DE102021211286B4 - Hybrid transmission device for an automobile - Google Patents

Abstract

Hybrid transmission device for a motor vehicle, comprising: - at least one transmission input shaft (12a-12g) for connecting an internal combustion engine (13a-13g), - at least one transmission output shaft (14a-14g), - a transmission (15a-15g) which has at least a first Planetary gear set (P1a-P1g) with a sun gear (P11a-P11g), a ring gear (P13a-P13g) and a planet carrier (P12a-P12g), a second planetary gear set (P2a-P2g) with a sun gear (P21a-P21g), a ring gear (P23a-P23g) and a planetary carrier (P22a-P22g), a third planetary gear set (P3a-P3g) with a sun gear (P31a-P31g), a ring gear (P33a-P33g) and a planetary carrier (P32a-P32g) and a fourth planetary gear set (P4a-P4g) with a sun gear (P41a-P41g), a ring gear (P43a-P43g) and a planet carrier (P42a-P42g),- at least five switching units (S1a-S1g; S2a-S2g; S3a-S3g; S4a- S4g; S5a-S5g) to interconnect the transmission (15a-15g), and at least one electric machine (16a-16g) with a non-rotatable stator (17a-17g) and a rotatable rotor (18a-18g), the transmission input shaft (12a-12g) is permanently non-rotatably connected to the planet carrier (P12a-P12g) of the first planetary gear set (P1a-P1g), the sun gear (P11a-P11g) of the first planetary gear set (P1a-P1g) being fixed to the housing and the rotor (18a -18g) of the electrical machine (16a-16g) is permanently non-rotatably connected to the ring gear (P13a-P13g) of the first planetary gear set (P1a-P1g), characterized in that a second switching unit (S2a-S2g) of the switching units (S1a-S1g; S2a-S2g; S3a-S3g; S4a-S4g; S5a-S5g) is provided in a closed state to connect the ring gear (P13a-P13g) of the first planetary gear set (P1a-P1g) in a rotationally fixed manner to the planet carrier (P22a-P22g) of the second planetary gear set (P2a-P2g), the transmission input shaft (12a-12g) is permanently non-rotatably connected to the sun gear (P21a-P21g) of the second planetary gear set (P2a-P2g) and the sun gear (P31a-P31g) of the third planetary gear set (P3a-P3g).

Description

The invention relates in particular to a transmission device according to the preamble of claim 1.

From the DE 10 2015 211 072 A1 a hybrid transmission device for an automobile is known.

Furthermore, from the DE 10 2005 021 582 A1 a hybrid transmission device for a motor vehicle is known, with a transmission input shaft, with at least one transmission output shaft, with a transmission which has at least a first planetary gear set, a second planetary gear set, a third planetary gear set and a fourth planetary gear set, with a plurality of switching units for interconnecting the transmission, and with at least one electric machine with a non-rotatable stator and a rotatable rotor, the transmission input shaft being permanently non-rotatably connected to the planet carrier of the first planetary gear set.

The object of the invention is in particular to achieve a variable design with reduced construction costs for a generic hybrid transmission device.

The object is achieved by the features of the independent patent claims, while advantageous configurations and developments of the invention can be found in the dependent claims.

The invention is based on a hybrid transmission device for a motor vehicle, with at least one transmission input shaft for connecting an internal combustion engine, with at least one transmission output shaft, with a transmission which has at least a first planetary gear set with a sun gear, a ring gear and a planet carrier, a second planetary gear set with a sun gear, a ring gear and a planet carrier, a third planetary gear set with a sun gear, a ring gear and a planet carrier and a fourth planetary gear set with a sun gear, a ring gear and a planet carrier, with at least five switching units an interconnection of the transmission, and with at least one electrical machine with a non-rotatable stator and a rotatable rotor, the transmission input shaft being permanently non-rotatably connected to the planet carrier of the first planetary gear set, the sun gear of the first planetary gear set being connected fixed to the housing and the rotor of the electrical machine being permanently non-rotatably connected to the ring gear of the first planetary gear set.

The invention solves the problem on which the object is based by providing a second switching unit of the switching units in a closed state to connect the ring gear of the first planetary gear set to the planet carrier of the second planetary gear set in a torque-proof manner.

For the practical design of the transmission, different designs and combinations of planetary gear sets are possible. A “planetary gearset” is to be understood in particular as a unit with at least one sun gear, at least one ring gear and with at least one planetary gear guided by a planetary carrier on a circular path around the sun gear. Further planet wheels guided by the or another planet carrier on a further circular path can be provided. Advantageously, the planetary gear set has exactly one stationary transmission ratio. The planetary gear set is preferably designed as a simple planetary gear with a sun gear, a planet carrier carrying a plurality of planet gears, and a ring gear. However, other configurations of the planetary gear set that appear sensible to a person skilled in the art are also conceivable. “Directly” is to be understood without the interposition of shiftable clutch elements and/or gears or gear stages. “Provided” is to be understood in particular as being specially designed and/or specially equipped. The fact that an object is provided for a specific function is to be understood in particular to mean that the object fulfills and/or executes this specific function in at least one application and/or operating state.

A “transmission input shaft” is to be understood in particular as a transmission element that is at least constructively provided for a torsionally rigid or torsionally flexible connection to the drive unit, in particular to a crankshaft of the internal combustion engine and/or a rotor of the electric machine. The connection can be designed so that it can be disconnected and connected, for example by means of a disconnect clutch. A “transmission output shaft” is to be understood in particular as meaning a transmission element that is operatively connected to an output unit. The transmission output shaft is preferably connected, at least structurally, directly or via a fixed transmission to an output unit, in particular an axle drive, preferably a differential. The transmission output shaft can in particular also be arranged axially parallel to an output shaft, in particular a side shaft, of the axle drive, in particular of the differential. The axle drive can be designed, for example, as a bevel gear differential, spur gear differential or planetary gear differential. Under a "Getriebeele ment” is to be understood in particular as an embodiment which is provided for the permanent non-rotatable connection between spur gears, sun gears, planet carriers, ring gears and/or coupling elements.

A “switching unit” should also be understood to mean, in particular, a unit with exactly two coupling elements which can be rotated relative to one another and which are provided for a non-rotatable connection with one another. A switching unit can be designed either as a clutch or as a brake. A switching unit designed as a “clutch” is to be understood in particular as a switching unit which is arranged in a power flow between two planetary gear stages and which is intended to connect its two rotatably arranged coupling elements, which can be rotated independently of one another in an open state, in a non-rotatable manner in a closed state. A switching unit designed as a "brake" is to be understood in particular as a switching unit which is functionally arranged between one of the planetary gear stages and a transmission housing and which is intended to connect its rotatable coupling element, which in an open state can be rotated independently of the transmission housing, in a closed state with its coupling element connected non-rotatably to the transmission housing in a non-rotatable manner. In principle, the switching units can be designed with a friction fit or with a form fit. A "frictionally designed shifting unit" is to be understood in particular as a shifting unit that has at least two friction partners to connect its coupling elements or to connect its coupling element, which frictionally abut one another to produce a non-rotatable connection, with a power flow being transmitted in a completely closed state at least mainly by friction. A frictionally designed clutch is preferably designed as a disk clutch unit and a frictionally designed brake is preferably designed as a disk brake unit. A clutch designed with a positive fit is preferably designed as a claw clutch unit and a brake designed with a positive fit is preferably designed as a claw brake unit. A shifting unit designed in a form-fitting manner can advantageously be shifted via a sliding sleeve.

