Transmission assembly for a hybrid vehicle

Abstract

A transmission assembly for a hybrid vehicle includes an internal combustion engine and an electric machine, wherein a first drive torque of the internal combustion engine and a second drive torque of the electric machine are transferable to a drive shaft of the hybrid vehicle via the transmission assembly, wherein the transmission assembly comprises: a first transmission input shaft, via which the first drive torque 1 of the internal combustion engine is introduced into the transmission assembly; a second transmission input shaft, via which the second drive torque of the electric machine is introduced into the transmission assembly; the drive shaft; and at least a first planetary transmission including a first ring gear, a first planetary carrier and a first sun gear;
wherein the first transmission input shaft is connected via the first planetary transmission to the second transmission input shaft and to the drive shaft.

Claims

1. A transmission assembly for a hybrid vehicle having an internal combustion engine and an electric machine, wherein a first drive torque of the internal combustion engine and a second drive torque of the electric machine are transferable to a drive shaft of the hybrid vehicle via the transmission assembly, wherein the transmission assembly comprises: (1) a first transmission input shaft, via which the first drive torque of the internal combustion engine is introduced into the transmission assembly; (2) a second transmission input shaft, via which the second drive torque of the electric machine is introduced into the transmission assembly; (3) the drive shaft; (4) at least a first planetary transmission having at least a first ring gear, a first planetary carrier, and a first sun gear; (5) a first clutch; (6) a sixth clutch; and (7) a seventh clutch; wherein the first transmission input shaft is connected via the first planetary transmission to the second transmission input shaft and to the drive shaft; wherein the transmission assembly provides a plurality of operating modes including: a. driving the drive shaft solely via the second drive torque; b. driving the drive shaft via the first drive torque and the second drive torque, wherein the first transmission input shaft and the second transmission input shaft are connected together via a constant transmission mode; c. driving the drive shaft via the first drive torque or the second drive torque, wherein the first drive torque or the second drive torque is transferred via a first transmission mechanism and via a second transmission mechanism; and wherein the first planetary transmission is the only planetary transmission within the transmission assembly; wherein the first clutch connects the first transmission input shaft to the second transmission input shaft and additionally the first transmission input shaft to a first component of the first planetary transmission in an engageable manner and a disengageable manner via the constant transmission mode; wherein the sixth clutch connects the second transmission input shaft to a second component of the first planetary transmission via the constant transmission mode; and wherein the seventh clutch connects the second component of the first planetary transmission to a housing of the transmission assembly in an engageable manner and a disengageable manner.

2. The transmission assembly as claimed in claim 1, wherein the plurality of operating modes further includes: driving the drive shaft via the first drive torque and the second drive torque, wherein the first transmission input shaft and the second transmission input shaft are connected together via a variable transmission mode.

3. The transmission assembly as claimed in claim 1, wherein the plurality of operating modes further includes: driving the first transmission input shaft via the second transmission input shaft for starting the internal combustion engine.

4. The transmission assembly as claimed in claim 1, wherein the first clutch connects the second transmission input shaft to a component of the first planetary transmission in an engageable manner and a disengageable manner via the constant transmission mode.

5. The transmission assembly as claimed in claim 1, wherein the transmission assembly comprises a second clutch, wherein the second clutch is provided for connecting a crankshaft of the internal combustion engine to the first planetary transmission in an engageable manner and a disengageable manner via the constant transmission mode.

6. The transmission assembly as claimed in claim 1, further comprising a fifth clutch, wherein the fifth clutch connects the first transmission input shaft to another component of the first planetary transmission via the constant transmission mode.

7. The transmission assembly as claimed in claim 1, wherein the drive shaft is connected via the first planetary carrier to the first planetary transmission.

