Transmission for a motor vehicle, motor vehicle powertrain, and method for operating a transmission

Abstract

A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such transmission (G) and to a method for operating such transmission (G) are also provided.

Claims

1. A transmission (G) for a motor vehicle, comprising: an electric machine (EM1); a first input shaft (GW1); a second input shaft (GW2); an output shaft (GWA); a first planetary gear set (P1) and a second planetary gear set (P2), the first and second planetary gear sets (P1, P2) each comprising a first element (E11, E12), a second element (E21, E22), and a third element (E31, E32); and a first shift element (A), a second shift element (B), a third shift element (C), and a fourth shift element (D), and a fifth shift element (E), wherein a rotor (R1) of the electric machine (EM1) is connected to the second input shaft (GW2), wherein the output shaft (GWA) is rotationally fixed to the second element (E22) of the second planetary gear set (P2), is rotationally fixed to the third element (E31) of the first planetary gear set (P1), and is rotationally fixable to the first input shaft (GW1) with the first shift element (A), wherein the second input shaft (GW2) is rotationally fixed to the second element (E21) of the first planetary gear set (P1) as well as to the third element (E32) of the second planetary gear set (P2), wherein the first input shaft (GW1) is rotationally fixable to the second input shaft (GW1) with the second shift element (B), wherein the first element (E12) of the second planetary gear set (P2) is fixable to a rotationally fixed component (GG) with the third shift element (C), wherein the first element (E11) of the first planetary gear set (P1) is fixable to the rotationally fixed component (GG) with the fourth shift element (D), and wherein the fifth shift element (E) is arranged and configured for either rotationally fixing two elements of the first planetary gear set to each other or rotationally fixing two elements of the second planetary gear set to each other.

2. The transmission (G) of claim 1, wherein the fifth shift element, in the actuated condition, rotationally fixes: the first element (E11) of the first planetary gear set (P1) to the second element (E21) of the first planetary gear set (P1); the first element (E12) of the second planetary gear set (P2) to the second element (E22) of the second planetary gear set (P2); the second element (E21) of the first planetary gear set (P1) to the third element (E31) of the first planetary gear set (P1); or the second element (E22) of the second planetary gear set (P2) to the third element (E32) of the second planetary gear set (P2).

3. The transmission (G) of claim 1, wherein selective engagement of the first, second, third, fourth, and fifth shift elements (A, B, C, D, E) implements: a first gear (1) between the first input shaft (GW1) and the output shaft (GWA) by engaging the second shift element (B) and the third shift element (C); a second gear between the first input shaft (GW1) and the output shaft (GWA) in a first variant (2.1) by engaging the first shift element (A) and the third shift element (C), in a second variant (2.2) by engaging the first shift element (A) and the fourth shift element (D), in a third variant (2.3) by engaging the first shift element (A) and the second shift element (B), in a fourth variant (2.4) by engaging the first shift element (A) and the fifth shift element (E); and a third gear between the first input shaft (GW1) and the output shaft (GWA) by engaging the second shift element (B) and the fourth shift element (D).

4. The transmission (G) of claim 1, wherein: a first gear (E1) results between the second input shaft (GW2) and the output shaft (GWA) by engaging the third shift element (C); a second gear (E2) results between the second input shaft (GW2) and the output shaft (GWA) by engaging the fifth shift element (D); and a third gear (E3) results between the second input shaft (GW2) and the output shaft (GWA) by engaging the fourth shift element (D).

5. The transmission (G) of claim 1, further comprising an additional electric machine (EM2), a rotor (R2) of the additional electric machine (EM2) connected at the first input shaft (GW1).

6. The transmission (G) of claim 1, further comprising a sixth shift element (K0), the first input shaft (GW1) rotationally fixable to a connection shaft (AN) with the sixth shift element (K0).

7. The transmission (G) of claim 1, wherein one or more of the first, second, third, fourth, and fifth shift element(s) (A, B, C, D, E, K0) is a form-locking shift element.