In this context, a shifting unit should in particular not be understood to mean a clutch that is connected upstream or downstream of the transmission. A “clutch upstream of the transmission” is to be understood in particular as a clutch that is arranged in at least one transmission gear in a power flow between the drive unit and the transmission input shaft, such as a separating clutch or a starting clutch. A “clutch downstream of the transmission” is to be understood in particular as a clutch unit that is arranged in at least one transmission gear in a power flow between the transmission output shaft and an axle drive, such as an all-wheel drive clutch. In principle, shiftability of the hybrid transmission device can be increased by a clutch unit connected upstream or downstream of the gear set.

“Rotatably connected” should be understood to mean, in particular, a connection in which a power flow is transmitted over a complete revolution, averaged with an unchanged torque, an unchanged direction of rotation and/or an unchanged speed. “Permanently non-rotatably connected” should be understood to mean, in particular, a non-switchable connection between two components, which transmits speed and torque averaged over a complete revolution and remains unchanged.

The planetary gear sets are referred to below as "first planetary gear set", "second planetary gear set", "third planetary gear set" and "fourth planetary gear set". The designations “first”, “second”, “third” and “fourth” planetary gear set are intended in particular to define an axial arrangement, with an axial sequence of the planetary gear sets being able to deviate from the numbering. In principle, a modified arrangement of the planetary gear sets and/or a stacked arrangement in which the planetary gear sets are at least partially radially nested in one another is conceivable. Different, kinematically equivalent transmission structures can be realized in particular by a spatial rearrangement of switching units, by a modified arrangement of transmission elements and/or by interchanging the sun gears, planetary gears and/or ring gears. “Kinematically equivalent transmission structures” should be understood to mean transmission structures that have the same number of shift units and identical shift patterns for shifting the forward gears and the reverse gears.

Due to the configuration according to the invention, a particularly compact hybrid transmission device can be provided with only four planetary gear stages and preferably at least seven forward gears. In particular, a planetary gear set can continue to be used to boost the electrical machine. In particular, a planetary gear set can therefore be used to boost the electrical machine and at the same time to generate the gears the. As a result, a low construction effort can be realized.

It is also proposed that the transmission input shaft is permanently non-rotatably connected to the sun gear of the second planetary gear set and the sun gear of the third planetary gear set. In this way, in particular, a number of components, in particular shafts, can be kept small. At the same time, it would be advantageous if the transmission output shaft was permanently connected to the planet carrier of the third planetary gear set in a rotationally fixed manner.

Furthermore, it is proposed that a first switching unit of the switching units is provided in a closed state to connect the planet carrier of the second planetary gearset to the housing. In this way, in particular, an advantageous connection of the planet carrier of the second planetary gearset to the housing can be achieved. In this way, an advantageous switchability can be achieved. In a closed state, the first shifting unit of the shifting units can preferably also be provided for connecting the ring gear of the fourth planetary gearset fixed to the housing.

It is further proposed that a fifth switching unit of the switching units is provided in a closed state in order to connect the ring gear of the second planetary gear set to the ring gear of the third planetary gear set in a torque-proof manner.

The fifth switching unit of the switching units can preferably also be provided in a closed state to connect the ring gear of the second planetary gear set to the planet carrier of the fourth planetary gear set in a torque-proof manner. As a result, an advantageous shiftability can be achieved.

It is also proposed that a third switching unit of the switching units is provided in a closed state to connect the ring gear of the second planetary gear set to the transmission output shaft in a torque-proof manner. The third switching unit of the switching units can preferably also be provided in a closed state to connect the ring gear of the second planetary gear set to the planet carrier of the third planetary gear set in a torque-proof manner. As a result, an advantageous shiftability can be achieved.

It is also proposed that the ring gear of the third planetary gear set is permanently connected in a rotationally fixed manner to the planet gear carrier of the fourth planetary gear set. As a result, an advantageous connection between the planetary gear sets can be created. Alternatively, it would be conceivable that the fourth switching unit of the switching units is provided in a closed state to connect the ring gear of the third planetary gear set to the planet carrier of the fourth planetary gear set in a torque-proof manner.

Furthermore, it is proposed that the sun gear of the fourth planetary gear set be connected to the housing. Alternatively, it would be conceivable that the fourth switching unit of the switching units is provided in a closed state to connect the sun gear of the fourth planetary gearset to the housing.

It is also proposed that a fourth switching unit of the switching units is provided in a closed state to connect the ring gear of the fourth planetary gear set to the planet carrier of the second planetary gear set in a torque-proof manner. As a result, an advantageous shiftability can be achieved. Alternatively or additionally, it is proposed that the fourth switching unit of the switching units is provided in a closed state to connect the sun gear of the fourth planetary gearset to the housing.

It is also proposed that the hybrid transmission device has a torque converter with an impeller, with a guide wheel and with a turbine wheel, with the turbine wheel being permanently connected in a torque-proof manner to the transmission input shaft. The torque converter preferably includes at least one impeller, one turbine wheel and one stator wheel. In this context, a “pump wheel” is to be understood in particular as a component, in particular a wheel, which is intended to be connected to the drive unit of the motor vehicle. Furthermore, in this context, a “turbine wheel” should be understood to mean in particular a component corresponding to the pump wheel, in particular a wheel, which is intended to be driven by the pump wheel, in particular hydrodynamically.

Furthermore, the invention is based on a hybrid drive system with a hybrid transmission device and an internal combustion engine. Furthermore, the invention is based on a motor vehicle with the hybrid drive system.

The terms “axial” and “radial” refer in particular to the main axis of rotation of the hybrid transmission device, so that the term “axial” refers in particular to a direction that runs parallel or coaxial to the main axis of rotation. Furthermore, the term "radial" refers in particular to a direction that runs perpendicular to the main axis of rotation. under one “Arrangement on the transmission input side” should be understood in particular to mean that the named component is arranged on a side of the further component which faces an input shaft and/or the internal combustion engine. An “arrangement on the transmission output side” is to be understood in particular as meaning that the named component is arranged on a side of the further component which faces away from the input shaft and/or the internal combustion engine.

Further advantages result from the following description of the drawing. Exemplary embodiments of the invention are shown in the drawings. The drawings, the description and the claims contain numerous features in combination.

The person skilled in the art will expediently also consider the features individually and combine them into further meaningful combinations.

• 1 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem ersten Ausführungsbeispiel eines Getriebes;
• 2 eine Schaltmatrix des Hybridantriebssystems mit dem ersten Ausführungsbeispiel des Getriebes;
• 3 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem zweiten Ausführungsbeispiel eines Getriebes;
• 4 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem dritten Ausführungsbeispiel eines Getriebes;
• 5 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem vierten Ausführungsbeispiel eines Getriebes;
• 6 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem fünften Ausführungsbeispiel eines Getriebes;
• 7 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem sechsten Ausführungsbeispiel eines Getriebes und
• 8 ein Schema eines Hybridantriebssystems eines Kraftfahrzeugs mit einem siebten Ausführungsbeispiel eines Getriebes.

Show it:

• 1 a schematic of a hybrid drive system of a motor vehicle with a first embodiment of a transmission;
• 2 a switching matrix of the hybrid drive system with the first exemplary embodiment of the transmission;
• 3 a schematic of a hybrid drive system of a motor vehicle with a second embodiment of a transmission;
• 4 a schematic of a hybrid drive system of a motor vehicle with a third embodiment of a transmission;
• 5 a schematic of a hybrid drive system of a motor vehicle with a fourth exemplary embodiment of a transmission;
• 6 a schematic of a hybrid drive system of a motor vehicle with a fifth embodiment of a transmission;
• 7 a schematic of a hybrid drive system of a motor vehicle with a sixth embodiment of a transmission and
• 8th a schematic of a hybrid drive system of a motor vehicle with a seventh embodiment of a transmission.

