WO2016134710A1

WO2016134710A1 - Hybrid transmission for a vehicle and vehicle having the hybrid transmission

Info

Publication number: WO2016134710A1
Application number: PCT/DE2016/200039
Authority: WO
Inventors: Thomas Mehlis; Bastian Krüger; Andreas Kinigadner
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2015-02-23
Filing date: 2016-01-26
Publication date: 2016-09-01
Also published as: DE102015203197B3

Abstract

The invention relates to a hybrid transmission (1) for a vehicle (2), comprising: a first input shaft (7) for coupling a first traction motor (3); a second input shaft (9) for coupling a second traction motor (4); an output shaft (10) for coupling an output (5); a first gearing stage segment (13), which has a first input gear (13.1), a first intermediate gear (13.2), and a first output gear (13.3), wherein the first input gear (13.1) is arranged on the first input shaft (7) for conjoint rotation, wherein the first output gear (13.3) is arranged on the output shaft (10) as a loose gear, wherein the intermediate gear (13.2) is operatively connected to the first input gear (13.1) and to the first output gear (13.3); a planetary gearing segment (14), which has a sun gear (14.1), a planet carrier (14.2), a plurality of planet gears (14.3), and a ring gear (14.4), wherein the planet gears (14.3) are rotatably arranged on the planet carrier (14.2) and mesh with the sun gear (14.1) and with the ring gear (14.4), wherein the sun gear (14.1) is connected to the second input shaft (9) for conjoint rotation; a second gearing stage segment (16), which has a second input gear (16.1) and a second output gear (16.2), wherein the second input gear (16.1) and the second output gear (16.2) are operatively connected to each other, wherein the second input gear (16.1) is connected to the planet carrier (14.2) for conjoint rotation and the second output gear (16.2) is arranged on the output shaft (10) as a loose gear; a first coupling device (A) for coupling the first intermediate gear (13.2) and the ring gear (14.4); a second coupling device (B) for coupling the second input shaft (9) and the planet carrier (14.2); a third coupling device (C) for coupling the first output gear (13.3) to the output shaft (10); a fourth coupling device (D) for coupling the second output gear (16.2) to the output shaft (10); and a control device (18) for controlling the coupling devices (A, B, C, D).

Description

Hybrid transmission for a vehicle and vehicle with the hybrid transmission

The invention relates to a novel hybrid transmission for a vehicle having a first input shaft for coupling a first traction motor, with a second input shaft for coupling a second traction motor, with an output shaft for coupling an output, with a first gear stage section, wherein the first gear stage section, a first input gear, a first idler gear and a first output gear, wherein the first input gear is non-rotatably mounted on the first input shaft, wherein the first output gear is arranged as a loose wheel on the output shaft, wherein the intermediate gear is in operative connection with the first input gear and with the first output gear, with a planetary gear portion, wherein the planetary gear portion comprises a sun gear, a planetary carrier, a plurality of planetary gears and a ring gear, wherein the planet gears are rotatably mounted on the planet carrier and with the sun gear and with the ring gear combing, wherein the sun gear is rotatably connected to the second input shaft, with a second gear stage portion, wherein the second gear stage portion has a second input gear and a second output gear, wherein the second input gear and the second output gear are in operative connection, wherein the second input gear rotatably with is connected to the planet carrier and the second output gear is arranged as idler gear on the output shaft, with a first coupling device for coupling of the first idler gear and the ring gear, with a second coupling device for coupling the second input shaft and the planet carrier, with a third coupling device for coupling the first output gear to the output shaft and with a fourth coupling device for coupling the second output gear to the output shaft and with a control device for controlling the Coupling devices. The invention further relates to a vehicle with this hybrid transmission.

Hybrid vehicles have both an electric motor and an internal combustion engine as traction motors. These two traction motors can be alternatively or jointly used in different operating states of the hybrid vehicle in order to provide a drive torque for the hybrid vehicle.

