CN109890640B - 用于混合动力机动车辆的混合动力动力传动系 - Google Patents

用于混合动力机动车辆的混合动力动力传动系 Download PDF

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CN109890640B
CN109890640B CN201780066109.7A CN201780066109A CN109890640B CN 109890640 B CN109890640 B CN 109890640B CN 201780066109 A CN201780066109 A CN 201780066109A CN 109890640 B CN109890640 B CN 109890640B
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CN109890640A (zh
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S·胡梅尔
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Audi AG
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
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    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
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    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
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    • F16H37/04—Combinations of toothed gearings only
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明涉及一种用于混合动力车辆的混合动力传动系，具有能借助于切换元件切换到不同的速比级中的变速器(1)，尤其手动变速器，其能通过内燃机轴(3)与内燃机(7)传动连接，能通过电机轴(9)与电机(11)传动连接，以及能通过输出轴(13)与至少一个车桥(VA)传动连接，其中，内燃机轴(3)和与输出轴(13)传动连接的传动轴(17)能通过圆柱齿轮组连接，该圆柱齿轮组能借助于切换元件切换，并且相应形成齿轮平面(V1至V4、E1、E2)，其中的至少一个混合齿轮平面(E1、E2)可附加地与电机轴(9)连接。根据本发明，尤其在电机轴(9)上布置有至少一个切换元件(SE‑A；Kl，K2)，混合齿轮平面(E1、E2)能借助于该切换元件从电机(11)脱开或与电机连接。

Description

用于混合动力机动车辆的混合动力动力传动系
技术领域
本发明涉及一种用于混合动力机动车辆的混合动力动力传动系。
背景技术
由EP 2 792 523 A2已知这种类型的用于混合动力车辆的混合动力动力传动系。该混合动力动力传动系具有能借助于切换元件切换到不同的速比级中的变速器，该变速器能通过内燃机轴与内燃机传动连接，能通过电机轴与电机传动连接，以及能通过输出轴与至少一个车桥传动连接。内燃机轴能通过形成齿轮平面的圆柱齿轮组与传动轴连接。传动轴又通过圆柱齿轮级驱动输出轴。混合变速器的齿轮平面具有混合齿轮平面(混合齿轮平面)，其与电机轴传动连接。