The 1 FIG. 1 schematically shows a hybrid drive system with a hybrid transmission device 10a for a motor vehicle. The motor vehicle includes the hybrid drive system, via which drive wheels of the motor vehicle are driven (not further visible). The hybrid drive system forms a drive train. The hybrid drive system has an internal combustion engine 13a. The hybrid transmission device 10a is formed by an automotive transmission. The hybrid transmission device 10a forms part of the power train of the motor vehicle. The hybrid transmission device 10a is arranged along the drive train, in particular along a power flow of the drive train, behind the internal combustion engine 13a. The hybrid transmission device 10a has an electric machine 16a. The hybrid transmission device 10a is driven in at least one operating state via the internal combustion engine 13a and/or the electric machine 16a.

Furthermore, the hybrid transmission device 10a has a transmission input shaft 12a for connecting an internal combustion engine 13a, a drive shaft 11a that can be coupled in a torque-proof manner to the transmission input shaft 12a, and a transmission output shaft 14a. The transmission input shaft 12a is a connection of the internal combustion engine 13a.

The transmission input shaft 12a is intended to introduce a drive torque delivered by the internal combustion engine 13a into the hybrid transmission device 10a. The drive shaft 11a is arranged coaxially with the transmission input shaft 12a. Furthermore, the hybrid transmission device 10a has a separating clutch K0a arranged between the transmission input shaft 12a and the drive shaft 11a. The separating clutch K0a is for selectively interrupting a power flow between the internal combustion engine 13a and the hybrid transmission device 10a. The separating clutch K0a is arranged without an axial overlap in relation to the electric machine 16a and a transmission 15a.

In a closed state, the separating clutch K0a is intended to connect a crankshaft of the internal combustion engine 13a or the drive shaft 11a to the transmission input shaft 12a. The separating clutch K0a is formed by a multi-plate clutch, for example. However, another configuration of the separating clutch K0a that would appear sensible to a person skilled in the art would also be conceivable. The separating clutch K0a has a switching element and two coupling elements K01a, K02a. The first coupling element K01a is permanently non-rotatably connected to the transmission input shaft 12a of the internal combustion engine 13a. The second coupling element K02a is permanently non-rotatably connected to the drive shaft 11a. When the separating clutch K0a is in a closed state, the switching element is intended to connect the first coupling element K01a to the second coupling element K02a in a torque-proof manner. In an open state of the separating clutch K0a, the switching element is provided to release the first coupling element K01a relative to the second coupling element K02a, so that the internal combustion engine 13a is decoupled.

Furthermore, the hybrid transmission device 10a has the transmission output shaft 14a, which is not operatively connected to an axle drive. The transmission input shaft 12a is arranged coaxially with the transmission output shaft 14a. Furthermore, the transmission input shaft 12a and the transmission output shaft 14a are each coaxial with a rotor 18a of the electric machine 16a.

The hybrid transmission device 10a further includes the transmission 15a. The transmission 15a is arranged coaxially with the transmission output shaft 14a. The transmission 15a has four planetary gear sets P1a, P2a, P3a, P4a. The transmission 15a has a first planetary gear set P1a with a sun gear P11a, a ring gear P13a and a planet carrier P12a, a second planetary gear set P2a with a sun gear P21a, a ring gear P23a and a planet carrier P22a, a third planetary gear set P3a with a sun gear P31a, a ring gear P33a and a planet carrier P32a and a fourth planetary gear set P4a with a sun gear P41a , a ring gear P43a and a planet carrier P42a.

The hybrid transmission device 10a has a main axis of rotation, to which the first planetary gear set P1a, the second planetary gear set P2a, the third planetary gear set P3a and the fourth planetary gear set P4a are arranged coaxially. The first planetary gear set P1a, the second planetary gear set P2a, the third planetary gear set P3a and the fourth planetary gear set P4a are arranged one behind the other along the main axis of rotation in the exemplary embodiment shown. A numbering of the planetary gear sets P1a, P2a, P3a, P4a corresponds to a sequence of the planetary gear sets P1a, P2a, P3a, P4a. The first planetary gear set P1a has a smaller distance to the internal combustion engine 13a than the second planetary gear set P2a, the third planetary gear set P3a and/or the fourth planetary gear set P4a. In addition, the second planetary gear set P2a has a smaller distance to the internal combustion engine 13a than the third planetary gear set P3a and/or the fourth planetary gear set P4a. In addition, the third planetary gear set P3a has a smaller distance to the internal combustion engine 13a than the fourth planetary gear set P4a. However, in order to redesign the hybrid transmission device 10a, it is also possible to change a sequence of the planetary gear sets P1a, P2a, P3a, P4a along the main axis of rotation. The planetary gear sets P1a, P2a, P3a, P4a are each formed by simple planetary gear sets.

The transmission input shaft 12a is permanently non-rotatably connected to the planetary carrier P12a of the first planetary gearset P1a. Furthermore, the transmission input shaft 12a is permanently non-rotatably connected to the sun gear P21a of the second planetary gear set P2a and the sun gear P31a of the third planetary gear set P3a. Furthermore, the sun gear P11a of the first planetary gearset P1a is connected to the housing. The sun gear P41a of the fourth planetary gear set P4a is connected to the housing. The sun gear P41a fixed to the housing of the fourth planetary gear set P4a can also be used to support the transmission output shaft 14a and to supply pressure oil. The transmission output shaft 14a is permanently non-rotatably connected to the planetary carrier P32a of the third planetary gear set P3a. Furthermore, the ring gear P33a of the third planetary gearset P3a is permanently non-rotatably connected to the planetary carrier P42a of the fourth planetary gearset P4a.

Furthermore, the hybrid transmission device 10a has the electric machine 16a with a non-rotatable stator 17a and the rotatable rotor 18a. The rotor 18a of the electrical machine 16a is permanently non-rotatably connected to the ring gear P13a of the first planetary gear set P1a. The first planetary gear set P1a is arranged radially inside the rotor 18a of the electric machine 16a. The first planetary gear set P1a serves in particular in at least one operating state to drive up the electrical machine 16a.

Furthermore, the hybrid transmission device 10a has a plurality of switching units S1a, S2a, S3a, S4a, S5a for an interconnection of the transmission 15a. The hybrid transmission device 10a has exactly five switching units S1a, S2a, S3a, S4a, S5a, in particular a first switching unit S1a, a second switching unit S2a, a third switching unit S3a, a fourth switching unit S4a and a fifth switching unit S5a. The shifting units S1a, S2a, S3a, S4a, S5a are provided for shifting and/or interconnecting the transmission 15a. The switching units S1a, S2a, S3a, S4a, S5a are designed, for example, as non-positive switching units, for example as friction-locking switching units. The switching units S1a, S2a, S3a, S4a, S5a are formed by friction switching units. The switching units S1a, S2a, S3a, S4a, S5a are formed by multi-disc switching units, in particular multi-disk clutches and/or multi-disk brakes. However, another configuration of the switching units S1a, S2a, S3a, S4a, S5a that would appear sensible to a person skilled in the art would also be conceivable. All switching units S1a, S2a, S3a, S4a, S5a do not necessarily have to be multi-plate clutches, they can also be claw clutches.

Four switching units S2a, S3a, S4a, S5a of the switching units S1a, S2a, S3a, S4a, S5a are designed as clutches. In the present case, the second switching unit S2a, the third switching unit S3a, the fourth switching unit S4a and the fifth switching unit S5a are designed as clutches.

A switching unit S1a of the switching units S1a, S2a, S3a, S4a, S5a is designed as a brake. In the present case, the first switching unit S1a is designed as a brake.