For example, in the document DE 10 2013 210 012 A1, which probably forms the closest prior art, a drive train for a hybrid vehicle is shown. The powertrain has an input shaft for an electric motor, an input shaft for an internal combustion engine, and an output shaft for coupling to a differential device, wherein the shafts can be brought into communication with each other via a plurality of gear stages, so that a plurality of operating states of the drive train is possible.

The DE 10 201 1 089 708 A1 describes a hybrid drive of a motor vehicle with a planetary gear having a non-rotatably connected to an input shaft input element, an alternately fixed housing via gearshift elements lockable or otherwise connectable to the planetary gear intermediate element and an output element.

DE 10 2013 214 950 A1 describes a torque superposition device for a hybrid drive, wherein a positive and / or frictional clutch for alternatively selectable torque-fixed connection with a translation device is arranged on a planetary gear.

It is an object of the present invention to propose a hybrid transmission for a vehicle, which forms an alternative to the known transmission concepts. This object is achieved by a hybrid transmission with the features of claim 1 and by a vehicle having the features of claim 10. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description and the accompanying drawings.

The subject of the invention is a hybrid transmission which is suitable and / or designed for a vehicle. The hybrid transmission forms part of the drive train of the vehicle and serves to direct a drive torque from exactly or at least one electric motor and / or from an internal combustion engine to an output and, if necessary, to translate, in particular to translate or set.

The vehicle is preferably designed as a passenger car, truck, bus, etc. The transmitted via the hybrid transmission drive torque is used to drive the vehicle, for example, in traffic. In particular, the vehicle can be accelerated by the transmitted via the hybrid transmission drive torque to a speed greater than 50 km / h.

The hybrid transmission has a first input shaft for coupling a first traction motor. Furthermore, the hybrid transmission has a second input shaft for coupling a second traction motor. One of the traction motors is designed as the electric motor, the other than the internal combustion engine. Preferably, the first traction motor is designed as the electric motor and the second traction motor as the internal combustion engine. Optionally, the two traction motors, in particular the electric motor and the internal combustion engine, form part of the hybrid transmission.

Furthermore, the hybrid transmission comprises an output shaft for coupling the output. Optionally, the output is formed by a differential device. The Differential device may be formed in particular as a longitudinal differential device or as a transverse differential device.

Particularly preferably, the first input shaft, the second input shaft and the output shaft are arranged parallel to one another.

The hybrid transmission has a first gear stage portion which includes a first input gear, a first idler gear, and a first output gear. Preferably, said wheels are formed as spur gears. The first input gear is non-rotatably arranged on the first input shaft. The first output gear is arranged as a loose wheel on the output shaft, which thus can rotate relative to the output shaft. The idler gear is in operative connection with the first input gear and with the first output gear. In particular, the intermediate gear meshes with the first input gear and the first output gear.

Another component of the hybrid transmission forms a planetary gear section, wherein the planetary gear section is particularly preferably formed as a Stirnradplanetengetriebeabschnitt. The planetary gear section includes a sun gear, a planetary carrier, a plurality of planetary gears and a ring gear. The planet gears are rotatably mounted on the planet carrier. It is envisaged that the axes of rotation of the planet gears are distributed on a common pitch circle about the axis of rotation of the planet carrier. The planetary gears mesh on the one hand with the sun gear and on the other hand with the ring gear. The sun gear is rotatably connected to the second input shaft.

Furthermore, the hybrid transmission has a second gear stage section, which comprises a second input gear and a second output gear. The second input gear and the second output gear are in operative connection with each other, in particular, these two wheels mesh directly with each other. The second Input wheel is rotatably connected to the planet carrier so that it rotates with the planet carrier. The second output gear is arranged as a loose wheel on the output shaft, so that it can rotate independently of the output shaft.

To control the hybrid transmission, this has a plurality of coupling devices. The coupling devices are configured to couple together two elements or components of the hybrid transmission. In particular, coupling means that these components can be set against rotation with each other and can be released from each other again. Thus, the coupling devices are used in particular for the detachable coupling of two components.