发明内容
本发明的目的在于提供一种混合动力动力传动系，其以相比于现有技术在构造上简单的、结构空间有利的结构具有在功能上的更大的自由度。
该目的通过根据本发明的混合动力动力传动系来实现。
根据本发明的一个方面，尤其在电机轴上布置有至少一个切换元件SE-A，借助于该切换元件可使电机从混合齿轮平面E1、E2脱开，或者与混合齿轮平面连接。以这种方式可在切换的内燃机驱动的档位中使电机完全从动力传动系脱耦。由此有利地降低激活的子变速器的惯性力矩。
在技术上的实现方案中，混合齿轮平面E1、E2可由布置在传动轴上的从动侧齿轮、布置在内燃机轴上的驱动侧齿轮以及布置在电机轴上的齿轮构成。布置在电机轴上的齿轮可作为浮动齿轮转动支承在电机轴上，并且能借助于切换元件SE-A从电机轴脱开或与电机轴联接。
在优选的实施方式中，变速器可具有两个混合齿轮平面E1、E2。布置在电机轴上的切换元件SE-A可在两侧进行切换，并且沿轴向方向布置在两个混合齿轮平面E1、E2的浮动齿轮之间。切换元件SE-A可在第一切换状态中使第一混合齿轮平面E1的浮动齿轮与电机轴联接，或在第二切换状态中使第二混合齿轮平面E2的浮动齿轮与电机轴联接。
优选的是，电机轴完全没有以不能相对转动的方式布置在其上的、圆柱齿轮组的固定齿轮，圆柱齿轮组形成变速器的齿轮平面。
此外，优选的是，变速器设计为纯粹的圆柱齿轮变速器，其中，内燃机轴、电机轴和输出轴可仅仅通过圆柱齿轮组彼此传动连接。以这种方式实现简单构造的变速器结构，其相比于行星齿轮变速器可明显效率更高地运行。
在另一优选的实施方式中，两个混合齿轮平面可在轴向方向上紧邻，并且一起联合共同形成子变速器，子变速器在变速器运行中停止运转，即，从动力传动系脱开。为了实现这种子变速器，混合齿轮平面E1、E2中的每个可相应具有布置在传动轴上的从动侧齿轮，其实施为浮动齿轮，并且能借助于切换元件SE-B与传动轴联接。此外，两个混合齿轮平面E1、E2的布置在内燃机轴上的驱动侧齿轮还可实施为浮动齿轮。它们优选地以不能相对转动的方式一起布置在驱动侧的空心轴上，其同轴地转动支承在内燃机轴上，并且能通过恰好一个切换元件、即SE-C与内燃机轴联接。上文提到的布置在传动轴上的切换元件SE-B可在两侧可切换地来实施，并且沿轴向方向布置在两个混合齿轮平面E1、E2的从动侧浮动齿轮之间。
在优选的第二实施方式中，至少一个混合齿轮平面E1、E2可与其他齿轮平面V3、V4一起联合形成子变速器，其可在变速器运行中停用，即可从动力传动系脱开或停止运转。上文提到的其他齿轮平面不同于混合齿轮平面相对于电机轴不存在连接，并且具有转动支承在传动轴上的从动侧浮动齿轮，其能借助于切换元件SE-D、SE-E与传动轴联接。优选的是，布置在传动轴上的切换元件SE-D、SE-E可在两侧来切换，并且在轴向方向上布置在其他齿轮平面V3、V4和混合齿轮平面E1、E2的转动支承在传动轴上的从动侧浮动齿轮之间。
上文提到的其他齿轮平面V3、V4还可具有转动支承在内燃机轴上的驱动侧浮动齿轮。其能借助于切换元件SE-F与内燃机轴联接。特别优选的是，其他齿轮平面V3、V4和混合齿轮平面E1、E2的转动支承在内燃机轴上的驱动侧浮动齿轮以不能相对转动的方式布置在共同的驱动侧的空心轴上，它们同轴地转动支承在内燃机轴上，并且能通过恰好一个切换元件SE-F与内燃机轴联接。