The first switching unit S1a of the switching units S1a, S2a, S3a, S4a, S5a is provided in a closed state to connect the planet carrier P22a of the second planetary gear set P2a fixed to the housing. The first switching unit S1a has a switching element and two coupling elements S11a, S12a. The first coupling element S11a is fixed to the housing. The second coupling element S12a is permanently non-rotatably connected to the planet carrier P22a of the second planetary gearset P2a. The second coupling element S12a is permanently non-rotatably connected to the planet carrier P22a of the second planetary gear set P2a via a first intermediate shaft 19a. The first intermediate shaft 19a in particular overlaps at least the second planetary gear set P2a and the third planetary gear set P3a. The coupling elements S11a, S12a are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S11a, S12a. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. When the first switching unit S1a is in a closed state, the switching element is intended to connect the first, housing-fixed coupling element S11a to the second coupling element S12a in a rotationally fixed manner. The first switching unit S1a designed as a brake is intended to connect its rotatably mounted, second coupling element S12a to the transmission housing in a rotationally fixed manner. In an open state of the first switching unit S1a, the switching element is provided to release the first coupling element S11a relative to the second coupling element S12a. The open state of the first switching unit S1a forms a neutral position. The first switching unit S1a is arranged in a plane between the first planetary gear set P1a and the second planetary gear set P2a. The first switching unit S1a is arranged coaxially with the transmission 15a.

If the wheelset, in particular the hybrid system, does not have a hydrodynamic torque converter as a starting element, then the first switching unit S1a is an option as an integrated starting element, since it is closed in gears R, V1 and V2.

The second switching unit S2a of the switching units S1a, S2a, S3a, S4a, S5a is provided in a closed state to rotate the ring gear P13a of the first planetary gearset P1a to the planet carrier P22a of the second planetary gearset P2a to connect. In this way, the rotor 18a of the electric machine 16a can also be connected in a torque-proof manner to the planet carrier P22a of the second planetary gear set P2a and to the first intermediate shaft 19a. The second switching unit S2a has a switching element and two coupling elements S21a, S22a. The first coupling element S21a is permanently non-rotatably connected to the ring gear P13a of the first planetary gearset P1a. The second coupling element S22a is permanently non-rotatably connected to the planet carrier P22a of the second planetary gear set P2a. The second coupling element S22a is permanently non-rotatably connected to the planet carrier P22a of the second planetary gear set P2a via the first intermediate shaft 19a. The coupling elements S21a, S22a are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S21a, S22a. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. In a closed state of the second switching unit S2a, the switching element is intended to connect the first coupling element S21a to the second coupling element S22a in a torque-proof manner. In an open state of the second switching unit S2a, the switching element is provided to release the first coupling element S21a relative to the second coupling element S22a. The second switching unit S2a is arranged in a plane between the first planetary gear set P1a and the second planetary gear set P2a. The second switching unit S2a is arranged coaxially with the transmission 15a.

The third switching unit S3a of the switching units S1a, S2a, S3a, S4a, S5a is provided in a closed state to connect the ring gear P23a of the second planetary gearset P2a in a torque-proof manner to the transmission output shaft 14a. The third switching unit S3a of the switching units S1a, S2a, S3a, S4a, S5a is also provided in a closed state to connect the ring gear P23a of the second planetary gearset P2a in a torque-proof manner to the planet carrier P32a of the third planetary gearset P3a. The third switching unit S3a has a switching element and two coupling elements S31a, S32a. The first coupling element S31a is permanently non-rotatably connected to the ring gear P23a of the second planetary gear set P2a. The first coupling element S31a is permanently non-rotatably connected to the ring gear P23a of the second planetary gearset P2a via a second intermediate shaft 20a. The second coupling element S32a is perma nent non-rotatably connected to the transmission output shaft 14a and the planet carrier P32a of the third planetary gear set P3a. The coupling elements S31a, S32a are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S31a, S32a. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. In a closed state of the third switching unit S3a, the switching element is intended to connect the first coupling element S31a to the second coupling element S32a in a torque-proof manner. In an open state of the third switching unit S3a, the switching element is intended to release the first coupling element S31a relative to the second coupling element S32a. The third switching unit S3a is arranged in a plane between the second planetary gear set P2a and the third planetary gear set P3a. The third switching unit S3a is arranged coaxially with the transmission 15a.

The fourth switching unit S4a of the switching units S1a, S2a, S3a, S4a, S5a is provided in a closed state to rotate the ring gear P43a of the fourth planetary gearset P4a to the planet carrier P22a of the second planetary gearset P2a to connect. The fourth switching unit S4a has a switching element and two coupling elements S41a, S42a. The first coupling element S41a is permanently non-rotatably connected to the planet carrier P22a of the second planetary gearset P2a. The first coupling element S41a is permanently non-rotatably connected to the planet carrier P22a of the second planetary gearset P2a via the first intermediate shaft 19a. The second coupling element S42a is permanently non-rotatably connected to the ring gear P43a of the fourth planetary gear set P4a. The coupling elements S41a, S42a are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S41a, S42a. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. When the fourth switching unit S4a is in a closed state, the switching element is provided to connect the first coupling element S41a to the second coupling element S42a in a torque-proof manner. In an open state of the fourth switching unit S4a, the switching element is provided to release the first coupling element S41a relative to the second coupling element S42a. The fourth switching unit S4a is arranged in a plane of the fourth planetary gear set P4a. The fourth switching unit S4a is arranged coaxially with the transmission 15a.

The fifth switching unit S5a of the switching units S1a, S2a, S3a, S4a, S5a is provided in a closed state to rotate the ring gear P23a of the second planetary gear set P2a to the ring gear P33a of the third planetary gear set P3a. The fifth switching unit S5a has a switching element and two coupling elements S51a, S52a. The first coupling element S51a is permanently non-rotatably connected to the ring gear P23a of the second planetary gear set P2a. The first coupling element S51a is permanently non-rotatably connected to the ring gear P23a of the second planetary gearset P2a via the second intermediate shaft 20a. The second coupling element S52a is permanently non-rotatably connected to the ring gear P33a of the third planetary gear set P3a and to the planetary carrier P42a of the fourth planetary gear set P4a. The second coupling element S52a is permanently non-rotatably connected to the ring gear P33a of the third planetary gear set P3a and to the planet carrier P42a of the fourth planetary gear set P4a via a third intermediate shaft 21a. The third intermediate shaft 21a connects the ring gear P33a of the third planetary gearset P3a permanently in a rotationally fixed manner to the planetary carrier P42a of the fourth planetary gearset P4a. The coupling elements S51a, S52a are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S51a, S52a. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. In a closed state of the fifth switching unit S5a, the switching element is intended to connect the first coupling element S51a to the second coupling element S52a in a torque-proof manner. In an open state of the fifth switching unit S5a, the switching element is provided to release the first coupling element S51a relative to the second coupling element S52a. The fifth switching unit S5a is arranged in a plane axially between the third planetary gear set P3a and the fourth planetary gear set P4a. The fifth switching unit S5a is arranged coaxially with the transmission 15a. The five switching units S1a, S2a, S3a, S4a, S5a are each arranged essentially coaxially to the transmission output shaft 14a and the transmission input shaft 12a.