8. A transmission assembly for a hybrid vehicle having an internal combustion engine and an electric machine, wherein a first drive torque of the internal combustion engine and a second drive torque of the electric machine are transferable to a drive shaft of the hybrid vehicle via the transmission assembly, wherein the transmission assembly comprises: (1) a first transmission input shaft, via which the first drive torque of the internal combustion engine is introduced into the transmission assembly; (2) a second transmission input shaft, via which the second drive torque of the electric machine is introduced into the transmission assembly; (3) the drive shaft; (4) at least a first planetary transmission having at least a first ring gear, a first planetary carrier, and a first sun gear; (5) a second planetary transmission having at least a second ring gear, a second planetary carrier and a second sun gear, wherein the first planetary transmission is connected via the second planetary transmission to the drive shaft; (6) a third clutch, wherein the third clutch connects two components of the second planetary transmission together in an engageable manner and a disengageable manner to lock the second planetary transmission; and (7) a fourth clutch, wherein the fourth clutch connects one of the components of the second planetary transmission to a housing of the transmission assembly in an engageable manner and a disengageable manner; wherein the first transmission input shaft is connected via the first planetary transmission to the second transmission input shaft and to the drive shaft; wherein the transmission assembly provides a plurality of operating modes including: a. driving the drive shaft solely via the second drive torque; b. driving the drive shaft via the first drive torque and the second drive torque, wherein the first transmission input shaft and the second transmission input shaft are connected together via a constant transmission mode; c. driving the drive shaft via the first drive torque or the second drive torque, wherein the first drive torque or the second drive torque is transferred via a first transmission mechanism and via a second transmission mechanism.

Description

SUMMARY OF THE DRAWINGS

(1) The disclosure and the technical context will be explained in greater detail hereinbelow with reference to the figures. It should be pointed out that the disclosure is not to be limited by the exemplary embodiments shown. It is also possible, unless explicitly indicated otherwise, to extract partial aspects of the facts explained in the figures and combine them with other constituent parts and findings from the present description and/or figures. The same reference numerals denote the same objects, so that explanations from other figures can additionally be used where appropriate. In the schematic figures:

(2) FIG. 1 illustrates a hybrid vehicle having a transmission assembly according to a first example;

(3) FIG. 2 illustrates a transmission assembly according to a second example;

(4) FIG. 3 illustrates a transmission assembly according to a third example;

(5) FIG. 4 illustrates a transmission assembly according to a fourth example;

(6) FIG. 5 illustrates a transmission assembly according to a fifth example;

(7) FIG. 6 illustrates a transmission assembly according to a sixth example; and

(8) FIG. 7 illustrates a transmission assembly according to a seventh example.

DESCRIPTION

(9) FIG. 1 shows a hybrid vehicle 2 having a transmission assembly 1 according to a first example. The hybrid vehicle 2 comprises an internal combustion engine 3, an electric machine 4, a generator 34, which is connected to the internal combustion engine in a permanently rotationally fixed manner (that is to say without a clutch), and a transmission assembly 1. Via the transmission assembly 1, a first drive torque 5 of the internal combustion engine 3 and a second drive torque 6 of the electric machine 4 can be transferred to a drive shaft 7 of the hybrid vehicle 2. The transmission assembly 1 comprises at least the following components: a first transmission input shaft 8, via which the first drive torque 5 of the internal combustion engine 3 can be introduced into the transmission assembly 1; a second transmission input shaft 9, via which the second drive torque 6 of the electric machine 4 can be introduced into the transmission assembly 1; the drive shaft 7; and a first planetary transmission 10 having the components first ring gear 11, first planetary carrier 12 and first sun gear 13. The first transmission input shaft 8 is connected via the first planetary transmission 10 to the second transmission input shaft 9 and to the drive shaft 7. Connected means in this context that a rotation of the first transmission input shaft 8 brings about a rotation of at least one component of the planetary transmission 10, here of the first ring gear 11. By means of the transmission assembly 1, all of the following operating modes are made possible: a. driving of the drive shaft 7 solely via the second drive torque 6; b. driving of the drive shaft 7 via the first drive torque 5 and the second drive torque 6, wherein the first transmission input shaft 8 and the second transmission input shaft 9 are connected together via a constant transmission; c. driving of the drive shaft 7 via (only) the first drive torque 5 or (only) the second drive torque 6, wherein the drive torque (that is to say the first drive torque 5 and the second drive torque 6) can be transferred to the drive shaft 7 via a constant first transmission 14 and additionally via a constant second transmission 15; d. driving of the drive shaft 7 via the first drive torque 5 and the second drive torque 6, wherein the first transmission input shaft 8 and the second transmission input shaft 9 are connected together via a variable transmission; e. driving of the first transmission input shaft 8 via the second transmission input shaft 9 for starting an internal combustion engine 3.

