CN114616115A

CN114616115A - Hybrid drive, drive train arrangement and method for controlling such a drive train arrangement

Info

Publication number: CN114616115A
Application number: CN201980102021.5A
Authority: CN
Inventors: J·豪普特; T·加斯曼; D·格特; M·韦克豪森
Original assignee: GKN Driveline International GmbH
Current assignee: GKN Driveline International GmbH
Priority date: 2019-11-07
Filing date: 2019-11-07
Publication date: 2022-06-10
Also published as: WO2021089166A1; JP2023500356A; JP7379696B2

Abstract

The invention relates to a hybrid drive for a drive shaft of a motor vehicle, comprising: an internal combustion engine (3); a motor (4); a transmission device (5) having a reduction gear (6) and a differential (7); and a coupling (8) controllable by an actuator (9); wherein the speed reducer (6) has: an input member (11) permanently rotationally rigidly connected to the internal combustion engine (3) and the electric machine (4) and arranged coaxially therewith; an output member (12) arranged coaxially with the differential carrier (14) of the differential (7) and in driving connection therewith; and at most three intermediate members (24, 25, 26) for torque transmission between the input member (11) and the output member (12), wherein the transmission ratio (iges) between the input member (1) and the differential carrier (14) is fixed. The invention further relates to a drive train device with such a hybrid drive and to a corresponding method for controlling the same.

Description

Hybrid drive, drive train arrangement and method for controlling such a drive train arrangement

Technical Field

The present invention relates to a hybrid drive for a drive shaft of a motor vehicle, a drive train arrangement with a plurality of drive shafts, one of which can be driven by such a hybrid drive, and a method for controlling such a drive train arrangement.

Background

A hybrid drive with an internal combustion engine and an electric motor is known from US 2008/0223635 a 1. The electric motor is arranged between the gear train and one of the two driven gears of the motor vehicle, to be precise in a parallel orientation with respect to the internal combustion engine and in a coaxial orientation with respect to the differential. The electric motor is connected with a differential shell of the differential through a speed change gear. For this purpose, an intermediate shaft is provided, which is in driving connection with the electric motor via a first gear. The second gear of the intermediate shaft meshes with a ring gear which is fixedly connected with the differential case.

A drive device having an electric motor and a differential for driving a drive shaft of a motor vehicle is known from WO 2011064364 a 1. A coupling is arranged in the drive train between the electric motor and the differential, which coupling can be controlled by the actuator in order to optionally transmit torque or interrupt the transmission of torque. The sensor is provided for determining a plurality of switching positions of the switching coupling.

DE 102015118759 a1 discloses a drive train arrangement for a motor vehicle, which has a first drive train for driving a first drive shaft and a second drive train for driving a second drive shaft. The first drive train includes a first drive unit, an axle differential, and two half-shafts. The second drive train comprises a second drive unit in the form of an electric machine, a shaft differential, a coupling and two half shafts. The first drive train and the second drive train are mechanically isolated from each other. The control unit is arranged to control the motor and the coupling in dependence on the rotational speed of the first drive shaft and the second drive shaft.

Disclosure of Invention

The object of the present invention is to provide a hybrid drive for a drive shaft of a motor vehicle, which can be used in different operating modes and which has a simple and compact design. The object is further to provide a drive train arrangement having two drive shafts, which can be operated in different operating modes with such a hybrid drive. Furthermore, a method for controlling such a hybrid drive or drive train device should be proposed.

As a solution, a hybrid drive for a drive shaft of a motor vehicle is proposed, comprising: an internal combustion engine; a motor; a transmission device which can be driven in rotation by the internal combustion engine and the electric machine and which has a reduction gear in order to convert the induced rotational movement into a low speed and a differential in order to distribute the induced rotational movement to the two outputs; and a coupling which can be controlled by the actuator and is designed to selectively transmit torque to the drive shaft or to interrupt the transmission of torque; wherein, the reduction gear has: an input member permanently rotationally rigidly connected with the internal combustion engine and the electric machine; an output member disposed coaxially with the differential carrier of the differential and in driving connection therewith without a gear ratio; and at most three intermediate members for torque transmission between the input member and the output member, wherein a gear ratio (iges) between the input member and the differential carrier is fixed, and wherein the input members of the internal combustion engine, the electric motor and the reduction gear are arranged coaxially with one another.

