Hybrid Transmission Device and Motor Vehicle

Abstract

A hybrid transmission device includes at least one drive device (EM2) and a gear change transmission (4) having multiple forward gear steps (G1, G2, G3, G4, GE2). The forward gear steps (G1, G2, G3, G4, GE2) are distributed onto at least one first sub-transmission (36) and one second sub-transmission (38). At least one even forward gear step (G2, G4) and at least one odd forward gear step (G3) are arranged in the first sub-transmission (36).

Claims

1-15. (canceled)

16. A hybrid transmission device, comprising: a gear change transmission (4) having a plurality of forward gear steps (G1, G2, G3, G4, GE2); a first sub-transmission (36) and a second sub-transmission (38), the forward gear steps (G1, G2, G3, G4, GE2) distributed onto the first and second sub-transmissions (36, 38); and at least one drive device (EM2), wherein at least one even forward gear step (G2, G4) of the forward gear steps (G1, G2, G3, G4, GE2) and at least one odd forward gear step (G3) of the forward gear steps (G1, G2, G3, G4, GE2) are arranged in the first sub-transmission (36).

17. The hybrid transmission device of claim 16, wherein the at least one odd forward gear step (G3) arranged in the first sub-transmission (36) comprises the highest odd forward gear (G3).

18. The hybrid transmission device of claim 16, wherein the at least one odd forward gear step (G3) arranged in the first sub-transmission (36) comprises the third forward gear (G3).

19. The hybrid transmission device of claim 16, wherein the at least one even forward gear step (G3) arranged in the first sub-transmission (36) comprises the second forward gear (G3).

20. The hybrid transmission device of claim 16, wherein the at least one even forward gear step (G3) arranged in the first sub-transmission (36) comprises the fourth forward gear (G3).

21. The hybrid transmission device of claim 16, wherein the at least one odd forward gear step (G3) arranged in the first sub-transmission (36) is precisely one odd forward gear step (G3).

22. The hybrid transmission device of claim 16, wherein the at least one even forward gear step (G3) arranged in the first sub-transmission (36) is precisely two even forward gear steps (G2, G4).

23. The hybrid transmission device of claim 16, wherein the forward gear steps (G2, G3, G4) arranged in the first sub-transmission are internal-combustion-engine and electric forward gear steps (G2, G3, G4).

24. The hybrid transmission device of claim 16, wherein at least one odd forward gear step (G1) of the forward gear steps (G1, G2, G3, G4, GE2) is arranged in the second sub-transmission (38).

25. The hybrid transmission device of claim 16, wherein precisely one electric forward gear step (GE2) of the forward gear steps (G1, G2, G3, G4, GE2) is arranged in the second sub-transmission (38).

26. The hybrid transmission device of claim 16, further comprising a clutch (K3) configured for selectively connecting the first and second sub-transmissions (36, 38).

27. The hybrid transmission device of claim 16, wherein the at least one drive device (EM2) comprises at least two drive devices (EM1, EM2).

28. The hybrid transmission device of claim 16, wherein one or both of: a first drive device of the at least one drive device (EM2) is operable as an electric motor (EM1); and a second drive device of the at least one drive device (EM2) is operable as an electric motor (EM2).

29. A motor vehicle (1), comprising: an internal combustion engine (2); the hybrid transmission device (3) of claim 16; and a control device (15), wherein the at least one drive device (EM2) comprises at least two drive devices (EM1, EM2).

30. The motor vehicle (1) of claim 29, wherein the hybrid transmission device (3) is configured as a front-mounted transverse transmission device.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0109] Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures, in which:

[0110] FIG. 1 shows a motor vehicle;

[0111] FIG. 2 shows a first gear set scheme;

[0112] FIG. 3 shows a circuit diagram;

[0113] FIG. 4 shows a second gear set scheme; and

[0114] FIG. 5 shows the hybrid transmission device in a side view.

DETAILED DESCRIPTION

[0115] 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.

[0116] 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, electric motors and a clutch device, and so the hybrid transmission device 3 can be installed as an assembly unit. This is not absolutely necessary, however. In principle, the gear set can form an assembly unit even without a previously connected clutch assembly and the electric motors. A control device 15 is provided for the open-loop control of the hybrid transmission device 3. The control device 15 can be part of the hybrid transmission device 3 or of the motor vehicle.