8. The transmission (G) of claim 1, wherein one or both of the first and second planetary gear sets (P1, P2) is a minus planetary gear set, wherein the first element (E11, E12) of each minus planetary gear set is a respective sun gear, the second element (E21, E22) of each minus planetary gear set is a respective planet carrier, and the third element (E31, E32) of each minus planetary gear set is a respective ring gear.

9. The transmission (G) of claim 1, wherein: the first shift element (A) and the second shift element (B) are combined to form a shift element pair (SP1); an actuating element is associated with the shift element pair (SP1); and the shift element pair (SP1) is configured such that either the first shift element (A) or the second shift element (B) is engageable by the actuating element from a neutral position of the actuating element.

10. The transmission (G) of claim 1, wherein: the third shift element (C) and the fifth shift element (E) are combined to form a shift element pair (SP2); an actuating element is associated with the shift element pair (SP2); and the shift element pair (SP2) is configured such that either the third shift element (C) or the fifth shift element (E) is engageable by the actuating element from a neutral position of the actuating element.

11. The transmission (G) of claim 1, wherein: the third shift element (C) and the fourth shift element (D) are combined to form a shift element pair (SP2); an actuating element is associated with the shift element pair (SP2); and the shift element pair (SP2) is configured such that either the third shift element (C) or the fourth shift element (D) is engageable by the actuating element from a neutral position of the actuating element.

12. The transmission (G) of claim 1, wherein: the fourth shift element (D) and the fifth shift element (E) are combined to form a shift element pair (SP2); an actuating element is associated with the shift element pair (SP2); and the shift element pair (SP2) is configured such that either the fourth shift element (D) or the fifth shift element (E) is engageable by the actuating element from a neutral position of the actuating element.

13. The transmission (G) of claim 1, wherein the rotor (R1) of the electric machine (EM1) is rotationally fixed to the second input shaft (GW2) or is connected to the second input shaft (GW2) with at least one gear stage.

14. A motor vehicle drive train for a hybrid or electric vehicle, comprising the transmission (G) of claim 1.

15. A method for operating the transmission (G) of claim 1, wherein only the second shift element (B) is engaged in order to implement a charging operation or a starting operation.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Advantageous example embodiments of the invention, which are explained in the following, are represented in the drawings. Wherein:

(2) FIG. 1 shows a diagrammatic view of a motor vehicle drive train;

(3) FIGS. 2 and 3 each show a diagrammatic view of a transmission of the type that can be utilized in the motor vehicle drive train from FIG. 1,

(4) FIG. 4 shows an exemplary shift pattern for five shift elements of the transmissions from FIGS. 2 and 3;

(5) FIG. 5 shows a diagrammatic view of a transmission of the type that can also be utilized in the motor vehicle drive train from FIG. 1;

(6) FIG. 6 shows an exemplary shift pattern for a transmission according to FIG. 5; and

(7) FIG. 7 shows a diagrammatic view of a transmission of the type that can also be utilized in the motor vehicle drive train from FIG. 1;

(8) FIG. 8 shows an exemplary shift pattern for a transmission according to FIG. 7; and

(9) FIGS. 9 through 14 each show a schematic of a modification of the transmissions from FIGS. 2, 3, 5, and 7.

DETAILED DESCRIPTION

(10) 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.

(11) FIG. 1 shows a diagrammatic view of a motor vehicle drive train of a hybrid vehicle, wherein, in the motor vehicle drive train, an internal combustion engine VKM is connected to a transmission G via an intermediate torsional vibration damper TS. Connected downstream from the transmission G, on the output end thereof, is a differential gear AG, via which drive power is distributed to driving wheels DW of a drive axle of the motor vehicle. The transmission G and the torsional vibration damper TS are arranged in a common housing of the transmission G in this case, into which the differential gear AG can then also be integrated. As is also apparent in FIG. 1, the internal combustion engine VKM, the torsional vibration damper TS, the transmission G, and also the differential gear AG are aligned transversely to a direction of travel of the motor vehicle.