(10) The transmission assembly 1 comprises a first clutch 16, wherein the first clutch 16 connects the first transmission input shaft 8 to the second transmission input shaft 9 and additionally the first transmission input shaft 8 to the first ring gear 11 of the first planetary transmission 10 in an engageable/disengageable manner via a constant transmission.

(11) According to the above-mentioned first example, the second transmission input shaft 9 is here connected in a permanently rotationally fixed manner to the first planetary transmission 10 via the first ring gear 11 by a constant transmission. Furthermore, the first clutch 16 connects the first transmission input shaft 8 via the first ring gear 11 to the first planetary transmission 10, so that the first transmission input shaft 8 can be connected to the second transmission input shaft 9 in a rotationally fixed but engageable/disengageable manner.

(12) The first transmission input shaft 8 is connected in a rotationally fixed manner (and without a clutch) to the first sun gear 13. Because the second transmission input shaft 9 is thereby connected to the first planetary transmission 10 via the first ring gear 11, the first planetary transmission 10 can be locked via the first clutch 16.

(13) A second clutch 17 is further provided here, via which the first transmission input shaft 8 is connected in an engageable/disengageable manner to a crankshaft 18 of the internal combustion engine 3.

(14) The transmission assembly 1 additionally comprises a second planetary transmission 19 having at least the components second ring gear 20, second planetary carrier 21 and second sun gear 22, wherein the first planetary transmission 10 is connected to the drive shaft 7 via the second planetary transmission 19. The second planetary transmission 19 here forms the so-called change-speed gear, so that the first drive torque 5 and/or the second drive torque 6 can be transferred to the drive shaft 7 via two possible transmissions 14, 15, which are provided by the second planetary transmission 19.

(15) To that end, the transmission assembly 1 comprises a third clutch 23, wherein the third clutch 23 connects two components (here the second planetary carrier 21 and the second ring gear 20) of the second planetary transmission 19 together in an engageable/disengageable manner, and the second planetary transmission 19 can thus be locked. As a result of the locking of the second planetary transmission 19, all the components of the second planetary transmission 19 (that is to say the second ring gear 20, the second planetary carrier 21 and the second sun gear 22) rotate with a common rotational speed. A second transmission 15 is thereby provided.

(16) The transmission assembly 1 further comprises a fourth clutch 24, wherein the fourth clutch 24 connects one of the components (here the second ring gear 20) of the second planetary transmission 19 to a housing 25 of the transmission assembly 1 in an engageable/disengageable manner. The rotational speed of the second ring gear 20 can thus be reduced to zero. The drive torque (the first drive torque 5 and/or the second drive torque 6) introduced into the second planetary transmission 19 via the first planetary transmission 10 is then transferred to the drive shaft 7 via the components 21, 22 (not fixed to the housing 25) of the second planetary transmission 19.

(17) The drive shaft 7 is a housing of a differential 30, wherein the differential 30 comprises a first output shaft 31 and a second output shaft 32 which can be driven via the housing. The first output shaft 31 and the second output shaft 32 are constituent parts of an axle 33 of the hybrid vehicle 2, wherein a wheel of the hybrid vehicle 2 can be driven via each of the output shafts 31, 32.

(18) In an electromotive operating method (EM; the drive torque of the drive shaft 7 corresponds to the second drive torque 6), the drive shaft 7 is driven solely via the electric machine 4. The first drive torque 5 is, e.g., zero, the internal combustion engine 3 is thus not operated. The internal combustion engine 3 and the first transmission input shaft 8 are thereby uncoupled from the electric machine 4 via the unactuated second clutch 17.

(19) This can be achieved here by closing the first clutch 16 and opening the second clutch 17. By correspondingly engaging/disengaging the third clutch 23 and the fourth clutch 24, the second drive torque 6 can be transferred to the drive shaft 7 by the first transmission 14 or the second transmission 15 of the second planetary transmission 19.

