DE102012001846A1 - Manual transmission for small passenger cars, urban buses and trucks, has planetary wheel set, which is arranged on shaft strand and has four shafts, of which three shafts are connected with shift collars respectively - Google Patents

Abstract

The manual transmission (1) is arranged between a drive shaft (2) and an output shaft (3) in a transmission housing (0). The drive shaft is arranged on a shaft strand (4), and the output shaft is arranged on another shaft strand (5). A planetary gear set (40) is arranged on the latter shaft strand and has four shafts (11,12,13,14), of which the former shaft is connected with a shift collar (21), and the latter shaft is permanently connected with another shift collar (22). The third shaft is permanently connected with a third shift collar (23).

Description

The invention relates to a transmission between a drive shaft and an output shaft in a transmission housing, wherein the drive shaft via a switchable starting element with an internal combustion engine is connectable and wherein the drive shaft is arranged on a first shaft train and wherein the output shaft is disposed on a parallel thereto second shaft train and wherein the two shaft strands can be connected by at least one first gear stage and a second gear stage and wherein at least one planetary gear stage is arranged on at least one of the two shaft strands.

Such a manual transmission is for example from the US 5,106,352 known. That there in the 1 such as 4 to 12 but especially in the 7 described gearbox also has a drive shaft which is connectable via a switchable starting element with the crankshaft of an internal combustion engine and is arranged on a first shaft train. The manual transmission also has an output shaft on a second shaft train. Both shaft strands are in operative connection via two gear stages. On the second shaft train also two three-shaft planetary gear stages are arranged, which are interconnected to form a four-shaft planetary gear. On the second shaft train there are five shift elements, two brakes and three clutches, with which six forward gears and one reverse gear are switchable. This is achieved by the fact that in this gearbox two switching elements must be switched in each gear due to the planetary gear. In two to be closed switching elements from a group of 5 switching elements, there are 10 switching combinations, of which are used in this transmission 7 for the six forward gears and one reverse gear.

A disadvantage of this transmission, however, is that each of the five switching elements requires its own actuator. This requires a corresponding effort in the inner circuit and possibly the control in automated switching sequences.

In the numerous exported transmissions according to this prior art, the switching elements are usually designed as frictional multi-plate clutches or multi-disc brakes. These need in the open state an oil flow to build a separating lubricating film between the fins and for cooling, since such frictional switching elements heat up strongly during a circuit and would continue to heat in the open state due to drag losses. For switching these switching elements then a hydraulic pressure is still required, which must be maintained as long as the switching element is closed. This results in the need for a hydraulic control unit with a significant power requirement, which reduces the efficiency of such transmissions.

From manual transmissions with parallel shaft strands, in particular of manual transmissions and double clutch transmissions, two-sided acting toothed couplings are known, which are actuated by a common shift sleeve. Such a shift sleeve is usually moved by a shift fork, whose control assumes an internal circuit. With a shift fork and shift sleeve as the actuator so two different toothed clutches can be operated.

Toothed couplings have high torque capacities due to the positive power transmission. In the open switching state, toothed couplings only cause small drag losses.

For synchronizing the gear coupling halves before a circuit different types of synchronizers are known in the prior art, which are usually integrated as a lock synchronization in each gear coupling. For the generation of the synchronization torque but switching forces are again required, which are applied in manual transmissions by the driver and in automated transmissions of a mostly hydraulically acting actuators.

Proposals for central synchronizers also emerge from the prior art, which are then to take over the speed adjustments of the toothed coupling halves for all circuits. Since in such central synchronization but usually the power losses during the circuits are greater than in distributed synchronizers, they have not yet prevailed in the market.

In recent years, there is a growing demand for PTE drives because powertrain electric motors in conjunction with a battery provide many useful hybrid functions. These are, for example, a comfortable start in conjunction with a start / stop function for the internal combustion engine, a limited recovery of braking energy, an electric boost, a purely electric driving with limited power and limited range. New transmission concepts must be well suited for the integration of at least one electric motor.

The present invention is based on critical analysis of the prior art, the object to realize a transmission according to the preamble, in which as few and possibly double-acting toothed couplings sufficient for the circuit of as many courses. In addition, the transmission structure to be found should be suitable for the use of a central synchronization in order to be able to dispense with distributed synchronizations. In addition, the central synchronization should be realized by an electric motor, which has less energy compared to a hydraulic actuator. The electric motor should also be able to realize the usual hybrid functions today.