A switching strategy for switching the switching units S1a, S2a, S3a, S4a, S5a can be found in the table in 2 be removed. It's seven Forward gears V1, V2, V3, V4, V5, V6, V7 and a reverse gear R switchable. The transmission 15a has internal combustion engine and/or hybrid and/or electric gears. In particular, the first switching unit S1a and the third switching unit S3a are closed for shifting the reverse gear R. The other switching units S2a, S4a and S5a are open. In particular, the first shifting unit S1a and the fifth shifting unit S5a are closed for shifting the first forward gear V1. The other switching units S2a, S3a and S4a are open. In particular, the first shifting unit S1a and the fourth shifting unit S4a are closed for shifting the second forward gear V2. The other switching units S2a, S3a and S5a are open. In particular, the fourth shifting unit S4a and the fifth shifting unit S5a are closed for shifting the third forward gear V3. The other switching units S1a, S2a and S3a are open. In particular, the third shifting unit S3a and the fourth shifting unit S4a are closed for shifting the fourth forward gear V4. The other switching units S1a, S2a and S5a are open. In particular, the third shifting unit S3a and the fifth shifting unit S5a are closed for shifting the fifth forward gear V5. The other switching units S1a, S2a and S4a are open. In particular, the second shifting unit S2a and the fifth shifting unit S5a are closed for shifting the sixth forward gear V6. The other switching units S1a, S3a and S4a are open. In particular, the second switching unit S2a and the third switching unit S3a are closed for a shift of the seventh forward gear V7. The other switching units S1a, S4a and S5a are open. The first forward gear V1 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 4.581. The second forward gear V2 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 2.600. The third forward gear V3 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 1.687. The fourth forward gear V4 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 1.379. The fifth forward gear V5 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 1.000. The sixth forward gear V6 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 0.754. The seventh forward gear V7 has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of 0.654. The reverse gear R has, for example, a transmission ratio between the internal combustion engine 13a and the transmission output shaft 14a of -3.700.

As an alternative to this, there is the possibility of forming the fifth forward gear V5 by closing the second switching unit S2a and the fourth switching unit S4a. Compared to the preferred variant, the alternative variant has a lower level of efficiency for driving with a combustion engine and is therefore not to be preferred (the degree of efficiency is essentially the same for electric driving). In some driving situations, however, it can make sense to use the alternative variant. If, for example, you want to shift from the second forward gear V2 to the fifth forward gear V5, this is possible in the alternative variant, in contrast to the preferred variant, by means of a direct shift. In this case, only one switching unit would have to be opened and another switching unit closed for this.

The disadvantage of hybrid transmission device 10a is the high torque to be supported or transmitted by first shift unit S1a and third shift unit S3a in reverse gear R, and first shift unit S1a and fifth shift unit S5a in first forward gear V1. In order to circumvent this disadvantage, an increased system pressure could be used here, at least for a short time. For example, the switching elements of the switching units S1a, S3a in reverse gear R could be closed and/or kept closed with increased system pressure. Analogous to this, the switching units S1a, S5a can be closed and/or kept closed in the first forward gear V1 with increased system pressure. This increased system pressure hardly has a negative effect on efficiency, since reverse gear R and forward gear V1 are starting gears and maximum torque can only be applied to them for a short time. If the maximum torque is present for a longer period of time, the vehicle has accelerated so much that it would already shift into the next gear, i.e. from forward gear V1 to forward gear V2, or has already reached its maximum reverse speed.

In the 3 until 8th six further embodiments of the invention are shown. The following descriptions are essentially limited to the differences between the exemplary embodiments, with regard to the same components, features and functions on the description of the other exemplary embodiments, in particular the 1 and 2 , can be referenced. To distinguish between the exemplary embodiments, the letter a is in the reference numerals of the exemplary embodiment 1 and 2 by the letters b to g in the reference numerals of the embodiments of FIG 3 until 8th replaced. With regard to components with the same designation, in particular with regard to components with the same reference symbols, reference can in principle also be made to the drawings and/or the description of the other exemplary embodiments, in particular the 1 and 2 , to get expelled.

The 3 FIG. 1 schematically shows a hybrid drive system with a hybrid transmission device 10b for a motor vehicle. The hybrid transmission device 10b has an electric machine 16b.

The hybrid transmission device 10b further includes a transmission 15b. The transmission 15b has four planetary gear sets P1b, P2b, P3b, P4b.

A ring gear P43b of the fourth planetary gearset P4b is permanently non-rotatably connected to a planetary carrier P22b of the second planetary gearset P2b. The ring gear P43b of the fourth planetary gearset P4b is permanently non-rotatably connected to the planet carrier P22b of the second planetary gearset P2b via a first intermediate shaft 19b.

The hybrid transmission device 10b has several switching units S1b, S2b, S3b, S4b, S5b. The hybrid transmission device 10b has exactly five switching units S1b, S2b, S3b, S4b, S5b for an interconnection of the transmission 15b. Furthermore, the hybrid transmission device 10b has a transmission input shaft 12b for connecting an internal combustion engine 13b, a drive shaft 11b that can be coupled in a torque-proof manner to the transmission input shaft 12b, and a transmission output shaft 14b. Furthermore, the hybrid transmission device 10b has a separating clutch K0b arranged between the transmission input shaft 12b and the drive shaft 11b.

The fourth switching unit S4b of the switching units S1b, S2b, S3b, S4b, S5b is designed as a brake. The fourth switching unit S4b of the switching units S1b, S2b, S3b, S4b, S5b is provided in a closed state to connect a sun gear P41b of the fourth planetary gear set P4b fixed to the housing. The fourth switching unit S4b has a switching element and two coupling elements S41b, S42b. The first coupling element S41b is connected to the housing. The second coupling element S42b is permanently non-rotatably connected to the sun gear P41b of the fourth planetary gear set P4b. The coupling elements S41b, S42b are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S41b, S42b. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. In a closed state of the fourth switching unit S4b, the switching element is provided to connect the first coupling element S41b to the second coupling element S42b in a torque-proof manner. The fourth switching unit S4b, designed as a brake, is intended to connect its rotatably mounted, second coupling element S42b to the transmission housing in a rotationally fixed manner. In an open state of the fourth switching unit S4b, the switching element is provided to release the first coupling element S41b relative to the second coupling element S42b. The fourth switching unit S4b is arranged in a plane axially behind the fourth planetary gear set P4b. The fourth switching unit S4b is arranged coaxially with the transmission 15b.

The fourth switching unit S4b is designed as a brake in this embodiment, with brakes generally being able to be constructed in a simpler manner and with fewer components. At the same time, a lower torque to be supported can be realized at the fourth switching unit S4b. However, the design as a brake leads to a high differential speed in reverse gear R and in the seventh forward gear V7.

The 4 FIG. 1 schematically shows a hybrid drive system with a hybrid transmission device 10c for a motor vehicle. The hybrid transmission device 10c has an electric machine 16c.

The hybrid transmission device 10c further includes a transmission 15c. The transmission 15c has four planetary gear sets P1c, P2c, P3c, P4c.

A ring gear P43c of the fourth planetary gearset P4c is permanently non-rotatably connected to a planetary carrier P22c of the second planetary gearset P2c. The ring gear P43c of the fourth planetary gearset P4c is permanently non-rotatably connected to the planet carrier P22c of the second planetary gearset P2c via a first intermediate shaft 19c.

The hybrid transmission device 10c has a plurality of switching units S1c, S2c, S3c, S4c, S5c. The hybrid transmission device 10c has exactly five shifting units S1c, S2c, S3c, S4c, S5c for an interconnection of the transmission 15c. Furthermore, the hybrid transmission device 10c has a transmission input shaft 12c for connecting an internal combustion engine 13c, a drive shaft 11c that can be coupled in a rotationally fixed manner to the transmission input shaft 12c, and a transmission output shaft 14c. Furthermore, the hybrid transmission device 10c has a separating clutch K0c arranged between the transmission input shaft 12c and the drive shaft 11c.