(20) In a series hybrid operating method (SM; the drive torque of the drive shaft 7 corresponds to the second drive torque 6), the drive shaft 7 is driven solely via the electric machine 4. Furthermore, the generator 34 is operated via the internal combustion engine 3. The internal combustion engine 3 and the first transmission input shaft 8 are thereby uncoupled from the first planetary transmission 10 and the electric machine 4 via the unactuated second clutch 17.

(21) In a parallel hybrid operating method (PM; the drive torque of the drive shaft 7 is composed of the first drive torque 5 and the second drive torque 6), the drive shaft 7 is driven by the electric machine 4 and the internal combustion engine 3.

(22) In the case of the PM operating method, there is present on the one hand a CVT (continuously variable transmission) operating method (CVTM1 and CVTM2; the internal combustion engine 3 and the first electric machine 4 are connected together via a variable transmission of the first planetary transmission 10; the first electric machine 4 provides a second drive torque 6 for the drive shaft 7; the internal combustion engine 3 provides a first drive torque 5, plus or minus the second drive torque 6, for the drive shaft 7; the electric machine 4 is optionally likewise operated as a generator), in which the drive shaft 7 is driven by the electric machine 4 and the internal combustion engine 3, wherein a rotational speed difference between the internal combustion engine 3 and the electric machine 4 can be compensated via the power input/output of the electric machine 4, which can also be operated as a generator. In the CVT operating method, a rotational speed of the drive shaft 7 can thus be changed by the operation of the electric machine 4 (direction of rotation, rotational speed, second drive torque 6). As a result, in a specific rotational speed range of the drive shaft 7, the internal combustion engine 3 can be operated at an operating point which is optimal (for consumption), wherein the required rotational speed and optionally the drive torque additionally required to achieve the required drive torque of the drive shaft 7 (or for reduction) is provided by the electric machine 4 as the second drive torque 6.

(23) In the CVT operating method, an electrical storage device, for example a storage device of the hybrid vehicle 2, can be charged during driving operation of the hybrid vehicle 2 via the electric machine 4 operated as a generator. In the CVT operating method, the internal combustion engine 3 is supported by the electric machine 4 in low and medium speed ranges and optionally additionally operates the generator 34. At higher speeds, the electric machine 4 is then fed from the storage device of the hybrid vehicle 2 and supports the internal combustion engine 3 in that the first drive torque 5 and the second drive torque 6 are added together to form the drive torque of the drive shaft 7.

(24) The CVT operating method can be achieved by opening the first clutch 16 and by closing the second clutch 17. By correspondingly engaging/disengaging the third clutch 23 and the fourth clutch 24, the second drive torque 6 can be transferred to the drive shaft 7 by the first transmission 14 (CVTM1) or the second transmission 15 (CVTM2) of the second planetary transmission 19.

(25) On the other hand, there is present in the case of the PM operating method a direct drive operating method (DM; the internal combustion engine 3 and the electric machine 4 are connected together via a constant transmission; the electric machine 4 is driven as a generator, as required, via the internal combustion engine 3; the internal combustion engine 3 provides a first drive torque 5, optionally minus or plus the second drive torque 6, for the drive shaft 7), in which the drive shaft 7 is driven by the internal combustion engine 3 and optionally additionally by the electric machine 4. Optionally, a second drive torque 6 can be diverted from the first drive torque 5 of the internal combustion engine 3 via the electric machine 4. The internal combustion engine 3 and the electric machine 4 are connected together via a constant transmission. The constant transmission is achieved by the closed first clutch 16 and the closed second clutch 17.

(26) In an electric starting operating method (eStart; the first drive torque 5 corresponds to the second drive torque 6), the internal combustion engine 3 is driven and started by the electric machine 4. The internal combustion engine 3 and the first transmission input shaft 8 are thereby coupled with the second transmission input shaft 9 via the actuated first clutch 16 and the actuated second clutch 17. The drive shaft 7 is uncoupled from the drive shaft 7 via the unactuated third clutch 23 and the unactuated fourth clutch 24.

(27) In a tow-start operating method (tow-start; driving of the drive shaft 7 via the second drive torque 6, starting of the internal combustion engine 3 by the electric machine 4), the internal combustion engine 3 is started via the electric machine 4 with the drive shaft 7 being driven. To that end, part of the second drive torque 6 is diverted to the crankshaft 18 of the internal combustion engine 3, while the drive shaft 7 continues to be driven via the residual torque of the second drive torque 6. To that end, with the first clutch 16 actuated, the second clutch 17 is closed in a controlled manner.