This object is achieved with the characterizing features of the first claim, characterized in that the planetary gear is arranged on the second shaft and has four shafts, of which a first shaft with a first shift sleeve is connectable, a second shaft with a second shift sleeve in permanent, the means not switchable, connection is, a third shaft with a third shift sleeve in permanent connection and a fourth shaft is connected to the output shaft.

In a further embodiment of the invention it is provided that of the first shift sleeve, a first toothed clutch is actuated, by means of which the first shaft via the first gear stage to the drive shaft is connectable, that of the second shift sleeve, a second toothed clutch is actuated by means of which the second shaft can be connected via the first gear stage or a third gear stage with the drive shaft, that of the second shift sleeve, a third toothed clutch is actuated, by means of which the second shaft directly or via the first gear stage or the third gear stage with the transmission housing is connectable, that of the third Shift sleeve, a fourth toothed clutch is actuated by means of which the third shaft via the second gear stage with the drive shaft is connectable, and that of the third shift sleeve, a fifth toothed clutch is actuated, by means of which the third shaft directly or via the second gear stage with the transmission housing ve is rbindbar.

These features describe a basic version of a manual transmission with a four-shaft planetary gear and two or three gear stages and five toothed couplings, which are to be operated by only three shift sleeves. If in such a gear arrangement two gear couplings must be closed in each gear, resulting in a total of eight combinations for forward and reverse gears. In fact, six forward gears, one reverse gear and a shift position can be realized with the transmission according to the invention already with these features, in which the transmission is locked in a parking lock circuit with the transmission housing.

For three more forward gears, the transmission has compared to the basic transmission, a fourth gear stage between the first shaft train and the second shaft assembly and a sixth gear coupling, which is also actuated by the first shift sleeve. With the sixth gear coupling, the first shaft via the fourth gear stage with the drive shaft is connectable.

A gearbox with nine forward gears designed in this way requires only three double-acting shift sleeves and thus only three shift forks. Thus, the switching effort is minimized and the efficiency is maximized because of the small number entrained components in the transmission.

For two other forward gears and another reverse gear, the transmission has compared to the basic transmission a seventh gear coupling, which is actuated by a fourth shift sleeve. Thus, the second shaft of the planetary gear via the first gear stage or the third gear stage with the drive shaft is connectable.

This variant of the gearbox with eight forward gears needs no additional gear stage, but an additional shift sleeve and an additional shift fork. Combining the features for the additional gears compared to the basic version with six forward gears, you even get a compact gearbox with twelve forward gears. Thus, with the variants of the gearbox according to the invention cover all applications of front-driven small passenger cars to city buses and trucks.

Manual transmissions according to this invention with more than six forward gears should preferably be automatically switchable and also load-shiftable in comfort-oriented applications. For this purpose, it is provided according to the invention that the second shaft of the planetary gear is directly or by means of the third gear stage and a shaft to the electric motor with a rotor of an electric motor in combination.

At each gear change, the second shaft of the planetary gear must change their speed. Therefore, this shaft is suitable for electromotive central synchronization. The necessary energy for the synchronization comes from a battery. The energy that may be released during synchronization can be stored in the battery. The total energy expenditure for all circuits drops. The transmission efficiency increases.

A particularly compact design of the planetary gear results from the fact that the planetary gear has a first sun gear, which is connected to the first shaft of the planetary gear, that the planetary gear, a second sun that is connected to the second shaft of the planetary gear, that the planetary gear has a planet carrier, which is connected to the third shaft of the planetary gear, and that the planetary gear has a ring gear, which is connected to the fourth shaft of the planetary gear, and that Planet carrier carries a plurality of sets of two planetary gears, of which first planetary gears with second planetary gears and the first sun gear are engaged, and of which the second planet gears with the first planetary gears, with the second sun gear and the ring gear are engaged.

In this version, the four-shaft planetary gear has only one planet carrier and therefore builds extremely short and light. Due to the arrangement of the planetary gear on the second shaft train and the clever choice of translations of the gear stages critically high speeds can be safely avoided in the planetary gear.

To exploit the high rotational capacity of electric motors is further provided according to the invention, that the transmission has a further planetary gear with another sun gear, which is connected to the transmission housing, and another planet carrier with a plurality of planetary gears, which is connected to the shaft to the electric motor, and another ring gear connected to the rotor of the electric motor.