(12) FIG. 2 shows a schematic of the transmission G according to a first example embodiment of the invention. As is apparent, the transmission G includes a gear set RS and an electric machine EM1, which are both arranged in the housing of the transmission G. The gear set RS includes two planetary gear sets P1 and P2, wherein each of the planetary gear sets P1 and P2 includes a first element E11 and E12, respectively, a second element E21 and E22, respectively, and a third element E31 and E32, respectively. The first element E11 and E12 is formed by a sun gear of the planetary gear set P1 and P2, respectively, while the second element E21 and E22 of the planetary gear set P1 and P2, respectively, is present as a planet carrier, and the third element E31 and E32 of the planetary gear set P1 and P2, respectively, is present as a ring gear.

(13) In the present case, the first planetary gear set P1 and the second planetary gear set P2 are each therefore present as a minus planetary gear set. The particular planet carrier thereof guides at least one planet gear in a rotatably mounted manner; the planet gear is meshed with the particular radially internal sun gear as well as with the particular radially surrounding ring gear. It is particularly preferred, however, when multiple planet gears are provided in the case of the first planetary gear set P1 and in the case of the second planetary gear set P2.

(14) As is apparent in FIG. 2, the transmission G includes a total of five shift elements in the form of a first shift element A, a second shift element B, a third shift element C, a fourth shift element D, and a fifth shift element E. The shift elements A, B, C, D, and E are each designed as form-locking shift elements and are preferably present as constant-mesh shift elements. While the third shift element C and the fourth shift element D are each a brake, the remaining shift elements A, B and E are clutches.

(15) The first element E11 of the first planetary gear set P1 is fixable by the fourth shift element D at a rotationally fixed component GG, which is the transmission housing of the transmission G or a portion of this transmission housing. The first element E12 of the second planetary gear set P2 is fixable at the rotationally fixed component GG by the third shift element C.

(16) The third element E31 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2 are connected in a rotationally fixed manner to an output shaft GWA of the transmission G. The second element E22 of the second planetary gear set P2 and the third element E31 of the first planetary gear set P1 and, therefore, also the output shaft GWA are jointly rotationally fixable to a first input shaft GW1 of the transmission G by engaging the first shift element A.

(17) A second input shaft GW2 is rotationally fixed to the second element E21 of the first planetary gear set P1 and to the third element E32 of the second planetary gear set P2. The second input shaft GW2 of the transmission G is also permanently rotationally fixed to the second element E21 of the first planetary gear set P1 and to a rotor R1 of an electric machine EM1, the stator S1 of which is continuously fixed at the rotationally fixed component GG. Since the rotor R1 is connected to the second input shaft GW2 and the second input shaft GW2 is rotationally fixed to the second element E21, a connection of the input shaft GW1 to the second input shaft GW2 takes place simultaneously by engaging the second shift element B.

(18) The first input shaft GW1 as well as the output shaft GWA form a mounting interface GW1-A and GWA-A, respectively, wherein the mounting interface GW1-A in the motor vehicle drive train from FIG. 1 is utilized for a connection at the internal combustion engine VKM, while the transmission G is connected at the mounting interface GWA-A to the downstream differential gear AG. The mounting interface GW1-A of the first input shaft GW1 is formed at an axial end of the transmission G, while the mounting interface GWA-A of the output shaft GWA is situated in the area of the same axial end and, here, is aligned transversely to the mounting interface GW1-A of the first input shaft GW1. In addition, the first input shaft GW1, the second input shaft GW2, and the output shaft GWA are arranged coaxially to one another.

(19) The planetary gear sets P1 and P2 are also situated coaxially to the input shafts GW1 and GW2 and the output shaft GWA, wherein the planetary gear sets P1 and P2 are arranged in the sequence first planetary gear set P1 and second planetary gear set P2 axially subsequent to the mounting interface GW1-A of the first input shaft GW1. Likewise, the electric machine EM1 is also located coaxially to the planetary gear sets P1 and P2 and, therefore, also to the input shafts GW1 and GW2 and to the output shaft GWA, wherein the electric machine EM1 is arranged axially spaced apart from the first planetary gear set P1 and the second planetary gear set P2.