The fourth switching unit S4c of the switching units S1c, S2c, S3c, S4c, S5c is provided in a closed state to a planet carrier P42c of the fourth planetary gear set P4c rotatably connected to a ring gear P33c of the third planetary gear set P3c. The fourth switching unit S4c has a switching element and two coupling elements S41c, S42c. The first coupling element S41c is permanently non-rotatably connected to the planet carrier P42c of the fourth planetary gearset P4c. The second coupling element S42c is permanently non-rotatably connected to the ring gear P33c of the third planetary gearset P3c. The second coupling element S42c is permanently non-rotatably connected to the ring gear P33a of the third planetary gearset P3a via a third intermediate shaft 21c. The coupling elements S41c, S42c are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S41c, S42c. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. When the fourth switching unit S4c is in a closed state, the switching element is provided to connect the first coupling element S41c to the second coupling element S42c in a torque-proof manner. In an open state of the fourth switching unit S4c, the switching element is provided to release the first coupling element S41c relative to the second coupling element S42c. The fourth switching unit S4c is arranged in a plane between the third planetary gear set P3c and the fourth planetary gear set P4c. The fourth switching unit S4c is arranged coaxially with the transmission 15c.

The fifth switching unit S5c of the switching units S1c, S2c, S3c, S4c, S5c is provided in a closed state to the ring gear P23c of the second planetary gear set P2c torsionally connected to the ring gear P33c of the third planetary gear set P3c. The fifth switching unit S5c has a switching element and two coupling elements S51c, S52c. The first coupling element S51c is permanently non-rotatably connected to the ring gear P23c of the second planetary gear set P2c. The first coupling element S51c is permanently non-rotatably connected to the ring gear P23c of the second planetary gearset P2c via the second intermediate shaft 20c. The second coupling element S52c is permanently non-rotatably connected to the ring gear P33c of the third planetary gearset P3c. The second coupling element S52c is permanently non-rotatably connected to the ring gear P33c of the third planetary gearset P3c via the third intermediate shaft 21c. The third intermediate shaft 21c connects the ring gear P33c of the third planetary gearset P3c permanently in a rotationally fixed manner to the planetary carrier P42c of the fourth planetary gearset P4c. The coupling elements S51c, S52c are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S51c, S52c. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. When the fifth switching unit S5c is in a closed state, the switching element is provided to connect the first coupling element S51c to the second coupling element S52c in a torque-proof manner. In an open state of the fifth switching unit S5c, the switching element is provided to release the first coupling element S51c relative to the second coupling element S52c. The fifth switching unit S5c is arranged in a plane axially between the third planetary gear set P3c and the fourth planetary gear set P4c. The fifth switching unit S5c is arranged coaxially with the transmission 15c.

The arrangement of the fourth switching unit S4c on the fifth switching unit S5c allows the fourth switching unit S4c and the fifth switching unit S5c to be embodied as a double switching unit in a particularly structurally clever manner. In this case, however, there is a high torque to be supported at the fourth switching unit S4c.

The 5 FIG. 1 schematically shows a hybrid drive system with a hybrid transmission device 10d for a motor vehicle. The hybrid transmission device 10d has an electric machine 16d.

The hybrid transmission device 10d further includes a transmission 15d. The transmission 15d has four planetary gear sets P1d, P2d, P3d, P4d.

The hybrid transmission device 10d has a plurality of switching units S1d, S2d, S3d, S4d, S5d. The hybrid transmission device 10d has exactly five shifting units S1d, S2d, S3d, S4d, S5d for an interconnection of the transmission 15d. Furthermore, the hybrid transmission device 10d has a transmission input shaft 12d for connecting an internal combustion engine 13d, a drive shaft 11d coupled in a torque-proof manner to the transmission input shaft 12d, and a transmission output shaft 14d. The transmission input shaft 12d is permanently coupled in a torque-proof manner to the drive shaft 11d. The drive shaft 11d and the transmission input shaft 12d are designed in one piece. In this version, there is no separating clutch.

By doing without the separating clutch, construction effort and costs can be kept low become. By doing without the separating clutch, however, purely electric driving is only possible if the internal combustion engine 13d is dragged along.

The 6 FIG. 1 schematically shows a hybrid drive system with a hybrid transmission device 10e for a motor vehicle. The hybrid transmission device 10e has an electric machine 16e.

The hybrid transmission device 10e further includes a transmission 15e. The transmission 15e has four planetary gear sets P1e, P2e, P3e, P4e.

The hybrid transmission device 10e has several switching units S1e, S2e, S3e, S4e, S5e. The hybrid transmission device 10e has exactly five switching units S1e, S2e, S3e, S4e, S5e for an interconnection of the transmission 15e. Furthermore, the hybrid transmission device 10e has a transmission input shaft 12e for connecting an internal combustion engine 13e, a drive shaft 11e that can be coupled in a torque-proof manner to the transmission input shaft 12e, and a transmission output shaft 14e. Furthermore, the hybrid transmission device 10e has a separating clutch K0e arranged between the transmission input shaft 12e and the drive shaft 11e.

The fourth switching unit S4e of the switching units S1e, S2e, S3e, S4e, S5e is provided in a closed state to rotate a ring gear P43e of the fourth planetary gearset P4e to a planet carrier P22e of the second planetary gearset P2e to connect. The fourth switching unit S4e has a switching element and two coupling elements S41e, S42e. The first coupling element S41e is permanently non-rotatably connected to the planet carrier P22e of the second planetary gear set P2e. The first coupling element S41e is permanently non-rotatably connected to the planet carrier P22e of the second planetary gear set P2e via a first intermediate shaft 19e. The second coupling element S42e is permanently connected in a rotationally fixed manner to the ring gear P43e of the fourth planetary gearset P4e. The fourth switching unit S4e is arranged in a plane axially behind the plane of the fourth planetary gearset P4e. The fourth switching unit S4e is arranged axially on a side of the fourth planetary gearset P4e that faces away from the internal combustion engine 13e. The fourth switching unit S4e is arranged coaxially with the transmission 15e.

It can be constructively clever that the fourth switching unit S4e is arranged on a separate level, since it is not always possible, depending on the stationary ratio of the fourth planetary gear set P4e, to arrange disks of the fourth switching unit S4a above the ring gear P43e of the fourth planetary gear set P4a.

The 7 FIG. 12 schematically shows a hybrid drive system with a hybrid transmission device 10f for a motor vehicle. The hybrid transmission device 10f has an electric machine 16f.

The hybrid transmission device 10f further includes a transmission 15f. The transmission 15f has four planetary gear sets P1f, P2f, P3f, P4f.

The hybrid transmission device 10f has a plurality of switching units S1f, S2f, S3f, S4f, S5f. The hybrid transmission device 10f has exactly five shifting units S1f, S2f, S3f, S4f, S5f for an interconnection of the transmission 15f. Furthermore, the hybrid transmission device 10f has a transmission input shaft 12f for connecting an internal combustion engine 13f, a drive shaft 11f that can be coupled in a torque-proof manner to the transmission input shaft 12f, and a transmission output shaft 14f. Furthermore, the hybrid transmission device 10f has a separating clutch K0f arranged between the transmission input shaft 12f and the drive shaft 11f.

The fourth switching unit S4f of the switching units S1f, S2f, S3f, S4f, S5f is provided in a closed state to rotate a ring gear P43f of the fourth planetary gearset P4f to a planet carrier P22f of the second planetary gearset P2f to connect. The fourth switching unit S4f has a switching element and two coupling elements S41f, S42f. The first coupling element S41f is permanently non-rotatably connected to the planet carrier P22f of the second planetary gear set P2f. The first coupling element S41f is permanently non-rotatably connected to the planet carrier P22f of the second planetary gearset P2f via a first intermediate shaft 19f. The first intermediate shaft 19f extends between the first planetary gear set P1f and the second planetary gear set P2f. The second coupling element S42f is permanently non-rotatably connected to the ring gear P43f of the fourth planetary gear set P4f. The second coupling element S42f is permanently non-rotatably connected to the ring gear P43f of the fourth planetary gearset P4f via a fourth intermediate shaft 22f. The fourth intermediate shaft 22f overlaps the second planetary gear set P2f and the third planetary gear set P3f. The fourth switching unit S4f is arranged in a plane axially between the first planetary gear set P1f and the second planetary gear set P2f. The fourth switching unit S4f is arranged coaxially with the transmission 15f.