This further planetary gear acts as a high-drive stage between the shaft to the electric motor and the rotor of the electric motor. The effort for this additional planetary gear is worthwhile if the savings in the size of the electric motor are greater and the possibly improved efficiency of the electric motor overcompensates for the additional losses in the Hochtreiberstufe.

Alternatively, it is proposed according to the invention that the transmission has a further planetary gear with another sun gear, which is connected to the drive shaft, and another planet carrier with a plurality of planet wheels, which is connected to the shaft to the electric motor, and another ring gear, the is connected to the rotor of the electric motor.

With this connection of a further planetary gear succeeds even further power split with the effect of raising the speeds of the electric motor and reducing the burden of the electric motor.

In order for this power split also works when the drive shaft is stationary, the drive shaft via an eighth gear coupling and a fifth shift sleeve to the transmission housing is connectable. Then, even when the drive shaft is at a standstill, reaction torques can be supported on this shaft.

The invention is not limited to the features of its claims. Conceivable and provided are also possible combinations of individual claim characteristics and possible combinations of individual claim characteristics with the disclosed in the advantages and to the exemplary embodiments.

The invention also relates, in particular, to solutions which have the same effect according to the prior art, some of which have already been described in the exemplary embodiments.

Several embodiments of the gearbox according to the invention are exemplary in the 1 to 18 illustrated and explained with respect to the arrangement of the shafts, the gear stages, the switching elements and their operation.

Showing:

1 the gear structure of a first embodiment of the gearbox according to the invention with two gear stages and three shift sleeves for six forward gears,

2 the switching logic of the transmission after 1 .

3 a speed plan for the planetary gear of the gearbox after 1 .

4 exemplary interpretations of the ratios of the individual gear stages for different overall gradations of the six forward gears,

5 a variant of the gearbox after 1 with a different arrangement of the switching elements and the integration of an electric motor to support the gear changes and for further hybrid functions via a further gear stage,

6 the transmission structure of a gearbox after 5 with another gearshift sleeve for eight forward gears,

7 the switching logic of the transmission after 6 .

8th a speed plan for the planetary gear of the gearbox after 6 .

9 the transmission structure of a gearbox after 5 with a further gear stage but without further gearshift sleeve for nine forward gears,

10 the switching logic of the transmission after 9 .

11 a speed plan for the planetary gear of the gearbox after 9 .

12 exemplary interpretations of the ratios of the individual gear stages for different overall gradations of the nine forward gears,

13 the transmission structure of a gearbox after 9 with nine forward gears for a vehicle with longitudinal drive,

14 the transmission structure of a gearbox after 13 with additional planetary gear set to increase the e-motor speeds,

15 the transmission structure of a gearbox after 13 with additional planetary gear set for a further drive-side power split,

16 The transmission structure of a gearbox with all the above features and then twelve forward gears for a vehicle with longitudinal drive,

17 the switching logic of the transmission after 16 .

18 a speed plan for the planetary gear of the gearbox after 16 ,

1 shows the transmission structure of a first embodiment of the transmission according to the invention 1 for an application in a vehicle with front transverse drive.

The manual transmission 1 has two parallel wave strands 4 and 5 , On the first shaft strand 4 is the drive shaft 2 via a starting element designed as a friction clutch or as a toothed clutch with friction synchronization 16 with the crankshaft of an internal combustion engine 15 is connectable. The starting element 16 is via an unspecified actuator 17 operated according to the prior art.

On the second shaft train 5 there is a planetary gear 40 , This is in this embodiment, a four-shaft planetary gear with a first sun 41 on a first wave 11 a second sun gear 42 on a second wave 12 , a planet carrier 44 on a third wave 13 and a ring gear 43 on a fourth wave 14 , The planet carrier 44 carries several sets of intermeshing first planet gears 45 and second planet gears 46 , where the first planetary gears 45 also with the first sun wheel 41 engage and wherein the second planetary gears 46 also with the second sun wheel 42 and the ring gear 43 engage.

The structure of the four-shaft planetary gear 40 with only one planet carrier 44 is the same in all variants of the gearbox according to the invention, because this results in the shortest overall length of all transmission variants. According to the prior art, there are kinematically equivalent replacement structures to this four-shaft planetary gear, but then have more than one planet carrier and thus build longer and heavier.

The fourth wave 14 the planetary gear 40 is with the output shaft 3 connected. The output shaft 3 stands over the final drive designed as a gear stage 18 with a differential 19 in connection, from which the wheels of a front-wheel drive vehicle are driven. The differential 19 is designed here as a very narrow-built compact differential according to the prior art.