The hybrid transmission has a first coupling device, which is designed for coupling of the first intermediate gear and the ring gear. A second coupling device is designed for coupling the second input shaft and the planet carrier. A third coupling device is designed for coupling the first output gear to the output shaft. A fourth coupling device is designed for coupling the second output gear to the output shaft.

The hybrid transmission has a control device for controlling the coupling devices so that they can be opened and closed. The control device may be formed as a separate control device, but it is also possible that this is realized as a functional module of a central control of the vehicle.

By the described architecture, it is possible that the hybrid transmission can take a variety of operating conditions, which are described below. Thus, the hybrid transmission is a total solution, which is a variety of optional benefits depending on the realized operating conditions, such as:

^■ at least one neutral operating condition

^■ at least one electric-internal combustion engine, and thus mixed operating state

^■ at least one purely electrical operating state

^■ at least one purely internal combustion engine operating condition

^■ at least one intermediate state for a traction interruption-free switching between the operating states

^■ at least one starting operating state for a purely electric motor starting

^■ at least one starting operating state for an internal combustion engine starting

The hybrid transmission is in particular designed to occupy at least one, some, any selection or all of the operating states in the following table. The position (Pos) designates the switching state of the respective operating state. The letters are assigned as follows:

A first coupling device

B second coupling device

C third coupling device

D fourth coupling device

E fifth coupling device

The fifth coupling device is optional and will be explained later. If the fifth coupling device is present, it will be switched as shown in the table. If this does not happen, the corresponding column is omitted. "1" means that the respective coupling device is closed and a torque is transmitted via the coupling device or at least is transferable. "0" means that the coupling device is open and no torque can be transmitted.

Position 1: Neutral operating state or generator operating state

In the operating condition according to item 1, a torque path between the first and the second input shaft is closed, so that the internal combustion engine can drive the electric motor as a generator. The advantage in this operating state is the possibility to use the electric motor as a generator.

Position 2: Operating state EM I

In this operating state, a torque path between the first input shaft and the output shaft is closed, whereas a torque path between the engine and the output shaft is opened. This operating state thus forms a starting operating state for a purely electromotive starting and / or a first purely electrical operating state, wherein the vehicle is driven exclusively electrically. Position 3: Operating state eCVT

In this operating state, a torque path between the second input shaft and the output shaft is closed via the planetary gear section. Further, a torque path from the first input shaft to the planetary gear portion is closed. The planetary gear portion acts as a transfer case when starting, wherein the electric motor depending on its torque torque on the output in dependence of the torque of the engine applies and / or the engine to the output torque depending on its torque and in dependence of the torque of the electric motor applies. Thus, this operating state forms a starting state for an internal combustion engine starting. In particular, an internal combustion engine starting without friction elements and / or other starting elements is possible. When starting, the electric motor is first operated or entrained in a rotational direction, so that an electric power is subtracted from the power of the internal combustion engine in the planetary gear section acting as a transfer case. Here, the electric motor is set in a generator mode. Thus, it is possible to first reduce the total torque applied to the output shaft or even set to 0 and then slowly increase to achieve an internal combustion engine starting. For example, with the electric machine, a braking torque can be applied by generator operation, in the opposite / negative direction of rotation. With increasing speed of the vehicle, the generator speed of the electric motor or the first input shaft is reduced. At the point of reversal of the direction of rotation of the first input shaft, a holding torque of the electric motor is applied. In the positive direction of rotation of the electric motor is used as a traction motor and the planetary gear section acts as a summation gear.

Position 4: Power Shift 0 In this operating state, the torque path between the first input shaft or the electric motor and the output shaft, as established in the operating position position 3, is maintained, so that traction interruption-free indexing is possible. In addition, a torque path between the internal combustion engine and the output shaft is established, with this torque path running via the second coupling device B. If now switched from the operating state position 3 with the aim of the operating state position 5, the sun gear and the planet carrier are brought to the same speed by the speed between the first input shaft and the second input shaft or between the electric motor and the engine is adjusted so that the coupling device B can be closed.

