HYBRID DRIVE HAVING AN AUTOMATED CONVENTIONAL GEARBOX

Abstract

The invention relates to a hybrid drive having an automated conventional gearbox, for example for a motor vehicle, having an internal combustion engine (VM) which has a drive connection to at least a first transmission input shaft (W1), having an electric drive which has at least one electric machine (EM1) which has a drive connection to a second transmission input shaft (W3; W3), having at least one layshaft (W4), having freely moving wheels and fixed wheels (z11-z17, z21-z29, zR3) which are arranged in a plurality of wheel set planes (Z1-Z7), having a plurality of gear shift devices (S1-S4), and having a transmission output shaft (W2). In order to permit a high degree of variability in terms of a wheel set concept as well as the distribution and the number of electrical and internal-combustion-engine gearspeeds, to keep the expenditure on design and the costs low and to ensure efficient and comfortable operation, there is provision that the two transmission input shafts (W1, W3; W1, W3) are arranged coaxially with respect to one another, and in that in one of its shifted positions a gear shift device (S1) connects the two transmission input shafts (W1, W3; W1, W3) to one another effectively in terms of drive, and in another shifted position shifts a gearspeed.

Claims

1. A hybrid drive having an automated conventional transmission, for a motor vehicle, for example, having an internal combustion engine (VM), functionally connected to at least one first transmission input shaft (W1), having an electric drive, featuring at least one electric motor (EM1), functionally connected to a second transmission input shaft (W3; W3), having at least one layshaft (W4), having idler gears and fixed gears (z11-z17, z21-z29, zR3) disposed in numerous gear set planes (Z1-Z27), having numerous gear shifting devices (S1-S4), and having a transmission output shaft (W2), characterized in that the two transmission input shafts (W1, W3; W1, W3) are disposed coaxially to one another, and that a gear shifting device (S1) functionally connects the two transmission input shafts (W1, W3; W1, W3) to one another in one of its shifting settings, and in another shifting setting, engages a gear.

2. The hybrid drive according to claim 1, characterized in that the two transmission input shafts (W1, W3) are disposed coaxially as well as axially adjacent to one another, and that the transmission output shaft (W2, W4) is disposed such that it is axially parallel to the two transmission input shafts (W1, W3).

3. The hybrid drive according to claim 1, characterized in that the gear shifting device (S1), with which the two transmission input shafts (W1, W3) can be coupled, activates the second gear (2G) when in its other shifting setting.

4. The hybrid drive according to claim 1, characterized in that a second gear shifting device (S2; S3; S4) is disposed on the second transmission input shaft (W3) or the transmission output shaft (W2), with which the first gear (1G) can be activated in one shifting setting, and the third gear (3G) can be activated in a second shifting setting.

5. The hybrid drive according to claim 1, characterized in that a second electric motor (EM2) is disposed on the first transmission input shaft (W1) between the internal combustion engine (VM) and the first gear shifting device (S1).

6. The hybrid drive according to one of the claim 1, characterized in that an output gearwheel (z28) is disposed in a non-rotational manner on the transmission output shaft (W2) between a gear set plane (Z3) for the second gear (2G) and a gear set plane (Z2) for the third gear (3G), which engages with an output gearwheel (z29) in a differential transmission (D).

7. The hybrid drive according to claim 1, characterized in that the second transmission input shaft (W3) is designed as a hollow shaft, which at least in part coaxially encompasses the first transmission input shaft (W1), and can be coupled to the first transmission input shaft (W1) by means of the gear shifting device (S1).

8. The hybrid drive according to claim 7, characterized in that the electric motor (EM1) is functionally connected to the second transmission input shaft (W3), designed as a hollow shaft, and can be coupled to the transmission input shaft (W1) by means of the gear shifting device (S1).

9. The hybrid drive according to claim 7, characterized in that one fixed gear or one idler gear (z11, z12, z21, z22) of a first and second gear set plane (Z1, Z2), in each case, is disposed on the second transmission input shaft (W3) designed as a hollow shaft.

10. The hybrid drive according to claim 7, characterized in that a transmission output shaft (W2), disposed axially behind the first transmission input shaft (W1), forms a transmission output, coaxial to the input.

11. The hybrid drive according to claim 1, characterized in that the layshaft (W4), or a transmission output shaft (W2) connected thereto, forms a transmission output axially offset to the input.

