to the fixed gear-step gear next to the connecting clutch K3, which is the gearwheel 34 of the gear step G4 in FIG. 5. Identical reference characters label identical components, i.e., the fixed gear 16 is still the fixed gear of the third gear step G3. Reference is therefore made to FIG. 2 for the explanation of the gear change transmission 56 according to FIG. 5.

[0105] FIGS. 6 and 7 show gear shift matrices for the hybrid transmission 56, wherein FIG. 6 and FIG. 3 are identical. This is due to the mirroring about the axis of symmetry 36. FIG. 7, however, is different from FIG. 4 in that a third electric gear E2 and a fourth electric gear E4 are now implemented. This is due to the fact that the position of the electric motor EM2 was not also mirrored. Instead, the connection now takes place at the sub-transmission 30 with the even gear steps G2, G4.

[0106] FIG. 8 shows a further modification of a hybrid transmission device 60, which differs from the hybrid transmission device 3 of FIG. 2 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, only the fixed gears 32, 34 have been moved from the first transmission input shaft 12 onto the countershaft 40 in FIG. 8, which is why the idler gears 46, 48 as well as the associated engagement device S3 are on the first transmission input shaft 12.

[0107] Since the re-positioning of the fixed gears and idler gears of the sub-transmission 30 resulted in no further changes, the gear shift matrices from FIGS. 3 and 4 apply for the hybrid transmission device 60.

[0108] FIG. 9 shows a fourth embodiment of a hybrid transmission device 64 including a gear change transmission 66. Starting from the hybrid transmission device 3 from FIG. 2, the engagement devices S2 and S3, the idler gears, the fixed gears, the engagement device S1 including the connecting clutch K3, and the electric motor EM2 are mirrored about the axis of symmetry 36 when compared to FIG. 2. Therefore, the gear shift matrices from FIGS. 3 and 4 also apply for the hybrid transmission device 64 of FIG. 9.

[0109] 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

[0110] 1 motor vehicle [0111] 2 internal combustion engine [0112] 3 hybrid transmission device [0113] 4 control device [0114] 5 hybrid drive train [0115] 6 electric axle [0116] 7 front axle [0117] 8 gear change transmission [0118] 9 crankshaft [0119] 10 damping device [0120] 12 first transmission input shaft [0121] 14 second transmission input shaft [0122] 16 fixed gear [0123] 18 fixed gear [0124] 20 end [0125] 22 end [0126] 24 end [0127] 26 end [0128] 28 sub-transmission [0129] 30 sub-transmission [0130] 32 fixed gear [0131] 34 fixed gear [0132] 36 axis of symmetry [0133] 38 differential [0134] 40 countershaft [0135] 42 idler gear [0136] 44 idler gear [0137] 46 idler gear [0138] 48 idler gear [0139] 50 fixed gear [0140] 52 output shaft [0141] 54 gearwheel [0142] 56 hybrid transmission device [0143] 58 gear change transmission [0144] 60 hybrid transmission device [0145] 62 gear change transmission [0146] 64 hybrid transmission device [0147] 66 gear change transmission [0148] K3 connecting clutch [0149] S1 engagement device [0150] S2 engagement device [0151] S3 engagement device [0152] A first gearshift clutch [0153] B second gearshift clutch [0154] C third gearshift clutch [0155] D fourth gearshift clutch [0156] E fifth gearshift clutch [0157] EM2 electric motor [0158] A1 axis [0159] A2 axis [0160] A3 axis [0161] A4 axis