The two wave strands 4 and 5 are about a first gear stage 6 and a second gear stage 7 connectable.

In addition sits on the first wave 11 the planetary gear 40 a first, in this first embodiment unilaterally acting shift sleeve 21 that have a first gear coupling 31 and the first gear stage 6 the drive shaft 2 with the translation of the first gear stage 6 with the first wave 11 can connect.

On the second wave 12 the planetary gear 40 sits a second, in this embodiment two-sided acting shift sleeve 22 on one side via a second gear coupling 32 the drive shaft 2 also with the translation of the first gear stage 6 with the second wave 12 can connect. On the other side, the second shift sleeve 22 via a third gear coupling 33 the second wave 12 with the gearbox 0 connect.

The third wave 13 the planetary gear 40 is about the second gear stage 7 with a third, also in this embodiment, two-sided acting shift sleeve 23 in connection. This shift sleeve 23 can on the one hand via a fourth gear coupling 34 a connection to the drive shaft 2 or on the other side via a fifth toothed coupling 35 a connection to the transmission housing 0 ,

In this transmission variant thus sit the first shift sleeve 21 and the second shift sleeve 22 on the second shaft train 5 and the third shift sleeve 23 on the first shaft train 4 , These Arrangement leads to a total short length of the gearbox 1 ,

According to the prior art, it is known that in a toothed coupling, which is actuated by a unilaterally acting sliding sleeve on one of the two coupling half, this sliding sleeve can be arranged with in principle the same effect on the connecting shaft for the other toothed coupling half.

2 clarifies the switching logic of the transmission after 1 , With the five gear couplings 31 . 32 . 33 . 34 . 35 This gearbox, the three shift sleeves 21 . 22 . 23 can be operated, six forward gears and a reverse gear can be switched. In another switch position you can block the gearbox. This switch position would be useful for example for a parking brake.

From the switching logic after 2 It can be seen that for each shift in the next or the next but one gear always only one gear coupling to open and another is to close. This also applies to some other circuits over more than 2 gears.

According to the prior art it is known that in such a transmission structure for each gear two toothed clutches are to be closed. This succeeds according to this invention with only three shift sleeves, because the five gear couplings were distributed to the three shift sleeves, that never be operated in a single gear to be closed toothed couplings of the same shift sleeve.

In one embodiment of the gearbox 1 to 1 as a manual transmission you need an external and internal circuit that controls the movement of the shift lever in two directions so on the three shift sleeves 21 . 22 and 23 distributed, that in both directions toothed couplings can be operated.

3 shows a speed plan for the planetary gearset of a manual transmission 1 to 1 , Shown are the speeds of the waves 11 . 12 . 13 and 14 = 3 of the planetary gear set. In forward gears 1 to 4, the first shaft rotates 11 of the planetary gear set with a speed that is smaller in magnitude than the input speed of the shaft 2 is. This is done by closing the first gear coupling 31 achieved with the then the drive shaft speed over the first gear stage 6 on the wave 11 is transmitted. For the forward gears 1 to 4 are then successively the gear couplings 35 . 33 . 32 and 34 closed. In this case, the speed of the second shaft 12 of the planetary gear set from a negative speed in the first gear up to a large positive speed in the fourth gear gradually changed.

With closed fourth toothed coupling 34 turns the third wave 13 of the planetary gear set about 1.6 times faster than the first shaft 11 ,

In the forward gears 4 to 6 is the fourth gear coupling 34 closed and there are in addition successively the gear couplings 31 . 32 and 33 closed.

In this case, the speed of the second shaft 12 of the planetary gear set gradually changed from the large positive speed to standstill.

4 shows a table with the individual translations of the gear stages for three exemplary designs of the gearbox after 1 , The larger the overall ratio in first gear should be, the greater the translation of the first gear stage 6 to choose. Because the amount of translation of the final drive 18 is limited so that the center distance of this gear stage and the wheel on the differential will not be too large.

The greater the ratio of the ratio of the first gear stage 6 and the second gear stage 7 becomes, the larger becomes with otherwise same layout the spreading between the 4. and the 6. Gang.

An enlargement of the staging ratio i0_11-14 causes a wider spread of the gears 1 to 4 with otherwise the same layout. A magnification of the staging ratio i0_12-14 results in a smaller spread of the gears 4 to 6 and a slightly different gradation between the gears with otherwise the same layout 1 to 4.