12. The hybrid drive according to claim 1, characterized in that a start-up element is disposed between the internal combustion engine (VM) and the first transmission input shaft (W1), by means of which the internal combustion engine (VM) can be functionally connected to the first transmission input shaft (W1).

13. The hybrid drive according to claim 1, characterized in that the internal combustion engine (VM) is functionally connected directly to the first transmission input shaft (W1), and that the electric motor (EM1) can be actuated as a start-up element.

14. The hybrid drive according to claim 1, characterized in that a reverse gear can be implemented with a gear set plane (Z1) of a forward gear (1G, 2G) by means of a rotational direction reversal of the electric motor (EM1).

15. The hybrid drive according to claim 1, characterized in that at least one gear shifting device (S1-S4) is designed as a jaw clutch coupling, and that the electric motor (EM1) can be actuated as a synchronization means.

16. The hybrid drive according to claim 1, characterized in that the one electric motor (EM1) or a second electric motor (EM2) can be actuated as an integrated starter generator for starting the internal combustion engine (VM) and/or as a generator for charging an energy storage device or for supplying a vehicle electrical system.

17. The hybrid drive according to claim 1, characterized in that at least in part the electric motor (EM1) can be actuated as a driving power support means during gear shifting in an internal combustion engine mode, and that the internal combustion engine (VM), at least in part, can be actuated as a driving power support means during an electric gear shifting.

18. The hybrid drive according to claim 1, characterized in that the electric drive features a second electric motor (EM2) and that said second electric motor (EM2) is activated in series on the first transmission input shaft (W1) with the internal combustion engine (VM).

19. The hybrid drive according to claim 1, characterized in that the internal combustion engine (VM) and at least one electric motor (EM1, EM2) of the electric drive are disposed diametrically opposite one another.

20. The hybrid drive according to claim 1, characterized in that the axially offset transmission output (W2) is selectively disposed at the electric motor (EM1) end, or at the end opposite the electric motor (EM1).

Description

[0059] For further clarification of the invention, drawings of other embodiment examples accompany the description. They show:

[0060] FIG. 1 a first hybrid drive structure having an automated conventional transmission, having an internal combustion engine and a first electric motor, having coaxial inputs and outputs with six forward gears and one reverse gear, and having irregularly distributed gear shifting devices disposed on an input plane and an output plane, as well as on a layshaft plane;

[0061] FIG. 2 a gear ratio table of the hybrid drive structure according to FIG. 1, having a gear ratio sequence and an exemplary transmission ratio series and gradation;

[0062] FIG. 3 a second hybrid drive structure having an automated conventional transmission, having gear shifting devices disposed exclusively on an input and output plane;

[0063] FIG. 4 a third hybrid drive structure having an automated conventional transmission, having uniformly distributed gear shifting devices disposed on an input and output plane, as well as on a layshaft plane;

[0064] FIG. 5 a fourth hybrid drive structure having an automated conventional transmission, having a coaxial input and output with five forward gears and one reverse gear;

[0065] FIG. 6 a fifth hybrid drive structure having an automated conventional transmission, having an axially offset input and output with five forward gears and one reverse gear;

[0066] FIG. 7 a schematic depiction of a shifting topology of the hybrid drive structure according to FIG. 6;

[0067] FIG. 8 a gear ratio table of the hybrid drive structure according to FIG. 6 and FIG. 7, with a gear ratio sequence;

[0068] FIG. 9 a sixth hybrid drive structure having an automated conventional transmission, having an internal combustion engine, and an electric motor disposed opposite one another;

[0069] FIG. 10 a seventh hybrid drive structure having an automated conventional transmission, having a gear ratio sequence modified with respect to the hybrid drive structure of FIG. 6;

[0070] FIG. 11 a gear ratio table of the hybrid drive structure from FIG. 10, with the gear ratio sequence;

[0071] FIG. 12 an eighth hybrid drive structure having an automated conventional transmission, having an axially offset input and output with three forward gears and one reverse gear, and without a start-up clutch;

[0072] FIG. 13 a gear ratio table of the hybrid drive structure according to FIG. 12, with a gear ratio sequence;

[0073] FIG. 14 a ninth hybrid drive structure having an automated conventional transmission, having a second electric motor, connected successively in a series with an internal combustion engine;

[0074] FIG. 15 a gear ratio table of the hybrid drive structure according to FIG. 14 with a gear ratio sequence;

[0075] FIG. 16 a tenth hybrid drive structure having an automated conventional transmission, having a second electric motor, disposed opposite the internal combustion engine;

[0076] FIG. 17 an eleventh hybrid drive structure having an automated conventional transmission, having a second electric motor disposed opposite a first electric motor; and

[0077] FIG. 18 a twelfth hybrid drive structure having an automated conventional transmission, in which the two transmission input shafts are disposed coaxially as well as axially behind one another.