This structural design has the advantage that the second switching unit S2f and the fourth switching unit S4f can be designed as a type of double switching unit.

The 8th shows schematically a hybrid drive system with a hybrid transmission device 10g for a motor vehicle. The hybrid transmission device 10g has an electric machine 16g.

The hybrid transmission device 10g further includes a transmission 15g. The transmission 15g has four planetary gear sets P1g, P2g, P3g, P4g.

A ring gear P43g of the fourth planetary gear set P4g is permanently non-rotatably connected to a planet carrier P22g of the second planetary gear set P2g. The ring gear P43g of the fourth planetary gear set P4g is permanently non-rotatably connected to the planet carrier P22g of the second planetary gear set P2g via a first intermediate shaft 19g.

The hybrid transmission device 10g has a plurality of switching units S1g, S2g, S3g, S4g, S5g. The hybrid transmission device 10g has exactly five switching units S1g, S2g, S3g, S4g, S5g for an interconnection of the transmission 15g. Furthermore, the hybrid transmission device 10g has a transmission input shaft 12g for connecting an internal combustion engine 13g, a drive shaft 11g that can be coupled in a torque-proof manner to the transmission input shaft 12g, and a transmission output shaft 14g. In this version, there is no separating clutch.

Furthermore, the hybrid transmission device 10g has a torque converter 23g. The torque converter 23g includes an impeller 24g, a turbine wheel 25g and a guide wheel 26g, which are provided for hydrodynamic torque transmission. The impeller 24g has a plurality of blades which are provided for grasping and accelerating an operating medium, such as oil in particular. The impeller 24g is intended to be connected in a torque-proof manner to the drive shaft 11g and the internal combustion engine 13g. In order to transmit the torque provided by internal combustion engine 13g, impeller 24g converts mechanical energy provided by internal combustion engine 13g into flow energy. The impeller 24g forms a primary side of the torque converter 23g.

The turbine wheel 25g is intended to absorb the flow energy provided by the pump wheel 24g and to make it available as mechanical energy. The turbine wheel 25g is intended to be connected to the transmission input shaft 12g of the transmission 15g downstream of the torque converter 23g. The turbine wheel 25g forms a secondary side of the torque converter 23g. The turbine wheel 25g is permanently non-rotatably connected to the transmission input shaft 12g.

Preferably, the torque converter 23g includes a freewheel 27g, which is provided to support the stator 26g fixed to the housing. If the impeller 24g has a higher speed than the guide wheel 26g, the impeller 24g generates a flow of operating medium which is deflected at the turbine wheel 25g and at the guide wheel 26g. A torque acting on the guide wheel 26g is directed in a blocking direction of the freewheel 27g. The guide wheel 26g is thus arranged fixed to the housing. Due to the twice deflected flow of operating medium, a torque acts on the turbine wheel 25g, which torque can be greater than the torque provided by the internal combustion engine 13g. If pump wheel 24g and turbine wheel 25g have the same or a similar speed, torque converter 23g acts as a hydrodynamic clutch. The guide wheel 26g is taken along by the oil flow. A torque acting on the guide wheel 26g at this time is directed along a free-wheeling direction. The idler wheel 26g rotates with it. In addition, the torque converter 23g has a lock-up clutch 28g which is intended to mechanically connect the impeller 24g and the turbine wheel 25g to one another. The bridging clutch 28g has a switching element and two coupling elements 29g, 30g. The first coupling element 29g is permanently non-rotatably connected to the impeller 24g of the torque converter 23g. The second coupling element 30g is permanently non-rotatably connected to the turbine wheel 25g of the torque converter 23g.

The torque converter 23g is arranged axially between the internal combustion engine 13g and the first planetary gear set P1g. The torque converter 23g is connected upstream of the transmission 15g and the electric machine 16g.

The fourth switching unit S4g of the switching units S1g, S2g, S3g, S4g, S5g is designed as a brake. The fourth switching unit S4g of the switching units S1g, S2g, S3g, S4g, S5g is provided in a closed state to connect a sun gear P41g of the fourth planetary gearset P4g fixed to the housing. The fourth switching unit S4g has a switching element and two coupling elements S41g, S42g. The first coupling element S41g is connected to the housing. The second coupling element S42g is permanently non-rotatably connected to the sun gear P41g of the fourth planetary gear set P4g. The coupling elements S41g, S42g are formed in particular by disk carriers of a friction-locking shifting unit. The switching element is formed, for example, by a plurality of axially movable friction disks of a friction-locking switching unit. The switching element is provided in a closed state for a non-positive connection of the coupling elements S41g, S42g. However, another configuration of the switching element that would appear sensible to a person skilled in the art would also be conceivable. The switching element is closed in one NEN state of the fourth switching unit S4g provided to rotatably connect the first coupling element S41g with the second coupling element S42g. The fourth switching unit S4g, designed as a brake, is intended to connect its rotatably mounted, second coupling element S42g to the transmission housing in a rotationally fixed manner. In an open state of the fourth switching unit S4g, the switching element is intended to release the first coupling element S41g relative to the second coupling element S42g. The fourth switching unit S4g is arranged in a plane axially behind the fourth planetary gear set P4g. The fourth switching unit S4g is arranged coaxially to the transmission 15g.

The fourth switching unit S4g is designed as a brake in this embodiment, with brakes generally being able to be constructed in a simpler manner and with fewer components. At the same time, a lower torque to be supported can be realized at the fourth switching unit S4g. However, the design as a brake leads to a high differential speed in reverse gear R and in the seventh forward gear V7.

This exemplary embodiment with the hydrodynamic torque converter 23g and the associated lock-up clutch 28g is to be preferred in particular for vehicles with a low electrical output.

The hybrid transmission device 10g has various driving modes in this embodiment. The hybrid transmission device 10g has an internal combustion engine operation in which only the internal combustion engine 13g drives the motor vehicle, ie in traction mode, or the internal combustion engine 13g is driven by the motor vehicle, ie in overrun mode. The electrical machine 16g only runs idle in this mode. In internal combustion engine operation, the transmission 15g behaves like a conventional automatic transmission, since it has all the components of a conventional automatic transmission, in particular the hydrodynamic torque converter 23g with the lock-up clutch 28g.

The hybrid transmission device 10g also has a hybrid operation, in which the internal combustion engine 13g and the electric machine 16g work. In hybrid operation, the 15g transmission behaves like a P2 hybrid. In most P2 hybrids, however, there is no fixed ratio of the electric machine 16g to the combustion engine 13g. The translation of the first planetary gear set P1g has the advantage that an increased torque of the electric machine 16g is available to the drive.

Furthermore, the hybrid transmission device 10g has electrical operation, in which the internal combustion engine 13g is stationary or towed and only the electric machine 16g drives the motor vehicle, i.e. in traction mode, or the electric machine 16g is driven by the motor vehicle, i.e. in overrun mode. In purely electrical operation, the bridging clutch 28g is preferably open. When the electric machine 16g rotates, the turbine wheel 25g also necessarily rotates, since the electric machine 16g and the turbine wheel 25g are connected via the first planetary gear set P1g with a fixed transmission ratio. A moment then arises at the pump wheel 24g. The torque converter 23g thus functions as a kind of hydrodynamic brake. In this context, the fixed ratio of the first planetary gear set P1g not only has the advantage of increasing the torque, but also the advantage of lower torque losses in the torque converter 23g when driving electrically, since the turbine wheel 25g rotates more slowly than the electric machine 16g. In this context, purely electric driving is advantageous at very low speeds, particularly when maneuvering or starting off.