(20) As is also apparent from FIG. 2, the first shift element A and the second shift element B are arranged axially between the first planetary gear set P1 and the second planetary gear set P2, wherein, here, the second shift element B is situated axially adjacent to the first planetary gear set P1, followed axially by the first shift element A.

(21) The third shift element C and the fifth shift element E are situated axially on a side of the second planetary gear set P2 facing away from the first planetary gear set P1. The fourth shift element D is situated axially on a side of the first planetary gear set P1 facing away from the second planetary gear set P2. If the fifth shift element E is actuated, the fifth shift element E interlocks the two planetary gear sets P1, P2 by rotationally fixing the first element E12 and the second element E22 of the second planetary gear set P2. The interlock variant is not represented, according to which the fifth shift element E rotationally fixes the second shift element E22 and the third shift element E32 of the second planetary gear set P2 to each other.

(22) The first shift element A and the second shift element B are situated axially directly next to each other and radially at the same level and are combined to form one shift element pair SP1, in that a common actuating element is associated with the first shift element A and the second shift element B, via which the first shift element A, on the one hand, and the second shift element B, on the other hand, can be actuated from a neutral position. In addition, the third shift element C and the fifth shift element E are combined to form a second shift element pair SP2. Alternatively, the third shift element C and the fourth shift element D, as well as the fourth shift element D and the fifth shift element E, can also be combined to form a second shift element pair.

(23) FIG. 3 shows a diagrammatic view of a transmission G according to a second example design option of the invention, which can also be utilized in the motor vehicle drive train in FIG. 1. This design option largely corresponds to the preceding example variant according to FIG. 2, with the difference that the fifth shift element E′, in the actuated condition, connects two elements of the first planetary gear set P1 to each other. Correspondingly, the fifth shift element E′ is arranged on a side of the first planetary gear set P1 facing away from the second planetary gear set P2. In FIG. 3, the interlock takes place by rotationally fixing the first shift element E11 and the second shift element E21 of the first planetary gear set P1. The interlock variant is not represented, according to which the fifth shift element E′ rotationally fixes the second shift element E21 and the third shift element E31 of the first planetary gear set P1 to each other. Otherwise, the example design option according to FIG. 3 corresponds to the example variant according to FIG. 2, and therefore reference is made to the description thereof.

(24) FIG. 4 shows a diagrammatic view of a transmission G according to a third example design option of the invention, which can also be utilized in the motor vehicle drive train in FIG. 1. This design option largely corresponds to the preceding example variant according to FIG. 2, with the difference that the sequence of the planetary gear sets P1, P2 is interchanged. As compared to the example embodiment according to FIG. 2, the electric machine EM1 is located axially essentially at the level of the two planetary gear sets P1 and P2 and radially surrounding the two planetary gear sets P1 and P2. Otherwise, the design option according to FIG. 4 corresponds to the variant according to FIG. 2, and therefore reference is made to the description thereof.

(25) FIG. 5 shows a diagrammatic view of a transmission G according to a third example design option of the invention, which can also be utilized in the motor vehicle drive train in FIG. 1. This design option largely corresponds to the preceding example variant according to FIG. 3, with the difference that the sequence of the planetary gear sets P1, P2 is interchanged. As compared to the example embodiment according to FIG. 3, the electric machine EM1 is located axially essentially at the level of the two planetary gear sets P1 and P2 and radially surrounding the two planetary gear sets P1 and P2. Otherwise, the example design option according to FIG. 4 corresponds to the example variant according to FIG. 3, and therefore reference is made to the description thereof.

(26) FIG. 6 shows an exemplary shift pattern for the transmissions G from FIGS. 2 through 5 in table form. As is apparent, a total of three gears 1 through 3, which differ in terms of the ratio, are implementable between the first input shaft GW1 and the output shaft GWA, wherein, in the columns of the shift pattern, an X indicates which of the shift elements A through E is engaged in which of the gears 1 through 3.

