CN111699101A - 具有燃烧动力系和电气动力系的混合动力驱动系 - Google Patents

具有燃烧动力系和电气动力系的混合动力驱动系 Download PDF

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Publication number
CN111699101A
CN111699101A CN201980012564.8A CN201980012564A CN111699101A CN 111699101 A CN111699101 A CN 111699101A CN 201980012564 A CN201980012564 A CN 201980012564A CN 111699101 A CN111699101 A CN 111699101A
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China
Prior art keywords
torque
combustion engine
internal combustion
powertrain
drive train
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CN201980012564.8A
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English (en)
Inventor
S·克普夫勒
B·瓦尔特
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of CN111699101A publication Critical patent/CN111699101A/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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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
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    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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Abstract

本发明涉及一种混合动力驱动系，所述混合动力驱动系具有燃烧动力系和电气动力系，所述燃烧动力系和所述电气动力系两者均用于根据需要向输出元件提供扭矩，其中所述燃烧动力系至少具有以下部件：‑内燃机；‑发电机；‑变速传动装置；以及‑扭矩离合器，所述扭矩离合器用于连接和断开从所述内燃机到所述输出元件的扭矩传递，并且其中所述电气动力系包括至少一个电机，并且其中所述混合动力驱动系还包括扭矩传递固定速度减速齿轮，所述扭矩传递固定速度减速齿轮连接到所述输出元件以用于降低所述内燃机和所述电机的速度。所述混合动力驱动系的主要特征在于‑所述减速齿轮具有直接燃烧输入级和直接电气输入级；‑所述变速传动装置与所述内燃机平行偏移和/或轴向重叠；和/或‑仅将单级固定速度扭矩传递驱动装置设置为所述驱动轴的轴向伸出部。通过这里提出的所述混合动力驱动系，实现了一种可以灵活地适应相应空间要求的极为节省空间的架构。

Description

具有燃烧动力系和电气动力系的混合动力驱动系
技术领域
本发明涉及一种混合动力驱动系，该混合动力驱动系具有燃烧动力系和电气动力系，两者均用于根据需要向输出元件提供扭矩，其中
该燃烧动力系至少具有以下部件：
-内燃机；
-发电机；
-变速传动装置；以及
-扭矩离合器，该扭矩离合器用于连接和断开从内燃机到输出元件的扭矩传递，并且其中
该电气动力系包括至少一个电机，
并且其中
该混合动力驱动系还包括扭矩传递固定速度减速齿轮(drehzahlstarresUntersetzungsgetriebe)，该扭矩传递固定速度减速齿轮连接到输出元件以用于降低内燃机和电机的速度。该混合动力驱动系的主要特征在于
-减速齿轮具有直接燃烧输入级和直接电气输入级；
-变速传动装置与内燃机平行偏移和/或轴向重叠；和/或
-仅单级固定速度扭矩传递驱动装置设置为驱动轴的轴向伸出部。
另选地，混合动力驱动系的主要特征在于，在变速传动装置的输入侧上设置有具有三种切换状态的扭矩离合器。
背景技术
由现有技术已知用于机动车辆的混合动力驱动系，在混合动力驱动系中设置有内燃机(通常是汽油发动机或柴油发动机)和电机，其中电机配置为一般经由其输出(通常是两个驱动轮)来驱动机动车辆。电机并联或串联连接。在完全混合动力装置或PHEV混合动力装置的情况下，电机配置为独立地驱动机动车辆。此外，内燃机与发电机一起配置为生成电能，可借助于该电能对蓄能器充电。这些完全混合动力装置中的一些配置为使得内燃机和/或发电机可向输出元件进行输送以至少增加电机的扭矩，例如用于所谓的助推。另外，已知的是，带式传动装置(例如，连续变速传动装置(CVT))被用作用于内燃机和输出元件之间的连续变速传动装置的变速器。这使得可以始终在最佳负载点操作内燃机。
在现有技术中，至少发电机布置为内燃机的伸出部。然后，发电机经由直接连接或经由单个齿轮级联接到内燃机。在许多应用中，所带来的问题是，发动机舱中的安装空间受到限制，因为例如发动机舱采用常规设计，因此适用于仅一个常规内燃机和一个交流发电机(发电机单独用于发动机扭矩吸收)。因此，必须采取复杂的措施来减少单元所需的空间。
发明内容