The advantage of the hybrid drive is that it has a simple and compact construction with a rotationally rigid connection between the internal combustion engine and the electric machine and a limited number of transmission components of the reduction gear. In the context of the present disclosure, a "permanently rotationally rigid connection" is to be understood in particular to mean that the internal combustion engine and the electric machine are permanently coupled to one another in terms of drive, i.e. cannot be decoupled from one another. The two machines always rotate in a fixed relationship to each other. The transmission ratio of the transmission input member relative to the transmission output member or a differential carrier drivingly connected thereto is also fixed. It goes without saying that this relates to a closed coupling state, as long as it is arranged in the power path mentioned. The motor shafts of the electric machine and of the internal combustion engine and the differential carrier thus always rotate relative to one another at a fixed rotational speed ratio with the coupling closed.

The advantageously different functions of the hybrid drive are obtained in cooperation with a coupling arranged in the drive train. The hybrid drive can be operated, for example, in a parallel mode, in which the two machines jointly drive the drive shaft with the coupling closed. Furthermore, the device can be operated in series mode in connection with a further electric drive shaft, wherein the hybrid drive generates electrical energy in the open coupling, which electrical energy is then used by means of a further electric motor for driving the further drive shaft. Even in the case of stationary vehicles, the device can generate an electric current with the coupling open (generator mode), or charge a battery connected to the electric machine. Conversely, the internal combustion engine can be started by the electric machine (motor mode). Furthermore, point-of-load boosting (also referred to as "Boost") is possible.

According to one possible embodiment, the internal combustion engine, the electric machine and the input member of the retarder can be arranged coaxially to one another. The two machines can be connected to the transmission input member by a direct rotationally fixed connection, for example by means of a plug-in toothing or a plug-in sleeve, or by an indirect rotationally fixed connection, for example by means of a pinion. In the case of a direct anti-rotation connection, the rotation ratio between the two motor shafts is 1: 1. the electric machine and the internal combustion engine can be arranged on the same or on opposite sides with respect to the transmission input member.

According to one embodiment, the axis of rotation of the input member and the axis of rotation of the output member can be arranged parallel to each other. In particular, the input member of the reduction gear can be a transmission shaft to which the drive wheels are connected or connectable in a rotationally fixed manner. The drive wheel is drivingly connected to the output member via at most three intermediate members, wherein a fixed transmission ratio is provided between the input and the output. The transmission ratio between the input member and the output member or the differential connected thereto can be, for example, between 3.0 and 4.0. In the present disclosure, a component, such as a gear, a shaft and/or a traction means, which is arranged between the input component and the output component for torque transmission in a power path with a fixed transmission ratio, is understood to be an intermediate component, wherein no further transmission ratio is provided between the output component and the differential carrier.