[0078] FIGS. 1, 3, 4, 5, 6, 9, 10, 12, 14, 16, 17, and 18 show, accordingly, twelve hybrid drive structures 1a-1l, each having an automated conventional transmission (AMT hybrid), with which the two transmission input shafts can be connected in a functional manner to one another by means of a gear shifting device, and with which a transmission gear can be actuated in a second shifting setting with the same gear shifting device. Aside from the embodiment example according to FIG. 18, with the other transmissions one of the two transmission input shafts is disposed, at least in part, coaxially and radially above the other input shaft. With the variation according to FIG. 18, the two transmission input shafts, in contrast, are disposed such that they are coaxially and axially adjacent to one another.

[0079] FIGS. 2, 8, 11, 13, 15 show tables of associated gear ratio. FIG. 7 shows a shifting topology fundamental to all hybrid drive structures 1a-1l. For purposes of simplification, the same reference symbols are used for comparable components in the figures.

[0080] Accordingly, a first hybrid drive structure 1a shown in FIG. 1 comprises seven gear set planes Z1-Z7, for providing six forward gears 1G-6G, and one reverse gear RG. An internal combustion engine VM, or its crankshaft, respectively, can be connected to a transmission input shaft W1, which passes through the hybrid drive structure 1a, by means of a start-up element K1 designed as a motor clutch or, respectively, a start-up clutch. A transmission output shaft W2 is disposed axially behind this. The first transmission input shaft W1 is coaxially encompassed by a second transmission input shaft W3, designed as a hollow shaft, to which an electric motor EM1, or the rotor thereof, is attached. A layshaft W4 is located axially parallel thereto.

[0081] The first gear set plane Z1, at the transmission input end, is formed by means of a fixed gear z11, connected non-rotationally to the hollow shaft W3, and an idler gear z21 which engages therewith, rotationally disposed on the layshaft W4. The idler gear z21 can be connected non-rotationally to the layshaft W4 in a first shifting setting by means of a gear shifting device S4, which can be actuated from both sides, designed as an un-synchronized jaw clutch coupling. The gearwheel pair z11/z21 of the gear set plane Z1 is configured for a second gear 2G.

[0082] The second gear set plane Z2 comprises a fixed gear z12 disposed on the hollow shaft W3 and an idler gear z22 resting on the layshaft W4, which can be connected non-rotationally to the layshaft W4 with the fourth shifting device S4 in a second shifting setting. The gearwheel pair z12/z22 of the gear set plane Z2 is configured for a fourth gear 4G.

[0083] The transmission input shaft W1 extends from the hollow shaft W3 at the level of a first gear shifting device S1 disposed thereon, which can be actuated from both sides, configured as a synchronization device. The hollow shaft W3, and thereby the electric motor EM1, can be functionally connected to the transmission input shaft W1 by means of the shifting device S1 in a first shifting setting.

[0084] The third gear set plane Z3 is designed as a reverse gear RG. It comprises an idler gear z13 disposed on the transmission input shaft W1, which can be non-rotationally connected to the transmission input shaft W1 with the first shifting device S1 in a second shifting setting. The idler gear z13 is engaged with a rotationally supported intermediate gearwheel zR3 for reversing the rotational direction, which engages in turn with an associated fixed gearwheel z23 disposed on the layshaft W4.

[0085] The fourth gear set plane Z4 comprises an idler gear z14 of the transmission input shaft W1, which can be non-rotationally connected to the transmission input shaft W1 in a first shifting setting by means of a second gear shifting device S2, designed as a synchronization device that can be actuated from both sides, and an associated fixed gearwheel z24 of the layshaft W4. This gearwheel pair z14/z24 forms a gear ratio for a first gear 1G.

[0086] The fifth gear set plane Z5 is formed by an idler gear z15 that can be connected in a rotationally fixed manner to the transmission input shaft W1 by means of a shifting device S2 in a second shifting setting, and a fixed gear z25 on the layshaft W4 engaging therewith. The gearwheel pair z15/z22 forms a gear ratio for a third gear 3G.

