CN112384398A - Hybrid powertrain - Google Patents

Hybrid powertrain Download PDF

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Publication number
CN112384398A
CN112384398A CN201980042997.8A CN201980042997A CN112384398A CN 112384398 A CN112384398 A CN 112384398A CN 201980042997 A CN201980042997 A CN 201980042997A CN 112384398 A CN112384398 A CN 112384398A
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CN
China
Prior art keywords
gear
spur gear
input shaft
countershaft
transmission
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Granted
Application number
CN201980042997.8A
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Chinese (zh)
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CN112384398B (en
Inventor
T·施尔德尔
K·里德尔
T·哈尔特尔
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Mercedes Benz Group AG
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Daimler AG
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Publication of CN112384398A publication Critical patent/CN112384398A/en
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Publication of CN112384398B publication Critical patent/CN112384398B/en
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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
    • B60K6/42—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
    • B60K6/48—Parallel type
    • 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
    • B60K6/22—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
    • 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
    • B60K6/22—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
    • 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
    • B60K6/22—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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—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
    • 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
    • F16H3/093—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 with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • 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
    • B60K6/42—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
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention relates to a hybrid drive train, comprising: an internal combustion engine (11 a; 11 b; 11 c; 11d) comprising a crankshaft (12 a; 12 b; 12 c; 12 d); an electric drive unit (13 a; 13 b; 13 c; 13d) comprising an electric motor (14 a; 14 b; 14 c; 14d) with a rotor (15 a; 15 b; 15 c; 15d) and a stator (16 a; 16 b; 16 c; 16 d); a spur gear transmission (17 a; 17 b; 17 c; 17d) comprising a first input shaft (18 a; 18 b; 18 c; 18d), a first countershaft (19 a; 19 b; 19 c; 19d) and a driven member (V3 a; V3 b; V3 c; V3d), in particular a driven spur gear pair; a planetary gear train (20 a; 20 b; 20 c; 20d) comprising a second input shaft (21 a; 21 b; 21 c; 21d) and an output shaft (22 a; 22 b; 22 c; 22d), an axle gear train (23 a; 23 b; 23 c; 23d), wherein a crankshaft (12 a; 12 b; 12 c; 12d) of the internal combustion engine (11 a; 11 b; 11 c; 11d) is connected or connectable in a rotationally fixed manner to the first input shaft (18 a; 18 b; 18 c; 18d), wherein the electric drive unit (13 a; 13 b; 13 c; 13d) has a spur gear pair (V4 a; V4 b; V4 c; V4d), by means of which the rotor (15 a; 15 b; 15 c; 15d) of the electric motor (14 a; 14 b; 14 c; 14d) can be connected to the second input shaft (21 a; 21 c; 21d) of the planetary gear train (20 a; 20 b; 20 c; 22d), the spur gear mechanism (17 a; 17 b; 17 c; 17d) has exactly two switchable spur gear pairs (V1a, V2 a; V1b, V2 b; V1c, V2 c; V1d, V2d) in front of the driven component (V3 a; V3 b; V3 c; V3d) in relation to a first torque flow from the internal combustion engine (11 a; 11 b; 11 c; 11d) to the axle gear mechanism (23 a; 23 b; 23 c; 23d), the first planetary gear set (P1a, P1 b; P1c, P1d) of the planetary gear mechanism (20 a; 20 b; 20 c; 20d) being arranged coaxially with the axle shaft (27 a; 28 a; 27 b; 28 b; 27 c; 27 d; 28 c; 28d) of the axle gear mechanism (23 a; 23 b; 23 c; 23 d).

Description

Hybrid powertrain
Technical Field
The invention relates to a hybrid drive train and to a motor vehicle having a hybrid drive train.
Background
Hybrid drive trains are known, for example, from DE 102010063580 a1 and DE 102013211975 a 1.
A hybrid drive train is known from DE 102013221461 a1 of the same type, in which torque is transmitted from both a first unit, which is formed by an internal combustion engine and a spur gear, and a second unit, which is formed by an electric machine, to the shafts of a planetary gear.
Disclosure of Invention
The invention is based on the object, inter alia, of providing a hybrid drive train which is preferably compact. This object is achieved by the invention according to claim 1. The invention is further developed from the dependent claims.
The invention is based on a hybrid drive train having: an internal combustion engine with a crankshaft; an electric drive unit with an electric machine comprising a rotor and a stator; a spur gear transmission comprising a first input shaft, a first countershaft and a driven member, and in particular a driven spur gear pair; a planetary gear drive comprising a second input shaft and an output shaft; and an axle transmission, wherein the crankshaft of the internal combustion engine is connected to the first input shaft in a rotationally fixed manner.
In addition, the following facts are used: the electric drive unit has a spur gear pair, by means of which the electric motor rotor can be connected to the second input shaft of the planetary gear, wherein the spur gear has exactly two switchable spur gear pairs, specifically a first switchable spur gear pair and a second switchable spur gear pair, upstream of the driven part in the torque flow from the internal combustion engine to the axle gear. Preferably, the spur gear pair of the electric drive unit is arranged downstream of the output part of the spur gear mechanism in the torque flow. The spur gear pair of the electric drive unit is preferably separated from the direct torque flow from the internal combustion engine to the axle gear. Preferably, the electric machine can be coupled to the second input shaft of the planetary gear via one or more individual spur gear stages, or it acts on the driven gear of the driven part of the spur gear.
The planetary gear set is formed in particular by a multi-gear, power-shiftable, parallel-axis EV transmission. The spur gear mechanism is also formed in particular by a self-shiftable, axially parallel multi-speed internal combustion engine transmission. In particular, hybrid group transmissions (hybrid group transmissions) can be provided by combining the planetary gear train with the spur gear train, in which case shifting in the spur gear train is in principle accompanied by a load interruption, while the electric motor takes over the driving task via the planetary gear train and thus assists shifting, thus achieving power shifting. This also makes it possible to provide, in particular, a hybrid drive train which is preferably short in axial configuration. In particular, space advantages of the axial construction can be achieved. This in turn makes it possible to lay the hybrid drive train horizontally. In addition, modularity between the electric drive system and the hybrid transmission can be achieved in particular thereby. In addition, low losses can be obtained in particular due to the use of a plurality of claw-shaped switching elements. In this way, a preferably compact hybrid drive train can be provided overall. In addition, a hybrid drive train with a hybrid transmission that can be shifted by force and is of low axial construction cost can be provided by the purposeful arrangement of the electric drive unit, the spur gear and the planetary gear, wherein in particular a spur gear that cannot be shifted by force itself can be used. This makes it possible to use a powershift electric drive system as a group unit. Furthermore, even if the spur gear transmission and the internal combustion engine are eliminated, the electric drive system can be retained for modular use.
The hybrid drive train is provided in particular for a motor vehicle. Preferably, the hybrid drive train is used for driving a motor vehicle by means of an internal combustion engine and/or an electric machine as required. The electric machine is designed in particular as an electric motor and/or as an electric motor. The electric machine advantageously has a stator. Particularly advantageously, the rotor is arranged radially within the stator. Preferably, the stator is permanently connected to the housing in a relatively non-rotatable manner. In particular, the housing is mounted in the motor vehicle in a fixed position and in a rotationally fixed manner in the mounted state. The term "input shaft" is intended to mean, in particular, a transmission element which forms the transmission input of the respectively associated transmission set. Preferably, the input shaft is provided for providing the input rotational speed of the respectively associated transmission set. Preferably, the first input shaft is structurally configured for relative non-rotational engagement to a crankshaft of the internal combustion engine. In particular, the second input shaft is preferably structurally provided for connection in a rotationally fixed manner to a driven part of the spur gear mechanism. The term "output element" is intended to mean, in particular, a transmission element which forms the transmission output of the respectively associated transmission group. The term "output shaft" shall mean, in particular, a transmission part which is at least structurally provided for the rotationally fixed connection to an axle drive.
The term "connecting two elements in a relatively non-rotatable manner" means that the two elements are arranged coaxially to one another and are connected to one another in such a way that they rotate at the same angular speed.