由此，本发明的目标是至少部分地克服从现有技术已知的缺点。根据本发明所述的特征由独立权利要求得出，在从属权利要求中示出有利的构造。可通过任何技术上合理的方式组合权利要求的特征，并且以下描述的解释和附图中的特征(包括本发明的附加实施例)也可用于实现该目的。
在下文，如果使用轴向方向、径向方向或周向方向以及对应的术语，除非另有明确说明，否则将参考燃烧轴线，即内燃机的(理论)轴线。除非另有明确说明，否则在前文和后续说明中使用的序数仅用于清楚区分的目的，并不表示指定部件的次序或排名。序数大于一并不一定意味着必须存在另一个这样的部件。如果在下文使用了减速，则这意味着传递比小于1。另一方面，如果提到传递，则这不限于传递比大于1，除非明确说明或提及与减速相反。传递比始终与速度有关。
本发明涉及一种混合动力驱动系，该混合动力驱动系至少具有以下部件：
-内燃机，该内燃机具有驱动轴，以用于输送扭矩；
-发电机，该发电机具有发电机轴，以用于将扭矩转换成电能；
-电机，该电机具有转子轴，以用于输送扭矩；
-带式传动装置，该带式传动装置配置为连续地传递驱动轴的扭矩；
-输出元件，该输出元件作为由内燃机和/或电机输入的扭矩的消耗装置；以及
-扭矩离合器，该扭矩离合器用于连接和断开至输出元件的扭矩传递。
该混合动力驱动系的主要特征在于，布置在带式传动装置(CVT变速器)之后的内燃机分支的传动装置(减速级)和布置在电机之后的电力分支的传动级在行星齿轮级中与联接到差速器的上游正齿轮级组合在一起。
此外，该混合动力驱动系可包括：
-中间轮，该中间轮用于电机的柔性连接；
-齿链级，该齿链级布置在CVT变速器的上游，其中该齿链级可具有传递比1；
-分离元件诸如离合器，具体地诸如爪形离合器，该分离元件在CVT变速器和齿链级之间；以及
-发电机，该发电机以相对于内燃机的固定传递比布置在变速器的上游，其中该发电机具体地设计为电动发电机，该电动发电机也可生成扭矩。
这里提出的混合动力驱动系的结构在内燃机的伸出部中以及在阻尼器/双质量飞轮之后仅具有一个齿链级或一个正齿轮级。传动装置的其余部分在内燃机的后面(即，平行于内燃机的纵向轴线)布置在内燃机(燃烧器)的侧面上。
已知的混合动力驱动系通常在从内燃机分支和从电动分支到差速器的扭矩流中具有分离的双减速级。现在可以省略这些冗余的减速级，因为它们组合在行星齿轮级和单个上游正齿轮级中。因此，在内燃机和电动分支的每一者中可以省略减速级。这导致轴和轴承更少，从而提高了效率。此外，可以布置附加的中间齿轮，以用于电机的更柔性连接以及所有正齿轮级的最佳尺寸设定。所使用的行星齿轮连接在差速器(优选地：正齿轮差速器)的上游，并且可以集成在其中。
集成行星齿轮的使用以及冗余结构的相关联的拆卸在单个齿轮元件的在整个驱动装置中的安装空间以及进一步集成方面带来了优势。
在齿链级和CVT变速器之间布置有分离元件，使得在经由CVT变速器驱动发电机电机(电动发电机)时可以断开内燃机。发电机(电动发电机)布置在CVT变速器的上游，使得在发电时变速器不必在负载状态下被操作，而在用发电机电机行驶时可以使用变速器扩展(Variatorspreizung)。
另选地或另外地，本发明还涉及一种混合动力驱动系，该混合动力驱动系包括燃烧动力系并且包括电气动力系，两者均用于根据需要向输出元件提供扭矩，
其中该燃烧动力系至少具有以下部件：
-内燃机，该内燃机具有驱动轴，以用于输送扭矩；
-发电机，该发电机具有发电机轴，以用于将扭矩转换成电能；
-变速传动装置，该变速传动装置配置为可变地传递驱动轴的扭矩；以及
-扭矩离合器，该扭矩离合器用于连接和断开从内燃机到输出的扭矩传递，并且其中
该电气动力系包括至少一个电机，该至少一个电机具有转子轴，以用于输送扭矩，
并且其中
该混合动力驱动系还包括扭矩传递固定速度减速齿轮，该扭矩传递固定速度减速齿轮连接到输出元件以用于降低内燃机和电机的速度。
该混合动力驱动系的主要特征在于，减速齿轮具有用于燃烧动力系的直接燃烧输入级和用于电力驱动系的直接电输入级。
另选地，该混合动力驱动系的主要特征在于，燃烧动力系的变速传动装置与内燃机平行偏移和/或轴向重叠。
另选地，该混合动力驱动系的主要特征在于，仅单级固定速度扭矩传递驱动装置设置在驱动轴的轴向伸出部中，以用于借助于变速传动装置传递扭矩到输出元件。
另选地，混合动力驱动系的主要特征在于，在变速传动装置的输入侧上设置有具有三种切换状态的扭矩离合器。
根据一个实施例，混合动力驱动系根据这里提及的至少两个另选的实施例来形成。
混合动力驱动系配置为在内燃机的二氧化碳排放尽可能低的前提下，尽可能长时间地驱动可用能量。为此，通常设置有比较大的蓄能器，其存储电能。如果可能的话，应将蓄能器插入外部能源中进行充电，作为所谓的插电式混合动力装置。这种纯电气操作(切换状态1：电机或电气动力系和/或电动发电机是唯一的驱动装置)有望产生总体上更有效的(电气)能量发生器(诸如常规的大型动力装置和所谓的可再生(电气)能量发生器)，在人群密集的直接环境中减少二氧化碳的排放，并且减少诸如氮氧化物和细尘等有害物质的排放。仅当电池处于低荷电状态时或当内燃机的运转状态最佳时(以恒定的行驶速度在陆上行驶)(切换状态2：内燃机或燃烧动力系作为无电机的驱动装置)，才应使内燃机运转。另选地，切换内燃机以支持恒定电荷(切换状态3：电机和内燃机形成驱动装置)。
根据另一方面，为了获得高扭矩，仅内燃机(对应于切换状态3)或仅发电机(优选地，作为所谓的电动发电机)适合作为用于扭矩输出的电机(切换状态4a：纯电动助推或纯电动驱动)或者切换(电动)发电机和内燃机(切换状态4b：整体系统助推或整体系统驱动)以在更长的时间段内增加扭矩输出或增大电机的扭矩输出。此外，如果电池处于低荷电状态，则生成电能，作为预防措施或用于借助于内燃机和发电机直接消耗。在一种情况下(切换状态5a：在无燃烧侧输入动力的情况下进行充电)，输出仍然仅由电机驱动，或者该输出不吸收任何扭矩。在另一种情况下，扭矩从内燃机额外地输出到输出元件(切换状态5b：从燃烧侧以辅助驱动动力进行充电)。