Position 5: Operating status VKM I

This operating state is a purely internal combustion engine operating state, wherein the drive torque is generated exclusively by the internal combustion engine. The torque path between the electric motor or the first input shaft and the output shaft is opened by opening the coupling device A.

Position 6: EM l / VKM I

In this operating state, a torque path between the first input shaft and the output shaft is formed via the first gear stage portion, so that this operating condition forms an electric-engine-motor and thus mixed-state or hybrid-operation state.

Position 7: Power Shift I

In this operating state, the torque path between the second input shaft or the internal combustion engine and the output shaft is opened so that there is a purely electromotive operating state. At the same time, this operating state forms a traction interruption-free transition state to the operating state position 8. Position 8: EM 1 / VKM II

In this operating state, the drive input torque of the second input shaft is conducted via the planetary gear section to the first gear stage section and merged therewith with the input shaft drive torque so that both a torque path from the electric motor and the engine to the output shaft via the first gear step section , This operating state thus represents a mixed operating state or hybrid state.

In a preferred structural embodiment of the invention, the first coupling device comprises an intermediate shaft, wherein the first intermediate gear is arranged as idler gear on the intermediate shaft and the ring gear is rotatably connected to the intermediate shaft. The first coupling device is designed to couple the first intermediate gear to the intermediate shaft. Alternatively, it is possible that the first idler gear is disposed as a fixed gear on the intermediate shaft and the ring gear forms a idler gear with respect to the intermediate shaft, wherein the first coupling device is configured to couple the ring gear to the intermediate shaft. After this embodiment is technically complex, it is preferred that this is rotatably connected to the intermediate shaft, so that the bearing of the ring gear can take place via the intermediate shaft and is thereby simplified.

In a particularly preferred embodiment of the invention, at least one, some or all of the coupling devices is designed as a form-locking coupling and in particular as a dog clutch. In this way, frictionally engaged coupling devices are dispensed with so that a particularly low-friction operation is possible in the operating states. Due to the special architecture of the hybrid transmission, it is also possible - as already described - to provide operating states for starting, without having to resort to friction elements as starting elements. In a preferred embodiment of the invention, the hybrid transmission has a freewheel device for the rotational direction-dependent decoupling of the internal combustion engine from the second input shaft. Generally and in this development, the internal combustion engine has a starter device, in particular a pinion starter or a belt starter.

In a particularly preferred development of the invention, the hybrid transmission has a third gear stage section, which comprises a third input gear and a third output gear. The third input gear is rotatably coupled to the ring gear, the third output gear is arranged as a loose wheel on the output shaft. The third input gear is in operative connection with the third output gear, particularly preferably these two wheels mesh directly with each other. Furthermore, the hybrid transmission has a fifth coupling device, which is designated in the table with E, which is designed to couple the third output gear to the output shaft. The fifth coupling device can also be designed as a form-locking coupling, in particular a dog clutch.

The comparatively small complement of the third gear stage section makes it possible to achieve up to three further operating states, wherein the hybrid transmission can implement one, some, any selection or all operating states. The operating conditions are shown with the same nomenclature as before in the following table:

Operating condition Pos A B c D E

Powershift I 9 0 1 1 0 0

EM l / VKM III 10 0 1 1 0 1

Powershift II 1 1 0 1 0 0 1 EM II / VKM III 12 1 1 0 0 1

Position 9: Power Shift I

This operating state corresponds to the operating state in position 7, so reference is made to the description in this regard.

Position 10: EM I / VKM III

This operating state is a mixed operating state, wherein a torque path extends from the first input shaft via the first transmission section to the output shaft and, moreover, a torque path extends from the second input shaft via the planetary gear section and the third gear step section to the output shaft.

Position 1 1: Power Shift II

In this operating state, the torque path between the first input shaft and the output shaft is opened via the first transmission section, so that a purely internal combustion engine operating state is achieved.