"planetary gear set" shall mean, in particular, a gear set having at least one planetary gear connected to a planetary carrier, which is radially outwardly engaged to a ring gear and radially inwardly engaged to a sun gear. The planetary gear set preferably has at least one planetary gear set, in particular a plurality of planetary gear sets. In this context, a "planetary gear set" is to be understood to mean, in particular, a unit having a sun gear, a ring gear and at least one planet gear guided by a planet gear carrier along a circular path around the sun gear. The sun gear, planet gear carrier and ring gear are referred to herein as elements of the planetary gear set. The planetary gear set advantageously has exactly one fixed gear ratio.
In this connection, a "spur gear pair" is to be understood to mean, in particular, a gear pair of at least two gears, in particular spur gears, which mesh with one another and are preferably arranged in a gear plane. The spur gear pair advantageously has exactly one fixed gear ratio. In addition, a "switchable spur gear pair" is to be understood in this connection to mean, in particular, a switchable and/or separable spur gear pair. Preferably, this shall mean in particular a spur gear pair connected to the shifting unit, wherein at least one spur gear, in particular a floating gear, of the spur gear pair is connected to the shifting unit. The switchable spur gear pair preferably comprises at least one floating gear and at least one fixed gear.
A "switching unit" is to be understood to mean, in particular, a unit having exactly two engagement elements, which is provided for the switchable mutual connection of two transmission elements which are mounted rotatably relative to one another, such as, for example, a floating gear and a transmission output shaft or a floating gear and a transmission input shaft, or adjacent floating gears of different gear planes, in a rotationally fixed manner. In this case, two adjacent, in particular axially adjacent switching units can in principle be assembled to form a common double switching unit, for example by providing a common clutch part for both switching units. Each of the shift units can in principle be designed as a purely form-fitting shift unit, for example as a claw clutch, a form-fitting and friction-fitting shift unit, for example in the form of a synchronous claw clutch, or a purely friction-fitting shift unit, for example in the form of a diaphragm clutch.
In this connection, "in the torque flow" is intended to refer in particular to an operation in which a first torque flow is transmitted from the internal combustion engine via the spur gear and the planetary gear to the axle gear and the drive wheels. In this connection, the expression "in front of the driven part in the torque flow" is intended to mean, in particular, that the two shiftable spur gear pairs are arranged such that the internal combustion engine torque is transmitted to the driven part via at least one of the two shiftable spur gear pairs, in particular as a function of the shifting. "provided" shall mean especially specially designed and/or equipped. The term "object is provided for a defined function" is intended to mean, in particular, that the object fulfills and/or executes the defined function in at least one application state and/or operating state.
The invention provides that the first planetary gear set of the planetary gear set is arranged coaxially with the axle shaft of the axle gear. Overall, a compact hybrid powertrain may thus be presented.
It is also proposed that the first input shaft of the spur gear train is arranged coaxially with the crankshaft of the internal combustion engine. Preferably, the first input shaft is coupled to a crankshaft of the internal combustion engine at least through the torsional vibration damper. Alternatively or additionally, it is conceivable for the first input shaft to be coupled to a crankshaft of the internal combustion engine via a clutch. This makes it possible in particular to couple the spur gear drive preferably compactly to the internal combustion engine.
Furthermore, it is proposed that the crankshaft of the internal combustion engine, the rotor of the electric machine and the second input shaft of the planetary gear are arranged axially parallel to one another, axially offset from one another. The crankshaft of the internal combustion engine, the rotor of the electric machine and the second input shaft are preferably arranged at least partially offset from one another in the axial direction. In particular, the electric machine rotor and the second input shaft of the planetary gear are arranged axially offset with respect to the crankshaft of the internal combustion engine. This makes it possible in particular to achieve a preferably compact arrangement of the transmission. In particular, the axes can be offset, which results in a hybrid drive train having a short axial structure.
It is also proposed that the axle gear is arranged coaxially with the second input shaft of the planetary gear. That is, the axle shaft of the axle gear is arranged coaxially with the second input shaft of the planetary gear. The second input shaft of the planetary gear set is preferably designed as a hollow shaft which at least partially radially surrounds at least one of the half shafts of the axle gear set.
In particular, the first planetary gear set is preferably arranged radially around the axle gear and at least partially axially overlapping the axle gear. The first planetary gear set is preferably arranged radially around the differential housing of the axle gear and at least partially overlaps the differential housing of the axle gear in the axial direction.
In a further development, it is advantageous if an element of the planetary gear, i.e. the ring gear or the planet carrier or the sun gear, is connected in a rotationally fixed manner to the differential housing of the axle gear.
In this connection, "axle gear" is intended to mean, in particular, a gear of a motor vehicle, which is provided for transmitting the force of a motor vehicle drive unit to an axle of a motor vehicle drive wheel. Preferably, an axle transmission is provided for transmitting force from the transmission to the axle of the vehicle drive wheels. The axle gear is preferably formed, for example, by a differential gear. In particular, this makes it possible to achieve a compact arrangement of the axle transmission. Preferably, the axle gear is arranged coaxially with at least one planetary gear set of the planetary gear, wherein the at least one planetary gear set is particularly preferably arranged radially around the axle gear and axially overlapping the axle gear. As a result, a compact and at the same time efficient hybrid drive train is formed overall.
It is further proposed that the hybrid drive train has at least one separating clutch which is provided for the rotationally fixed connection of a crankshaft of the internal combustion engine to a first input shaft of a spur gear transmission, wherein the separating clutch is arranged coaxially with the crankshaft of the internal combustion engine, and wherein the spur gear transmission, viewed in the axial direction, is arranged between the internal combustion engine and the separating clutch. Preferably, the separating clutch is arranged on the side of the spur gear train facing away from the internal combustion engine. In particular, an advantageously arranged separating clutch can thereby be provided. In particular, an advantageous adjacent arrangement of the spur gear on the internal combustion engine can be achieved. This preferably enables the hybrid drive train to be placed in a horizontal position.
The hybrid powertrain may or may not be equipped with an additional disconnect clutch. The disconnect clutch may be sized as a launch clutch if launch cannot be performed by the electric machine. Furthermore, the internal combustion engine can thereby be started during electric driving. By providing the shifting element centrally in the spur gear mechanism, the separating clutch does not cause losses due to the rotational speed difference during electric driving, in particular when the shifting element in the spur gear mechanism is additionally open. Preferably, however, the hybrid drive train has at least one torsional vibration damper arranged between the internal combustion engine and the spur gear.
It is also proposed that the first switchable spur gear pair of the spur gear train has a first countershaft gear which is arranged coaxially with the first countershaft of the spur gear train, and that the second switchable spur gear pair of the spur gear train has a second countershaft gear which is arranged coaxially with the second countershaft of the spur gear train, wherein the first countershaft, the second countershaft and the crankshaft are arranged axially parallel to one another. Preferably, the first counter gear of the first switchable spur gear pair is constituted by a floating gear. In principle, however, a design in the form of a fixed gear is also conceivable. The second countershaft gear of the second shiftable spur gear pair is preferably formed by a floating gear. In principle, however, a design with fixed gears is also conceivable. This makes it possible in particular to obtain a hybrid drive train which is preferably compact, in particular axially compact. This advantageously enables the hybrid drive train to be placed in the transverse position.
It is further proposed that the first switchable spur gear pair of the spur gear train and the second switchable spur gear pair of the spur gear train are arranged in a gear plane, and that the output gear of the first countershaft and the output gear of the second countershaft and the spur gear pair of the electric drive unit are arranged in a gear plane. The driven gearwheel of the second countershaft preferably forms one of the spur gears of the pair of spur gears of the electric drive unit. The electric drive unit is preferably directly coupled to the driven gear of the second countershaft. This makes it possible in particular to obtain a hybrid drive train which is preferably compact, in particular axially compact. This advantageously enables the hybrid drive train to be placed in a transverse position.
It is also proposed that the first switchable spur gear pair of the spur gear train has a first countershaft gear wheel, which is arranged coaxially with the first countershaft of the spur gear train, and that the second switchable spur gear pair of the spur gear train has a second countershaft gear wheel, which is arranged coaxially with the first countershaft of the spur gear train. Preferably, the first countershaft gear of the first switchable spur gear pair is formed by a fixed gear. In principle, however, a design as a floating gear is also conceivable. The second countershaft gear of the second shiftable spur gear pair is preferably formed by a fixed gear. In principle, however, a design as a floating gear is also conceivable. In particular, it is preferred that the first countershaft gearwheel and the second countershaft gearwheel are connected in at least one operating state, in particular permanently, to the first countershaft in a rotationally fixed manner. In particular, the first countershaft gearing and the second countershaft gearing form a fixed gearing of the first countershaft. In particular, this makes it possible to obtain an advantageously compact, in particular axially compact, hybrid drive train. This advantageously makes it possible to achieve a transverse arrangement of the hybrid drive train.