内燃机优选地是具有曲轴作为驱动轴的活塞发动机。驱动轴优选地包括至少一个扭矩阻尼器(例如，双质量飞轮和/或离心力摆)，以便使叠加在扭矩输出上的扭矩振动高效地从驱动系的其余部分脱离。这种扭矩阻尼器优选地布置在带式传动装置上游的扭矩流中。
从以上描述中可以看出，发电机配置为经由其发电机轴吸收扭矩并且将扭矩转换成电能。在优选的实施例中，(电动)发电机可根据切换状态4b而经由其发电机轴连接到输出，以用于以扭矩传递方式输送扭矩。此外，电气动力系的发电机和/或电机可以以扭矩传递的方式连接以吸收扭矩，使得输出或行驶中的机动车辆的惯性能量在减速时转换成电能并且被馈送到蓄能器(切换状态6：再生，即经由电气动力系的发电机或电机中的可调磁阻，通过电能回收进行电气制动)。内燃机优选地从输出元件脱离。另选地或另外地，发电机经由逆变器直接电连接到电机，使得发电机上生成的电能可直接用于电机中。
电气动力系的电机被优化用于以尽可能有效的消耗输送尽可能高的扭矩，并且优选地配置用于扭矩吸收(即，再生)。在高扭矩电机中，转子轴在无分离离合器的情况下永久地连接到输出元件。然后，电机以这样的方式连接，使得其在动力每一次减小时在输出元件处输出扭矩。在与电机相比具有高扭矩的内燃机的情况下，优选地在转子轴和输出元件之间设置有附加的分离离合器或飞轮。
虽然所需的速度范围和扭矩范围通常可借助于电机来覆盖而无可变的传递，但速度范围以这样的方式限制在内燃机的可用扭矩范围内，使得需要可变的传递。为此，在燃烧动力系中设置有变速传动装置。该变速传动装置配置为以可变的方式传递驱动轴的扭矩。这种变速传动装置为例如可切换齿轮级传动装置、带式传动装置(例如，推链式驱动装置)或其他已知的或尚待开发的传动装置。该比优选地使用自动系统来改变，因为在机动车辆的速度和发动机的速度之间通常没有联系。变速传动装置的输入侧是用于从内燃机吸收扭矩的侧，而变速传动装置的输出侧是用于将扭矩输出到输出元件的侧。这绝不排除扭矩可沿相反方向运行的情况，例如用于从输出元件到发电机的再生。
另外，在燃烧动力系中设置有扭矩离合器，该扭矩离合器实现了至输出元件的动力输出的连接和断开。扭矩离合器为例如摩擦离合器，其中可通过滑动或爪形离合器来调整相对速度，其中可能不存在至输出元件的输出或输入的相对速度或仅存在较低的相对速度(要降低的速度)。根据一个实施例，扭矩离合器设计为所谓的楔形离合器，该楔形离合器具有轮毂锥和(圆形的)多边形驱动锥，优选地具有设计为固体弹簧的对应的接收锥。使用这种楔形离合器，可以使相对速度在20至30rpm[每分钟转数]之间切换，因为接合不是单纯的形状配合，而是力配合。至少在起动之后，可自由地调整发电机的速度，并且可相对精确地调整内燃机的驱动轴的速度。因此，相对速度可被调节为零，或者至少足够接近零，使得这样的离合器可(几乎)切换为任何状态。因此不需要允许以较高相对速度打滑的扭矩离合器。
减速齿轮设置用于输出(用于电气动力系和燃烧动力系两者)，借助于该减速齿轮，在250rpm[每分钟二百五十转]以上至3,500rpm[每分钟三千五百转]或更大的范围内的燃烧侧速度(在利用刚性和/或可变先导齿轮减速后，发动机速度减半)减小到驱动轮(例如，轮胎)的大约70rpm(对应于直径为大约75cm[七十五厘米]的轮胎的大约10km/h[每小时十公里])至约1,500rpm(相当于约200km/h)的所需旋转速度。
由于电气动力系的电机一般具有与燃烧侧的轴非常不同的速度，以便在输出元件处输出扭矩，因此已经为电机设置了单独的齿轮。燃烧侧上的用于在输出元件处输出扭矩的轴在下文被称为输出轴。
然而，在这里，现在提议在电气侧上利用单独的传动装置进行分配。相反，减速齿轮具有用于燃烧动力系的直接燃烧输入级和用于电气驱动系的直接电气输入级。直接(减速)级是用于单级扭矩传递的装置。
在一个实施例中，例如在内燃动力系的输出轴和减速齿轮之间不设置另外的齿轮，和/或在电机的转子轴和减速齿轮之间不设置另外的齿轮。相反，减速齿轮具有单个接收轴，该单个接收轴例如具有用于输出轴的正齿轮和用于转子轴的正齿轮，使得燃烧动力系和电气动力系两者都直接对减速齿轮的接收轴的(共同的)接收轴具有直接的扭矩传递影响。
在一个实施例中，减速齿轮具有接收轴和同轴的减速级，该同轴的减速级优选地设计为一个或多个行星齿轮级。因此，同轴的减速级是减速齿轮的结构部件，并且这种减速齿轮可优选地被制造为结构单元并且可在安装到应用中之前预先组装而无需进行拆卸。同轴的减速级形成用于电力驱动系的中间插座，其中该电力驱动系的电机被称为高速，例如高达18,000rpm[每分钟一万八千转]或甚至25,000rpm的速度。这对于高扭矩或例如电机的较小径向膨胀(即，高功率密度)是有利的。
在一个实施例中，接收轴具有单个(接收)正齿轮，其中在转子轴和接收正齿轮之间优选地设置中间齿轮。该中间齿轮仅形成用于维持电气驱动系的电机与减速齿轮或差速器之间的所需中心距离的中间齿轮。
在一个实施例中，转子轴作用于接收轴的单独的(第一接收)正齿轮，而输出轴作用于接收轴的另一个(第二接收)正齿轮。
在一个实施例中，多个所提及的实施例彼此组合，例如，中间齿轮与用于电气动力系的同轴的减速级组合，其中同轴的减速级与另一个减速级相互作用，而另一个减速级同时形成用于燃烧动力系的扭矩吸收。
因此，在以上提及的每个实施例中，电气动力系不具有其自身的减速齿轮或不具有离轴减速齿轮。这在电气侧上至少节省了径向安装空间和/或轴向安装空间。还消除了轴和轴承，从而提高了效率。