In the 4 interpretations lead to total ranges between gears 1 and 6 from 6.0 to about 6.7. This is sufficient for manual transmissions and comparable to other current transmissions according to the prior art.

From the speed plan to 3 It became clear that in a manual transmission 1 to 1 at each gear change the speed of the shaft 12 changed. At the transition between gears 1 to 4, it increases in a first control range from a negative value to a positive value. When switching between gears 4 to 6, it then drops again in a second control range from the positive value to zero. An electric motor on this second wave 12 could therefore solve the task of a central synchronization for all gear changes. This task is to synchronize both coupling halves to the same speed before closing the gear couplings.

5 shows a transmission structure for a transmission according to the invention 1 with an integrated electric motor 26 , which is coaxial with the starting element 16 sits and covers this. This is the ideal position for an electric motor 26 in such vehicle drives, because there is the largest radial space for a short-length electric motor with sufficient torque capacity. The stator 27 the electric motor drives the rotor 28 the electric motor, which has a shaft 29 to the electric motor and a third gear stage 8th with the second wave 12 the planetary gear 40 is permanently connected. The manual transmission 1 to 5 has a conventional bevel gear differential 19 on. Because of the length of the electric motor 26 is the length of the differential 19 not critical here.

Also in this embodiment of the gearbox 1 are the two wave strands 4 and 5 over the first gear stage 6 and the second gear stage 7 connectable.

This is again sitting here on the first wave 11 the planetary gear 40 the first shift sleeve 21 that have a first gear coupling 31 and the first gear stage 6 the drive shaft 2 with the translation of the first gear stage 6 with the first wave 11 can connect.

With the second wave 12 the planetary gear 40 is again the second shift sleeve 22 in kinematic connection, on the one hand via a second toothed coupling 32 the drive shaft 2 with the translation of the third gear stage 8th with the second wave 12 can connect. On the other side, the second shift sleeve 22 over the third gear coupling 33 the second wave 12 with the gearbox 0 connect. The third gear stage 8th has a similar, but not necessarily the same ratio as the first gear stage 6 , This allows the individual gears of this gearbox 1 even more individual.

The third wave 13 the planetary gear 40 here stands directly with the third shift sleeve 23 in connection. This shift sleeve 23 can on the one hand via the fourth gear coupling 34 and the second gear stage 7 a connection to the drive shaft 2 or on the other side via the fifth gear coupling 35 a connection to the transmission housing 0 ,

The third wave 13 the planetary gear 40 runs in here through the first wave 11 the planetary gear, in turn, a short distance through the second wave 12 the planetary gear 40 passes.

In this version of the gearbox now sit the first shift sleeve 21 and the third shift sleeve 23 on the second shaft train 5 and the second shift sleeve 22 on the first shaft train 4 , This arrangement leads here again to a total short length of the gearbox 1 ,

In an automated gear shift with traction interruption opens in the manual transmission 5 first the starting element 16 via its actuator 17 and thus separates the internal combustion engine 15 from the manual transmission 1 , Then you open the after the switching logic 2 To open tooth clutch by means of another actuator. Subsequently, the transmission control changes the speed at the electric motor 26 and thus the speed at the second shaft 12 to a value at which both coupling halves rotate at the same speed on the toothed coupling to be closed according to the switching logic. Thereafter, this gear coupling is closed by the actuator. The electric motor 26 must be designed for this type of gear shift only on the acceleration torques on the rotating masses to be synchronized and the corresponding speeds.

When the electric motor 26 is dimensioned so strong that he also the drag torque of the internal combustion engine during the switching process 15 covering, then during the gear change, the starting element 16 even stay closed. This will be the starting element 15 considerably relieved and can then be dimensioned much smaller.

In the manual transmission according to the invention 1 the power always flows through the transmission in two ways. The two power flows are then superimposed in the planetary gear 40 on the second shaft train. The planetary gear 40 and the gear stages loaded during the gear change define the torque relationships in this gearbox. The drag torque of the coupled internal combustion engine can even be helpful for synchronizing at certain gear changes.

A manual transmission after 5 is even fully power shiftable when the electric motor 26 during a shift exactly the reaction torque on the second shaft 12 of the planetary gear set 40 imprints that from the load torque on the output shaft 3 , the speed ratios and the acceleration torque results on all other waves. The internal combustion engine 15 but it must be regulated in its load, because he no longer drives the vehicle alone. But this is already part of the state of the art today. A load control on the internal combustion engine 15 can even significantly support the synchronization process.