It is further proposed that the first shiftable spur gear pair of the spur gear train has a first shift element and the second shiftable spur gear pair of the spur gear train has a second shift element, wherein the first shift element and the second shift element are arranged coaxially with respect to the first input shaft. Preferably, the first shifting element and the second shifting element are in particular movably arranged on the first input shaft. Preferably, the first switching element forms part of a first switching unit and the second switching element forms part of a second switching unit. Preferably, the first switching element and the second switching element are each formed by a claw-shaped switching element. The claw-like switching element may or may not have a synchronizing function in particular. In particular, a preferably compact, in particular axially compact hybrid drive train can thereby be achieved. This advantageously enables the hybrid drive train to be placed in a transverse position.
In principle, the position of the shift element of the spur gear can be located anywhere between the crankshaft and the second input shaft of the planetary gear. In addition, the countershaft of the spur gear transmission may be divided into two countershafts.
The invention is also based on a motor vehicle having such a hybrid drive train.
In principle, it is also possible for the position of the spur gear pairs of the spur gear transmission to be different from the arrangement described and shown. In principle, it is therefore also possible for the gear planes of the same spur gear to be interchanged for structural reasons. The first and second layshafts may also be interchangeable. Further, the arrangement of the motor may also be changed.
The terms "axial" and "radial" relate here in particular to the main axis of rotation of the transmission, in particular of the input shaft, so that the expression "axial" refers in particular to a direction which extends parallel or coaxially with respect to the main axis of rotation. Furthermore, the expression "radial" especially refers to a direction which extends perpendicular to the main axis of rotation. "transmission input-side arrangement" shall mean, in particular, that the relevant component is arranged on the side of the other component facing the transmission input and/or the internal combustion engine. The term "transmission output-side arrangement" shall mean, in particular, that the relevant component is arranged on the side of the other component facing away from the transmission input and/or the internal combustion engine, i.e. that the other component is arranged axially behind the transmission output.
Other advantages result from the following description in conjunction with the drawings. Four embodiments of the invention are shown in the drawings. The figures, the description of the figures and the claims contain a large number of combinations of features. The skilled person will also appropriately perceive these features alone and in other meaningful combinations,
drawings
Wherein:
fig. 1 shows a schematic representation of a hybrid drive train according to the invention, having an internal combustion engine, an electric drive unit, a spur gear, a planetary gear and an axle gear,
fig. 2 shows a schematic representation of an alternative hybrid drive train according to the invention, having an internal combustion engine, an electric drive unit, a spur gear, a planetary gear and an axle gear,
fig. 3 shows a schematic representation of a further alternative hybrid drive train according to the invention, having an internal combustion engine, an electric drive unit, a spur gear, a planetary gear and an axle gear,
fig. 4 shows a schematic representation of a further alternative hybrid drive train according to the invention with an internal combustion engine, an electric drive unit, a spur gear, a planetary gear and an axle gear.
Detailed Description
Fig. 1 schematically shows a hybrid drive train 10a for a motor vehicle. The motor vehicle is, for example, a passenger car. The vehicle is a front-drive vehicle. The vehicle is a front-drive hybrid vehicle. The motor vehicle comprises a drive train, by means of which the drive wheels of the motor vehicle, not shown in detail, are driven. The powertrain includes a hybrid powertrain 10 a. The motor vehicle has a hybrid drive train 10 a. The hybrid powertrain 10a has an internal combustion engine 11 a. The internal combustion engine 11a is in particular arranged transversely. The internal combustion engine 11a has a crankshaft 12 a. The crankshaft 12a is in particular transverse to the straight direction. The hybrid powertrain 10a is transverse. The hybrid powertrain 10a has a front cross-over configuration. The hybrid powertrain 10a is mounted transverse to the predetermined straight direction. The hybrid powertrain 10a also has an electric drive unit 13 a. The electric drive unit 13a has an electric motor 14a with a rotor 15 a. In addition, the motor 14a has a stator 16 a. The electric machine 14a is arranged on the side of the hybrid drive train 10a facing away from the internal combustion engine 11 a.
In addition to the internal combustion engine 11a, an electric motor 14a is provided for generating a further drive torque. The motor 14a forms an electric motor. Instead of the electric machine 14a, it is also possible to provide a hydraulic or pneumatic drive unit with an associated energy accumulator. The electric machine 14a is configured to selectively convert electrical energy to mechanical energy or mechanical energy to electrical energy. For this purpose, the electric machine 14a has a stator 16a and a rotor 15 a. The stator 16a is fixedly connected to the body of the motor vehicle. The rotor 15a is rotatably arranged relative to the stator 16 a. For supplying and storing electric energy, the motor vehicle has an electrical storage device, which is not shown in detail. The electrical storage device is provided for supplying electrical energy for driving the electric machine 14a and for storing electrical energy generated by the internal combustion engine 11a or fed from an external network.
The hybrid powertrain 10a also has a multi-speed transmission. The hybrid drive train 10a has a spur gear mechanism 17 a. The hybrid powertrain 10a also has a planetary gear train 20 a. The spur gear mechanism 17a has a first input shaft 18a and a first countershaft 19 a. The crankshaft 12a of the internal combustion engine 11a is connectable to the first input shaft 18a in a relatively non-rotatable manner. The first input shaft 18a of the spur gear mechanism 17a is arranged coaxially with the crankshaft 12a of the internal combustion engine 11 a. The hybrid powertrain 10a has a torsional damper 26a disposed between and connecting the input shaft 18a and the crankshaft 12 a. The hybrid drive train 10a also has a separating clutch 24a, which is provided for the rotationally fixed connection of the crankshaft 12a of the internal combustion engine 11a to the first input shaft 18a of the spur gear mechanism 17 a. The separator clutch 24a is arranged coaxially with the crankshaft 12a of the internal combustion engine 11 a. Furthermore, the spur gear mechanism 17a is arranged between the internal combustion engine 11a and the separating clutch 24a, as viewed in the axial direction. The first input shaft 18a is designed as a hollow shaft through which the crankshaft 12a passes.
The cylindrical gear transmission mechanism 17a is composed of a plurality of cylindrical gear sets respectively provided with two cylindrical gears for meshing. The spur gear mechanism 17a has exactly two shiftable spur gear pairs V1a, V2a, specifically a first shiftable spur gear pair V1a and a second shiftable spur gear pair V2 a. The second shiftable spur gear pair V2a is arranged, for example, on the side of the first shiftable spur gear pair V1a facing away from the internal combustion engine 11 a. The first switchable spur gear pair V1a and the second switchable spur gear pair V2a have different gear ratios.
The first switchable spur gear pair V1a of the spur gear mechanism 17a has a first input shaft gear V11a, which is arranged coaxially with the first input shaft 18a of the spur gear mechanism 17 a. The first input shaft gear V11a is disposed on the first input shaft 18 a. The first input shaft gear V11a is constituted by a first floating gear of the first input shaft 18 a. The first switchable spur gear pair V1a of the spur gear mechanism 17a also has a first countershaft gear V12a, which is arranged coaxially with the first countershaft 19a of the spur gear mechanism 17 a. The first countershaft gear V12a is disposed on the first countershaft 19 a. The first counter gear V12a is constituted by a fixed gear of the first counter shaft 19 a. The first input shaft gear V11a directly meshes with the first counter gear V12 a. A first switchable spur gear pair V1a is arranged in a first gear plane Z1 a.