(27) As is apparent in FIG. 6, a first gear 1 is implemented between the first input shaft GW1 and the output shaft GWA by actuating the second shift element B and the third shift element C.

(28) In addition, a second gear can be implemented between the first input shaft GW1 and the output shaft GWA in a first variant 2.1 by actuating the first shift element A and the third shift element C, wherein the second gear can also be formed in a second variant 2.2 by engaging the first shift element A and the fourth shift element D, in a third variant 2.3 by actuating the first shift element A and the second shift element B, and in a fourth variant 2.4 by engaging the first shift element A and the fifth shift element E. In one further variant (V2), the second gear can be implemented simply by engaging the first shift element A.

(29) While the electric machine EM1 is also integrated in each of the variants 2.1 through 2.4, so that driving can take place in a hybrid manner while simultaneously utilizing the internal combustion engine VKM and the electric machine EM1, the electric machine EM1 is decoupled in the case of the further variant V2. The latter has the advantage that the electric machine EM1 does not need to be engaged during operation.

(30) In addition, a third gear also results between the first input shaft GW1 and the output shaft GWA by actuating the second shift element B and the fourth shift element D.

(31) Although the shift elements A through E are each designed as a form-locking shift element, a shift between the first gear 1 and the first variant 2.1 of the second gear can be implemented under load, since the third shift element C contributes thereto. In addition, a shift between the second variant 2.2 of the second gear and the third gear can be implemented under load, since the fourth shift element D contributes thereto.

(32) A synchronization during the gear shifts can take place in each case via an appropriate closed-loop control of the upstream internal combustion engine VKM, and therefore the particular shift element to be disengaged is disengaged without load and the shift element to be subsequently engaged can be engaged without load.

(33) The transmissions G from FIGS. 2 through 5 can also be operated in alternative operating modes with the aid of the electric machine EM1. Purely electric driving can take place in a first gear E1, which is effective between the second input shaft GW2 and the output shaft GWA and, for the implementation of which, the third shift element C is to be transferred into an engaged condition. As a result, with the third shift element C engaged, the first electric machine EM1 is directly connected to the output shaft GWA with a constant ratio (third element E32 rotatable with the second element E22 while the first element E12 of the second planetary gear set P2 is fixed). The ratio of the first gear E1 corresponds here, in each case, to a ratio of the first gear 1 between the first input shaft GW1 and the output shaft GWA.

(34) In addition, purely electric driving can take place in a second gear E2, which is effective between the second input shaft GW2 and the output shaft GWA and, for the implementation of which, the fifth shift element E is to be transferred into an engaged condition. When the fifth shift element E is engaged, the first electric machine EM1 is directly connected to the output shaft GWA (direct drive).

(35) The ratio of the second gear E2 corresponds here, in each case, to a ratio of the second gear 2 between the first input shaft GW1 and the output shaft GWA.

(36) In addition, a third gear E3 can also be implemented between the second input shaft GW2 and the output shaft GWA, for the implementation of which the fourth shift element D is to be engaged. As a result, the electric machine EM1 is connected to the output shaft GWA with a constant ratio (second element E21 rotatable with the third element E31 while the first element E11 of the first planetary gear set P1 is fixed). A ratio of this third gear E3 corresponds, in each case, to a ratio of the third gear 3, which is effective between the first input shaft GW1 and the output shaft GWA.

(37) Advantageously, a start of the internal combustion engine VKM into the first gear 1 and into the first variant 2.1 of the second gear 2 can be carried out starting from the first gear E1, since the third shift element C is engaged in each of these gears.

(38) Starting from the second electrical gear, a start can be carried out into the fourth variant 2.4 of the second gear, because the fifth shift element E contributes in each case.

(39) The same is possible from the third gear E3 into the second variant 2.2 of the second gear, or into the third gear 3, since the fourth shift element D contributes to each of these. Therefore, a transition from purely electric driving into driving via the internal combustion engine or into hybrid driving can be carried out rapidly.