Position 12: EM IIA / KM III

In this operating state, the first input shaft is coupled to the output shaft via the planetary gear portion and the third gear stage portion. Thus, in this operating state, a mixed operating state or hybrid operating state is present again.

In a preferred development of the invention, the fourth and the fifth coupling device are jointly designed as an exchangeable coupling device, in particular a reciprocal coupling device, in particular a coaxially alternating switching device, wherein a central coupling element (exclusively) alternatively the fourth coupling device or the fifth Can close coupling device. The interchangeable coupling device further reduces the number of components of the hybrid transmission. The actuation of the coupling devices can take place via a central electromechanical or hydraulic gear regulator.

Another object of the invention relates to a vehicle having an electric motor and an internal combustion engine and the hybrid transmission as described above. The electric motor is connected to the first input shaft, the internal combustion engine is in operative connection with the second input shaft. Another possible object of the invention relates to a method for switching the hybrid transmission and / or the vehicle, being changed from a first operating state in a second operating state.

Further features, advantages and effects of the invention will become apparent from the following description of a preferred embodiment of the invention and the accompanying figures. Showing:

Figures 1 - 12 different operating states of a hybrid transmission as an embodiment of the invention;

Figure 13 is a schematic representation of the hybrid transmission of the preceding figures, wherein the individual components are provided with reference numerals.

FIG. 13 shows a hybrid transmission 1, which is designed as part of a drive train of a vehicle 2. The vehicle 2 or the hybrid transmission 1 has as traction motors an electric motor 3 and an internal combustion engine 4. Via the hybrid transmission 1, a drive torque of the electric motor 3 and / or the internal combustion engine 4 can be passed to an output 5, wherein the output 5 is formed in this example as a differential device 6 and the Antnebsdrehnnonnent example, distributed to two driven wheels of an axle of the vehicle 2.

The electric motor 3 is operatively connected to a first input shaft 7. In particular, a rotor of the electric motor 3 is rotatably connected to the first input shaft 7. The internal combustion engine 4 is connected via an optional freewheel device 8 to a second input shaft 9 in at least one direction of rotation such that a drive torque can be conducted from the internal combustion engine 4 to the second input shaft 9. The output 5 is set via an output shaft 10 in operative connection. For this purpose, the output shaft 10 has a driven wheel 1 1, which meshes with a drive wheel 12 of the output 5 or the differential device 6.

The hybrid transmission 1 has a first gear stage section 13, which comprises a first input gear 13.1, a first intermediate gear 13.2 and a first output gear 13.3. The first gear stage portion 13 is formed as a spur gear stage portion. The first input gear 13.1 meshes with the first intermediate 13.2. The first intermediate gear 13.2 meshes with the first output gear 13.3. The first input gear 13.1 is mounted as a fixed gear on the first input shaft 7. The first output gear 13.3 sits as a loose wheel on the output shaft 10. The first intermediate 13.2 is formed as a loose wheel. Between the first input gear 13.1 and the first intermediate 13.2 a translation i4 is provided. Between the first intermediate gear 13.2 and the first output gear 13.3 is a translation i1 before.

Furthermore, the hybrid transmission 1 has a planetary gear section 14, which includes a sun gear 14.1, a planet carrier 14.2 - also called web - a plurality of planetary gears 14.3 and a ring gear 14.4. The sun gear 14.1 is rotatably connected to the second input shaft 9. The planet gears 14.3 sit with their axes of rotation spaced from the second input shaft 9 rotatably mounted on the Planet carrier 14.2 and comb with the sun gear 14.1. The ring gear 14.4 also meshes with the planetary gears 14.3.

Between the planetary gear portion 14 and the first gear stage section 13, a first coupling device A is provided, which - seen functionally - allows a releasable coupling between the ring gear 14.4 and the first intermediate 13.2. In this structural embodiment, the first coupling device A comprises an intermediate shaft 15, to which the first intermediate gear 13.2 is placed as a loose wheel. The first coupling device A allows a releasable, non-rotatable coupling between the intermediate shaft 15 and the first intermediate 13.2. For example, the first coupling device A on a jaw clutch for a positive coupling of said components.