The second switchable spur gear pair V2a of the spur gear mechanism 17a has a second input shaft gear V21a, which is arranged coaxially with the first input shaft 18a of the spur gear mechanism 17 a. The second input shaft gear V21a is disposed on the first input shaft 18 a. The second input shaft gear V21a is constituted by a second floating gear of the first input shaft 18 a. The second switchable spur gear pair V2a of the spur gear mechanism 17a also has a second countershaft gear V22a, which is arranged coaxially with the first countershaft 19a of the spur gear mechanism 17 a. The second counter gear V22a is disposed on the first counter shaft 19 a. The second counter gear V22a is constituted by a fixed gear of the first counter shaft 19 a. The second input shaft gear V21a directly meshes with the second counter gear V22 a. The second cylindrical gear pair V2a is disposed in a third gear plane Z3 a.
The first shiftable spur gear pair V1a of the spur gear mechanism 17a has a first shift unit S1a with a first shift element S11 a. The first switching element S11a is provided for detachably connecting the first input shaft gear V11a to the first input shaft 18 a. The first switching element S11a is constituted by a claw-shaped switching element. The first switching element S11a is formed by a synchronized claw-like switching element. In addition, the second shiftable spur gear pair V2a of the spur gear mechanism 17a has a second shift unit S2a with a second shift element S21 a. The second switching element S21a is provided for detachably connecting the second input shaft gear V21a to the first input shaft 18 a. The second switching element S21a is constituted by a claw-shaped switching element. The second switching element S21a is formed by a synchronized claw-shaped switching element. The first switching element S11a and the second switching element S21a are connected to each other such that only one of the two switching elements S11a, S21a can be in the engaged state. The first switching element S11a and the second switching element S21a are also arranged coaxially with the first input shaft 18 a. By means of the spur gear mechanism 17a, for example, exactly two gears can be shifted. The number of speed ratios between the internal combustion engine 11a and the electric machine 14a corresponds to the number of gears of the spur gear transmission 17 a.
Furthermore, the spur gear mechanism 17a has a driven member V3 a. The driven member V3a is constituted by a driven cylindrical gear pair. The driven member V3a has a first driven gear V31a, which is arranged coaxially with the first countershaft 19a of the spur gear transmission 17 a. The first driven gear V31a is disposed on the first countershaft 19 a. The first driven gear V31a is constituted by a third fixed gear of the first sub-shaft 19 a. In addition, the driven member V3a of the spur gear transmission 17a has a first input shaft gear V33a, which is arranged coaxially with the second input shaft 21a of the planetary gear transmission 20 a. The first input shaft gear V33a is disposed on the second input shaft 21 a. The first input shaft gear V33a is constituted by a fixed gear of the second input shaft 21 a. The first driven gear V31a directly meshes with the first input shaft gear V33 a. The driven part V3a of the spur gear mechanism 17a is arranged in the second gear plane Z2 a.
Exactly two shiftable spur gear pairs V1a, V2a of the spur gear mechanism 17a are arranged in the torque flow upstream of the output part V3 a. The output part V3a forms the output of the spur gear mechanism 17a for the two shiftable spur gear pairs V1a, V2 a.
In addition, the electric drive unit 13a has a spur gear pair V4 a. The rotor 15a of the electric machine 14a can be coupled to the second input shaft 21a of the planetary gear set 20a via the spur gear pair V4 a. The rotor 15a of the electric machine 14a is permanently connected to the second input shaft 21a of the planetary gear 20a via a spur gear pair V4 a. The spur gear pair V4a of the electric drive unit 13a has a first spur gear V41a which is connected in a relatively non-rotatable manner to the rotor 15a of the electric motor 14 a. In addition, the spur gear pair V4a of the electric drive unit 13a has a second input shaft gear V42a, which is arranged coaxially with the second input shaft 21a of the planetary gear mechanism 20 a. The second input shaft gear V42a is disposed on the second input shaft 21 a. The second input shaft gear V42a is constituted by a fixed gear of the second input shaft 21 a. The first spur gear V41a directly meshes with the second input shaft gear V42 a. The spur gear pair V4a of the electric drive unit 13a is arranged in a fourth gear plane Z4 a.
In order to switch the spur gear 17a, the driving task is transferred to the electric machine 14a, whereby the gear change of the spur gear 17a is assisted.
The planetary gear set 20a is arranged downstream of the driven part V3a in the torque flow. The planetary gear mechanism 20a has a second input shaft 21a and an output shaft 22 a. The planetary gear set 20a is provided for transmitting the torque of the internal combustion engine 11a transmitted via the spur gear set 17a and/or the torque from the electric machine 14a to the driven component. The planetary gear train 20a has two power input sources. The planetary gear 20a is simultaneously coupled to the internal combustion engine 11a and the electric machine 14a, which in particular have different gear ratios. Both the internal combustion engine 11a and the electric machine 14a are coupled to the planetary gear transmission mechanism 20a through the second input shaft 21 a.
The internal combustion engine 11a and the electric machine 14a preferably transmit their torques via the same shaft, i.e. the input shaft 21a, into the planetary gear 20 a.
The first torque flow originating from the internal combustion engine 11a and the second torque flow originating from the electric machine 14a merge in the input shaft 21a and are transmitted into the planetary gear mechanism 20 a. The internal combustion engine 11a is arranged upstream of the input shaft 21a with respect to a first torque flow originating from the internal combustion engine 11 a. The electric machine 14a is arranged upstream of the input shaft 21a with respect to a second torque flow originating from the electric machine 14 a.
With respect to the first torque flow from the internal combustion engine 11a, the internal combustion engine 11a,
The gears of the planetary gear train 20a are formed by at least one first planetary gear set P1 a. The planetary gear train 20a has, for example, two planetary gear sets P1a, P2a shown schematically. The planetary gear set 20a has a first planetary gear set P1a and a second planetary gear set P2 a. The first planetary gear set P1a and the second planetary gear set P2a of the planetary gear transmission mechanism 20a have a first ring gear 30a and a second ring gear 35a, a first planet carrier 31a and a second planet carrier 36a, and a first sun gear 32a and a second sun gear 37a, respectively. The ring gears 30a, 35a, the planet gear carriers 31a, 36a and the sun gears 32a, 37a are also referred to as elements of the planetary gear set 20 a. Furthermore, the planetary gear train 20a has two shift units S3a, S4a, specifically a third shift unit S3a and a fourth shift unit S4 a. The third switching unit S3a is configured as a brake, for example. The third switching unit S3a is provided for connecting at least one of the elements of the planetary gear 20a to the housing in a rotationally fixed manner. The fourth switching unit S4a is configured as a clutch, for example. The fourth switching unit S4a is provided to connect at least two elements of the planetary gear set 20a to one another in a rotationally fixed manner. The specific design of the planetary gear mechanism 20a can be realized in various ways that make it visually sensible to the skilled person. By means of the planetary gear 20a, for example, three gears can be shifted. All gears of the planetary gear 20a can be driven purely electrically. The gears of the planetary gear 20a can be switched at least partially with a force between each other.
Two variants of the multi-speed transmission formed by the spur gear mechanism 17a and the planetary gear mechanism 20a are conceivable, in particular depending on the gear stage of the planetary gear mechanism 20 a. They are described here, for example, in terms of a 2-gear spur gear transmission in combination with a 3-gear planetary gear transmission 20 a. In a first variant shift variant comprising six possible gears, the spur gear mechanism 17a is in first gear in 1-3 gears and in second gear in 4-6 gears of the multi-gear transmission. The planetary gear mechanism 20a is in the first gear in the 1 st and 4 th gears of the manual transmission, in the second gear in the 2 nd and 5 th gears, and in the third gear in the 3 rd and 6 th gears of the manual transmission. The first variant shift variant is particularly suitable for planetary gear trains 20a with narrow gear ratios/narrow gear steps, in particular with at least three gears. In a second variant shift variant with 6 possible gears, the spur gear mechanism 17a is in the first gear in the 1 st, 3 th and 5 th gears of the manual transmission and in the second gear in the 2 nd, 4 th and 6 th gears. The planetary gear mechanism 20a is in the first gear in the 1 st and 2 nd gears of the manual transmission, in the second gear in the 3 rd and 4 th gears of the manual transmission, and in the third gear in the 5 th and 6 th gears. The second variant of the shifting variant is particularly suitable for planetary gear trains 20a with a wide gear ratio/wide gear ratio, in particular with two gears.