除了变速传动装置和速度固定燃烧级以及任选地速度固定发电机级之外，燃烧动力系优选地不具有另外的传动装置，该另外的传动装置会改变内燃机的驱动轴或发电机的发电机轴的速度。
根据一个方面，任选地提出，变速传动装置可以抗扭的方式连接到驱动轴，使得可连续改变的扭矩被传递到燃烧动力系的输出轴。不存在滑动扭矩离合器，例如摩擦离合器。这意味着在燃烧动力系中获得了额外的轴向空间。
通过减少级或将级集成到这两个动力系的(共同的)减速齿轮中，与传统布置相比，可以实现增大的效率。
在另选的或附加的实施例中，在混合动力驱动系中，燃烧动力系的变速传动装置与内燃机平行偏移和/或轴向重叠。
该实施例独立于混合动力系的以上提及的实施例，以至于减速齿轮装置不必具有用于燃烧动力系的直接燃烧输入级和用于电气动力系的直接电气输入级。否则，参考前面的描述。
对于某些应用，内燃机的轴向安装空间，无论是在机动车辆的行驶方向上横向地还是纵向地安装，都已经被内燃机的轴向总长度耗尽了。在这里尤其有利的是，将这些单元的大部分布置成与内燃机平行和/或轴向重叠。迄今为止，已经相信的是，如果扭矩传递轴朝着输出的偏移被变速传动装置吸收，则这通常是更有利的。然而，已经发现的是，当巧妙地嵌套时，邻近于内燃机的安装空间具体地提供了足够的安装空间，因为内燃机不具有立方体的形状，而是部分地(还作为直列式发动机)具有V形和凹槽。
在混合动力驱动系的另选的或附加的实施例中，仅单级固定速度扭矩传递驱动装置设置在驱动轴的轴向伸出部中，以用于借助于变速传动装置传递扭矩到输出元件。
在这里提出，借助于单级固定速度扭矩传递驱动装置(例如，单级牵引驱动装置例如链式驱动装置，或单齿轮级)形成到变速传动装置的扭矩传递。这导致轴和轴承更少，从而提高了效率。因此，优选地形成平行偏移。链式驱动装置的优点是，变速传动装置的输入轴和驱动轴之间的传递距离不受限制。齿轮级可具有更高水平的效率。
在驱动轴和单级固定速度扭矩传递驱动装置之间，优选地仅设置有一个阻尼器，例如双质量飞轮。因此，在内燃机的伸出部中所需的轴向空间非常小。
发电机尤其优选地也平行于内燃机布置，尤其优选地直接连接到发电机轴或经由固定速度(优选地，单级)传动装置连接到变速传动装置的输入轴。因此，在内燃机的发电机轴和驱动轴两者的下游都连接有变速传动装置(例如，带式传动装置)。因此，发电机和内燃机以固定速度扭矩传递的方式彼此连接。然而，优选地，在发电机和内燃机之间，尤其优选地在内燃机的驱动轴和变速传动装置之间设置有可拆卸的扭矩传递离合器，其中发电机永久地连接到变速传动装置并且因此永久地进行扭矩传递。然后，在变速传动装置的下游连接有另一个扭矩传递离合器，使得可通过该另一个扭矩传递离合器中断输出和燃烧动力系之间的扭矩传递。
在另选的或附加的实施例中，混合动力驱动系在变速传动装置的输入侧上设置有具有三种切换状态的扭矩离合器。
根据这里所示出的实施例，扭矩离合器插置在变速传动装置和内燃机或发电机之间。扭矩离合器优选地直接(即，没有另外的传动装置元件)连接到变速传动装置的(单个)输入轴。再次应当指出的是，变速传动装置的轴被称为变速传动装置的输出轴，该轴由于内燃机和/或发电机的固定速度传递或非传递速度的传递变化而具有可变速度。该输出轴配置在变速传动装置的输出侧上，用于将扭矩输出到输出元件。输入轴配置为吸收来自内燃机和/或发电机的扭矩。尽管将这种名义上的分配作为输入轴或输入侧以及输出轴或输出侧(例如用于内燃机的发动机制动的再生和/或使用)，但经由变速传动装置可以实现反向扭矩曲线。
根据有利的实施例，扭矩离合器包括多个分离离合器，使得可以表示三种切换状态。然而，根据该实施例，扭矩离合器仅布置在扭矩传递系中的单个位置处，优选地作为结构单元。例如，用于分离离合器的扭矩离合器具有共同的致动装置和/或同轴的中空轴引导件。
扭矩离合器或者分离离合器中的至少一个分离离合器尤其优选地设计为只能在无相对速度的情况下进行切换的分离离合器。例如，分离离合器设计为爪形离合器。特别优选地，分离离合器设计为所谓的楔形离合器，该楔形离合器具有轮毂锥和(圆形的)多边形驱动锥，优选地具有设计为固体弹簧的对应的接收锥。使用这种楔形离合器，可以使相对速度在20至30rpm[每分钟转数]之间切换，因为接合不是单纯的形状配合，而是力配合。可自由地调整发电机的速度。因此，相对速度可被调节为零，或者至少足够接近零，使得这样的离合器可(几乎)切换为任何状态。因此不需要允许以较高相对速度打滑的分离离合器。
在混合动力驱动系的另一有利的实施例中，驱动轴、发电机轴和转子轴指向相同的轴向方向。
对于许多应用，使用已经完全开发的内燃机是有利的。内燃机一般具有单个旋转方向，这不仅在控制技术方面是有利的，而且由机械电路(例如，用于控制燃料入口和排气出口的凸轮轴)确定。为了避免昂贵的特殊解决方案，应该使用这样的内燃机，该内燃机例如配置用于沿顺时针方向输送扭矩。当从扭矩连接侧观察内燃机时，转向右侧对应于逆时针转动。
在这里提出的实施例中，现在可以相反但相同的旋转方向使用具有任何取向的发电机。因此，在相反的旋转方向上，例如，可在内燃机中使用链式驱动装置或环形齿轮驱动装置，其中与(单个)正齿轮级相比，旋转方向没有发生反转，而发电机具有(单个)正齿轮级，反之亦然。在相同的旋转方向上，使用奇数或偶数数量的正齿轮级，或者在这两种情况下都使用链式驱动装置(优选地在内燃机上)或环形齿轮驱动装置(优选地在发电机上)。
发电机相对于内燃机的轴向方向(即扭矩连接的侧)在这里是相同的。因此，可平行于驱动轴使用反馈轴，而发电机在相同的旋转方向上可连接于或连接至该反馈轴，以通过单个正齿轮级传递扭矩。
内燃机设计成具有右侧或左侧扭矩连接，即驱动轴的输出元件。变速传动装置和驱动轴之间的无扭矩传动以及变速传动装置和发电机轴之间的无扭矩传动应根据期望的旋转方向相互协调。