[0087] The sixth gear set plane Z6 comprises an idler gear z16 of the transmission input shaft W1, which, by means of a third gear shifting device S3 designed as a synchronization device that can be actuated from both sides, can be connected in a rotationally fixed manner to the transmission input shaft W1 in a first shifting setting, and an associated fixed gear z26 of the layshaft W4. This gearwheel pair z16/z26 forms a gear ratio for a sixth gear 6G.

[0088] In a second shifting setting, the shifting device S3 establishes a direct connection between the transmission input shaft W1 and the transmission output shaft W2. This direct connection represents a fifth gear 5G as a direct gear.

[0089] The seventh gear set plane Z7 is designed as an output constant. It comprises a fixed gear z17 connected to the transmission output shaft W2, which is engaged with a fixed gear z27 connected to the layshaft W4.

[0090] FIG. 2 shows a gear ratio table of the hybrid drive structure 1a. The table is to be read from left to right for internal combustion engine gears (column 1, gear sequence VM), and from right to left for separate electric, and electric-internal combustion engine, coupled gears (column 8, gear sequence EM). With the internal combustion engine gears, the internal combustion engine VM acts as an output via a gear set plane Z1-Z6 entered in the first column behind the respective gear. In the second column, a gear ratio i is entered, and in the third column, an associated gear ratio transition is entered, by way of example, from which, in this case, an overall range i_ges=7.05 is the result. The fifth gear 5G has the ratio i=1 as a direct gear; the sixth gear 6G is configured as an overdrive. The transmission ratio range is geometrically configured with nearly constant steps, such that the difference increases the greatest speeds between the gears with successive gears. In columns S1-S4, the respective shifting settings li=left, or re=right for the gear shifting devices S1, S2, S3, S4 is given, wherein whether the internal combustion engine VM, the electric motor EM1, or both are to be activated, must be taken into account in each case.

[0091] The internal combustion engine gear sequence begins with the first gear 1G, which connects, via the synchronization device S2, the gearwheel z14 of the gear set plane Z4 to the transmission input shaft W1, and thereby to the internal combustion engine, after engaging the start-up clutch K1 in a force locking manner. The force flow runs to the transmission output shaft W2 via the layshaft W4 and the output constant Z7. The first gear 1G is a purely internal combustion engine gear.

[0092] The second gear 2G can be selected as a purely electric gear or as a coupled gear. Accordingly, the electric motor gear sequence begins at the second separate electric gear 2G, which connects, by means of the jaw clutch coupling S4, the gearwheel z21 of the gear set plane Z1 to the layshaft W4, and thereby to the electric motor EM1. The force flow runs in turn, as is the case with all gears aside from the direct gear, to the transmission output shaft W2 via the layshaft W4 and the output constant Z7. Alternatively, the second gear 2G can be actuated by both drive motors VM, EM1. For this, the synchronization device S1 also connects the transmission input shaft W1 to the hollow shaft W3, such that the two drive torques are combined in an overlapping manner.

[0093] Subsequently, the third gear 3G is a purely internal combustion engine gear, the fourth gear 4G is selectively an electric or coupled gear, the fifth gear 5G (direct gear) and the sixth gear 6G are internal combustion engine gears. The reverse gear RG can be actuated either via the synchronization device S1 in an internal combustion engine mode, or via the jaw clutch coupling S4 and a rotational direction reversal of the electric motor EM1, in a purely electric mode. With this shift pattern, the second gear 2G and the fourth gear 4G can be operated selectively with support from the electric drive or in a purely electric mode. Driving in reverse by means of electric power is possible. Because there are no consecutive coupled gearings, a driving power support is continuously possible by means of a suitable actuation of a driving power support via the respective other drive source while shifting gears.

[0094] In the following, the respective substantial differences of individual AMT hybrid variations shall be explained.

[0095] FIG. 3 shows a hybrid drive structure 1b that is comparable to that in FIG. 1. In this case, the shifting device S4 is disposed on the hollow shaft W3 instead of on the layshaft W4. All shifting elements S1-S4 therefore are located on the input and output planes W1/W2/W3. There are only fixed gears z21, z22, z23, z24, z25, z26, z27 disposed on the layshaft W4.