Furthermore, the hybrid drive train 10a has an axle gear 23 a. The axle gear 23a is directly coupled to the output shaft 22a of the planetary gear 20 a. The output shaft 22a is preferably connected to the differential housing of the axle gear in a rotationally fixed manner. The output shaft 22a is also connected to at least one of the elements of the planetary gear mechanism 20a in a relatively non-rotatable manner. Thus, torque may be transmitted from the planetary gear train 20a into the output shaft 22a, where it is transferred from the output shaft 22a to the axle train 23 a.
In addition, the axle gear 23a is arranged coaxially with the second input shaft 21a of the planetary gear 20 a. Particularly preferably, the input shaft 21 is in the form of a hollow shaft, in which at least one half shaft 27a is arranged at least partially. The planetary gear set 20a is arranged coaxially with the axle gear set 23a and coaxially with the axle shaft 27a and/or the further axle shaft 28a of the axle gear set 23 a.
The planetary gear mechanism 20a is arranged coaxially with the axle gear mechanism 23. The first planetary gear set P1a is arranged coaxially with the axle gear 23 a. The first planetary gear set P1a is coaxially disposed with the axle shafts 27a, 28 a. The axle gear 23a is particularly preferably designed as a ball differential and is arranged radially within the first planetary gear set P1 a. Particularly preferably, the first planetary gear set P1a is arranged radially around and axially at least partially overlapping with respect to the axle transmission 23 a. The first planet gear carrier 31a, the first sun gear 32a and the first ring gear 30a are preferably arranged radially around and axially overlapping with respect to the axle gear 32 a.
The axle gear 23a is also arranged axially parallel to the first input shaft 18a of the spur gear 17a, axially offset. The axle gear 23a is provided for transmitting the force transmitted from the internal combustion engine 11a or the electric machine 14a to the manual transmission to the axle shafts 27a, 28a of the drive wheels of the motor vehicle. The axle shafts 27a, 28a are connected to driving wheels, not further shown.
The crankshaft 12a of the internal combustion engine 11a, the rotor 15a of the electric machine 14a and the second input shaft 21a of the planetary gear 20a are arranged axially parallel to one another, axially offset from one another. The crankshaft 12a of the internal combustion engine 11a, the first countershaft 19a of the spur gear transmission 17a, the rotor 15a of the electric machine 14a and the second input shaft 21a of the planetary gear transmission 20a are arranged axially parallel to one another, axially offset from one another. The axial offset between the electric motor 14a and the planetary gear 20a is produced by at least one spur gear. In principle, however, the offset can also be produced by a chain structure.
Fig. 2 to 4 show three further exemplary embodiments of the invention. The following description is essentially limited to the differences between the embodiments, and reference may be made here to the description of the other embodiments, in particular fig. 1, with regard to the same components, features and functions. To distinguish the embodiments, the letter a in the reference numerals of the embodiment of fig. 1 is replaced by the letters b and c in the reference numerals of the embodiments of fig. 2-4. With regard to components having the same name, in particular with regard to components having the same reference numerals, reference can in principle also be made to the drawings and/or the description of the other embodiments, in particular to fig. 1.
Fig. 2 schematically shows a hybrid drive train 10b for a motor vehicle. The hybrid powertrain 10b has an internal combustion engine 11 b. The hybrid powertrain 10b also has an electric drive unit 13 b. The electric drive unit 13b has an electric motor 14b with a rotor 15 b. The motor 14b also has a stator 16 b. The electric machine 14b is arranged on the side of the hybrid powertrain 10b facing the internal combustion engine 11 b. The hybrid powertrain 10b also has a multi-speed transmission. The hybrid powertrain 10b has a spur gear transmission 17 b. The hybrid powertrain 10b also has a planetary gear train 20 b.
The spur gear mechanism 17b has a first input shaft 18b and a first countershaft 19 b. The spur gear mechanism 17a also has a second countershaft 25 a. The crankshaft 12b of the internal combustion engine 11b is connectable to the first input shaft 18b in a relatively non-rotatable manner. The first input shaft 18b of the spur gear 17b is arranged coaxially with the crankshaft 12b of the internal combustion engine 11 b. In addition, the first sub-shaft 19b, the second sub-shaft 25b, and the crankshaft 12b are arranged in parallel with each other. The first sub-shaft 19b, the second sub-shaft 25b, and the crankshaft 12b are arranged in parallel with each other but with their axes offset from each other. The hybrid powertrain 10b has a torsional vibration damper 26b disposed between and connecting the input shaft 18b and the crankshaft 12 b. The torsional vibration damper 26b is arranged between the internal combustion engine 11b and the spur gear transmission 17b as viewed in the axial direction. The spur gear mechanism 17b also has exactly two shiftable spur gear pairs V1b, V2b, specifically a first shiftable spur gear pair V1b and a second shiftable spur gear pair V2 b.
The first switchable spur gear pair V1b of the spur gear mechanism 17b has a first input shaft gear V11b, which is arranged coaxially with the first input shaft 18b of the spur gear mechanism 17 b. The first input shaft gear V11b is disposed on the first input shaft 18 b. The first input shaft gear V11b is constituted by a fixed gear of the first input shaft 18 b. In addition, the first switchable spur gear pair V1b of the spur gear mechanism 17b has a first countershaft gear V12b, which is arranged coaxially with the first countershaft 19b of the spur gear mechanism 17 b. The first countershaft gear V12b is disposed on the first countershaft 19 b. The first counter gear V12b is formed of a floating gear of the first counter shaft 19 b. The first input shaft gear V11b directly meshes with the first counter gear V12 b. The first switchable spur gear pair V1b is arranged in a first gear plane Z1 b.
The second switchable spur gear pair V2b of the spur gear mechanism 17b has a second countershaft gear V22b, which is arranged coaxially with the second countershaft 25b of the spur gear mechanism 17 b. The second counter gear V22b is disposed on the second counter shaft 25 b. The second counter gear V22b is constituted by a floating gear of the second counter shaft 25 b. The second countershaft gear V22b directly meshes with the first input shaft gear V11b of the first switchable spur gear pair V1 a. The first input shaft gear V11b is assigned to a first switchable spur gear pair V1a and a second switchable spur gear pair V2 a. A second pair of spur gears V2b is also arranged in the first gear plane Z1 b.
The first shiftable spur gear pair V1b of the spur gear mechanism 17b has a first shift unit S1b with a first shift element S11 b. The first switching element S11b is provided for detachably connecting the first counter gear V12b to the first counter shaft 19 b. The first switching element S11b is arranged coaxially with the first countershaft 19 b. The second shiftable spur gear pair V2b of the spur gear mechanism 17b also has a second shift unit S2b with a second shift element S21 b. The second switching element S21b is provided for detachably connecting the second counter gear V22b to the second counter shaft 25 b. The second switching element S21b is arranged coaxially with the second sub-shaft 25 b.
Further, the spur gear transmission 17b has a driven member V3 b. The driven member V3b is constituted by a driven cylindrical gear pair. The driven member V3b has a first driven gear V31b, which is arranged coaxially with the first countershaft 19b of the spur gear transmission 17 b. The first driven gear V31b is disposed on the first countershaft 19 b. The first driven gear V31b is constituted by a fixed gear of the first sub-shaft 19 b. The first driven gear V31b is assigned to the first countershaft 19 b. In addition, the driven member V3b has a second driven gear V32b that is disposed coaxially with the second sub-shaft 25b of the spur gear transmission mechanism 17 b. The second driven gear V32b is disposed on the second countershaft 25 b. The second driven gear V32b is constituted by the fixed gear of the second sub-shaft 25 b. The second driven gear V32b is assigned to the second countershaft 25 b. In addition, the driven member V3b of the spur gear transmission 17b has a first input shaft gear V33b, which is arranged coaxially with the second input shaft 21b of the planetary gear transmission 20 b. The first input shaft gear V33b is disposed on the second input shaft 21 b. The first input shaft gear V33b is constituted by a fixed gear of the second input shaft 21 b. The first driven gear V31b and the second driven gear V32b may be directly meshed with the first input shaft gear V33b, respectively. The driven part V3b of the spur gear mechanism 17b is arranged in the second gear plane Z2 b. The first driven gear V31b and the second driven gear V32b are arranged in a second gear plane Z2 b.