According to one possible embodiment, the reduction gear can be designed as a gear mechanism. For this purpose, an intermediate shaft with two intermediate gears is provided between the transmission shaft and the differential, one of the intermediate gears meshing with the drive wheels and the other intermediate gear meshing with the ring gear of the output member. Here, the two intermediate gears and the intermediate shaft constitute the mentioned at most three intermediate members. The axis of rotation of the intermediate shaft can run parallel to the axis of rotation of the input member or parallel to the axis of rotation of the output member. In this case, the gears of the reduction gear are designed as spur gears, which can have, in particular, a helical toothing. It goes without saying that the wheel base and the number of teeth depend on the installation space ratios and technical presets and can be adapted accordingly as required. The rotational axes of the input member, the intermediate shaft and the output member can be arranged, for example, such that the ratio (V) of the wheelbase formed between the output member and the intermediate shaft to the wheelbase formed between the input shaft and the intermediate shaft is between 1.4 and 1.7. Furthermore, the first gear ratio (i 1) of the first gear pair can be between 1.0 and 1.2, and the second gear ratio (i 2) of the second gear pair between 3 and 3.3, resulting in a gear ratio of approximately 3 to 4 between the transmission input member and the differential carrier as a whole. It goes without saying, however, that the reduction gear instead of the gear mechanism can also be designed as a traction means drive, which has a toothed belt or chain as traction means. In this case, only one intermediate element, i.e., the traction means, is arranged between the input element and the output element or differential carrier.

According to one embodiment, the machine can be designed in terms of power as follows: the internal combustion engine can have a maximum power of less than 80 kW; the motor can have a maximum power of less than 60 kW, in particular less than 50 kW; and/or the maximum power of the internal combustion engine can be less than 1.3 times, in particular less than 1.2 times, the maximum rotational speed of the electric machine.

The rotational speed of the machine can be designed, for example, as follows: the internal combustion engine can have a maximum rotational speed of less than 5500 revolutions per minute; the motor can have a maximum rotational speed of less than 6500 revolutions per minute; and/or the maximum rotational speed of the electric machine can be less than 1.3 times, in particular less than 1.2 times, the maximum rotational speed of the internal combustion engine.

The electric machine can have a motor shaft in the form of a hollow shaft, which is then connected in a rotationally fixed manner to an end section of the transmission shaft. In addition, the electric machine can have a pendulum mass for storing kinetic energy, wherein the pendulum mass is connected to the motor shaft in a rotationally fixed manner.

The coupling is preferably designed as a form-fitting coupling which is of simple and compact design, wherein a friction coupling is also possible in principle. According to one possible embodiment, a coupling is effectively arranged between the output member of the reduction gear and the differential carrier. Torque is transmitted from the output member to the differential carrier in the closed state of the coupling and torque transmission is interrupted in the open state of the coupling, thereby decoupling the two machines from the axle. It goes without saying that the coupling can also be arranged in the power path at other locations between the transmission input member and the drive shaft, for example between the input shaft and the countershaft or at the countershaft or between one of the side gears of the differential and the associated axle shaft.

According to one embodiment, the output element of the reduction gear can be fixedly connected to a differential housing, which is rotatably mounted in a stationary housing. The differential carrier can be arranged coaxially in the differential housing and is rotatably supported relative to the differential housing. The differential has, in particular, a first differential output for driving a first axle shaft and a second differential output for driving a second axle shaft, wherein the two outputs have a compensating effect on one another.

The above-mentioned object is further achieved by a drive train arrangement for a motor vehicle, comprising: a primary drive shaft which is rotatably driven by a primary motor as a primary driver; a secondary drive shaft with a hybrid drive, which is designed according to one or more of the above-mentioned embodiments; and wherein the primary drive shaft and the secondary drive shaft are mechanically isolated from each other; a storage device for storing electrical energy, wherein the storage device is electrically connected to the primary electric machine and to the electric machine of the hybrid drive; and a control unit (ECU) for controlling the primary motor and the hybrid drive device.

The drive train arrangement accordingly has the same advantages as the hybrid drive arrangement, so that reference is made to the above description in an omitted manner. All features described in connection with the hybrid drive can be implemented in the drive train arrangement. The electric machines convert energy and can operate as motors or generators. In motoring mode, the electric machine converts electrical energy into mechanical energy, so that a drive shaft of the motor vehicle or the internal combustion engine can be driven. In generator operation, the electric machine converts mechanical energy into electrical energy, which can then be stored in a battery. According to one possible embodiment, the maximum power of the primary motor can be greater than the maximum power of at least one of the machines of the hybrid drive, but is not limited thereto.