[0096] FIG. 4 shows a comparable hybrid drive structure 1c, in which, however, there are, in each case, two shifting devices S1 and S3, or S2 and S4 disposed on the input and output planes W1/W2/W3, or on the layshaft W4, respectively. The shifting elements S1-S4 are thus uniformly distributed on the input and output planes W1/W2/W3 and on the layshaft W4. For this, a jaw clutch coupling S4 and a synchronized shifting element S2 are disposed on the layshaft W4, while there are two synchronized shifting elements S1 and S3 present on transmission input shaft W1. In another design based on FIG. 4, not shown, the jaw clutch coupling S4 is not disposed on the layshaft W4, but instead, on the second transmission input shaft W3, in accordance with FIG. 3.

[0097] FIG. 5 shows a hybrid drive structure having five forward gears 1G-5G, and without a reverse gear. The fourth gear 4G is a direct gear, actuated by means of a connecting of the transmission input shaft W1 to the output shaft W2 by means of the shifting element S2. There are four gear set planes Z1-Z4 for forward gears and one output constant Z5. Driving in reverse is only possible in an electric mode (plug-in hybrid). In another design based on FIG. 5, not shown, the jaw clutch coupling S3 is not disposed on the layshaft W4, but instead on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 from FIG. 3.

[0098] The hybrid drive structures 1a-1d are designed as drive trains having coaxial inputs and outputs. In contrast, the hybrid drive structures 1e-1k described below are designed with axially offset outputs.

[0099] FIG. 6 shows in turn a hybrid drive structure 1e, in which the transmission output shaft W2 is designed as a layshaft W2/W4. The hybrid drive structure 1e features five gear set planes Z1-Z5 for five forward gears 1G-5G. A separate reverse gear is not provided. Electric reverse driving is, however, possible. Two synchronized shifting elements S1, S2 are disposed on the transmission input shaft W1, and a jaw clutch coupling S3 is disposed as a gear shifting element on the layshaft W2/W4. In another design based on FIG. 6, not shown, the jaw clutch coupling S3 is not disposed on the layshaft W2/W4, but instead is on the second transmission input shaft W3 in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 in FIG. 3.

[0100] A shifting topology of the hybrid drive according to FIG. 6 is shown in FIG. 7. On one hand, the shiftable coupling of the electric motor EM1 to the drive train via the hollow shaft W3 and the central shifting element S1, and on the other hand, the shifting from two electric gearsin this case the gears 2G and 4Gvia the shifting element S3, is illustrated therein. The output occurs via the output shaft W2. The gears 2G and 4G can thus be operated in a purely electric mode, or be operated coupled, by means of the shifting element S1, to the internal combustion engine VM. The internal combustion engine branch leads in turn to the other gears via the shifting element S1in this case, the gears 1G, 3G, and 5G, thus to the output W2. The structural concept can be transferred in a logical manner to the other hybrid drive structures 1a-1k. This is made clear by a comparison of the associated gear ratio table for the hybrid drive structure 1e in FIG. 8 to the gear ratio table for the hybrid drive structure 1a in FIG. 2. The gear ratio table in FIG. 8, the textual information of which is expressly the subject matter of the description, illustrates the described gear ratio sequence, primarily with regard to the shifting settings of the shifting elements S1, S2 and S3.

[0101] A hybrid drive structure 1f shown in FIG. 9 illustrates the possibility for an alternative configuration of the hybrid drive sources, the internal combustion engine VM, and the electric motor EM1, in a configuration having an axially offset output. The internal combustion engine VM and the associated start-up clutch K1 are disposed axially opposite the electric motor EM1. Moreover, the gear set corresponds to the hybrid drive structure 1e of FIG. 6, to the description of which reference is made. In another design based on FIG. 9, not shown, the jaw clutch coupling S3 is not disposed on the layshaft W2/W4, but instead is disposed on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 in FIG. 3.

[0102] FIG. 10 shows a hybrid drive structure 1g, having a substantially identical structure to the hybrid drive structure 1e of FIG. 6 other than having a modified gear sequence. The only difference is that the configurations of the first gear 1G and the second gear 2G are exchanged. The gearwheels of the first gear 1G are axially flush with the electric motor EM1 in the hybrid drive structure 1g. This becomes apparent through a comparison of the associated shifting pattern in FIG. 11 to the shifting pattern in FIG. 8, and shows that the gears can be arbitrarily distributed on the existing gearwheel pairs, with the constraint that coupled gears should not be adjacent to one another in order to enable a full driving power fulfillment during a shifting of gears by means of the other respective power source VM, or EM1, respectively. With the hybrid drive structure 1g, the electric, or respectively, the coupled gears are even separated by two gear steps. The textual content in FIG. 8 is also a component of the description. In another, not shown, design based on FIG. 10, the jaw clutch coupling S3 is not disposed on the layshaft W2/W4, but instead on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling on the transmission input shaft W3 in FIG. 3.