在优选的改进方案中，两个混合齿轮平面E1、E2可相应为第一子变速器和第二子变速器T1、T2的组成部分，它们可在变速器运行中停用。在这种情况下，优选的是，布置在内燃机轴上的切换元件SE-F可在两侧切换，并且沿轴向方向布置在两个子变速器T1、T2的驱动侧的空心轴之间。
布置在电机轴上的切换元件可任意地实现，例如实现为与离合器组合的可动力切换的超越离合器、可动力切换的双离合器，或者由不能动力切换的双同步机构构成。此外，电机可在驱动侧或从动侧连接在变速器中。在驱动侧的连接的情况下，混合齿轮平面E1、E2的布置在电机轴上的齿轮可与转动支承在内燃机轴上的驱动侧浮动齿轮啮合。在从动侧的连接的情况下，混合齿轮平面E1、E2的布置在电机轴上的齿轮可与转动支承在传动轴上的从动侧浮动齿轮啮合。
上述混合构思可基于传统的手动变速器以简单的方式实现，并且专门用于前驱动。后桥可必要时与前桥机械地脱开，然而能通过单独的电机驱动，以便实现四轮驱动。在上述的混合构思中，电机可优选地定位在变速器端部处。
例如，除了在明确的依赖性或不兼容的替代方案的情况下，本发明的上文阐述的和/或在权利要求中描述的有利的设计方案和/或改进方案可单独地或以彼此任意地组合来利用。
附图说明
下面借助附图进一步阐述本发明和其有利的设计方案、改进方案以及其优点。其中，
图1示出了实施为圆柱齿轮手动变速器的混合变速器的变速器结构；
图2以相应于图1的视图示出了混合变速器的第二实施例；并且
图3以相应于图1的视图示出了混合变速器的第三实施例；
图4和图5相应示出了图3的变型，并且
图6示出了图2的变型。
具体实施方式
在图1中示出了手动变速器1，其为未示出的混合动力车辆的混合动力动力传动系的组成部分。能借助于切换元件切换到不同的速比级中的变速器1通过内燃机轴3与接在中间的分离离合器4和扭转减振器5与内燃机7连接，以及通过电机轴9与电机11连接。电机11可为了转矩转换具有在图1中示出的行星齿轮传动装置12。此外，变速器1在输出侧通过输出轴13与机动车的前桥VA传动连接。输出轴13作为齿轮轴与前桥差速器15的锥齿轮传动部有效连接。
如由图1进一步得知的那样，内燃机轴3、电机轴9以及布置在中间的传动轴17彼此轴向平行地布置。传动轴17、电机轴9以及输出轴13通过圆柱齿轮组彼此可传动连接，圆柱齿轮组能通过切换元件来切换。圆柱齿轮组形成彼此平行布置的齿轮平面V1至V4以及E1以及E2，它们根据图1在轴向方向上全部处在内燃机7和电机11之间。
下面说明混合变速器1的在图1中示出的变速器结构：因此，在图1中，内燃机轴3和传动轴17通过齿轮平面V1至V4彼此连接，它们相应由彼此啮合的浮动齿轮和固定齿轮构成。齿轮平面V1至V4的浮动齿轮能通过切换元件SE-H和SE-G与相应支撑性的轴3、17联接。齿轮平面V1至V4相对于电机轴9没有连接。
此外，设置有两个混合齿轮平面E1、E2。每个混合齿轮平面E1、E2具有布置在传动轴17上的从动侧齿轮19、21，其相应与布置在内燃机轴3上的驱动侧齿轮23、25并且与相应同轴于电机轴9布置的(电机侧的)浮动齿轮27、29啮合。混合齿轮平面E1、E2的从动侧齿轮19、21在图1中作为固定齿轮布置在传动轴17上，而其驱动侧齿轮23、25作为浮动齿轮转动支承在内燃机轴3上。在混合齿轮平面E1、E2的两个驱动侧齿轮23、25之间布置有可在两侧来切换的切换元件SE-C，其在第一切换状态中使第一混合齿轮平面E1与内燃机轴3联接，或在第二切换状态中使第二混合齿轮平面E2与内燃机轴3联接。以相同的方式，还在混合齿轮平面E1、E2的电机侧的浮动齿轮27、29之间布置有可在两侧切换的切换元件SE-A，通过它可使第一混合齿轮平面E1或第二混合齿轮平面E2同样与电机轴9联接。传动轴17通过圆柱齿轮级St驱动输出轴13。