The hybrid transmission 1 has a second coupling device B, which is functionally designed for releasable, rotationally fixed coupling between the second input shaft 9 and the planet carrier 14.2. The second coupling device B can also be designed as a dog clutch. Structurally considered, the planet carrier 14.2 can be divided into a support section 14.5 and a bearing section 14.6, wherein the bearing section 14.6 has a smaller outer diameter than the support section 14.5. Thus, the planet carrier 14.2 is stepped. The second coupling device B couples the second input shaft 9 to the bearing section 14.6.

The hybrid transmission 1 has a second gear stage section 16, which comprises a second input gear 16.1 and a second output gear 16.2. The second input gear 16.1 is rotatably connected to the planet carrier 14.2 and placed in particular on the bearing section 14.6. The second output gear 16.2 is placed as a loose wheel on the output shaft 10. The hybrid transmission 1 has a third coupling device C, wherein the third coupling device C is - seen functionally - designed to releasably, the output shaft 10, rotatably coupled to the first output gear 13.3. For example, the third coupling device C is formed as a dog clutch.

The hybrid transmission 1 further has a third gear stage section 17, wherein the third gear stage section 17 has a third input gear 17.1 and a third output gear 17.2. The third input gear 17.1 is rotatably connected to the ring gear 14.4 and formed as an external toothing to this. The third output gear 17.2, however, is designed as a loose wheel on the output shaft 10.

The hybrid transmission 1 has a fourth coupling device D, wherein the fourth coupling device D - seen functionally - is designed to releasably rotatably couple the output shaft 10 with the second output gear 16.2 or decouple. Furthermore, the hybrid transmission 1 has a fifth coupling device E, which - seen functionally - is designed to releasably rotatably couple the output shaft 10 with the third output gear 17.2 or decouple. In the illustration shown, the fourth coupling device D and the fifth coupling device E as an exchange coupling device, in particular a mutual coupling device, in particular a coaxially mutual switching device is formed, which has a common coupling element, which alternatively coupling the output shaft 10 with the second output gear 16.2 or can implement with the third output 17.2 (either or). The fourth coupling device D and / or the fifth coupling device E can be designed as a dog clutch.

The second gear stage section 16 has the gear ratio i3, the third gear stage section 17 has the gear ratio i2. Preferably, the amounts of the translations i1, i2, i3, i4 are different. Furthermore, the hybrid transmission 1 has a control device 18, which is designed to switch the coupling devices A, B, C, D, E and thus to set different operating states. In a small embodiment of the invention, the fifth coupling device E and the third gear stage section 17 are omitted.

Different operating states can be set via the control device 18, which have already been introduced in the preceding tables and which are explained with FIGS. 1 to 12. For clarity, however, the reference numerals of the individual components have been omitted in the figures 1 to 12, so that optionally the assignment between the components and the reference numerals can be made via the figure 13.

In FIGS. 1 to 12, the switching states of the coupling devices A, B, C, D, E are each visualized by squares. A black-colored square here means that the respective coupling device is closed, a white square means that the respective coupling device is open.

In FIG. 1, the torque path M runs from the internal combustion engine 4 or the second input shaft 9, via the second coupling device B, the planetary gear section 14, via the first gear stage section 13, via the first coupling device A to the electric motor 3 or to the first input shaft 7 The position 1 is thus shown in FIG. 1, the torque path M being from the internal combustion engine 4, to the second input shaft 9, via the second coupling device B, via the planet carrier 14.2, via the ring gear 14.4, via the first coupling device A the first intermediate gear 13.2, via the first input gear 13.1, via the first input shaft 7 to the electric motor 3 runs. 2, the position 2 is shown, wherein a torque path M is passed from the electric motor 3 and the first input shaft 7 via the first gear stage section 13 and the third coupling device C to the output shaft 10. The internal combustion engine 4, however, is decoupled from the output shaft 10. 3, a torque path M from the second input shaft 9 via the planetary gear section 14, the second gear stage section 16 to the output shaft 10. In addition, the electric motor 3 and the first input shaft 7 via the first gear stage section 13, the first coupling device A coupled to the ring gear 14.4 of the planetary gear portion 14 so that the electric motor 3 can form a brake. FIG. 4 with the position 4 shows a torque path M originating from the electric motor 3 or the input shaft 7, via the first gear stage section 13, the first coupling device A, the planetary gear section 14, the second gear step section 16 to the output shaft 10. Further, a second torque path M, which leads from the internal combustion engine 4 and the second input shaft 9 via the second coupling device B, the second gear stage section 16 to the output shaft 10.