通过这种额外的自由度，可为变速传动装置的输入轴与内燃机的驱动轴的较大或较小的平行偏移配置最佳效率，使得最佳效率不必因为空间要求而降低。
在混合动力驱动系的另一个有利的实施例中，燃烧动力系中的扭矩离合器配置用于使以下三种开关状态a.至c.中的至少两种切换状态保持就绪：
a.发电机和内燃机以扭矩传递的方式连接到输出元件；
b.到输出元件的燃烧侧扭矩传递中断并且发电机以扭矩传递的方式连接到内燃机；以及
c.在燃烧侧上，仅发电机或仅内燃机以扭矩传递的方式连接到输出元件。
在该实施例中，在燃烧动力系中仅设置有单个扭矩离合器，即，仅单个扭矩离合器用于中断从燃烧动力系到输出元件的扭矩传递。这种扭矩离合器包括两个分离离合器或形成具有三个不同位置的分离离合器。为了清楚起见，在这里将扭矩离合器详细地描述为两个分离的分离离合器，其中单个分离离合器具有比两个分离离合器更小的换档状态。例如，可映射仅第一输入轴和输出轴之间的第一扭矩连接或仅第二输入轴和输出轴之间的第二扭矩连接以及断开位置(即，无扭矩传递)。例如，所有三个轴之间的扭矩连接都是可能的，但以断开位置或两个扭矩连接之一为代价。
扭矩离合器优选地配置为具有三种可能的切换状态的双换挡元件，其中只有在发电机也被连接到变速传动装置时，内燃机才能够优选地被连接到变速传动装置。另选地，内燃机可在无发电机的情况下以扭矩传递的方式连接到输出元件，其中只有在内燃机也连接到变速传动装置时，发电机才能连接到变速传动装置。除了连接(切换状态a.)和中断(切换状态b.)扭矩传递外，另一个(燃烧侧的内部分支)切换状态c.因此也是可能的。
双切换元件局部受限，可通过单个供应线和控制线进行操作。这样不但节省了安装空间，而且简化了组装和维护。附加的切换状态c.配置用于内燃机或发电机到输出元件的单独连接。因此，混合动力驱动系的所有以上提及的切换状态都可单独借助于该双切换元件来映射。然而，对于某些应用，仅能够映射切换状态b.和a.或c.就足够了，其中发电机和内燃机具有永久性地固定的扭矩或借助于(被动)滑动离合器彼此连接。
在切换状态a.中，通过朝向输出元件的附加的滑动离合器，助推是可能的，这借助于发动机起动，并且可以同时进行充电操作。这对应于串行/并行操作。
在切换状态b.中，可以仅通过电气动力系进行纯电动驱动，从而在燃烧动力系或内燃机和发电机中进行充电，这由具有或不具有滑动离合器的发电机启动到输出元件，其中在不具有滑动离合器的一个实施例中，必须使内燃机加速，直到达到对电气动力系进行速度调整以切换到切换状态a.为止。这对应于串行操作。
如果仅仅通过发电机来提高电气动力系的动力输出(具有助推和/或再生的纯电动操作)，则切换状态c.1是有利的。在另选的实施例中，如果由电气动力系的电机输送至输出元件的扭矩的增大仅仅是内燃机在发电机没有被拖动的情况下附加地期望的，则切换状态c.2是有利的。在可能表示四种开关状态的双切换元件的情况下，优选地可映射切换状态a.、b.、c.1和c.2。
在混合动力驱动系的另一有利的实施例中，发电机轴借助于包括环形齿轮并且降低速度的扭矩传递单元以扭矩传递的方式连接到变速传动装置。
在该实施例中，例如在行星齿轮滚子齿轮的情况下，可以在较小的(径向)安装空间中实现从发电机轴到燃烧动力系或输出的大的减速比。同时，这里速度没有发生反转，这如上所述在混合动力驱动系单元的对准和布置方面打开了额外的自由度。
扭矩传递优选地借助于环形齿轮在一个级中进行。
在该优选实施例中，安装空间尤其小，以至于不需要在行星齿轮滚子齿轮可能的情况下的传递比。这适用于常规的起动发电机，就其速度和扭矩而言，它们必须是可集成的，以在不那么复杂的带式驱动装置中代替常规交流发电机。
在混合动力驱动系的另一个有利的实施例中，变速传动装置设计为具有连续可调传递比的带式传动装置。
在该有利的实施例中，变速传动装置配置为连续变速带式传动装置，例如配置为连续变速传动装置(CVT)或推力杆驱动装置。带式传动装置配置为始终以期望的速度将内燃机的驱动轴的扭矩输送至输出元件。可连续地调整传递比，优选地无需附加的手动传动装置。此外，输出元件和/或发电机轴的扭矩始终可经由带式传动装置以期望的速度输送至内燃机。因此，内燃机可在输出处的所需速度的宽范围内，优选地在整个所需速度范围内的最佳充电点处运转。因此，内燃机的污染物排放可进一步减少。现在可使带式传动装置的效率接近单级正齿轮的效率，使得与内燃机的非最佳运转相比，效率上的这些损失较低。
发电机和内燃机优选地以扭矩传递的方式连接在传动装置输入侧上。
如果如这里提出的那样，发电机在输入侧上即在燃烧侧上连接到带式传动装置，则可将发电机直接调谐到内燃机的驱动轴的当前速度，而无需考虑带式传动装置的传递比。另外，如果发电机通过与带式传动装置的输入侧重叠的单级传动装置同轴地或平行地布置，则从具有减速齿轮的带式传动装置的输出侧可实现径向或平行的重叠。
在混合动力驱动系的另一有利的实施例中，不变的(即，固定速度)减速齿轮配置为差速器或在结构上集成到差速器中。
由于可以在电气动力系和输出元件之间建立固定速度的扭矩传递，并且同时在常规电机和输出元件之间需要大的减速比，因此就安装空间而言，将减速齿轮设计为差速器或将其集成到输出元件的差速器中是有利的。差速器(其设计为减速齿轮)是例如这样的差速器，其中包括补偿级的每个级的减速比不等于1。集成在差速器中的减速齿轮例如仅在结构上集成为使得差速器形成具有补偿级和至少一个减速级的结构单元。这种减速差速器特别优选地与输出元件的两个驱动轴同轴地布置。
差速器优选地设计为正齿轮差速器。