[0103] FIG. 12 shows a hybrid drive structure 1h, designed as a structurally compact 0K-iSG hybrid. A start-up element K1 between the internal combustion engine VM and the transmission input shaft W1 is dispensed with. The internal combustion engine VM is connected directly, i.e., such that it is not shiftable, to the transmission input shaft W1, and serves as a purely mechanical range extender. Only three gear set planes Z1, Z2, Z3 are disposed for three forward gears 1G, 2G, 3G, which are shifted by means of three non-synchronized jaw clutch couplings S1, S2. The synchronization during gear shifting occurs as the result of a regulation of the rotational rate of the internal combustion engine VM. The electric motor EM1 starts up the internal combustion engine VM and functions as a start-up element for both forward propulsion and for driving in reverse. If applicable, an additional, not shown, starter generator may be provided in order to also be able to start up the internal combustion engine VM in a driving power supported manner. In another design based on FIG. 12, not shown, the jaw clutch coupling S2 is not disposed on the layshaft W2/W4, but instead on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 from FIG. 3.

[0104] FIG. 13 shows a gear ratio table for the hybrid drive structure 1h according to FIG. 12. The electric motor EM1 can be operated as a generator without a flow force to the output W2 by means of a connection of the electric motor EM1 to the internal combustion engine VM via the shifting setting li of the shifting device S1, for charging an energy storage device, in particular a vehicle battery, or for supplying components in the vehicle electrical system with energy. By activating the shifting element S2=li, a purely electric start-up in first gear 1G is possible. Through additional activation of the internal combustion engine VM by means of the shifting setting S1=li, a coupled first gear 1G is actuated. The second gear G2 is a pure internal combustion engine gear. The third gear 3G, in turn, can be operated in a purely electrical manner, or a coupled, internal combustion engine-electric motor, mode. The purely electrical start-up gear 1G can be used as a reverse gear by means of a rotational direction reversal of the electric motor EM1.

[0105] Three other hybrid drive structures 1i, 1j and 1k show an AMT hybrid drive having an expanded electric mode. An additional second electric motor EM2 is disposed therein as a crankshaft starter generator (KSG) on the crankshaft of the internal combustion engine, or on the transmission input shaft W1, connected in a non-shiftable manner to the crankshaft, respectively. The gear set corresponds to the hybrid drive structure 1h is shown in FIG. 12.

[0106] The second electric motor EM2 serves, on one hand, as a generator, and on the other hand, if applicable, as a motor for starting the internal combustion engine VM. The second electric motor EM2 is preferably configured such that it can reliably generate, when in the generator mode, a necessary mid-range electrical power for supplying the first electric motor EM1 as a traction motor for a stop-and-go operation over a longer period of time. For this, a generator power of the EM2 reduced by a factor of 10 in comparison with the traction power of the electric motor EM1, is sufficient.

[0107] In the hybrid drive structure 1i shown in FIG. 14, the internal combustion engine VM, the second electric motor EM2, and the first electric motor EM1 are disposed axially behind one another. In another design, not shown, based on FIG. 14, the jaw clutch coupling S2 is not disposed on the layshaft W2/W4, but instead on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 from FIG. 3.

[0108] FIG. 15 shows a gear ratio table associated with the hybrid drive structure 1i. In a first electric gear 1G, for stop-and-go traffic, for example, the electric traction motor EM1 is supplied with power by means of the generator EM2. The internal combustion engine VM powers the generator EM2 for output, without a force flow connection, such that the input can be operated in a low emission serial hybrid mode. Alternatively, the first gear 1G can also be actuated as a purely electrical gear, supplied by an energy storage device, or in a parallel hybrid mode, as a coupled gear, as has already been described above. For this, the transmission input shaft W1 is connected to the hollow shaft W3 via the shifting element S1. The subsequent second gear 2G is an internal combustion engine gear, the third gear, in turn, is a purely electric gear, or a coupled electric-internal combustion engine actuated gear. The electric first gear 1G can, in turn, be used as a reverse gear by means of a rotational direction reversal of the electric motor EM1.