The position 5 is shown in FIG. 5, wherein the first torque path M in FIG. 4 is deactivated by opening the first coupling device A. In addition, the second torque path M of Figure 4 / position 4 is closed. 6, the position 6 of the hybrid transmission 1 is shown, wherein by activation of the third coupling device C, a torque path M between the electric motor 3 and the first input shaft 7 and the output shaft 10 is formed, which extends over the first gear stage section 13. In addition, the second torque path M of Figure 4 / position 4 is closed. In FIG. 7 with the position 7, the torque path M between the internal combustion engine 4 and the second input shaft 9 to the output shaft 10 is deactivated in comparison with FIG. In the figure 8 with the position 8 of the runs Torque path M of the position 7. In addition, a torque path M between the engine 4 and the first transmission portion 13 is formed. In FIG. 9 with the position 9, the state according to FIG. 7 / position 7 is assumed again. In FIG. 10, a torque path M from the internal combustion engine 4 or the second input shaft 9 via the second coupling device B, the planetary gear section 14, the third gear step section 17 to the output shaft 10 is formed. Another torque path M is closed between the electric motor 3, the first transmission section 13 and the output shaft 10. 1 1, the position 1 1 of the hybrid transmission 1 is shown, wherein the torque path M between the electric motor 3 and the first input shaft 7 and the output shaft 10 has been deactivated by deactivating the third coupling device C compared to the position 10 in FIG , In FIG. 12, a new torque path M is formed between the electric motor 3 or the first input shaft 7 and the output shaft 10, which runs via the first gear stage section 13, the first coupling device A, the planetary gear section 14 and the third gear step section 17 to the output shaft 10 ,

It should be underlined that a torque of one of the traction motors, ie the electric motor 3 or the internal combustion engine 4, is routed to the output shaft 10 at any time by an upshifting and / or downshifting and / or switching of the positions 1-12. Thus, with the architecture of the hybrid transmission shown a traction interruption-free operation can always be provided.

LIST OF REFERENCE NUMBERS

hybrid transmission

vehicle

electric motor

Internal combustion engine / internal combustion engine (VKM)