[0117] FIG. 2 shows the hybrid transmission device 3 and, in particular, the gear change transmission 4 in a schematic as a gear set scheme. In the following, the hybrid transmission device 3 will be described starting from the internal combustion engine 2. The clutch K1, as the engagement device S4, is attached at the crankshaft 5 on the input side. The output part 6 of the clutch K1 is connected to the first transmission input shaft 7. A second transmission input shaft 9 is mounted on the first transmission input shaft 7. Two fixed gears 16 and 62 are arranged on the second transmission input shaft 9. The fixed gear 16 is the fixed gear of the first gear and the fixed gear 62 is the fixed gear of the second electric gear GE2.

[0118] The second transmission input shaft 9 has two ends, namely one end 11 pointing toward the outer side of the hybrid transmission device 3 and one end 13 pointing toward the inner side of the hybrid transmission device 3.

[0119] The engagement device S1 with a clutch K3 and a gearshift clutch C mounted on the transmission input shaft 7 follows. By the gearshift clutch C, the idler gear 14 can be rotationally fixed to the transmission input shaft 7. The idler gear 14 is the idler gear of the third gear.

[0120] Arranged thereafter on the transmission input shaft are the fixed gears 12 and 10, wherein the fixed gear 12 represents the fixed gear of the second gear and the fixed gear 10 represents the fixed gear of the fourth gear.

[0121] The second transmission input shaft 9 is therefore designed to be shift element-free and idler gear-free. The engagement devices S1 and S4 are arranged on the first transmission input shaft 7, wherein the engagement device S1 includes the clutch K3 and the gearshift clutch C and, therefore, is designed to be two-sided.

[0122] The axis of rotation of the first transmission input shaft 7 and of the second transmission input shaft 9 is labeled with A1.

[0123] The hybrid transmission device 3 includes a single countershaft 22 for connection to a differential 20 and to form the gear stages or gear steps. Two shift elements S2 and S3 with the gearshift clutches A, B, D, and F are arranged on the countershaft 22 for connecting the idler gears 24, 26, 30, and 64 to the countershaft 22. As the only gear-implementing fixed gear, the fixed gear 34 is located between the idler gears 24, 26, 30, and 32 on the countershaft 22. The assignment to the gears results on the basis of the gear numbers below the gearwheels arranged on the countershaft 22 and via the above-described assignment to the transmission input shafts 7 and 9.

[0124] The fixed gear 36 is not a gear-implementing fixed gear. The fixed gear 36 connects the countershaft 22 to the differential 20 as a drive output constant. On the basis of this scheme, the following can be established with respect to the internal-combustion-engine and electric forward gears V1, V2, V3, V4, E1, and E2:

[0125] A fixed gear and an idler gear are associated with each gear step G1 through G4 and GE2 and, in fact, a single fixed gear and a single idler gear in each case. Each fixed gear and idler gear are always unambiguously associated with a single forward gear or a single gear step, i.e., there are no winding-path gears by utilizing one gearwheel for multiple gears. Nevertheless, the gear steps 1 and GE2 can be considered to be coupling gears, since the first transmission input shaft 7 is interconnected during the formation of the gears.

[0126] The electric motors EM1 and EM2 are attached as shown and, in fact, at the axially external gearwheels 10 and 62. As a result, it is possible to attach the electric motors 1 and 2 without additional gearwheels on one of the transmission input shafts 7 and 9, as the result of which installation space is saved. In particular, due to the attachment of the electric motors EM1 and EM2 at the axially outermost gearwheels 10 and 62, an axially extremely short transmission device can be created.

[0127] The electric motors EM1 and EM2 are arranged in parallel to the transmission input shaft 7 and the electric motors EM1 and EM2 have their output at opposite sides. This means, as shown in FIG. 2, the output and/or the output shaft 31 of the electric motor EM1 points toward the end 35 of the gear set 4 facing away from the motor and the output shaft 33 of the electric motor EM2 points toward the end 37 of the gear set 4 facing the motor. In FIG. 2, one end therefore points toward the left and one end points toward the right. The electric motors EM1 and EM2 are arranged partially overlapping in the axial direction, and so the hybrid transmission device 3, in the area of the electric motors EM1 and EM2, takes up only approximately the length occupied by a single electric motor. Due to the above-described arrangement of the shift elements S1, S2, S3, and S4 and the design of the reverse gear without a reversing gearwheel, a length of the hybrid transmission device 3 of slightly more than thirty centimeters (30 cm) is made possible.