正齿轮差速器(也称为行星齿轮差速器或行星齿轮滚子差速器)需要尤其小的空间。另外，在低轴承负载下可传递高扭矩。对于燃烧动力系和电气动力系，正齿轮差速器的动力轴侧接收轴或接收级优选地以固定扭矩的方式一体地形成。在有利的实施例中，至少一个减速级也可集成在正齿轮差速器中，其中通过合适的设计可实现非常小的空间。例如，对于具有低扭矩的高速驱动单元，高减速比是有利的。
根据另一方面，提出了一种机动车辆，该机动车辆具有根据上述实施例的混合动力驱动系，其中输出元件具有至少一个驱动轮。
具有混合动力驱动系的机动车辆由于大量单个驱动部件而具有非常小的安装空间。因此，尤其有利的是，使用小尺寸或柔性部件布置的混合动力驱动系。
不仅对于按照欧洲分类的小型车类别的客车，而且对于要求非常长的续航里程和高性能的中高档类别的客车，这个问题更加严重。小型车类别的客车中所使用的功能单元相较于较大汽车类别中的客车在尺寸上显著减小。虽然如此，小型车的可用安装空间也是相当较小的。在这里提出的混合动力驱动系可紧凑地设计并且在部件的布置方面尤其灵活。
发电机轴未布置在驱动轴的轴向伸出部中，但优选地，发电机布置成平行于内燃机轴向重叠。
此外，可使用扭矩离合器的简单概念，通过该概念可将所有期望的切换状态设置为无滑动。在优选的实施例中，扭矩离合器仅设置在变速传动装置的输入侧上，例如作为双换档元件。
根据例如大小、价格、重量和性能，客车归入一种车辆类别，其中这种定义基于市场需求不断变化。在美国市场上，小型车和迷你车类别中的车辆根据欧盟分类归入到微型汽车类别，而在英国市场上，它们分别对应于超小型汽车和城市汽车类别。迷你车类别的实例是Volkswagen up！或Renault Twingo。小型车类别的实例是Alfa Romeo Mito、Volkswagen Polo、Ford Fiesta或Renault Clio。在小型车类别中，众所周知的全混合动力车是BMW i3、Audi A3 e tron或Toyota Yaris Hybrid。中档混合动力汽车(根据美国的定义：中等尺寸汽车或中级汽车)目前是BMW 330e iPerformance(插电式混合动力车)和Prius 1.8VVT i。高档混合动力汽车(根据美国的定义：全尺寸汽车)目前是BMW 740e(插电式混合动力车)和保时捷公司的Panamera Turbo SE Hybrid。
附图说明
下文基于相关的技术背景并且参考示出优选实施例的相关联附图，对如上所述的发明进行详细说明。尽管应当指出的是，附图的尺寸可能不准确并且不适用于定义的比例，但是本发明并非受到纯示意性的附图的限制。下文中：
图1：示出了机动车辆中的作为后轮驱动装置的混合动力驱动系。
图2：示出了具有双切换元件的燃烧动力系的各部分；
图3：示出了在减速齿轮上有共同的接收轴的混合动力系的各部分；
图4：示出了具有共同的输入轴以及单独的燃烧输入级和电气输入级的混合动力系的一部分；
图5：示出了具有带式传动装置的混合动力驱动系；
图6：示出了用于电机的具有两个减速级的电气动力系的一部分；并且
图7：示出了用于发电机的具有环形齿轮的混合动力驱动系。
附图标记说明
1驱动系 2燃烧动力系 3电气动力系 4左驱动轮 5右驱动轮 6内燃机 7驱动轴 8发电机 9发电机轴 10变速传动装置 11第一扭矩离合器 12第二扭矩离合器 13电机 14转子轴 15减速齿轮 16燃烧输入级 17电气输入级 18扭矩传递驱动装置 19牵引构件 20第一旋转方向 21第二旋转方向 22轴向方向 23扭矩传递单元 24机动车辆 25驾驶员的驾驶室 26纵向轴线 27燃烧轴线 28发电机轴线 29转子轴线 30双质量飞轮 31后车轴 32前车轴 33输入侧 34输出侧 35带 36接收轴 37第一减速级 38左补偿级 39右补偿级 40第二减速级 41中间齿轮 42差速器
具体实施方式
图1示出了机动车辆24中的混合动力驱动系1。示意性地示出了所有部件，发电机8设计为起动发电机(用于驱动内燃机6)或设计为电动发电机(用于驱动输出元件4、5)，内燃机6(燃烧机、燃烧器、ICE)示出为六缸内燃机，但也可具有不同数量的气缸。然而，如果使用具有相对长的轴向构造的内燃机6(例如，六缸直列式发动机)，则混合动力驱动系的轴向紧凑性的优势就特别大。
在图1中，混合动力驱动系1在机动车辆24中示出为后轮驱动装置，即，后车轴31的左驱动轮4和右驱动轮5作为输出元件。混合动力驱动系1任选地横向于纵向轴线26布置。这意味着这里燃烧轴线27、发电机轴28和转子轴线29横向于纵向轴线26并且平行于后车轴31布置。另选地，混合动力驱动系1纵向地布置，或者至少一个马达轴线横向地布置，并且至少另一个马达轴线纵向地布置。混合动力驱动系1还任选地布置在驾驶室25的后面并且与其独立。另选地，混合动力驱动系1在前部(即，在驾驶室的前面)，位于前车轴32处或之上。
混合动力驱动系1包括燃烧动力系2和电气动力系3，这里燃烧动力系和电气动力系中的每一者都以虚线框为边界。电气动力系3具有带转子轴14的电机13并且借助于电气输入级17以扭矩传递的方式连接到减速齿轮15，其中输出元件4、5连接到后车轴31，该后车轴构造有差速器42，例如，锥齿轮差速器。内燃动力系2包括：内燃机6(该内燃机这里示意性地示出为六缸活塞马达)，该内燃机具有顺时针旋转的驱动轴7(参见第一旋转方向20)；以及此外，发电机8，该发电机具有逆时针旋转的发电机轴9(参见第二旋转方向21)；以及变速传动装置10。内燃机6可经由扭矩传递驱动装置18而借助于双质量飞轮30以扭矩传递的方式连接到变速传动装置10的输入侧33，该扭矩传递驱动装置在这里设计为牵引机构驱动装置，该牵引机构驱动装置具有例如链条作为牵引构件19。发电机9还借助于单级(这里为正齿轮)扭矩传递单元23以扭矩传递的方式连接到变速传动装置10的输入侧33。与发电机8相比，内燃机6可借助于(第二)扭矩离合器12(例如，楔形离合器)与变速传动装置10的输入侧33分开。变速传动装置10的输出侧34可经由燃烧输入级16连接到减速齿轮15。这里，设置有(第一)扭矩离合器11，使得燃烧动力系2可与输出端4、5完全分开。第一扭矩离合器11优选地也是无滑动的，例如作为爪形离合器。任选地，仅设置有第一扭矩离合器11或仅设置有第二扭矩离合器12。