output

differential device

first input shaft

Freewheel device

second input shaft

output shaft

output gear

drive wheel

first gear stage section

first input wheel

first idler

first output wheel

Planetary gear section

sun

planet carrier

planetary gears

ring gear

support section

bearing section

intermediate shaft

second gear stage section

second input wheel 16.2 second output wheel

17 third gear stage section

17.1 third input wheel

17.2 third output wheel

18 control device

A first coupling device

B second coupling device

C third coupling device

D fourth coupling device

E fifth coupling device

M moment path

i1, \ 2, \ i4 translations

Claims

claims

1 . Hybrid transmission (1) for a vehicle (2) having a first input shaft (7) for coupling a first traction motor (3) to a second input shaft (9) for coupling a second traction motor (4) to an output shaft (10) for coupling an output (5) having a first gear stage section (13), the first gear stage section (13) having a first input gear (13.1), a first intermediate gear (13.2) and a first output gear (13.3), the first input gear (13.1) is rotatably mounted on the first input shaft (7), wherein the first output gear (13.3) is arranged as a loose wheel on the output shaft (10), wherein the intermediate gear (13.2) with the first input gear (13.1) and with the first output gear (13.3 ) is in operative connection with a planetary gear portion (14), wherein the planetary gear portion (14) comprises a sun gear (14.1), a planet carrier (14.2), a plurality of planet wheels (14.3) and a ring gear (14.4) where at the planet gears (14.3) are rotatably mounted on the planet carrier (14.2) and with the sun gear (14.1) and with the ring gear (14.4), wherein the sun gear (14.1) with the second input shaft (9) is rotatably connected, with a second gear stage section (16), wherein the second gear stage section (16) has a second input gear (16.1) and a second output gear (16.2), the second input gear (16.1) and the second input gear (16.1) Output gear (16.2) are in operative connection with each other, wherein the second input gear (16.1) rotatably connected to the planet carrier (14.2) and the second output gear (16.2) is arranged as a loose wheel on the output shaft (10), with a first coupling device (A) for coupling the first intermediate gear (13.2) and the ring gear (14.4), with a second coupling device (B) for coupling the second input shaft (9) and the planet carrier (14.2), with a third coupling device (C) for coupling the first output gear (13.3) with the output shaft (10) and with a fourth coupling device (D) for coupling the second output gear (16.2) with the output shaft (10) and with a control device (18) for controlling the coupling means (A, B, C, D ).

2. hybrid transmission (1) according to claim 1, characterized in that in an internal combustion engine starting operating state (Pos 3), the first and fourth coupling means (A, D) is closed and the second and third coupling means (B, C) is opened.

3. hybrid transmission (1) according to claim 1 or 2, characterized in that this comprises a fifth coupling device (E) for coupling the output shaft (10) with the third output gear (17.2) comprises one or more of the following operating states can take:

Operating condition Pos A B c D E

Neutral / Generator 1 1 1 0 0 0

EM I 2 1/0 0 1 0 0 eCVT 3 1 0 0 1 0

Powershift 0 4 1 1 0 1 0

VKM I 5 0 1 0 1 0 EM 1 / VKM 1 6 0 1 1 1 0

Powershift 1 7 0 1 1 0 0

EM 1 / VKM II 8 1 1 1 0 0

4. hybrid transmission (1) according to any one of the preceding claims, characterized in that the first coupling device (A) has an intermediate shaft (15), wherein the first intermediate gear (13.2) is arranged as idler gear on the intermediate shaft (15) and the ring gear ( 14.4) is rotatably connected to the intermediate shaft (15), wherein the first coupling device (A) couples the first intermediate gear (13.2) with the intermediate shaft (15).

5. hybrid transmission (1) according to any one of the preceding claims, characterized in that at least one, some or all coupling means (A, B, C, D) have a form-locking coupling, in particular a dog clutch.

6. hybrid transmission (1) according to one of the preceding claims, characterized by a freewheel device (8) for the direction of rotation dependent

Decoupling of the internal combustion engine (4) from the second input shaft (9).

7. Hybrid transmission (1) according to one of the preceding claims, characterized by a third gear stage section (17), wherein the third gear stage section (17) has a third input gear (17.1) and a third output gear (17.2), wherein the third input gear (17.1) with the ring gear (14.4) rotatably coupled and the third output gear (17.2) is arranged as a loose wheel on the output shaft (10) and wherein the third input gear (17.1) with the third output gear (17.2) are in operative connection, and by a fifth coupling device (E) for coupling the third output gear (17.2) to the output shaft (10).

8. hybrid transmission (1) according to claim 7, characterized in that the fourth and the fifth coupling means (D, E) is designed as an exchange coupling device.

9. hybrid transmission (1) according to one of claims 7 or 8, characterized in that it can assume one or more of the following operating states:

10. Vehicle (2) according to one of the preceding claims, comprising an electric motor (3) and an internal combustion engine (4), characterized by a hybrid transmission (1) according to one of the preceding claims, wherein the electric motor (3) with the first input shaft (7 ) and the internal combustion engine (4) with the second input shaft (9) is in operative connection.