Exactly two shiftable spur gear pairs V1b, V2b of the spur gear mechanism 17b are arranged in the torque flow upstream of the output part V3 b. The output part V3b forms the output part of the spur gear mechanism 17b for the two shiftable spur gear pairs V1b, V2 b.
Furthermore, the electric drive unit 13b has a spur gear pair V4 b. The rotor 15b of the electric machine 14b can be connected to the second input shaft 21b of the planetary gear 20b by means of a spur gear pair V4 b. The rotor 15b of the electric machine 14b is permanently connected to the second input shaft 21b of the planetary gear 20b via a spur gear pair V4 b. The spur gear pair V4b of the electric drive unit 13b is arranged in a third gear plane Z3 a.
The planetary gear set 20b is arranged downstream of the driven part V3b in the torque flow. The planetary gear mechanism 20b has a second input shaft 21b and an output shaft 22 b. The planetary gear mechanism 20b is provided for transmitting the torque of the internal combustion engine 11b transmitted via the spur gear mechanism 17b and/or the torque from the electric machine 14b to the driven member.
In addition, the hybrid powertrain 10 has an axle gear mechanism 23 b. The axle gear 23b is directly connected to the output shaft 22b of the planetary gear 20 b.
The planetary gear mechanism 20b and the axle gear mechanism 23b are arranged coaxially with each other. The properties of the planetary gear 20a and the axle gear 23a mentioned in fig. 1 also apply to the planetary gear 20b and the axle gear 23b, respectively, as shown in fig. 2.
The crankshaft 12b of the internal combustion engine 11b, the rotor 15b of the electric machine 14b and the second input shaft 21b of the planetary gear 20b are arranged axially parallel to one another, axially offset from one another. The crankshaft 12b of the internal combustion engine 11b, the first countershaft 19b of the spur gear transmission 17b, the second countershaft 19b of the spur gear transmission 17b, the rotor 15b of the electric machine 14b and the second input shaft 21b of the planetary gear transmission 20b are arranged axially parallel to one another, axially offset from one another.
Fig. 3 schematically shows a hybrid drive train 10c for a motor vehicle. The hybrid powertrain 10c has an internal combustion engine 11 c. The hybrid powertrain 10c also has an electric drive unit 13 c. The electric drive unit 13c has an electric motor 14c with a rotor 15 c. In addition, the motor 14c has a stator 16 c. The electric machine 14c is disposed on a side of the hybrid powertrain 10c facing the internal combustion engine 11 c. The hybrid powertrain 10c also has a multi-speed transmission. The hybrid drive train 10c has a spur gear mechanism 17 c. The hybrid powertrain 10c also has a planetary gear train 20 c.
The spur gear mechanism 17c has a first input shaft 18c and a first countershaft 19 c. Further, the spur gear transmission mechanism 17c has a second sub-shaft 25 c. The crankshaft 12c of the internal combustion engine 11c is connected to the first input shaft 18c in a relatively non-rotatable manner. The first input shaft 18c of the spur gear mechanism 17c is arranged coaxially with the crankshaft 12c of the internal combustion engine 11 c. Further, the first counter shaft 19c, the second counter shaft 25c, and the crankshaft 12c are arranged in parallel with each other. The first countershaft 19c, the second countershaft 25c, and the crankshaft 12c are arranged axially parallel to each other and axially offset from each other. The hybrid powertrain 10c has a torsional damper 26c disposed between and connecting the input shaft 18c and the crankshaft 12 c. The torsional vibration damper 26c is arranged between the internal combustion engine 11c and the spur gear transmission 17c as viewed in the axial direction. The spur gear mechanism 17c also has exactly two shiftable spur gear pairs V1c, V2c, specifically a first shiftable spur gear pair V1c and a second shiftable spur gear pair V2 c.
The first switchable spur gear pair V1c of the spur gear mechanism 17c has a first input shaft gear V11c, which is arranged coaxially with the first input shaft 18c of the spur gear mechanism 17 c. The first input shaft gear V11c is disposed on the first input shaft 18 c. The first input shaft gear V11c is constituted by a fixed gear of the first input shaft 18 c. The first switchable spur gear pair V1c of the spur gear mechanism 17c also has a first countershaft gear V12c, which is arranged coaxially with the first countershaft 19c of the spur gear mechanism 17 c. The first countershaft gear V12c is disposed on the first countershaft 19 c. The first counter gear V12c is formed of a floating gear of the first counter shaft 19 c. The first input shaft gear V11c directly meshes with the first counter gear V12 c. A first switchable spur gear pair V1c is arranged in a first gear plane Z1 c.
The second switchable spur gear pair V2c of the spur gear mechanism 17c has a second countershaft gear V22c, which is arranged coaxially with the second countershaft 25c of the spur gear mechanism 17 c. The second counter gear V22c is disposed on the second counter shaft 25 c. The second counter gear V22c is constituted by a floating gear of the second counter shaft 25 c. The second countershaft gear V22c directly meshes with the first input shaft gear V11c of the first switchable spur gear pair V1 a. The first input shaft gear V11c is assigned to a first switchable spur gear pair V1a and a second switchable spur gear pair V2 a. A second cylindrical gear pair V2c is also disposed in the first gear plane Z1 c.
The first shiftable spur gear pair V1c of the spur gear mechanism 17c and the second shiftable spur gear pair V2c of the spur gear mechanism 17c are arranged in a common gear plane, i.e. the gear plane Z1 c.
The first shiftable spur gear pair V1c of the spur gear mechanism 17c has a first shift unit S1c with a first shift element S11 c. The first switching element S11c is provided for detachably connecting the first counter gear V12c to the first counter shaft 19 c. The first switching element S11c is arranged coaxially with the first countershaft 19 c. The second shiftable spur gear pair V2c of the spur gear mechanism 17c also has a second shift unit S2c with a second shift element S21 c. The second switching element S21c is provided for detachably connecting the second counter gear V22c to the second counter shaft 25 c. The second switching element S21c is arranged coaxially with the second sub-shaft 25 c.
Furthermore, the spur gear mechanism 17c has a driven member V3 c. The driven member V3c is constituted by a driven cylindrical gear pair. The driven member V3c has a first driven gear V31c, which is arranged coaxially with the first countershaft 19c of the spur gear transmission 17 c. The first driven gear V31c is disposed on the first countershaft 19 c. The first driven gear V31c is constituted by a fixed gear of the first sub-shaft 19 c. The first driven gear V31c is assigned to the first countershaft 19 c. In addition, the driven member V3c has a second driven gear V32c that is disposed coaxially with the second sub-shaft 25c of the spur gear transmission mechanism 17 c. The second driven gear V32c is disposed on the second countershaft 25 c. The second driven gear V32c is constituted by the fixed gear of the second sub-shaft 25 c. The second driven gear V32c is assigned to the second countershaft 25 c. Furthermore, the output member V3c of the spur gear mechanism 17c has a first input shaft gear V33c, which is arranged coaxially with the second input shaft 21c of the planetary gear mechanism 20 c. The first input shaft gear V33c is disposed on the second input shaft 21 c. The first input shaft gear V33c is constituted by a fixed gear of the second input shaft 21 c. The first driven gear V31c and the second driven gear V32c are directly meshed with the first input shaft gear V33c, respectively. The driven part V3c of the spur gear mechanism 17c is arranged in the second gear plane Z2 c.
Exactly two shiftable spur gear pairs V1c, V2c of the spur gear mechanism 17c are arranged in the torque flow upstream of the output part V3 c. The output part V3c forms the output part of the spur gear mechanism 17c for two shiftable spur gear pairs V1c, V2 c.
In addition, the electric drive unit 13c has a spur gear pair V4 c. The rotor 15c of the electric machine 14c is connectable to the second input shaft 21c of the planetary gear set 20c via a pair of cylindrical gears V4 c. The rotor 15c of the electric machine 14c is permanently connected to the second input shaft 21c of the planetary gear 20c via a cylindrical gear pair V4 c. The spur gear pair V4c of the electric drive unit 13c has a first spur gear V41c which is connected in a relatively non-rotatable manner to the rotor 15c of the electric motor 14 c. The first cylindrical gear V41c directly meshes with the first driven gear V31c of the driven member V3 c. However, it is also conceivable for the first spur gear V41c to mesh directly with the second driven gear V32c of the driven member V3c or with the first input shaft gear V33c of the driven member V3 c. The spur gear pair V4c of the electric drive unit 13c is also arranged in the second gear plane Z2 c.