6 shows a further transmission structure of a gearbox 1 according to the invention. As with the manual transmission 5 This gear has three gear stages 6 . 7 and 8th , The third gear stage 8th has in this embodiment of the gearbox 1 but a similar translation as the second gear stage 7 , In addition to the features of the manual transmission 5 rejects the manual transmission 6 a fourth shift sleeve 24 and a seventh gear coupling 37 on. With closed seventh gear coupling 37 drives the drive shaft 2 the second wave 12 the planetary gear 40 over the first gear stage 6 , This results, as in the switching logic after 7 and in the speed plan after 8th is shown, two more gears, so that this manual has eight forward gears. Because this new connection between the two wave strands 4 and 5 on the second wave 12 acts, is for this embodiment of the gearbox 1 another shift sleeve 24 including Betätigungsaktuator necessary because the second shift sleeve 22 is already with two gear couplings 32 and 33 busy.

The three gear couplings 32 . 33 and 37 for connecting the second shaft 12 with the drive shaft 2 over the gear stages 6 and 8th and for connecting the second shaft 12 with the gearbox 0 can also be rearranged differently in order to handle the two shift sleeves 22 and 24 to be operable. So it is also possible, the fourth shift sleeve 24 so on the second wave 12 to arrange that this fourth shift sleeve on one side of the seventh gear coupling 37 operated and on the other side the connection of the second wave 12 with the gearbox 0 over the third gear coupling 33 ,

To work with a manual transmission 1 according to this invention more than six forward gears with only three shift sleeves as in the manual transmission after 5 To realize, only the possibility remains, on the first shift sleeve 21 a sixth gear coupling 36 provide, and thus the first wave 11 of the planetary gear set 40 with another translation with the drive shaft 2 connect to. A variant of the gearbox 1 with these features is in 9 shown. This manual transmission 1 has a fourth gear stage 9 on, over which the drive shaft 2 with the first wave 11 is connectable, if to the first shift sleeve 21 the sixth gear coupling 36 closes.

10 shows the switching logic for this gear and 11 the associated speed plan for the planetary gear 40 , 12 refers to three different design variants for the translations of the individual gear stages and the gradations of the overall ratios that can be achieved with them. In this embodiment of the gearbox 1 are again the translations of the first gear stage 6 and the third gear stage 8th similar or even the same.

When the sixth gear coupling 36 closed, the first shaft turns 11 in these designs, about twice as fast as the drive shaft 2 , By additionally closing the fourth toothed coupling 34 , the third gear coupling 33 and the second gear coupling 32 result in a 7th, 8th and 9th forward gear. These additional gears, in addition to the six forward gears of the gearbox after 5 , very harmoniously join the first six forward gears and extend the total range to values between 9 and 10.

The above-mentioned second control range on the second shaft 12 is extended from the 4th to the 7th forward gear. In the 7th forward gear, the second shaft turns 12 then again with negative speed. This is followed by a third control range when switching between the 7th and 9th forward gear, in which the speed at the second shaft 12 increases again from the negative value to a positive value.

This transmission according to the invention 1 thus has three control ranges, in which the electric motor 26 can support all switching operations. The manual transmission after 9 is thus depending on the torque capacity of the electric motor 26 either as an automated 9-speed manual or power-shiftable 9-speed automatic transmission usable.

The 13 to 15 show variants of the inventive transmission 1 with nine forward gears for applications in longitudinal drives. The drive from the combustion engine 15 takes place in these figures on the left side. There is also the starting element 16 with the electric motor arranged there 26 , The output is on the right side. There is also the planetary gear 40 placed.

The 13 and 14 differ by the installation of another planetary gear 50 with another sun wheel 51 , another planet carrier 52 with other planets and another ring gear 53 ,

In the manual transmission 14 is the other sun wheel 51 with the gearbox 0 connected, the other ring gear 53 with the rotor shaft 28 of the electric motor 26 and the other planet carrier 52 with the wave 29 to the electric motor 26 , The other planetary gear 50 acts as a high-drive stage to the speed of the electric motor 26 to increase to still permissible values and thus to reduce its torque loads. This mechanical additional effort leads in drives relatively slow-running internal combustion engines, such as. As in buses and commercial vehicles, to a much smaller electric motor 26 , thereby reducing the overall effort.