When the internal combustion engine 13 is started, the bridging clutch 28g is preferably closed. The electric machine 16g can start the internal combustion engine 13g.

In principle, all the functions of a conventional automatic transmission are possible in this exemplary embodiment, in particular also starting with the internal combustion engine with a high level of comfort via the hydrodynamic torque converter 23g. Furthermore, the electrical machine 16g, including the inverter and battery, can be designed to be small and inexpensive

Reference List

10

gear device

11

drive shaft

12

transmission input shaft

13

combustion engine

14

transmission output shaft

15

transmission

16

electric machine

17

stator

18

rotor

19

intermediate shaft

20

intermediate shaft

21

intermediate shaft

22

intermediate shaft

23

torque converter

24

impeller

25

turbine wheel

26

idler wheel

27

freewheel

28

lock-up clutch

29

coupling element

30

coupling element

K0

disconnect clutch

K01

coupling element

K02

coupling element

P1

planetary gear set

P11

sun gear

P12

planet carrier

P13

ring gear

p2

planetary gear set

P21

sun gear

P22

planet carrier

P23

ring gear

P3

planetary gear set

P31

sun gear

P32

planet carrier

P33

ring gear

P4

planetary gear set

P41

sun gear

P42

planet carrier

P43

ring gear

S1

switching unit

S11

coupling element

S12

coupling element

S2

switching unit

S21

coupling element

S22

coupling element

S3

switching unit

S31

coupling element

S32

coupling element

S4

switching unit

S41

coupling element

S42

coupling element

S5

switching unit

S51

coupling element

S52

coupling element

V1

forward gear

v2

forward gear

V3

forward gear

V4

forward gear

V5

forward gear

V6

forward gear

V7

forward gear

R

reverse gear

Claims (12)

Hybridgetriebevorrichtung für ein Kraftfahrzeug, umfassend: - zumindest eine Getriebeeingangswelle (12a-12g) zu einer Anbindung eines Verbrennungsmotors (13a-13g), - zumindest eine Getriebeausgangswelle (14a-14g), - ein Getriebe (15a-15g), welches zumindest einen ersten Planetenradsatz (P1a-P1g) mit einem Sonnenrad (P11a-P11g), einem Hohlrad (P13a-P13g) und einem Planetenträger (P12a-P12g), einen zweiten Planetenradsatz (P2a-P2g) mit einem Sonnenrad (P21a-P21g), einem Hohlrad (P23a-P23g) und einem Planetenträger (P22a-P22g), einen dritten Planetenradsatz (P3a-P3g) mit einem Sonnenrad (P31a-P31g), einem Hohlrad (P33a-P33g) und einem Planetenträger (P32a-P32g) und einen vierten Planetenradsatz (P4a-P4g) mit einem Sonnenrad (P41a-P41g), einem Hohlrad (P43a-P43g) und einem Planetenträger (P42a-P42g) aufweist, - zumindest fünf Schalteinheiten (S1a-S1g; S2a-S2g; S3a-S3g; S4a-S4g; S5a-S5g) zu einer Verschaltung des Getriebes (15a-15g), und - zumindest eine elektrische Maschine (16a-16g) mit einem drehfesten Stator (17a-17g) und einem drehbaren Rotor (18a-18g), wobei die Getriebeeingangswelle (12a-12g) permanent drehfest mit dem Planetenträger (P12a-P12g) des ersten Planetenradsatzes (P1a-P1g) verbunden ist, wobei das Sonnenrad (P11a-P11g) des ersten Planetenradsatzes (P1a-P1g) gehäusefest angebunden ist und wobei der Rotor (18a-18g) der elektrischen Maschine (16a-16g) permanent drehfest mit dem Hohlrad (P13a-P13g) des ersten Planetenradsatzes (P1a-P1g) verbunden ist, dadurch gekennzeichnet , dass eine zweite Schalteinheit (S2a-S2g) der Schalteinheiten (S1a-S1g; S2a-S2g; S3a-S3g; S4a-S4g; S5a-S5g) is provided in a closed state to the ring gear (P13a-P13g) of the ers th planetary gear set (P1a-P1g) in a torque-proof manner with the planet carrier (P22a-P22g) of the second planetary gear set (P2a-P2g), the transmission input shaft (12a-12g) being permanently torque-proof with the sun gear (P21a-P21g) of the second planetary gear set (P2a-P2g) and the sun gear (P31a-P31g) of the third planetary gear set ( P3a-P3g) is connected. hybrid transmission device claim 1 , characterized in that a first switching unit (S1a-S1g) of the switching units (S1a-S1g; S2a-S2g; S3a-S3g; S4a-S4g; S5a-S5g) is provided in a closed state to connect the planet carrier (P22a-P22g) of the second planetary gearset (P2a-P2g) to the housing. Hybrid transmission device according to one of the preceding claims, characterized in that a fifth switching unit (S5a-S5g) of the switching units (S1a-S1g; S2a-S2g; S3a-S3g; S4a-S4g; S5a-S5g) is provided in a closed state to the ring gear (P23a-P23g) of the second planetary gear set (P2a-P2g) non-rotatably with the ring gear (P33a- P33g) of the third planetary gear set (P3a-P3g) to connect. Hybrid transmission device according to one of the preceding claims, characterized in that the transmission output shaft (14a-14g) is permanently non-rotatably connected to the planet carrier (P32a-P32g) of the third planetary gear set (P3a-P3g). Hybrid transmission device according to one of the preceding claims, characterized in that a third switching unit (S3a-S3g) of the switching units (S1a-S1g; S2a-S2g; S3a-S3g; S4a-S4g; S5a-S5g) is provided in a closed state to the ring gear (P23a-P23g) of the second planetary gear set (P2a-P2g) rotationally fixed to the transmission output shaft (14a- 14g) to connect. Hybrid transmission device according to one of the preceding claims, characterized in that the ring gear (P33a; P33b; P33d-P33g) of the third planetary gearset (P3a; P3b; P3d-P3g) is permanently non-rotatably connected to the planetary gear carrier (P42a; P42b; P42d-P42g) of the fourth planetary gearset (P4a; P4b; P4d-P4g). Hybrid transmission device according to one of the preceding claims, characterized in that the sun gear (P41a; P41c-41f) of the fourth planetary gear set (P4a; P4c-P4f) is connected fixed to the housing. Hybrid transmission device according to one of the preceding claims, characterized in that a fourth switching unit (S4a; S4d-S4f) of the switching units (S1a; S1d-S1f; S2a; S2d-S2f; S3a; S3d-S3f; S4a; S4d-S4f; S5a; S5d-S5f) is provided in a closed state to the ring gear (P43a; P43d-P43f) of the fourth planetary gear set (P4a-P4f) in a rotationally fixed manner to the planet carrier (P22a; P22d-P22f) of the second planetary gear set (P2a; P2d-P2f). Hybrid transmission device according to one of the preceding claims, characterized in that a fourth switching unit (S4b; S4g) of the switching units (S1b; S1g; S2b; S2g; S3b; S3g; S4b; S4g; S5b; S5g) is provided in a closed state to connect the sun gear (P41b; P41g) of the fourth planetary gear set (P4b; P4g) fixed to the housing. Hybrid transmission device according to one of the preceding claims, characterized by a torque converter (23g) with an impeller (24g) and with a turbine wheel (25g), the turbine wheel (25g) being permanently non-rotatably connected to the transmission input shaft (12g). Hybrid drive system comprising a hybrid transmission device (10a-10g) according to any one of the preceding claims, and an internal combustion engine (13a-13g). Motor vehicle with a hybrid drive system claim 11 .

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