The driven gear V31c of the first countershaft 19c and the driven gear V32c of the second countershaft 25c as well as the spur gear pair V4c of the electric drive unit 13c are all disposed in a gear plane Z2 c.
The planetary gear set 20c is arranged downstream of the driven part V3c in the torque flow. The planetary gear mechanism 20c has a second input shaft 21c and an output shaft 22 c. The planetary gear mechanism 20c is provided for transmitting the torque of the internal combustion engine 11c transmitted via the spur gear mechanism 17c and/or the torque from the electric motor 14c to the driven member.
Furthermore, the hybrid drive train 10c has an axle gear 23 c. The axle gear 23c is directly connected to the output shaft 22c of the planetary gear 20 c.
The planetary gear mechanism 20c and the axle gear mechanism 23c are arranged coaxially with each other. The properties of the planetary gear 20a and of the axle gear 23a mentioned in fig. 1 also apply to the planetary gear 20c or to the axle gear 23c shown in fig. 3.
The crankshaft 12c of the internal combustion engine 11c, the rotor 15c of the electric machine 14c and the second input shaft 21c of the planetary gear 20c are arranged axially parallel to one another, axially offset from one another. The crankshaft 12c of the internal combustion engine 11c, the first countershaft 19c of the spur gear transmission 17c, the second countershaft 19c of the spur gear transmission 17c, the rotor 15c of the electric machine 14c and the second input shaft 21c of the planetary gear transmission 20c are arranged axially parallel to one another, axially offset from one another.
Fig. 4 schematically shows a hybrid drive train 10d for a motor vehicle. The hybrid powertrain 10d has an internal combustion engine 11 d. Furthermore, the hybrid drive train 10d has an electric drive unit 13 d. The electric drive unit 13d has an electric motor 14d with a rotor 15 d. Furthermore, the electric machine 14d has a stator 16 d. The electric machine 14d is disposed on a side of the hybrid powertrain 10d facing the internal combustion engine 11 d. The hybrid powertrain 10d also has a multi-speed transmission. The hybrid drive train 10d has a spur gear mechanism 17 d. Furthermore, the hybrid drive train 10d has a planetary gear set 20 d.
The spur gear mechanism 17d has a first input shaft 18d and a first countershaft 19 d. The crankshaft 12d of the internal combustion engine 11d is connected to the first input shaft 18d in a relatively non-rotatable manner. The hybrid powertrain 10d has a torsional vibration damper 26d disposed between and connecting the input shaft 18d and the crankshaft 12 d. The torsional vibration damper 26d is arranged between the internal combustion engine 11d and the spur gear transmission 17d as viewed in the axial direction. Furthermore, the spur gear mechanism 17d has exactly two shiftable spur gear pairs V1d, V2d, specifically a first shiftable spur gear pair V1d and a second shiftable spur gear pair V2 d.
The first switchable spur gear pair V1d of the spur gear mechanism 17d has a first input shaft gear V11d, which is arranged coaxially with the first input shaft 18d of the spur gear mechanism 17 d. The first input shaft gear V11d is disposed on the first input shaft 18 d. The first input shaft gear V11d is constituted by a first fixed gear of the first input shaft 18 d. Furthermore, the first switchable spur gear pair V1d of the spur gear mechanism 17d has a first countershaft gear V12d, which is arranged coaxially with the first countershaft 19d of the spur gear mechanism 17 d. The first countershaft gear V12d is disposed on the first countershaft 19 d. The first counter gear V12d is formed of a floating gear of the first counter shaft 19 d. The first input shaft gear V11d directly meshes with the first counter gear V12 d. The first switchable spur gear pair V1d is arranged in a first gear plane Z1 d.
The second switchable spur gear pair V2d of the spur gear mechanism 17d has a second input shaft gear V21d, which is arranged coaxially with the first input shaft 18d of the spur gear mechanism 17 d. The second input shaft gear V21d is disposed on the first input shaft 18 d. The second input shaft gear V21d is constituted by the second fixed gear of the first input shaft 18 d. Furthermore, the second switchable spur gear pair V2d of the spur gear mechanism 17d has a second countershaft gear V22d, which is arranged coaxially with the first countershaft 19d of the spur gear mechanism 17 d. The second counter gear V22d is disposed on the first counter shaft 19 d. The second counter gear V22d is constituted by a floating gear of the first counter shaft 19 d. The second input shaft gear V21d directly meshes with the second counter gear V22 d. The second cylindrical gear pair V2d is disposed in a third gear plane Z3 d.
The first shiftable spur gear pair V1d of the spur gear mechanism 17d has a first shift unit S1d with a first shift element S11 d. The first switching element S11d is provided for detachably connecting the first counter gear V12d to the first counter shaft 19 d. The second shiftable spur gear pair V2d of the spur gear mechanism 17d also has a second shift unit S2d with a second shift element S21 d. The second switching element S21d is provided for detachably connecting the second sub-shaft gear V22d to the first sub-shaft 19 d. Further, the first switching element S11d and the second switching element S21d are arranged coaxially with the first sub-shaft 19 d.
Further, the spur gear transmission 17d has a driven member V3 d. The driven member V3d is constituted by a driven cylindrical gear pair. The driven member V3d has a first driven gear V31d, which is arranged coaxially with the first countershaft 19d of the spur gear transmission 17 d. The first driven gear V31d is disposed on the first sub-shaft 19 d. The first driven gear V31d is constituted by a third fixed gear of the first sub-shaft 19 d. Furthermore, the output member V3d of the spur gear mechanism 17d has a first input shaft gear V33d, which is arranged coaxially with the second input shaft 21d of the planetary gear mechanism 20 d. The first input shaft gear V33d is disposed on the second input shaft 21 d. The first input shaft gear V33d is constituted by a fixed gear of the second input shaft 21 d. The first driven gear V31d directly meshes with the first input shaft gear V33 d. The driven part V3d of the spur gear mechanism 17d is arranged in the second gear plane Z2 d.
Exactly two shiftable spur gear pairs V1d, V2d of the spur gear mechanism 17d are arranged in the torque flow upstream of the output part V3 d. The output part V3d forms the output part of the spur gear mechanism 17d for the two shiftable spur gear pairs V1d, V2 d.
Furthermore, the electric drive unit 13d has a spur gear pair V4 d. The rotor 15d of the electric machine 14d can be connected to the second input shaft 21d of the planetary gear 20d by means of the spur gear pair V4 d. The rotor 15d of the electric machine 14d is permanently connected to the second input shaft 21d of the planetary gear 20d via a spur gear pair V4 d. The spur gear pair V4d of the electric drive unit 13d is arranged in a third gear plane Z3 a.
The planetary gear set 20d is arranged downstream of the driven part V3d in the torque flow. The planetary gear mechanism 20d has a second input shaft 21d and an output shaft 22 d. The planetary gear mechanism 20d is provided for transmitting the torque of the internal combustion engine 11d transmitted via the spur gear mechanism 17d and/or the torque from the electric motor 14d to the driven member.
Furthermore, the hybrid drive train 10d has an axle gear 23 d. The axle gear 23d is directly connected to the output shaft 22d of the planetary gear 20 d.
The planetary gear mechanism 20d and the axle gear mechanism 23d are arranged coaxially with one another. The properties of the planetary gear 20a and of the axle gear 23a mentioned in fig. 1 also apply to the planetary gear 20d or to the axle gear 23d shown in fig. 4.
The crankshaft 12d of the internal combustion engine 11d, the rotor 15d of the electric machine 14d and the second input shaft 21d of the planetary gear 20d are arranged axially parallel to one another, axially offset from one another. The crankshaft 12d of the internal combustion engine 11d, the first countershaft 19d of the spur gear transmission 17d, the second countershaft 19d of the spur gear transmission 17d, the rotor 15d of the electric machine 14d and the second input shaft 21d of the planetary gear transmission 20d are arranged in an axially parallel, mutually axially offset manner with respect to one another.