[0128] The electric motors EM1 and EM2 are power shiftable with each other in this configuration as well.

[0129] FIG. 3 shows a circuit diagram of the hybrid transmission device 3 according to FIG. 2, from which it arises, for example, that the clutch K3 connects the input shafts 7 and 9 of the sub-transmissions 36 and 38 in order to form the internal-combustion-engine gear V1.

[0130] The gearshift clutch A is utilized for selecting the electric gear El by utilizing the gear step G1 and the gearshift clutch F is utilized for selecting the electric gear E2 by utilizing the gear step GE2.

[0131] The particular engaged shift elements are marked by “X”.

[0132] The shift element F is the shift element of the mechanical gear GE2, which is utilized only with the electric motor EM2.

[0133] Four internal-combustion-engine forward gears V1, V2, V3, and V4 and at least two electric gears E1 and E2 are implemented. The internal-combustion-engine forward gears V1, V2, V3, and V4 and the electric forward gear E1 are formed via the corresponding mechanical gear steps G1, G2, G3, and G4, i.e., E1 and V1 with G1, V2 with G2, etc. The electric gear E2, however, has separate gear-step gearwheels 62 and 64 of the gear step GE2.

[0134] FIG. 4 shows the hybrid transmission device 3 according to FIG. 2, wherein this was designed as a mirror image with respect to the central axis, which extends through the gearwheels 14 and 34 of the gear G3. From a purely functional perspective, the hybrid transmission devices 3 according to FIGS. 2 and 4 do not differ.

[0135] FIG. 5 shows a side view of the transmission according to one of FIG. 2 or 4. The axes A4 and A5 of the electric motors EM1 and EM2 are arranged above and laterally with respect to the axis A1 of the first transmission input shaft 7 and also of the second transmission input shaft 9. The axis A2 of the countershaft 22 and the axis A3 of the differential are advantageously situated below the axis A1 of the first transmission input shaft 7. The axes A4 and A5 are arranged symmetrically with respect to the axis A1 in such a way that the distance of the axes A4 and A5 to the axis A1 is identical and the angle with respect to the perpendicular 60 is also identical.

[0136] 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

[0137] 1 motor vehicle [0138] 2 internal combustion engine [0139] 3 hybrid transmission device [0140] 4 gear set [0141] 5 crankshaft [0142] 6 output part [0143] 7 first transmission input shaft [0144] 8 output part [0145] 9 second transmission input shaft [0146] 10 fixed gear [0147] 11 end [0148] 12 fixed gear [0149] 13 end [0150] 14 idler gear [0151] 15 control device [0152] 16 fixed gear [0153] 18 fixed gear [0154] 20 differential [0155] 22 countershaft [0156] 24 idler gear [0157] 26 idler gear [0158] 30 idler gear [0159] 31 output shaft [0160] 32 idler gear [0161] 33 output shaft [0162] 34 fixed gear [0163] 35 end facing away from the motor [0164] 36 sub-transmission [0165] 37 end facing the motor [0166] 38 sub-transmission [0167] 40 curve [0168] 41 motor speed [0169] 42 motor speed [0170] 43 curve [0171] 44 initial value [0172] 46 initial value [0173] 48 target value [0174] 50 target value [0175] 52 target value [0176] 53 output torque [0177] 54 curve [0178] 60 perpendicular [0179] K1 clutch [0180] K2 clutch [0181] K3 clutch [0182] S1 engagement device [0183] S2 engagement device [0184] S3 engagement device [0185] S4 engagement device [0186] A gearshift clutch [0187] B gearshift clutch [0188] C gearshift clutch [0189] D gearshift clutch [0190] E gearshift clutch [0191] EM1 electric motor [0192] EM2 electric motor [0193] A1 axis [0194] A2 axis [0195] A3 axis [0196] A4 axis [0197] A5 axis