(40) Moreover, a charging or start function can be implemented by engaging the second shift element B. This is the case because, in the engaged condition of the second shift element B, the second input shaft GW2 is directly coupled, in a rotationally fixed manner, to the first input shaft GW1 and, therefore, also to the internal combustion engine VKM, wherein, simultaneously, there is no force-fit connection to the output shaft GWA. When the electric machine EM1 is operated as a generator, an electric accumulator can be charged via the internal combustion engine VKM, whereas, when the electric machine EM1 is operated as an electric motor, a start of the internal combustion engine VKM is implementable via the electric machine EM1.

(41) In addition, a rotational-speed reduction of the electric machine EM1 can be configured in the mechanical or hybrid mode: After a gear shift from the first gear into the second gear, with torque support via the electric machine EM1, or after a start of the internal combustion engine VKM into the second gear, hybrid driving results.

(42) In order to reduce the rotational speed of the electric machine EM in the second gear at higher ground speeds, a change-over can be carried out from the first variant 2.1 of the second gear into the second variant 2.2 or fourth variant 2.4, in which the rotor R1 has a lower rotational speed. This change-over takes place while preserving the tractive force via the internal combustion engine VKM with the first shift element A engaged. For this purpose, the third shift element C, which is then load-free, is disengaged and the likewise load-free, fourth shift element D (or the load-free, fifth shift element E) is engaged, wherein the rotational-speed adaptation takes place in each case via a closed-loop control of the rotational speed of the electric machine EM.

(43) The change-over into the second variant 2.2 or the fourth variant 2.4 also has the advantage that the internal combustion engine VKM can be decoupled at any time by disengaging the first shift element A also in the absence of an additional separating clutch, while the electric machine EM1 drives or decelerates the vehicle. Moreover, in the case of a vehicle that is slowing down, a downshift from the second gear into the first gear can be prepared, in that, initially, a change-over takes place from the second variant 2.2 into the first variant 2.1, while the internal combustion engine VKM preserves the tractive force with the first shift element A engaged. In the first variant 2.1 of the second gear, the third shift element C is then engaged, which becomes necessary in order to support the tractive force via the electric machine EM1 as part of the downshift from the second gear into the first gear.

(44) Moreover, FIG. 7 shows a schematic of a transmission G according to a third example embodiment of the invention, of the type which can also be utilized in the motor vehicle drive train in FIG. 1. This example embodiment essentially corresponds to the example variant according to FIG. 2, wherein, in contrast thereto, the first input shaft GW1 can now be rotationally fixed, at the mounting interface GW1-A via a sixth shift element K0, to a connection shaft AN, which is then connected to the upstream internal combustion engine VKM in the motor vehicle drive train. The sixth shift element K0 is configured as a form-locking shift element and, particularly preferably, is present as a constant-mesh shift element. Moreover, a further electric machine EM2 is also provided, the rotor R2 of which is rotationally fixed to the first input shaft GW1, while a stator S2 of the further electric machine EM2 is fixed at the rotationally fixed component GG. The rotor R2 is connected at the first input shaft GW1 axially between the sixth shift element K0 and the first planetary gear set P1. For the rest, the example variant according to FIG. 7 corresponds to the example design option according to FIG. 2, and therefore reference is made to the description thereof.

(45) In FIG. 8, different conditions of the motor vehicle drive train from FIG. 1, with utilization of the transmission G from FIG. 7, are represented in table form, wherein these different conditions are achieved via different integrations of the two electric machines EM1 and EM2 as well as the internal combustion engine VKM.

(46) First, purely electric driving by a single electric machine and disengaged shift element K0 (upper table) is described.

(47) In the gear E1, purely electric driving takes place via the electric machine EM1, in that the first gear E1 is implemented in the transmission G in the way described above with respect to FIG. 6. In the third gear E3, purely electric driving also takes place via the electric machine EM1, in that the second gear E3 is implemented in the transmission G in the way described above with respect to FIG. 6. The gear E2 can be driven, on the one hand, by the first electric machine, in that the fifth shift element E is actuated. On the other hand, the gear E2 can be driven by the second electric machine when the first shift element A is actuated.