List of reference numerals
10 hybrid powertrain
11 internal combustion engine
12 crankshaft
13 electric drive unit
14 electric machine
15 rotor
16 stator
17 cylindrical gear transmission mechanism
18 input shaft
19 auxiliary shaft
20 planetary gear transmission mechanism
21 input shaft
22 output shaft
23-axle transmission mechanism
24 disconnect clutch
25 auxiliary shaft
26 torsional vibration damper
27 axle shaft
28 half shaft
30 first ring gear
31 first planetary gear carrier
32 first sun gear
35 second ring gear
36 second planetary carrier
37 second sun gear
P1 first planetary gear set
P2 second planetary gear set
S1 first switching unit
S11 first switching element
S2 second switching unit
S21 second switching element
S3 third switching unit
S4 fourth switching unit
V1 first switchable spur gear pair
V11 input shaft gear
V12 countershaft gear
V2 second switchable cylindrical gear pair
V21 input shaft gear
V22 countershaft gear
V3 driven part
V31 first driven gear
V32 second driven gear
V33 first input shaft gear
V4 cylindrical gear pair
V41 cylindrical gear
V42 second input shaft gear
Z1 first gear plane
Z2 second gear plane
Z3 third gear plane
Z4 fourth gear plane

Claims (10)

1. A hybrid powertrain having:
-an internal combustion engine (11 a; 11 b; 11 c; 11d) comprising a crankshaft (12 a; 12 b; 12 c; 12 d);
-an electric drive unit (13 a; 13 b; 13 c; 13d) comprising an electric motor (14 a; 14 b; 14 c; 14d) with a rotor (15 a; 15 b; 15 c; 15d) and a stator (16 a; 16 b; 16 c; 16 d);
-a spur gear transmission (17 a; 17 b; 17 c; 17d) comprising a first input shaft (18 a; 18 b; 18 c; 18d), a first countershaft (19 a; 19 b; 19 c; 19d) and a driven member (V3 a; V3 b; V3 c; V3d), in particular a driven spur gear pair;
-a planetary gear transmission (20 a; 20 b; 20 c; 20d) comprising a second input shaft (21 a; 21 b; 21 c; 21d) and an output shaft (22 a; 22 b; 22 c; 22 d); and
an axle gear (23 a; 23 b; 23 c; 23d),
wherein a crankshaft (12 a; 12 b; 12 c; 12d) of the internal combustion engine (11 a; 11 b; 11 c; 11d) is connected or connectable in a relatively non-rotatable manner to a first input shaft (18 a; 18 b; 18 c; 18d),
wherein the electric drive unit (13 a; 13 b; 13 c; 13d) has a spur gear pair (V4 a; V4 b; V4 c; V4d) by means of which the rotor (15 a; 15 b; 15 c; 15d) of the electric machine (14 a; 14 b; 14 c; 14d) is connected to a second input shaft (21 a; 21 b; 21 c; 21d) of the planetary gear (20 a; 20 b; 20 c; 20d),
wherein, in relation to a first torque flow from the internal combustion engine (11 a; 11 b; 11 c; 11d) to the axle gear (23 a; 23 b; 23 c; 23d), the spur gear transmission (17 a; 17 b; 17 c; 17d) has exactly two switchable spur gear pairs (V1a, V2 a; V1b, V2 b; V1c, V2 c; V1d, V2d), in particular a first switchable spur gear pair (V1 a; V1 b; V1 c; V1d) and a second switchable spur gear pair (V2 a; V2 b; V2 c; V2d),
the planetary gear set (20 a; 20 b; 20 c; 20d) is characterized in that the first planetary gear set (P1a, P1b, P1c, P1d) of the planetary gear set (20 a; 20 b; 20 c; 20d) is arranged coaxially with the axle shaft (27 a; 28 a; 27 b; 28 b; 27 c; 28 c; 27 d; 28d) of the axle transmission (23 a; 23 b; 23 c; 23 d).
2. Hybrid drive train according to claim 1, characterized in that the first input shaft (18 a; 18 b; 18 c; 18d) of the spur gear transmission (17 a; 17 b; 17 c; 17d) is arranged coaxially with the crankshaft (12 a; 12 b; 12 c; 12d) of the internal combustion engine (11 a; 11 b; 11 c; 11 d).
3. Hybrid drive train according to claim 1 or 2, characterized in that the crankshaft (12 a; 12 b; 12 c; 12d) of the internal combustion engine (11 a; 11 b; 11 c; 11d), the rotor (15 a; 15 b; 15 c; 15d) of the electric machine (14 a; 14 b; 14 c; 14d), the first countershaft (19 a; 19 b; 19 c; 19d) and the second input shaft (21 a; 21 b; 21 c; 21d) of the planetary gear (20 a; 20 b; 20 c; 20d) are arranged parallel to each other and offset from each other.
4. Hybrid powertrain according to one of the preceding claims, characterized in that the first planetary gear set (P1a, P1b, P1c, P1d) is arranged radially around the axle gear (23 a; 23 b; 23 c; 23d) and at least partially overlaps the axle gear in the axial direction.
5. Hybrid drivetrain according to one of the preceding claims, characterized in that at least one separating clutch (24a) is provided, which is provided for the rotationally fixed connection of the crankshaft (12a) of the internal combustion engine (11a) to the first input shaft (18a) of the spur gear transmission (17a), wherein the separating clutch (24a) is arranged coaxially with the crankshaft (12a) of the internal combustion engine (11a) and the spur gear transmission (17a) is arranged, viewed in the axial direction, between the internal combustion engine (11a) and the separating clutch (24 a).
6. Hybrid drive train according to one of the preceding claims, characterized in that the first switchable spur gear pair (V1 b; V1c) of the spur gear transmission (17 b; 17c) comprises a first countershaft gear (V12 b; V12c) arranged coaxially with the first countershaft (19 b; 19c) of the spur gear transmission (17 b; 17c), and the second switchable spur gear pair (V2 b; V2c) of the spur gear transmission (17 b; 17c) comprises a second countershaft gear (V22 b; V22c) arranged coaxially with the second countershaft (25 b; 25c) of the spur gear transmission (17 b; 17c), wherein the first countershaft (19 b; 19c), the second countershaft (25 b; 25c) and the crankshaft (12 b; 12c) are arranged axially parallel to one another.
7. Hybrid drivetrain according to one of the preceding claims, characterized in that the first switchable spur gear pair (V1c) of the spur gear transmission (17c) and the second switchable spur gear pair (V2c) of the spur gear transmission (17c) are arranged in a gear plane (Z1c), and the output gear (V31c) of the first countershaft (19c), the output gear (V32c) of the second countershaft (25c) and the spur gear pair (V4c) of the electric drive unit (13c) are arranged in a gear plane (Z2 c).
8. Hybrid drive train according to at least one of claims 1 to 5, characterized in that the first switchable spur gear pair (V1 a; V1d) of the spur gear transmission (17 a; 17d) has a first countershaft gear (V12 a; V12d) arranged coaxially with the first countershaft (19 a; 19d) of the spur gear transmission (17 a; 17d), and in that the second switchable spur gear pair (V2 a; V2d) of the spur gear transmission (17 a; 17d) has a second countershaft gear (V22 a; V22d) arranged coaxially with the first countershaft (19 a; 19d) of the spur gear transmission (17 a; 17 d).
9. Hybrid drive train according to one of the preceding claims, characterized in that the internal combustion engine (11 a; 11 b; 11 c; 11d), the spur gear transmission (17 a; 17 b; 17 c; 17d), the planetary gear transmission (20 a; 20 b; 20 c; 20d) and the axle transmission (23 a; 23 b; 23 c; 23d) are arranged in this order with respect to the first torque flow, and the electric machine (14 a; 14 b; 14 c; 14d), the planetary gear transmission (20 a; 20 b; 20 c; 20d) and the axle transmission (23 a; 23 b; 23 c; 23d) are arranged in this order with respect to the second torque flow from the electric machine (14 a; 14 b; 14 c; 14d) towards the axle transmission (23 a; 23 b; 23 c; 23 d).
10. Hybrid drive train according to one of the preceding claims, characterized in that the elements of the planetary gear (20 a; 20 b; 20 c; 20d) are connected in a rotationally fixed manner to the differential housing of the axle gear (23 a; 23 b; 23 c; 23 d).
CN201980042997.8A 2018-06-26 2019-06-17 Hybrid powertrain Active CN112384398B (en)

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