Hybrid Transmission Device and Motor Vehicle

Abstract

A hybrid transmission device (3) includes a first transmission input shaft (12), a second transmission input shaft (14), at least one drive device (EM2), and a connecting clutch (K3) engageable to rotationally fix the first transmission input shaft (12) to the second transmission input shaft (14). The first transmission input shaft (12) extends between an input side (21) and an output side (23), where the first transmission input shaft (12) is clutch-free on the input side (21).

Claims

1-15: (canceled)

16. A hybrid transmission device (3), comprising: a first transmission input shaft (12); a second transmission input shaft (14); at least one drive device (EM2); and a connecting clutch (K3) engageable to rotationally fix the first transmission input shaft (12) to the second transmission input shaft (14), wherein the first transmission input shaft (12) extends between an input side (21) and an output side (23), the first transmission input shaft (12) being clutch-free on the input side (21).

17. The hybrid transmission device (3) of claim 16, wherein the connecting clutch (K3) is the only connecting clutch.

18. The hybrid transmission device (3) of claim 16, wherein the second transmission input shaft (14) extends between a first end (20) and a second end (22), the first end (20) of the second transmission input shaft (14) being closer than the second end (22) of the second transmission input shaft (14) to the input side (21) of the first transmission input shaft (12), wherein the connecting clutch (K3) is at the second end (22) of the second transmission input shaft (14).

19. The hybrid transmission device (3) of claim 16, wherein the connecting clutch (K3) is part of a two-sided engagement device (S1).

20. The hybrid transmission device (3) of claim 16, further comprising gearshift clutches (A, B, C, D, E), wherein each of one or more of the connecting clutch (K3) and the gearshift clutches (A, B, C, D, E) is a dog clutch.

21. The hybrid transmission device (3) of claim 16, wherein the at least one drive device comprises only one drive device (EM2), the one drive device (EM2) being coupled to only the second transmission input shaft (14).

22. The hybrid transmission device (3) of claim 16, further comprising precisely three, two-sided engagement devices (S1, S2, S3) for producing five internal-combustion-engine forward gears (V1, V2, V3, V4, V5).

23. The hybrid transmission device (3) of claim 16, wherein the connecting clutch (K3) is mounted on the first transmission input shaft (12).

24. The hybrid transmission device (3) of claim 16, further comprising precisely one engagement device (S1) on the first transmission input shaft (12).

25. The hybrid transmission device (3) of claim 16, further comprising precisely one countershaft (36).

26. The hybrid transmission device (3) of claim 25, further comprising precisely two engagement devices (S2, S3) on the countershaft (36).

27. The hybrid transmission device (3) of claim 25, further comprising precisely one fixed gear (46) on the countershaft (36) for forming a forward gear step (G3).

28. The hybrid transmission device (3) of claim 16, wherein the at least one drive device (EM2) is rotationally coupled to a fixed gear (16, 18).

29. A hybrid drive train (5) comprising the hybrid transmission device (3) of claim 16 and an electric axle (6).

30. A motor vehicle (1) comprising the hybrid drive train (5) of claim 29.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0097] Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures, in which:

[0098] FIG. 1 shows a motor vehicle,

[0099] FIG. 2 shows a first example gear set scheme,

[0100] FIG. 3 shows a first example shift pattern,

[0101] FIG. 4 shows a second example shift pattern,

[0102] FIG. 5 shows a second example gear set scheme, and

[0103] FIG. 6 shows a third example gear set scheme.

DETAILED DESCRIPTION

[0104] 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.

[0105] FIG. 1 shows a motor vehicle 1 with an internal combustion engine 2 and a hybrid transmission device 3. The hybrid transmission device 3 includes, as described in greater detail further below, one electric motor and shift elements, and so the 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 previously connected electric motors. 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.

[0106] The hybrid drive train 5 of the motor vehicle 1 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.

[0107] 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 damper unit 10. The damper unit 10 includes a torsion damper and/or a damper, in particular a rotational speed-adaptive damper, and/or a slipping clutch. A second transmission input shaft 14 is mounted on the first transmission input shaft 12.

[0108] A fixed gear 16 of the fourth gear step G4 and a fixed gear 18 of the second gear step G2 are arranged on the second transmission input shaft 14.

[0109] The first transmission input shaft 12 has an input end 21 facing the engine and an output end 23 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 one end 20 facing the outer side of the hybrid transmission device 3, closer to the internal combustion engine 2, and one end 22 facing the inner side of the hybrid transmission device 3, further from the internal combustion engine 2.

[0110] A connecting clutch K3 connects sub-transmissions 26, 28 of the transmission 3. As will be described below, the sub-transmissions 26, 28 together have five gear steps, including a first gear step G1, a second gear step G2, a third gear step G3, a fourth gear step G4, and a fifth gear step G5. The sub-transmission 26 has the odd gear steps G1, G3, G5. The sub-transmission 28 has the even gear steps G2, G4.

[0111] A gearshift clutch E, mounted on the first transmission input shaft 12, follows an engagement device S1 in the axial direction. Using the gearshift clutch E, an idler gear 24 of the fifth gear step G5 is rotationally fixable to the first transmission input shaft 12.

[0112] On the first transmission input shaft 12, a fixed gear 30 of the first gear step G1 and a fixed gear 32 of the third gear step G3 follow.