图2至图7示出了混合动力驱动系1的结构的变型，该混合动力驱动系可用于如图1所示的机动车辆24中以替换那里的对应部件。因此，参考了图1的描述。然而，这不应理解为限制性的。例如，混合动力驱动系1可用于驱动前车轴32或用于全轮驱动。
图2示出了例如图1中所示的混合动力驱动系1的燃烧动力系2的部分，其中一方面，双换档元件将第一扭矩离合器11和第二扭矩离合器12局部地组合起来。为此，将发电机8引导通过设计为中空轴的变速传动装置10的输入侧33，并且可将该发电机切换到输入侧33并且单独地切换到内燃机6(这里，通过牵引构件19可看到扭矩传递驱动装置18的一部分)或者可将这两者分开。同样地，内燃机6可分别与这两者(即，发电机8和变速传动装置10)连接和断开。另一方面，变速传动装置10这里表示为具有带35的带式传动装置，该带式传动装置能够在输入侧33和输出侧34(参见图1)之间进行无级传动，使得内燃机6可始终在最佳速度范围内运转。
图3示出了混合动力驱动系1的一部分，其中在这里减速齿轮15集成到差速器42中，该差速器在这里设计为正齿轮差速器。减速齿轮15(即，电气输入级17和燃烧输入级16以及至少一个(第一)减速级37)优选地与差速器42形成结构单元。差速器42包括用于将扭矩传递到左驱动轮4(参见图1)的左补偿级38和用于将扭矩传递到右驱动轮5的右补偿级39。例如，通常在相应的扭矩减小或速度减小之后，补偿级38、39将经由减速齿轮15引入的扭矩分配至左驱动轮4和右驱动轮5。在一个实施例中，基于速度小于1的一个(在该示例性实施例中，相同的)减速比也被集成在补偿级38、39中。补偿级38和39不必完全相同，并且左补偿级38不必布置在右补偿级39的左侧。
这里，图3中的减速齿轮15具有单个正齿轮的共同的接收轴36。该接收轴36形成燃烧输入级16(例如，与变速传动装置10的输出侧34，参见图1)和电气输入级17两者。电气输入级17还具有中间轮41，该中间轮用于产生期望的中心距离。输入级16和17之后是(这里仅是共同的第一)减速级37，其中仅以举例的方式选择了固定环形齿轮，接收轴36经由中心齿轮输入扭矩，而左补偿级38和右补偿级39在每种情况下都可随行星齿轮架一起移动。左补偿级38和右补偿级39可经由行星齿轮架来驱动，并且左驱动轮4或右驱动轮5借助于相应的中心齿轮以扭矩传递的方式连接。应当明确指出的是，所示的差速器42(其设计为正齿轮差速器)仅作为示例被选择，并且可被另一合适的连接装置替换。
图4示出了混合动力驱动系1的一部分，为了清楚起见，该混合动力驱动系与图3中的图示几乎完全相同，并且在这方面参考了前面的描述。与根据图3的实施例相比，示出了具有两个正齿轮的接收轴36，其中一个正齿轮形成燃烧输入级16(在图示的右侧)，而另一个正齿轮形成电气输入级17。在这里省略了电气输入级17中的中间齿轮41。
图5示出了混合动力驱动系1，其中为清楚起见，图4中所示的细节部分与这里所示的部分相同，并且在这方面参考了前面的描述。此外，电气动力系3的配置被相同地镜像，并且燃烧动力系2与图1所示类似并且在这方面参考了相关联的描述。与根据图1的内燃动力系2的配置相比，内燃机6和发电机8在这里镜像设置，其中不仅驱动轴7和发电机轴9的轴向方向22，而且驱动轴7的第一旋转方向20和发电机轴9的第二旋转方向21都是相同的。情况如此是因为内燃机6的扭矩传递驱动装置18以及扭矩传递单元23设计为单级正齿轮。因此，在变速传动装置10的输入侧33上输入扭矩传递中的沿相同方向的旋转方向。变速传动装置10在这里设计为带式传动装置，优选地设计为CVT。
图6示出了混合动力动力系1的电气动力系3以及减速齿轮15和差速器42，它们可用于根据图5的实施例的混合动力驱动系1的架构中以替换所示的部件。电机13设计为高速旋转，使得速度范围明显高于用于集成燃烧输入级16的集成接收轴36的期望范围。因此，第二减速级40在这里设置为第一减速级37的预备级，然而第二减速级仅设置用于降低高速电机13的速度，并且为此而以扭矩传递的方式连接到减速齿轮15的第一减速级37。在所选择的配置中，电机13的扭矩输入初始经由单级电气输入级17运行，例如在根据图4和图5的混合动力驱动系1的架构中就是这种情况。上文中，扭矩运行到第二减速级40中，即运行到旋转固定连接的(第二)中心齿轮中，然后运行到(第二)行星齿轮上，这些(第二)行星齿轮被安装在以旋转固定的方式连接到共同的接收轴36的行星齿轮架上，进一步运行到第一减速级37的(第一)行星齿轮架上的(第二)环形齿轮上。第一减速级37基于与图4和图5完全相同的燃烧动力系2。为了清楚起见，左补偿级38和右补偿级38也如上所述进行设计。
为了清楚起见，图7示出了与如图5所示的混合动力驱动系1的几乎完全相同的配置，在这种情况下，发电机8的发电机轴9经由包括环形齿轮的单级扭矩传递单元23以扭矩传递的方式连接到变速传动装置10的输入侧33。因此，发电机轴9的第二旋转方向21与驱动轴7的第一旋转方向20相反。
通过这里提出的混合动力驱动系，实现了一种能够灵活地适应相应空间要求的极为节省空间的架构。

Claims (10)

1.一种混合动力驱动系(1)，其具有燃烧动力系(2)和电气动力系(3)，所述燃烧动力系和所述电气动力系两者均用于根据需要向输出元件(4、5)提供扭矩，其中
所述燃烧动力系(2)至少具有以下部件：
-内燃机(6)，所述内燃机具有用于输送扭矩的驱动轴(7)；