The method according to the invention for controlling the drive train device mentioned can comprise the following steps: opening the coupling; operating the electric machine of the hybrid drive in a generator mode, wherein the internal combustion engine drives the electric machine with the coupling open, so that the electric machine converts the mechanical energy caused by the internal combustion engine into electrical energy; and stores the generated electrical energy in a storage device or delivers the generated electrical energy to the first drive unit.

In this operating mode, the battery can be charged by means of the internal combustion engine, and this mode can therefore also be referred to as charging mode ("charge mode"). The charging of the battery can be carried out in the case of a stationary vehicle. The additional electrical energy thus results in an extended range for purely electric driving ("range extender"). For this purpose, the electrical energy can be used at a later point in time for emission-free driving with the internal combustion engine switched off by means of the primary electric drive ("series mode") or for short-term power boosting by means of the hybrid drive ("boost"). The two motors are thus able to access the electrical storage device on demand. The main drive is formed by a powerful electric drive which drives the primary drive shaft.

According to another method embodiment, which is carried out with an open coupling, the electric machine can drive the internal combustion engine in the motor mode for a short time in order to start the internal combustion engine from a standstill ("ICE start").

In a further operating mode, the coupling can be closed, the electric machine and the internal combustion engine can be switched off, and the electric machine of the hybrid drive can be operated in the motor mode in order to convert electrical energy from the storage device into mechanical energy. In this case, the electric machine and the internal combustion engine together drive the transmission input element or the associated drive shaft. The drive of the secondary drive shaft by means of the hybrid drive can be performed in parallel with the drive of the primary drive shaft by means of the primary electric motor. In this connection, this mode is also referred to as parallel operating mode. In this case, a load point shifting of the internal combustion engine into a range with higher efficiency can be achieved by means of the coupling of the electric machine and the internal combustion engine. According to another possible method embodiment, the coupling can be closed, the two electric machines can be switched off, and the second drive shaft can be driven exclusively by the internal combustion engine.

Drawings

Preferred embodiments are explained below with reference to the drawings. In this respect it is shown that:

figure 1 shows a hybrid drive for a drive shaft of a motor vehicle in a longitudinal section according to section line I-I from figure 2,

figure 2 shows the hybrid drive from figure 1 in an axial view,

fig. 3 schematically shows a drive train arrangement of a motor vehicle having a hybrid drive according to fig. 1 and 2.

Detailed Description

Fig. 1 and 2, which are explained next together, show a hybrid drive 2 for a drive shaft of a motor vehicle. The motor vehicle can have a primary drive shaft driven by a primary motor and a secondary drive shaft that can be equipped with the hybrid drive 2.

The hybrid drive device 2 includes an internal combustion engine 3, an electric motor 4, and a transmission device 5. The two machines 3, 4 can be designed, for example, such that the internal combustion engine 3 has a maximum power of less than 80 kW and/or a maximum rotational speed of less than 5500 revolutions per minute. The electric machine 4 can have a maximum power of less than 60 kW, in particular less than 50 kW, and a maximum rotational speed of less than 6500 revolutions per minute. The maximum power P3 of the internal combustion engine 3 can be less than 1.3 times, in particular less than 1.2 times, the maximum power P4 of the electric machine. The maximum speed n4 of the electric machine 4 can be less than 1.3 times, in particular less than 1.2 times, the maximum speed n3 of the internal combustion engine 3.

The transmission device 5 includes: a reducer 6 designed to transform the rotary motion induced by the machines 3, 4 into a low speed; and a differential 7 located at the rear in the power path, which is designed to distribute the rotational movement caused by the reduction gear to the two

outputs

33, 34. Furthermore, a coupling 8 is provided, which can be controlled by an actuator 9 and is designed to selectively transmit torque to the drive shaft or to interrupt the transmission of torque.