在切换元件SE-A的在图1中示出的非作用状态中，电机轴9从动力传动系脱开。以这种方式，电机轴9在变速器运行中停止运转，即停用。由此有利地降低保持激活的变速器的惯性力矩。然而，混合齿轮平面E1、E2的齿轮保持激活，即，尽管电机11停止运转，其在变速器运行中被带动转动。
不同于此，在图2中，两个混合齿轮平面E1、E2联合形成共同的子变速器T，其可在变速器运行中完全无力矩地来切换，即可从动力传动系彻底地脱开，从而子变速器T完全停止运转。为了实现该子变速器T，在图2中，混合齿轮平面E1、E2的两个从动侧齿轮19、21不再构造为固定齿轮，而是作为浮动齿轮转动支承在传动轴17上。在混合齿轮平面E1和E2的两个从动侧齿轮19、21之间布置有切换元件SE-B，其可在两侧切换，并且可使第一混合齿轮平面或第二混合齿轮平面E1、E2与传动轴联接。此外，在图2中，混合齿轮平面E1、E2的两个驱动侧齿轮23、25以不能相对转动的方式一起布置在驱动侧的空心轴31上，其同轴地转动支承在内燃机轴3上。驱动侧的空心轴31能以减少构件的方式通过恰好一个切换元件SE-C与内燃机轴3联接。
在图3中，不同于图2，总地提供了两个子变速器T1、T2，它们可在变速器运行中完全无力矩地来切换，即可从动力传动系彻底脱开，使得第一子变速器T1和/或第二子变速器T2完全停止运转。在第一子变速器T1中，第一混合齿轮平面E1和沿轴向紧邻的另一齿轮平面V4联合。在第二子变速器T2中，第二混合齿轮平面E2以及紧邻的另一齿轮平面V3彼此联合。
在第一子变速器T1中，齿轮平面V4具有转动支承在传动轴17上的从动侧浮动齿轮33。齿轮平面V4的从动侧浮动齿轮33和第一混合齿轮平面E1的从动侧浮动齿轮19能通过布置在它们之间的可在两侧切换的切换元件SE-D交替地与传动轴17联接。第一混合齿轮平面E1以及齿轮平面V4具有转动支承在内燃机轴3上的驱动侧浮动齿轮23、35，它们一起以不能相对转动的方式布置在驱动侧的第一空心轴37上。其同轴地转动支承在内燃机轴3上，并且能通过切换元件SE-F与内燃机轴3联接。
第二子变速器T2与第一子变速器T1构造相同地来构造。在第二子变速器T2中，齿轮平面V3具有转动支承在传动轴17上的从动侧浮动齿轮39。齿轮平面V3的从动侧浮动齿轮39和第二混合齿轮平面E2的从动侧浮动齿轮21能通过布置在它们之间的可在两侧切换的切换元件SE-E交替地与传动轴17联接。第二混合齿轮平面E2以及齿轮平面V3具有转动支承在内燃机轴3上的驱动侧浮动齿轮25、41，它们以不能相对转动的方式一起布置在驱动侧的第二空心轴43上，其同轴地转动支承在内燃机轴3上，并且能通过切换元件SE-F与内燃机轴3联接。对于两个空心轴37、43来说共同的切换元件SE-F可在两侧切换，并且布置在两个驱动侧的空心轴37、43之间。
如从图3进一步得知的那样，混合齿轮平面E1、E2的两个电机侧齿轮27、29通过双离合器来切换，其由第一离合器K1和第二离合器K2构造而成。双离合器具有外膜片载体45，其以不能相对转动的方式与电机轴9连接。外膜片载体45与两个沿轴向方向并排布置的内盘片支架47、49共同作用。内盘片支架49和第一混合齿轮平面E1的电机侧齿轮27一起以不能相对转动的方式布置在空心轴51上。相比之下，内盘片支架47与第二混合齿轮平面E2的电机侧齿轮29一起以不能相对转动的方式布置在实心轴53上，其同轴地延伸通过空心轴51。