(48) Second, purely electric driving by both electric machines and disengaged shift element K0 (lower table) is described.

(49) The same gear steps or variants can be implemented as described in FIG. 6, wherein these can now be driven purely electrically. In addition, an additional forward gear is also possible by actuating the fourth shift element D and the fifth shift element E.

(50) The advantages of two electric machines can be summarized as follows: purely electric powershift, since the second electric machine EM2, with disengaged shift element K0, performs the functions of the internal combustion engine; the second electric machine EM2, with disengaged shift element K0, can be utilized for synchronization, while the first electric machine EM1 supports the tractive force; a greater total electrical power is implementable with disengaged shift element K0; a greater range is possible with a hybrid operation; the internal combustion engine VKM can be started by the second electric machine EM2; the second electric machine EM2 can synchronize the shift element K0 a battery-independent serial operation is possible; and the second electric machine EM2 can be used as a generator, the first electric machine EM1 can be used as a motor.

(51) Finally, FIGS. 9 through 14 show modifications of the example transmissions G from FIGS. 2 through 5 as well as FIG. 7. These modifications relate to alternative possibilities for integrating the electric machine EM1, although the example modifications can also be utilized, in a similar way, for the further electric machine EM2 in the transmissions G according to FIG. 7.

(52) In FIG. 9, for example, the electric machine EM1 is not located coaxially to the particular gear set RS (not represented in greater detail here) of the transmission G, but rather is arranged axially offset with respect thereto. A connection takes place via a spur gear stage SRS, which is composed of a first spur gear SR1 and a second spur gear SR2. The first spur gear SR1 is connected at the second input shaft GW2 in a rotationally fixed manner on the side of the particular gear set RS. The spur gear SR1 then meshes with the spur gear SR2, which is located on an input shaft EW of the electric machine EM1 in a rotationally fixed manner. Within the electric machine EM1, the input shaft EW establishes the connection at the rotor (not represented further in this case) of the electric machine EM1.

(53) In the case of the example modification according to FIG. 10 as well, the electric machine EM1 is located axially offset with respect to the particular gear set RS of the particular transmission G. In contrast to the preceding example variant according to FIG. 9, a connection is not established in this case via a spur gear stage SRS, however, but rather via a flexible traction drive mechanism ZT. This flexible traction drive mechanism ZT can be configured as a belt drive or also a chain drive. The flexible traction drive mechanism ZT is then connected at the second input shaft GW2 on the side of the particular gear set RS. Via the flexible traction drive mechanism ZT, a coupling to an input shaft EW of the electric machine EM1 is then established. Within the electric machine EM1, the input shaft EW establishes a connection at the rotor of the electric machine.

(54) In the case of the example modification according to FIG. 11, an integration of the electric machine EM1, which is located axially offset with respect to the particular gear set RS, is implemented via a planetary gear stage PS and a spur gear stage SRS. The planetary gear stage PS is connected downstream from the gear set RS, wherein, on the output end of the planetary gear stage PS, the spur gear stage SRS is then provided, via which the connection to the electric machine EM1 is established. The planetary gear stage PS includes a ring gear HO, a planet carrier PT, and a sun gear SO, wherein the planet carrier PT guides, in a rotatably mounted manner, at least one planet gear PR, which is meshed with the sun gear SO as well as with the ring gear HO.

(55) In the present case, the planet carrier PT is connected at the second input shaft GW2 in a rotationally fixed manner on the side of the gear set RS from FIGS. 2 through 5 as well as FIG. 7. By comparison, the ring gear HO is permanently fixed at the rotationally fixed component GG, while the sun gear SO is rotationally fixed to a first spur gear SR1 of the spur gear stage SRS. The first spur gear SR1 then intermeshes with a second spur gear SR2 of the spur gear stage SRS, which is provided, in a rotationally fixed manner, on an input shaft EW of the electric machine EM1. In this case, the electric machine EM1 is therefore connected by the gear set RS via two gear stages.