(28) The engaged/disengaged states of the individual clutches 16, 17, 23, 24 for the respective operating method are indicated hereinbelow for this first example of the transmission assembly 1:

(29) TABLE-US-00001 1st 2nd 3rd 4th Operating method clutch clutch clutch clutch VM EM CVTM1 ◯ X ◯ X X X 1st gear DM X X ◯ X X X EM X ◯ ◯ X ◯ X CVTM2 ◯ X X ◯ X X 2nd gear DM X X X ◯ X X EM X ◯ X ◯ ◯ X Tow-start Possible in both gears eStart X X ◯ ◯ ◯ X CVTM1: CVT operating method with transfer of drive torque via 1st gear CVTM2: CVT operating method with transfer of drive torque via 2nd gear EM: electromotive operating method DM: direct drive operating method 1st clutch: engaged/disengaged state of the first clutch 2nd clutch: engaged/disengaged state of the second clutch 3rd clutch: engaged/disengaged state of the third clutch 4th clutch: engaged/disengaged state of the fourth clutch 5th clutch: engaged/disengaged state of the fifth clutch 6th clutch: engaged/disengaged state of the sixth clutch 7th clutch: engaged/disengaged state of the seventh clutch VM: state of internal combustion engine EM: state of electric machine O: clutch open; components which can be connected via the clutch rotate independently of one another; VM or EM is not operated X: clutch closed; components connected by the clutch are connected together in a rotationally fixed manner; VM or EM is operated (that is to say, in the case of the electric machine, supplied with power)

(30) FIG. 2 shows a transmission assembly 1 according to a second example. In contrast to the transmission assembly of FIG. 1, this transmission assembly 1 comprises a second transmission system 26, wherein this second transmission system 26 provides the two possible transmissions 14, 15. A drive torque (the first drive torque 5 and/or the second drive torque 6) can thus be transferred via the first planetary transmission 10 to the second transmission system 26 and via the second transmission system 26 to the drive shaft 7. The second transmission system 26 comprises a first transmission 14, which can be connected via a third clutch 23 to the drive shaft 7, and a second transmission 15, which can be connected via the fourth clutch 24 to the drive shaft 7. In the case of the first transmission 14, the drive torque is transferred to the drive shaft 7 starting from a component of the first planetary transmission 10 (here from the first planetary carrier 12) via the second transmission system 26. In the case of the second transmission 15, the drive torque is transferred to the drive shaft 7 starting from another component of the first planetary transmission 10 (here from the first ring gear 11) via the second transmission system 26.

(31) In contrast to the first example, a CVTM operation is here possible only via the first transmission 14; that is to say only CVTM1 operation.

(32) The engaged/disengaged states of the individual clutches 16, 17, 23, 24 for the respective operating method are indicated hereinbelow for this second example of the transmission assembly 1. Reference is made to the above notations.

(33) TABLE-US-00002 1st 2nd 3rd 4th Operating method clutch clutch clutch clutch VM EM CVTM1 ◯ X X ◯ X X 1st gear DM X X X ◯ X X EM X ◯ X ◯ ◯ X 2nd gear DM X X ◯ X X X EM X ◯ ◯ X ◯ X Tow-start Possible in both gears eStart X X ◯ ◯ ◯ X

(34) FIG. 3 shows a transmission assembly 1 according to a third example. In contrast to the first and second examples and in accordance with the above-described second example, the second transmission input shaft 9 is connected in a rotationally fixed manner, here in a permanently rotationally fixed manner, to the first planetary transmission 10 via the first sun gear 13 by a constant transmission. In a permanently rotationally fixed manner here means that a clutch is not provided between the second transmission input shaft 9 and the first sun gear 13 (see FIG. 4: the first clutch 16 is there provided between the second transmission input shaft 9 and the first sun gear 13). The first clutch 16 connects the first transmission input shaft 8 to the first planetary transmission 10 via the first sun gear 13, so that the first transmission input shaft 8 can be connected to the second transmission input shaft 9 in a rotationally fixed but here engageable/disengageable manner There is further provided a second clutch 17, via which the first transmission input shaft 8 is connected in an engageable/disengageable manner to a crankshaft 18 of the internal combustion engine 3.