在图3中示出的变速器1总计具有16个齿轮、四个同步装置以及两个离合器K1、K2。在变速器1中，可切换最多十个内燃机驱动的档位，即下文阐述的利用仅仅一个齿轮平面的六个内燃机驱动的直接档位VM1至VM6、以及利用至少两个齿轮平面的四个超速档位VM7至VM10：
在直接档位VM1和VM2中，切换元件SE-H向左或向右切换，而两个子变速器T1、T2停止运转。
在直接档位VM3中，SE-F向右切换，并且SE-D向左切换。也就是说，激活子变速器T1，并且停用子变速器T2。同样的情况还适用于直接档位VM4，在其中SE-F向右切换，并且SE-D同样向右切换。
在接下来的直接档位VM5和VM6中，激活子变速器T2，并且停用子变速器T1。对于直接档位VM5，SE-F向左切换，并且SE-E向左切换。对于直接档位VM6，SE-F向左切换，并且SE-E向右切换。
对于接下来的四个内燃机驱动的超速档位VM7至VM10，在档位VM7中，切换元件SE-F向右切换，操纵离合器K1和K2，并且切换元件SE-E向左切换。在超速档位VM8中，SE-F向右切换，操纵两个离合器K1、K2，并且SE-E向右切换。在超速档位VM9中，SE-F向左切换，操纵两个离合器K1、K2，并且SE-D向左切换。在超速档位VM10中，SE-F向左切换，操纵两个离合器K1、K2，并且SE-D向右切换。
在图3中示出的变速器1的纯粹电动驱动的运行中，可切换高达8个电动驱动的档位，即以下的两个直接档位EM1、EM2和六个超速档位EM3至EM8：
因此，在直接档位EM1中，操纵离合器K1，并且切换元件SE-D向左切换。在直接档位EM2中，操纵离合器K2，并且切换元件SE-E向左切换。在电动驱动的超速档位EM3中，操纵离合器K1，并且SE-D向右切换。在超速档位EM4中，操纵离合器K1，并且SE-F向右切换以及SE-H向左切换。在超速档位E5中，操纵离合器K1，SE-F向右切换以及SE-H向右切换。在超速档位EM6中，操纵离合器K2以及SE-E向右切换。在超速档位EM7中，操纵第二离合器K2，SE-F向左切换以及SE-H向左切换。在超速档位EM8中，操纵离合器K2，SE-F向左切换以及SE-H向右切换。
从上文的内燃机驱动的档位VM1至VM10和电动驱动的档位EM1至EM8中可组合地实现高达28个的混合档位，在其中组合地切换电动驱动的和内燃机驱动的档位。
下面突出详述特别的行驶运行类型，其能借助于在图3中示出的变速器实现：
因此，利用在图3中示出的变速器结构实现电机11的停车充电，只要车辆处于车辆停车状态中，例如停在交通信号灯处或处在堵塞中。在这种情况下可示例性地向右操纵切换元件SE-F，以便使内燃机轴3与第一混合齿轮平面E1连接。同时，离合器K1(包括外膜片载体45和内盘片支架49)闭合，以便使第一混合齿轮平面E1与电机轴9连接。由此可实现从内燃机7通过内燃机轴3、第一混合齿轮平面E1、闭合的离合器K1至电机11的力矩流。
此外，借助电机11可执行内燃机起动。电机11可使内燃机7经由负荷路径起动，在其中例如闭合第二离合器K2(包括外膜片载体45和内盘片支架47)，并且切换元件SE-F向左操纵。
此外，在图3中，在内燃机驱动的档位1至6之间的切换过程可借助电机11无牵引力中断地进行，亦即例如借助电动驱动的档位EM1、EM2，其在内燃机驱动的切换中用作辅助档位。这种切换过程在分离离合器4分开的情况下开始，以便使内燃机7从变速器1脱开。挂入的电动驱动的辅助档位在在内燃机驱动的档位之间进行的切换过程期间提供辅助负荷路径，其从电机11伸延至驱动侧。因此，在切换过程(即，内燃机7借助于分离离合器4从动力传动系脱开)期间，电机11可产生驱动力矩，其通过辅助负荷路径传递至从动侧。