(56) In the case of the example modification from FIG. 12 as well, an integration of the electric machine EM1 is implemented by the gear set RS via a planetary gear stage PS and a spur gear stage SRS. The modification largely corresponds to the example variant according to FIG. 11, with the difference that, with respect to the planetary gear stage PS, the sun gear SO is now fixed at the rotationally fixed component GG, while the ring gear HO is rotationally fixed to the first spur gear SR1 of the spur gear stage SRS. Specifically, the ring gear HO and the first spur gear SR1 are preferably designed as one piece, in that the ring gear HO is equipped, at an outer circumference, with a tooth system. For the rest, the example modification according to FIG. 12 corresponds to the example variant according to FIG. 11, and therefore reference is made to the description thereof.

(57) Moreover, FIG. 13 shows one further example modification of the transmissions G from FIGS. 2 through 5 as well as FIG. 7, wherein, in this case as well, an integration of the electric machine EM1 is implemented via a spur gear stage SRS and a planetary gear stage PS. In contrast to the preceding example variant according to FIG. 12, the gear set RS is initially followed here by the spur gear stage SRS, while the planetary gear stage PS is provided in the power flow between the spur gear stage SRS and the electric machine EM1. The planetary gear stage PS also includes, once again, the elements ring gear HO, planet carrier PT, and sun gear SO, wherein the planet carrier PT guides, in a rotatably mounted manner, multiple planet gears PR1 and PR2, each of which is meshed with the sun gear SO as well as with the ring gear HO.

(58) As is apparent in FIG. 13, a first spur gear SR1 of the spur gear stage SRS is connected in a rotationally fixed manner on the side of the gear stage RS of the transmissions G from FIGS. 2 and 3 as well as 5, wherein this connection is completed at the second input shaft GW2. The first spur gear SR1 then intermeshes with a second spur gear SR2 of the spur gear stage SRS, which is rotationally fixed to the planet carrier PT of the planetary gear stage PS. The ring gear HO is permanently fixed at the rotationally fixed component GG, while the sun gear SO is provided, in a rotationally fixed manner, on an input shaft EW of the electric machine EM1.

(59) Finally, FIG. 14 shows one further example modification of the transmissions G from FIGS. 2 through 5 as well as 7, wherein this example modification essentially corresponds to the preceding example variant according to FIG. 10. The only difference is that the sun gear SO of the planetary gear stage PS is now permanently fixed at the rotationally fixed component GG, while the ring gear HO of the planetary gear stage PS is rotationally fixed to the input shaft EW of the electric machine EM1. For the rest, the example modification according to FIG. 14 corresponds to the example variant according to FIG. 13, and therefore reference is made to the description thereof.

(60) Using example embodiments of the invention, a transmission having a compact design and good efficiency can be implemented.

(61) 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

(62) G transmission RS gear set GG rotationally fixed component P1 first planetary gear set E11 first element of the first planetary gear set E21 second element of the first planetary gear set E31 third element of the first planetary gear set P2 second planetary gear set E12 first element of the second planetary gear set E22 second element of the second planetary gear set E32 third element of the second planetary gear set A first shift element B second shift element C third shift element D fourth shift element E fifth shift element K0 sixth shift element SP1 shift element pair SP2 shift element pair 1 first gear 2.1 second gear 2.2 second gear 2.3 second gear 2.4 second gear 2.5 second gear 3 third gear E1 first gear E2 second gear E3 third gear V2 second gear GW1 first input shaft GW1-A mounting interface GW2 second input shaft GWA output shaft GWA-A mounting interface AN connection shaft EM1 electric machine S1 stator R1 rotor EM2 electric machine S2 stator R2 rotor SRS spur gear stage SR1 spur gear SR2 spur gear PS planetary gear stage HO ring gear PT planet carrier PR planet gear PR1 planet gear PR2 planet gear SO sun gear ZT flexible traction drive mechanism VKM internal combustion engine TS torsional vibration damper AG differential gear DW driving wheels