In the manual transmission 15 is the other sun wheel 51 the further planetary gear 50 with the drive shaft 2 connected, the other ring gear 53 with the rotor shaft 28 of the electric motor 26 and the other planet carrier 52 with the wave 29 to the electric motor 26 , The other planetary gear 50 acts here as another branching stage, so as to the speed range of the electric motor 26 auf aufpreizen on still permissible values and thus reduce its torque loads. This mechanical additional expense may lead to a much smaller electric motor 26 , so that this again reduces the overall effort.

Thus this embodiment of the gearbox 1 even when the internal combustion engine is stationary 15 works, must support the reaction moments on the other sun 51 the drive shaft 2 over a fifth shift sleeve 25 and an eighth gear coupling 38 with the gearbox 0 be connectable.

16 Finally, shows an alternative embodiment of the transmission according to the invention 1 with the features of the embodiments according to the 6 and 9 , This gearbox has 4 gear stages 6 . 7 . 8th and 9 as well as four shift sleeves 21 . 22 . 23 and 24 , with which seven gear couplings 31 . 32 . 33 . 34 . 35 . 36 and 37 are switchable. Overall, this transmission has twelve well-stepped forward gears, two reverse gears and a neutral position and a shift position for activating a parking brake. 17 shows the associated switching logic and 18 the speed plan for the planetary gear 40 this gearbox.

All inventive transmission 1 with integrated electric motor 26 act in the six to twelve forward gears and one reverse or two reverse gears as a parallel hybrid transmission, because then on the electric motor 26 an electrical power flow from a battery to the mechanical power flow from the internal combustion engine 15 to the downforce 3 can be added.

When the internal combustion engine 15 is still connected to a further electric motor as a starter and generator, then this drive unit forms together with the transmission according to the invention 1 with integrated electric motor 26 Both a serial hybrid drive, as well as a power-split hybrid drive with many mechanical gears. These many mechanical gears serve to map the load points optimally to the characteristic diagrams of the electric motors and to increase the transmission efficiency in the transmission.

LIST OF REFERENCE NUMBERS

0

casing

1

manual transmission

2

drive shaft

3

output shaft

4

first wave strand

5

second shaft train

6

first gear stage

7

second gear stage

8th

third gear stage

9

fourth gear stage

11

first wave of the planetary gear

12

second wave of the planetary gear

13

third wave of the planetary gear

14

fourth wave of the planetary gear

15

internal combustion engine

16

starting element

17

Actuator for starting element

18

Final Drive

19

differential

21

first shift sleeve

22

second shift sleeve

23

third shift sleeve

24

fourth shift sleeve

25

fifth shift sleeve

26

electric motor

27

Stator of the electric motor

28

Rotor of the electric motor

29

Wave to the electric motor

31

first gear coupling

32

second toothed coupling

33

third gear coupling

34

fourth gear coupling

35

fifth toothed coupling

36

sixth gear coupling

37

seventh gear coupling

38

eighth gear coupling

40

planetary gear

41

first sun gear of the planetary gear

42

second sun gear of the planetary gear

43

Ring gear of the planetary gear

44

planet carrier

45

first planets

46

second planet

50

another planetary gear

51

another sun wheel

52

further planet carrier

53

another ring gear

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 5106352 [0002]

Claims (9)