上述情况在下文中借助在内燃机驱动的第三档位和第四档位之间的无牵引力中断的切换过程来阐述，在其中电动驱动的第二档位EM2用作辅助档位：因此，在图3的变速器1中，在内燃机驱动的第三档位VM3中，切换元件SE-F向右切换，并且切换元件SE-D向左切换。因此，负荷路径从内燃机7、子变速器T1、传动轴17伸延直至从动侧的圆柱齿轮传动部St，而子变速器T2停用(停止运转)。在开始切换过程时，分离离合器4分离，并且切换元件SE-D切换到其非作用状态中。此外，挂入用作辅助档位的电动驱动的档位EM2，即多盘离合器K2闭合，并且切换元件SE-E向左切换，并且开动电机11。由此实现从电机11至从动侧的负荷传递，在其中电机11产生可任意调节的力矩。
到目标档位VM4中的切换过程通过以下方式继续，即，切换元件SE-D从其非作用状态向右切换。因此，准备了从内燃机7通过切换元件SE-F、齿轮平面V4、切换元件SE-D以及传动轴17从动侧的圆柱齿轮传动部St的负荷路径。在结束切换过程时，分离离合器4再次闭合，即内燃机7接通，以及电机11再次停机，从而切换到目标档位VM4，并且再次实现从内燃机7到从动侧的负荷传递。
因此，在图3的变速器1中，每次切换能借助于电动驱动的辅助档位来支持，亦即不同于图2，在其中在内燃机驱动的第三档位VM3和内燃机驱动的第四档位VM4之间、即在混合齿轮平面E1和E2之间的切换过程可没有专门借助于电动驱动的档位来支持。在图2中示出的变速器1中，在从电机11的上述切换过程期间，可不提供辅助负荷路径，因为内燃机7以及电机11通过共同的切换元件SE-B驱动传动轴17。因此，在图2中，不可实现在内燃机驱动的第三档位和第四档位之间的无牵引力中断的切换。
此外，借助于在图3中示出的变速器1实现始于车辆停车状态的内燃机驱动的开行或推进运行，在其中针对各内燃机驱动的档位提供多个电动驱动的档位用于推进。
借助下面的图4至6说明在图3中示出的变速器1的变型：
因此，在图4中，混合齿轮平面E1、E2的两个电机侧齿轮27、29不能通过双离合器(图3)或通过双同步装置(图2)与电机轴9连接，而是代替地借助于超越离合器F和多盘离合器K来连接。多盘离合器K具有外膜片载体45，其与电机轴9以及空心轴51以不能相对转动的方式连接。外膜片载体45作用到内盘片支架47上。其与混合齿轮平面1的齿轮29一起以不能相对转动的方式布置在实心轴53上，该实心轴同轴地延伸通过空心轴51。第一混合齿轮平面E1的电机侧齿轮27能通过超越离合器F与空心轴51连接。为超越离合器F分配有切换元件SE-I，其可在两个运行状态中切换：在示出的运行状态中，能够实现从电机轴9通过外膜片载体45并且通过空心轴51朝第一混合齿轮平面E1的电机侧齿轮27的方向上的转矩传递，并且在反方向上激活超越功能，即禁止转矩传递。因此，只要与空心轴51连接的超越离合器内侧58比电机侧齿轮27更快地转动，空心轴51驱动齿轮27。在第二运行状态中，切换元件SE-I在图4中向左切换。在这种情况下能够实现两个方向上的转矩传递。在图4中以及在图3中，电动驱动的档位能切换动力，而在图1或2中，电动驱动的档位部不能切换动力。
在图5中，电机11不再在从动侧与变速器1连接(如在图1至4中那样)，而是在驱动侧与变速器1连接。在这种驱动侧的连接的情况下，混合齿轮平面E1和E2的齿轮27、29不再与混合齿轮平面E1和E2的从动侧齿轮19、21啮合，而是与混合齿轮平面E1和E2的驱动侧齿轮23、25啮合。