(35) The transmission assembly 1 thereby comprises the first planetary transmission 10 as the only planetary transmission (and as the only transmission system). The transmission assembly 1 further comprises a first clutch 16 and a fifth clutch 27, wherein the first clutch 16 connects the first transmission input shaft 8 to the second transmission input shaft 9 and additionally the first transmission input shaft 8 to the first sun gear 13 in an engageable/disengageable manner via a constant transmission. The fifth clutch 27 connects the first transmission input shaft 8 to the first ring gear 11 via a constant transmission.

(36) The transmission assembly 1 additionally comprises a seventh clutch 29, wherein the seventh clutch 29 connects the first ring gear 11 to a housing 25 of the transmission assembly 1 in an engageable/disengageable manner.

(37) The drive shaft 7 is connected to the first planetary transmission 10 via the first planetary carrier 12.

(38) In contrast to the first example, CVTM operation is possible here only via the first transmission 14; that is to say only CVTM1 operation (cf. second example). Transfer of the drive torques 5, 6 to the drive shaft 7 is here possible via two transmissions 14, 15 (first gear, second gear) via the first planetary transmission 10. It is thereby possible, despite the simple construction (only a first planetary transmission 10 is required), to achieve a large number of the above-mentioned operating methods. The internal combustion engine 3 can already be connected in on starting in 1st gear. The electric machine 4 can thus have a smaller construction form.

(39) The engaged/disengaged states of the individual clutches (first clutch 16, second clutch 17, fifth clutch 27, seventh clutch 29) for the respective operating method are indicated hereinbelow for this third example of the transmission assembly 1. Reference is made to the above notations and to the description of the individual operating methods.

(40) TABLE-US-00003 1st 2nd 5th 7th Operating method clutch clutch clutch clutch VM EM CVTM1 ◯ X X ◯ X X 1st gear DM X X ◯ X X X EM ◯ ◯ ◯ X ◯ X 2nd gear DM X X X ◯ X X EM X ◯ X ◯ ◯ X Tow-start X X ◯ X ◯ X eStart X X ◯ ◯ ◯ X

(41) FIG. 4 shows a transmission assembly 1 according to a fourth example. In contrast to the third example, the electric machine 4 and the internal combustion engine 3 together with the second clutch 17 are arranged transposed relative to the first planetary transmission 10.

(42) Here too, the transmission assembly 1 comprises a first clutch 16 and a fifth clutch 27, wherein the first clutch 16 connects the first transmission input shaft 8 to the second transmission input shaft 9 and additionally the second input shaft 9 to the first sun gear 13 in an engageable/disengageable manner via a constant transmission. The first clutch 16 is thus here provided between the second transmission input shaft 9 and the first sun gear 13. The fifth clutch 27 connects the second transmission input shaft 9 to the first ring gear 11 via a constant transmission.

(43) The engaged/disengaged states of the individual clutches (first clutch 16, second clutch 17, fifth clutch 27, seventh clutch 29) for the respective operating method are indicated hereinbelow for this fourth example of the transmission assembly 1. Reference is made to the above notations and to the description of the individual operating methods.

(44) TABLE-US-00004 1st 2nd 5th 7th Operating method clutch clutch clutch clutch VM EM CVTM1 ◯ X X ◯ X X 1st gear DM X X ◯ X X X EM X ◯ ◯ X ◯ X 2nd gear DM X X X ◯ X X EM X ◯ X ◯ ◯ X Tow-start X X ◯ X ◯ X eStart X X ◯ ◯ ◯ X

(45) FIG. 5 shows a transmission assembly 1 according to a fifth example. In contrast to the third example, a second clutch 17 is not provided here between the first transmission input shaft 8 and the crankshaft 18. The first transmission input shaft 8 and the crankshaft 18 are thus connected together in a permanently rotationally fixed manner Otherwise, reference is made to the comments relating to FIG. 3.

(46) Here, a purely electromotive operating method (EM) is not possible in 2nd gear. In the case of the higher speeds that are present here (usually more than 50 kilometers per hour), driving can take place, however, in the direct drive operating method (DM), in which primarily the internal combustion engine 3 provides the required drive torque.