[0113] The second transmission input shaft 14 is therefore shift element-free and idler gear-free. The engagement device S1 is arranged on the first transmission input shaft 12. The engagement device S1 includes the connecting clutch K3 and the gearshift clutch E and, therefore, is two-sided.

[0114] The first transmission input shaft 12 and the second transmission input shaft 14 share an axis of rotation A1.

[0115] The hybrid transmission device 3 includes a single countershaft 36 for connection to a differential 34 and to form the gear stages or gear steps. Two engagement devices S2, S3 with the gearshift clutches A, B, C, D are arranged on the countershaft 36 for connecting the idler gears 38, 40, 42, 44 to the countershaft 36. As the only gear-implementing fixed gear, the fixed gear 46 of the fifth gear step G5 is located between the idler gears 38, 40, 42, 44 on the countershaft 36. The assignment to the gear steps results on the basis of the gear step numbers G1, G2, G3, G4, G5 below the gearwheels 38, 40, 42, 44, 46 arranged on the countershaft 36. The fixed gear 48 is not a gear-implementing fixed gear. Instead, the fixed gear 48 connects the countershaft 36 to the differential 34 as a so-called “drive output constant.” On the basis of this scheme, the following is determined with respect to the forward gear steps:

[0116] One fixed gear and one idler gear are associated with each gear step G1, G2, G3, G4, G5 and, in fact, a single fixed gear and a single idler gear in each case. Each pair of 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 for multiple gear steps. Nevertheless, the second and fourth gear steps G2, G4 are considered to be coupling gears, since the first transmission input shaft 12 is interconnected during the formation of the second and fourth gear steps G2, G4.

[0117] The electric motor EM2 is connected at the 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, as the result of which installation space is saved. In particular, due to the connection of the electric motor EM2 at the axially outermost gearwheel 16, an extremely axially short hybrid transmission device 3 is created.

[0118] The electric motor EM2, particularly its longitudinal axis A4, is arranged in parallel to the transmission input shaft 12.

[0119] 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 five internal-combustion-engine gears are implemented, including a first internal-combustion-engine gear V1, a second internal-combustion-engine gear V2, a third internal-combustion-engine gear V3, a fourth internal-combustion-engine gear V4, and a fifth internal-combustion-engine gear V5. 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, V4 are implemented by the connecting clutch K3 being engaged while the odd internal-combustion-engine gears are implemented by disengaging the connecting clutch K3. 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, E is engaged and in the power flow in each of the internal-combustion-engine forward gears.

[0120] FIG. 4 shows a second example gear shift matrix for the hybrid transmission device 3 according to FIG. 2, in which it is apparent that two electric-motor (forward) gears E2, E4 are implemented. For this purpose, only the second transmission input shaft 14 and the shift element S2, with one of the second and fourth clutches B, D in each case, are utilized.

[0121] FIG. 5 shows a first alternative example arrangement of the gear change transmission 8 of the hybrid transmission device 3. Identical reference characters describe identical components. In comparison to FIG. 2, the arrangement of FIG. 5 is the same, except however, the idler gears 42, 44 and the engagement device S3 have been moved from the countershaft 36 onto the first transmission input shaft 12 and, accordingly, the fixed gears 30, 32 have been moved from the first transmission input shaft 12 onto the countershaft 36. Otherwise, FIGS. 3 and 4 are therefore also valid for FIG. 5.

[0122] FIG. 6 shows a further alternative example arrangement of the gear change transmission 8 of the hybrid transmission device 3. In comparison to FIG. 2, the arrangement of the gear steps G1, G2, G3, G4, G5 is a mirror image with respect to the plane of the third gear step G3. Additionally, in FIG. 6, the second transmission input shaft 14 is instead arranged as an extension of the first transmission input shaft 12. Preferably, regardless of the further features of the hybrid transmission device 3, the second transmission input shaft 14 is therefore arranged on the same axis A1 with the first transmission input shaft 12, although axially offset. Otherwise, FIGS. 3 and 4 also remain valid in this case.

[0123] 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

[0124] 1 motor vehicle [0125] 2 internal combustion engine [0126] 3 hybrid transmission device [0127] 4 control device [0128] 5 hybrid drive train [0129] 6 electric axle [0130] 7 front axle [0131] 8 gear change transmission [0132] 9 crankshaft [0133] 10 damper unit [0134] 12 first transmission input shaft [0135] 14 second transmission input shaft [0136] 16 fixed gear [0137] 18 fixed gear [0138] 20 end [0139] 21 end [0140] 22 end [0141] 23 end [0142] 24 idler gear [0143] 26 sub-transmission [0144] 28 sub-transmission [0145] 30 fixed gear [0146] 32 fixed gear [0147] 34 differential [0148] 36 countershaft [0149] 38 idler gear [0150] 40 idler gear [0151] 42 idler gear [0152] 44 idler gear [0153] 46 fixed gear [0154] 48 gearwheel [0155] 50 end facing the motor [0156] K3 connecting clutch [0157] S1 engagement device [0158] S2 engagement device [0159] S3 engagement device [0160] A gearshift clutch [0161] B gearshift clutch [0162] C gearshift clutch [0163] D gearshift clutch [0164] E gearshift clutch [0165] EM2 electric motor [0166] A1 axis [0167] A2 axis [0168] A3 axis [0169] A4 axis