在图1至图5中提供了电动驱动的倒车档位，在其中电机11可反向运行。不同于此，在图6中，变速器1具有附加的倒车档位齿轮平面R，其构造为圆柱齿轮组。倒车档位齿轮平面R由活动支承在内燃机轴3上的驱动侧齿轮59、与齿轮59啮合的中间齿轮61以及从动侧的以不能相对转动的方式支承在传动轴17上的齿轮63构造而成，该齿轮63与中间齿轮61啮合。在图6中示出的变速器结构的基本构造与在图2中示出的变速器结构在很大程度上构造相同，除了附加的倒车档位齿轮平面R之外，其沿轴向方向布置在第二混合齿轮平面E2和行星齿轮传动装置12之间。此外，不同于图2，切换元件SE-C在图6中可在两侧来切换地构造，并且沿轴向方向定位在驱动侧的空心轴31和驱动侧浮动齿轮59之间。在向右切换操纵时，内燃机轴3通过切换元件SE-C与倒车档位层R传动连接。

Claims (10)

1.一种用于混合动力车辆的混合动力动力传动系，具有能借助于切换元件切换到不同的速比级中的变速器(1)，该变速器通过内燃机轴(3)与内燃机(7)能传动连接，通过电机轴(9)与电机(11)能传动连接，以及通过输出轴(13)与至少一个车桥(VA)能传动连接，其中，所述内燃机轴(3)和与所述输出轴(13)传动连接的传动轴(17)通过圆柱齿轮组相连接，该圆柱齿轮组借助于所述切换元件能切换，并且分别形成齿轮平面(V1-V4、E1、E2)，齿轮平面中的至少一个混合齿轮平面(E1、E2)可附加地与所述电机轴(9)连接，其中，在所述电机轴(9)上布置有至少一个切换元件(K1、K2；K、F)，借助于该切换元件能使所述混合齿轮平面(E1、E2)从所述电机(11)脱开或与该电机连接，其中，所述混合齿轮平面(E1、E2)具有布置在所述传动轴(17)上的从动侧浮动齿轮(19、21)、布置在所述内燃机轴(3)上的驱动侧浮动齿轮(23、25)以及电机侧浮动齿轮(27、29)，所述变速器(1)具有恰好两个混合齿轮平面(E1、E2)，与每个混合齿轮平面(E1、E2)紧邻的是其他齿轮平面(V3、V4)，其他齿轮平面相对于所述电机轴(9)不存在连接并且具有转动支承在所述传动轴(17)上的从动侧浮动齿轮(33、39)，从动侧浮动齿轮借助于切换元件(SE-D，SE-E)与所述传动轴(17)能联接，
其特征在于，所述混合齿轮平面(E1、E2)和其他齿轮平面(V3、V4)为子变速器(T1、T2)的组成部分，该子变速器能在变速器运行期间停止运转，即能从所述动力传动系脱开，在所述子变速器(T1、T2)中，所述其他齿轮平面(V3、V4)具有转动支承在所述内燃机轴(3)上的驱动侧浮动齿轮(35、41)，其他齿轮平面的驱动侧浮动齿轮借助于切换元件(SE-F)与所述内燃机轴(3)能联接，所述混合齿轮平面(E1、E2)的转动支承在所述内燃机轴(3)上的驱动侧浮动齿轮(23、25)和其他齿轮平面(V3、V4)的转动支承在所述内燃机轴(3)上的驱动侧浮动齿轮(35、41)以不能相对转动的方式布置在驱动侧的空心轴(37、43)上，该空心轴同轴地转动支承在所述内燃机轴(3)上，并且通过恰好一个切换元件(SE-F)与所述内燃机轴(3)能联接；
两个混合齿轮平面(E1、E2)分别为第一子变速器和第二子变速器(T1、T2)的组成部分，布置在所述内燃机轴(3)上的切换元件(SE-F)能在两侧切换并且沿轴向方向布置在两个子变速器(T1、T2)的驱动侧的空心轴(37、43)之间，其中，所述切换元件(SE-F)在非作用状态中从两个空心轴(37、43)脱开，所述切换元件(SE-F)在第一切换状态中使所述第一子变速器(T1)的驱动侧的空心轴(37)与所述内燃机轴(3)联接，或者在第二切换状态中使所述第二子变速器(T2)的驱动侧的空心轴(43)与所述内燃机轴(3)联接。