Manual transmission ( 1 ) between a drive shaft ( 2 ) and an output shaft ( 3 ) in a transmission housing ( 0 ), wherein the drive shaft ( 2 ) via a switchable starting element ( 16 ) with an internal combustion engine ( 15 ) is connectable and wherein the drive shaft ( 2 ) on a first shaft train ( 4 ) is arranged and wherein the output shaft ( 3 ) on a parallel thereto second shaft train ( 5 ) is arranged and wherein the two wave strands by at least one first gear stage ( 6 ) and a second gear stage ( 7 ) are connectable and wherein at least one of the two shaft strands at least one planetary gear ( 40 ), characterized in that the planetary gear stage ( 40 ) on the second shaft train ( 5 ) is arranged and has four shafts, of which a first wave ( 11 ) with a first shift sleeve ( 21 ) is connectable, a second wave ( 12 ) with a second shift sleeve ( 22 ) is in permanent, that is not switchable, connection, a third wave ( 13 ) with a third shift sleeve ( 23 ) is in permanent communication and a fourth wave ( 14 ) with the output shaft ( 3 ) connected is. Manual transmission ( 1 ) according to claim 1, characterized in that of the first shift sleeve ( 21 ) a first gear coupling ( 31 ) is operable, by means of which the first wave ( 11 ) via the first gear stage ( 6 ) with the drive shaft ( 2 ) is connectable, that of the second shift sleeve ( 22 ) a second toothed coupling ( 32 ) is operable, by means of which the second wave ( 12 ) via the first gear stage ( 6 ) or a third gear stage ( 8th ) with the drive shaft ( 2 ) is connectable, that of the second shift sleeve ( 22 ) a third gear coupling ( 33 ) is operable, by means of which the second wave ( 12 ) directly or via the first gear stage ( 6 ) or the third gear stage ( 8th ) with the transmission housing ( 0 ) is connectable, that of the third shift sleeve ( 23 ) a fourth gear coupling ( 34 ) is actuated, by means of which the third wave ( 13 ) via the second gear stage ( 7 ) with the drive shaft ( 2 ) is connectable, and that of the third shift sleeve ( 23 ) a fifth gear coupling ( 35 ) is actuated, by means of which the third wave ( 13 ) directly or via the second gear stage ( 7 ) with the transmission housing ( 0 ) is connectable. Manual transmission ( 1 ) according to one of claims 1 and 2, characterized in that the manual transmission ( 1 ) a fourth gear stage ( 9 ) between the first wave strand ( 4 ) and the second wave strand ( 5 ) and that of the first shift sleeve ( 21 ) also a sixth gear coupling ( 36 ) is operable, by means of which the first wave ( 11 ) via the fourth gear stage ( 9 ) with the drive shaft ( 2 ) is connectable. Manual transmission ( 1 ) according to at least one of claims 1 to 2, characterized in that the second shaft ( 12 ) of the planetary gear stage ( 40 ) by means of a seventh gear coupling ( 37 ), by a fourth shift sleeve ( 24 ) is operable via the first gear stage ( 6 ) or the third gear stage ( 8th ) with the drive shaft ( 2 ) is connectable. Manual transmission ( 1 ) according to at least one of claims 1 to 4, characterized in that the second shaft ( 12 ) of the planetary gear stage ( 40 ) directly or by means of the third gear stage ( 8th ) and a shaft to the electric motor ( 29 ) with a rotor ( 28 ) of an electric motor ( 26 ). Manual transmission ( 1 ) according to at least one of claims 1 to 5, characterized in that the planetary gear stage ( 40 ) a first sun gear ( 41 ) associated with the first wave ( 11 ) of the planetary gear stage ( 40 ), that the planetary gear stage ( 40 ) a second sun gear ( 42 ) connected to the second shaft ( 12 ) of the planetary gear stage ( 40 ), that the planetary gear stage ( 40 ) a planet carrier ( 44 ) connected to the third wave ( 13 ) of the planetary gear stage ( 40 ), and that the planetary gear stage ( 40 ) a ring gear ( 43 ) associated with the fourth wave ( 14 ) of the planetary gear stage ( 40 ), and that the planet carrier ( 44 ) carries several sets of two planetary gears, of which first planetary gears ( 45 ) with second planetary gears ( 46 ) and the first sun wheel ( 41 ), and of which the second planetary gears ( 46 ) with the first planetary gears ( 45 ), with the second sun gear ( 42 ) and the ring gear ( 43 ) are engaged. Manual transmission ( 1 ) according to at least one of claims 1 to 6, characterized in that the manual transmission ( 1 ) another planetary gear ( 50 ) with another sun gear ( 51 ), which is connected to the transmission housing ( 0 ), and another planet carrier ( 52 ) with several planetary gears, which with the shaft to the electric motor ( 29 ) is connected, and another ring gear ( 53 ) connected to the rotor of the electric motor ( 26 ) connected is. Manual transmission ( 1 ) according to at least one of claims 1 to 6, characterized in that the manual transmission ( 1 ) another planetary gear ( 50 ) with another sun gear ( 51 ) connected to the drive shaft ( 2 ), and another planet carrier ( 52 ) with several planetary gears, which with the shaft to the electric motor ( 29 ), and another ring gear ( 53 ), with the rotor ( 28 ) of the electric motor ( 26 ) connected is. Manual transmission ( 1 ) according to at least one of claims 1 to 8, characterized in that the drive shaft ( 2 ) via an eighth gear coupling ( 38 ) and a fifth shift sleeve ( 25 ) with the transmission housing ( 0 ) is connectable.

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