(47) The engaged/disengaged states of the individual clutches (first clutch 16, fifth clutch 27, seventh clutch 29) for the respective operating method are indicated hereinbelow for this fifth example of the transmission assembly 1. Reference is made to the above notations and to the description of the individual operating methods.

(48) TABLE-US-00005 1st 5th 7th Operating method clutch clutch clutch VM EM CVTM1 ◯ X ◯ X X 1st gear DM X ◯ X X X EM ◯ ◯ X ◯ X 2nd gear DM X X ◯ X X EM Not possible Tow-start Not possible eStart X ◯ ◯ ◯ X

(49) FIG. 6 shows a transmission assembly 1 according to a sixth example. In contrast to the fifth example, the first clutch 16 is here arranged outside the first ring gear 11. The second transmission input shaft 9 is connected to the first sun gear 13 via a constant transmission. The first transmission input shaft 8 extends through the first planetary transmission 10 and through the first sun gear 13 and is connected to the first sun gear 13 via the first clutch 16. Otherwise, reference is made to the comments relating to FIG. 5.

(50) The engaged/disengaged states of the sixth example of the transmission assembly 1 correspond to the engaged/disengaged states of the fifth example.

(51) FIG. 7 shows a transmission assembly 1 according to a seventh example. The electric machine 4 and the internal combustion engine 3 are here arranged on the same side of the first planetary transmission 10. The first transmission input shaft 8 extends through the electric machine 4 and through the second transmission input shaft 9. The first transmission input shaft 8 and the second input transmission shaft 9 can be connected together in a rotationally fixed manner via a first clutch 16.

(52) The transmission assembly 1 additionally comprises a seventh clutch 29, wherein the seventh clutch 29 connects the first ring gear 11 to a housing 25 of the transmission assembly 1 in an engageable/disengageable manner.

(53) The transmission assembly 1 (which can include only one transmission system, namely the first planetary transmission 10) comprises the first clutch 16 and also a sixth clutch 28, wherein the first clutch 16 connects the first transmission input shaft 8 to the second transmission input shaft 9 and additionally the first transmission input shaft 8 to the first sun gear 13 in an engageable/disengageable manner via a constant transmission, wherein the sixth clutch 28 connects the second transmission input shaft 9 to the first ring gear 11 via a constant transmission.

(54) The CVTM1 and CVTM2 operating methods cannot be carried out here. However, as a result of the transferability of drive torques via a 1st and a 2nd gear, the internal combustion engine 3 can already be used for start up.

(55) The engaged/disengaged states of the individual clutches (first clutch 16, sixth clutch 28, seventh clutch 29) for the respective operating method are indicated hereinbelow for this seventh example of the transmission assembly 1. Reference is made to the above notations and to the description of the individual operating methods.

(56) TABLE-US-00006 1st 6th 7th Operating method clutch clutch clutch VM EM 1st gear DM X ◯ X X X EM ◯ ◯ X ◯ X 2nd gear DM X X ◯ X X EM ◯ X ◯ ◯ X Tow-start Not possible eStart X ◯ ◯ ◯ X

(57) The examples presented here represent only examples s of the transmission assembly. In no case should the disclosure be limited by the exemplary examples shown. It is also possible to extract partial aspects of the facts described in the figures and combine them with other constituent parts and findings from the present description and/or figures.

LIST OF REFERENCE NUMERALS

(58) 1 transmission assembly 2 hybrid vehicle 3 internal combustion engine 4 electric machine 5 first drive torque 6 second drive torque 7 drive shaft 8 first transmission input shaft 9 second transmission input shaft 10 first planetary transmission 11 first ring gear 12 first planetary carrier 13 first sun gear 14 first transmission 15 second transmission 16 first clutch 17 second clutch 18 crankshaft 19 second planetary transmission 20 second ring gear 21 second planetary carrier 22 second sun gear 23 third clutch 24 fourth clutch 25 housing 26 second transmission system 27 fifth clutch 28 sixth clutch 29 seventh clutch 30 differential 31 first output shaft 32 second output shaft 33 axle 34 generator