-发电机(8)，所述发电机具有用于将扭矩转换成电能的发电机轴(9)；
-变速传动装置(10)，所述变速传动装置配置为可变地传递所述驱动轴(7)的扭矩；以及
-扭矩离合器(11)，所述扭矩离合器用于连接和断开从所述内燃机(6)到所述输出元件(4、5)的扭矩传递，并且其中
所述电气动力系(3)包括至少一个电机(13)，所述至少一个电机具有用于输送扭矩的转子轴(14)，
并且其中
所述混合动力驱动系(1)进一步包括扭矩传递固定速度减速齿轮(15)，所述扭矩传递固定速度减速齿轮连接到所述输出元件(4、5)以用于降低所述内燃机(6)和所述电机(13)的速度，
其特征在于
所述减速齿轮(15)具有用于所述燃烧动力系(2)的直接燃烧输入级(16)和用于所述电气动力系(3)的直接电气输入级(17)。
2.一种混合动力驱动系(1)，其具有燃烧动力系(2)和电气动力系(3)，所述燃烧动力系和所述电气动力系两者均用于根据需要向输出元件(4、5)提供扭矩，其中
所述燃烧动力系(2)至少具有以下部件：
-内燃机(6)，所述内燃机具有用于输送扭矩的驱动轴(7)；
-发电机(8)，所述发电机具有用于将扭矩转换成电能的发电机轴(9)；
-变速传动装置(10)，所述变速传动装置配置为可变地传递所述驱动轴(7)的扭矩；以及
-扭矩离合器(11)，所述扭矩离合器用于连接和断开从所述内燃机(6)到所述输出元件(4、5)的扭矩传递，并且其中
所述电气动力系(3)包括至少一个电机(13)，所述至少一个电机具有用于输送扭矩的转子轴(14)，
并且其中
所述混合动力驱动系(1)进一步包括扭矩传递固定速度减速齿轮(15)，所述扭矩传递固定速度减速齿轮连接到所述输出元件(4、5)以用于降低所述内燃机(6)和所述电机(13)的速度，
其特征在于所述燃烧动力系(2)的所述变速传动装置(10)与所述内燃机(6)平行偏移和/或轴向重叠。
3.一种混合动力驱动系(1)，其具有燃烧动力系(2)和电气动力系(3)，所述燃烧动力系和所述电气动力系两者均用于根据需要向输出元件(4、5)提供扭矩，其中
所述燃烧动力系(2)至少具有以下部件：
-内燃机(6)，所述内燃机具有用于输送扭矩的驱动轴(7)；
-发电机(8)，所述发电机具有用于将扭矩转换成电能的发电机轴(9)；
-变速传动装置(10)，所述变速传动装置配置为可变地传递所述驱动轴(7)的扭矩；以及
-扭矩离合器(11)，所述扭矩离合器用于连接和断开从所述内燃机(6)到所述输出元件(4、5)的扭矩传递，并且其中
所述电气动力系(3)包括至少一个电机(13)，所述至少一个电机具有用于输送扭矩的转子轴(14)，
并且其中
所述混合动力驱动系(1)进一步包括扭矩传递固定速度减速齿轮(15)，所述扭矩传递固定速度减速齿轮连接到所述输出元件(4、5)以用于降低所述内燃机(6)和所述电机(13)的速度，
其特征在于
仅将单级固定速度扭矩传递驱动装置(18、19)设置为所述驱动轴(7)的轴向伸出部，以用于借助于所述变速传动装置(10)传递扭矩到所述输出元件(4、5)。
4.一种混合动力驱动系(1)，其具有燃烧动力系(2)和电气动力系(3)，所述燃烧动力系和所述电气动力系两者均用于根据需要向输出元件(4、5)提供扭矩，其中
所述燃烧动力系(2)至少具有以下部件：
-内燃机(6)，所述内燃机具有用于输送扭矩的驱动轴(7)；
-发电机(8)，所述发电机具有用于将扭矩转换成电能的发电机轴(9)；
-变速传动装置(10)，所述变速传动装置配置为可变地传递所述驱动轴(7)的扭矩；以及
-扭矩离合器(11)，所述扭矩离合器用于连接和断开从所述内燃机(6)到所述输出元件(4、5)的扭矩传递，并且其中
所述电气动力系(3)包括至少一个电机(13)，所述至少一个电机具有用于输送扭矩的转子轴(14)，
并且其中
所述混合动力驱动系(1)进一步包括扭矩传递固定速度减速齿轮(15)，所述扭矩传递固定速度减速齿轮连接到所述输出元件(4、5)以用于降低所述内燃机(6)和所述电机(13)的速度，
其特征在于
在所述变速传动装置(10)的输入侧上设置有具有三种切换状态的扭矩离合器(11)。
5.根据权利要求1至4中至少两项所述的混合动力驱动系(1)。
6.根据前述权利要求中任一项所述的混合动力驱动系(1)，其中所述驱动轴(7)、所述发电机轴(9)和所述转子轴(14)指向相同的轴向方向(22)。
7.根据前述权利要求中任一项所述的混合动力驱动系(1)，其中所述燃烧动力系(2)中的所述扭矩离合器(12)配置用于使以下三种切换状态a.至c.中的至少两种切换状态保持就绪：
a.所述发电机(8)和所述内燃机(6)以扭矩传递的方式连接到所述输出元件(4、5)；
b.到所述输出元件(4、5)的燃烧侧扭矩传递中断并且仅所述发电机(8)以扭矩传递的方式连接到所述内燃机(6)；以及
c.在所述燃烧侧上，仅所述发电机(8)或仅所述内燃机(6)以扭矩传递的方式连接到所述输出元件(4、5)。
8.根据前述权利要求中任一项所述的混合动力驱动系(1)，其中所述发电机轴(9)借助于包括环形齿轮的扭矩传递单元(23)以扭矩传递的方式，优选地以单级减速方式连接到所述变速传动装置(10)。
9.根据前述权利要求中任一项所述的混合动力驱动系(1)，其中所述变速传动装置(10)设计为具有连续可调传递比的带式传动装置，
其中所述发电机(8)和所述内燃机(6)优选地以扭矩传递的方式连接在所述传动装置输入侧上。
10.根据前述权利要求中任一项所述的混合动力驱动系(1)，其中所述固定速度减速齿轮(15)设计为差速器(42)，优选地设计为正齿轮差速器，或者在结构上集成到差速器(42)中。
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