The speed reducer 6 has: an input member 11, which is permanently connected in a rotationally rigid manner both to the internal combustion engine 3 and also to the electric machine 4; an output member 12 arranged coaxially with and in driving connection with the differential 7; and a plurality of intermediate members 13 for torque transmission between the input member 11 and the output member 12. The overall transmission ratio (iges) between the input member 11 and the output member 12, or the differential carrier 14 connected thereto via the coupling 8 in this case, is fixed and can be, for example, between 3.0 and 4.0, without being limited thereto.

The internal combustion engine 3 (of which only the motor shaft 15 is currently shown), the electric machine 4 and the input member 11 of the reduction gear are arranged coaxially with one another, without being restricted thereto. The input member 11 is designed in the form of an input shaft, which can also be referred to as transmission shaft. The input shaft 11 is mounted rotatably about a first rotational axis a11 in a stationary housing 18 by means of bearing means 16, 17. The motor shaft 15 of the internal combustion engine 3 and the motor shaft 19 of the electric machine 4 are permanently connected in a rotationally rigid manner to the input shaft 11. For this purpose, the

motor shafts

15, 19 are connected in a rotationally fixed manner to the input shaft 11 at

opposite end sections

21, 22 thereof, in particular by means of shaft meshes (splines). At least the motor shaft 19 of the electric machine 4 is designed in the form of a hollow shaft, which is then non-rotatably mounted on an end section 22 of the transmission shaft 11. It goes without saying that the

motor shafts

15, 19 can also be connected to the input shaft 11 with a fixed rotation ratio by means of intermediate connecting elements. The electric machine 4 can optionally have a rotator sensor wheel 10 for detecting the rotational position, which can be connected in a rotationally fixed manner to the other end of the motor shaft 19.

In the present embodiment, the reduction gear unit 5 is designed as a gear mechanism, wherein other transmission types, such as a belt drive, are also possible. The transmission 5 comprises, in addition to the transmission input shaft 11 with the drive wheels 23 connected thereto, an intermediate shaft 24 with a first intermediate gear 25 engaging with the drive wheels 23 and a second intermediate gear 26 engaging with the output wheel 12. The two

intermediate gears

25, 26 are connected in a rotationally fixed manner to the intermediate shaft 24. This connection can be realized by a form-locking connection, for example by means of a splined connection, or by a material-locking connection, for example a welded connection. The intermediate shaft 24 is rotatably mounted in the housing 18 by means of the bearing means 27, 28 about a rotational axis a24 which runs parallel to the rotational axis a11 of the input shaft 11 and parallel to the rotational axis a7 of the differential 7.

By providing only three intermediate members (24, 25, 26) that perform torque transmission between the drive wheel 23 and the output member 12, a particularly compact construction of the device is obtained. This is further facilitated by the following: the first gear set 23, 25 and the second gear set 26, 12 are then arranged axially adjacent to one another.

Gears

23, 25 of the reducer 5; 26. 12 can be designed as spur gears with helical tooth engagement. The output member 12 can include a ring gear 20 in meshing engagement with an intermediate gear 26.

The specific design of the wheel base, the gears or the number of teeth depends on the technical requirements and the installation space ratio. The transmission ratio (i 1) of the

first gear pair

23, 25 can be between 1 and 1.2, for example, and the second transmission ratio (i 2) of the

second gear pair

26, 12 between 3 and 3.3. Thus, overall, a transmission ratio of approximately 3 to 4 between the transmission input member 11 and the differential carrier 14 is obtained. As can be seen in particular in fig. 2, a first distance B1 is formed between the rotational axis a11 of the input shaft 11 and the rotational axis a24 of the intermediate shaft 24. A second axial distance B2 is formed between the rotational axes a24, a12 of the intermediate shaft 24 and the ring gear 20. The distance ratio V of the second distance B2 relative to the first distance B1 can be, for example, between 1.4 and 1.7 (1.4 < B2/B1 < 1.7).