2.根据权利要求1所述的动力传动系，其特征在于，所述电机轴(9)不具有以不能相对转动的方式布置在其上的、形成齿轮平面的圆柱齿轮组的固定齿轮。
3.根据权利要求1所述的动力传动系，其特征在于，所述传动轴(17)通过圆柱齿轮级(St)与所述输出轴(13)连接，所有的齿轮平面(V1-V4、E1、E2)在轴向方向上布置在所述圆柱齿轮级(St)和所述电机(11)之间。
4.根据权利要求1所述的动力传动系，其特征在于，布置在所述传动轴(17)上的切换元件(SE-D、SE-E)能在两侧切换并且沿轴向方向布置在其他齿轮平面(V3、V4)和混合齿轮平面(E1、E2)的转动支承在所述传动轴(17)上的从动侧浮动齿轮(19、21、33、39)之间，其中，所述切换元件(SE-D、SE-E)在非作用状态中从所述混合齿轮平面(E1、E2)并且从所述其他齿轮平面(V3、V4)脱开，所述切换元件(SE-D，SE-E)在第一切换状态中使所述其他齿轮平面(V3、V4)的从动侧浮动齿轮(33、39)与所述传动轴(17)联接，或者在第二切换状态中使所述混合齿轮平面(E1、E2)的从动侧浮动齿轮(19、21)与所述传动轴(17)联接。
5.根据权利要求1所述的动力传动系，其特征在于，所述电机(11)连接在从动侧，为了在从动侧连接所述电机(11)，所述混合齿轮平面(E1、E2)的电机侧浮动齿轮(27、29)与转动支承在所述传动轴(17)上的从动侧浮动齿轮(19、21)啮合。
6.根据权利要求1所述的动力传动系，其特征在于，所述电机(11)连接在驱动侧，为了在驱动侧连接所述电机(11)，所述混合齿轮平面(E1、E2)的电机侧浮动齿轮(27、29)与转动支承在所述内燃机轴(3)上的驱动侧浮动齿轮(23、25)啮合。
7.根据权利要求1所述的动力传动系，其特征在于，所述电机轴(9)通过第一切换元件(F；K1)与第一混合齿轮平面(E1)连接，以及通过第二切换元件(K；K2)与第二混合齿轮平面(E2)连接。
8.根据权利要求7所述的动力传动系，其特征在于，所述第一混合齿轮平面(E1)的电机侧浮动齿轮(27)布置在与所述电机轴(9)同轴的空心轴(51)上，所述与所述电机轴(9)同轴的空心轴(51)通过第一切换元件(K1)与所述电机轴(9)能连接，所述第二混合齿轮平面(E2)的电机侧浮动齿轮(29)以不能相对转动的方式布置在同轴地穿过所述空心轴(51)的实心轴(53)上，所述与所述电机轴(9)同轴的实心轴(53)通过所述第二切换元件(K2；K)与所述电机轴(9)能连接。
9.根据权利要求8所述的动力传动系，其特征在于，所述第一切换元件为超越离合器(F)，所述第一混合齿轮平面(E1)的电机侧浮动齿轮(27)通过所述超越离合器(F)与以不能相对转动的方式与所述电机轴(9)连接的空心轴(51)能连接，为所述超越离合器(F)分配有切换元件(SE-I)，其中，所述切换元件(SE-I)在第一切换状态中允许将转矩从所述电机轴(9)传递到所述与所述电机轴(9)同轴的空心轴(51)上并且在反方向上禁止转矩传递，在第二切换状态中允许在两个方向上的转矩传递。
10.根据权利要求9所述的动力传动系，其特征在于，所述第二切换元件为离合器(K)，所述实心轴(53)与所述电机轴(9)通过该离合器能连接，其中，所述离合器(K)的外膜片载体(45)与所述电机轴(9)以及所述与所述电机轴(9)同轴的空心轴(51)固定地连接。
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