[0109] With the hybrid drive structure 1j shown in FIG. 16, the second electric motor EM2 is disposed at the axially opposite end of the transmission. This configuration represents a simple modular expansion, without structural changes to the hybrid drive structure 1h of FIG. 12. It can be used reasonably, when required, as a result of the restrictions to structural space required in a motor vehicle. In another design, not shown, based on FIG. 16, the jaw clutch coupling S2 is not disposed on the layshaft W2/W4, but instead on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 from FIG. 3.

[0110] Furthermore, with the hybrid drive structure 1k shown in FIG. 17, the second electric motor EM2 and the internal combustion engine VM are disposed on opposite ends of the transmission, in a manner comparable to the hybrid drive structure if shown in FIG. 9. In another, not shown, design based on FIG. 17, the jaw clutch coupling S2 is not disposed on the layshaft W2/W4, but instead on the second transmission input shaft W3, in a manner analogous to the configuration of the jaw clutch coupling S4 on the transmission input shaft W3 from FIG. 3.

[0111] Lastly, FIG. 18 shows a hybrid drive structure 1l having adjacently disposed, both coaxially as well as axially, transmission input shafts W1, W3. The first transmission input shaft W1 can be driven by an internal combustion engine VM as well as by a second electric motor EM2, and the second transmission input shaft W3 can be driven by means of a first electric motor EM1. Moreover, a start-up clutch K1 is disposed on the first transmission input shaft W1. Furthermore, a gear shifting device S1 is disposed axially between the two transmission input shafts W1 and W3, which can couple, in a functional manner, said two shafts W1, W3 to one another in the left-hand shifting setting according to FIG. 18. In a middle shifting setting, this gear shifting device S1 assumes its neutral setting, while in the right-hand shifting setting, it engages the second gear 2G.

[0112] The automated transmission according to FIG. 18 is otherwise substantially identical in its construction to the transmissions according to the embodiment examples in FIGS. 12, 14, 16, 17. It has three gear set planes Z1, Z2, Z3 having idler and fixed gears for three forward gears 1G, 2G, 3G, and a reverse gear implemented by means of an electric motor available for this, by means of a combined layshaft and output shaft W2/W4, disposed axially parallel to the two transmission input shafts W1 and W3. For this, the first gear G1 and the third gear G3 can be operated in a purely electric mode, while all three forward gears 1G, 2G, 3G, can be operated by means of the internal combustion engine. A second gear shifting device S2, likewise designed as a jaw clutch coupling, is disposed on the layshaft W2/W4 for shifting the gears. In addition, FIG. 18 shows that an output gearwheel z28 is attached to the layshaft W2/W4, which engages with an input gearing z29 on the housing of a differential transmission D. In the known manner, two input shafts aw1, aw2 for two wheels r1, r2 of a motor vehicle extend from this differential transmission D.

[0113] The start-up clutch K1 can be dispensed with in a cost and space saving manner in the hybrid drive structure 1l of FIG. 18, insofar as, instead of said start-up clutch K1, a second electric motor EM2 is configured such that said electric motor can drive the first transmission input shaft W1, for synchronizing the second gear 2G, for example.

[0114] Alternatively, the second electric motor EM2 can be dispensed with in a cost and space saving manner, if the start-up clutch K1 is present on the first transmission input shaft W1, because the synchronization of the second gear 2G can take place by means of the internal combustion engine VM and a slippage configured start-up clutch K1.

REFERENCE SYMBOL LIST

[0115] 1a-1l hybrid drive structures [0116] 1G-6G forward gears [0117] aw1, aw2 input shafts [0118] EM1 electric motor [0119] EM2 electric motor [0120] D differential transmission [0121] i gear ratio [0122] i_ges gear ratio range [0123] K1 start-up element, start-up clutch, motor clutch [0124] RG reverse gear [0125] r1, r2 vehicle wheel [0126] S1-S4 gear shifting devices [0127] VM internal combustion engine [0128] W1 first transmission input shaft [0129] W2 transmission output shaft, transmission output [0130] W3 second transmission input shaft, hollow shaft [0131] W3 second transmission input shaft [0132] W4 layshaft [0133] Z1-Z7 gear set planes [0134] z11-z17 gearwheels [0135] z21-z29 gearwheels [0136] zR3 gearwheel