The ring gear 20 is fixedly connected to a differential housing 27, which is mounted in the housing 18 so as to be rotatable about an axis of rotation a7 by means of bearing means 28, 29. The connection between the ring gear 20 and the differential housing 27 is in the present case a welded connection, wherein other connection means, such as a screw connection, are likewise possible. The differential housing 27 can comprise two housing parts which each have a flange section in the region of their opening, with which they are inserted into a corresponding receptacle of the ring gear 20 and connected thereto.

In the differential housing 27, a differential carrier 14 is rotatably mounted about an axis of rotation a7, which distributes the resulting rotational movement to a first differential output 33 for driving a first axle shaft and a second differential output 34 for driving a second axle shaft. In particular, a journal 30 can be received in the differential carrier 14, on which journal two differential gears 32 are rotatably mounted about a journal axis. The differential gear 32 is in meshing engagement with the first and second

differential outputs

33, 34, which are arranged coaxially with the axis of rotation a 7. The two

differential outputs

33, 34 are designed in the form of side gears and can have a shaft engagement for rotationally fixed connection to an associated axle shaft (not shown here). The two side gears 33, 34 can be supported in the axial direction with respect to the differential case 27 by friction-reducing sliding disks.

The coupling 8 is designed as a form-locking coupling, in particular as a tooth coupling, wherein other types of couplings, for example friction couplings, are likewise conceivable. The coupling 8 comprises a first coupling part 36, which is fixedly connected to the differential carrier 14 and is in particular designed in one piece, and a second coupling part 37, which is axially movable relative to the first coupling part 36 and is connected in a rotationally fixed manner to the differential housing 27. The second coupling part 37 can be engaged in the first coupling part 36 for torque transmission, wherein a form-locking connection occurs between the two coupling parts. The torque transmission can be interrupted again by renewed disconnection of the second coupling 37. The first coupling 36 has a ring gear as a form-locking means, which is integrally formed at the end face of the differential carrier 14. Accordingly, the second coupling member 37 has a symmetrical ring gear disposed within the differential case 27. Furthermore, the second coupling part 37 has a plurality of axial projections 38 distributed over the circumferential extent, which project through corresponding through-openings of the differential housing 27. By actuating the actuator 9 accordingly, the second coupling part 37 can be moved axially relative to the first coupling part 36, wherein a torque transmission from the ring gear 20 to the differential carrier 14 is established in the engaged state and is interrupted in the disengaged state.

The actuator 9 comprises an electromagnet 39 and a magnetic piston 40. When the electromagnet 39 is energized, the magnetic piston 40 is loaded in the direction of the coupling 8, so that the coupling is closed. At the second coupling part 37, a sensor disk 35 is fastened, which interacts with a sensor (not shown) in order to be able to detect the switching position of the coupling 8. A return spring is arranged between the differential case 27 and the sensor disc 35. If the electrodynamic magnet 39 is switched off, the second coupling part 37 is moved into its starting position, so that the coupling 8 is opened again.

The differential case 27 has a first sleeve projection 42 and a second sleeve projection 43, which are rotatably supported in the transmission case 7 by the bearings 26, 27. Half shafts, not shown, can be inserted through the

sleeve projections

42, 43 and are each connected at their inner ends to the associated

side gear

33, 34.

Fig. 2 shows a schematic representation of a drive train arrangement 44 according to the invention with a hybrid drive 2 according to the invention according to fig. 1. The drive train arrangement 44 comprises a first drive train 45 with a first drive shaft 46 and a second drive train 47 with a second drive shaft 48.

The first drive train 45 can be driven by a first drive unit 49, which comprises an electric machine 51 with a downstream transmission device 50, by means of which a motor torque is converted into a drive torque or a motor speed into a drive rotational speed. The second drive train 47 can be driven by a hybrid drive 2, which can be designed in terms of construction according to fig. 1. Furthermore, a storage device 52 for storing electrical energy is provided, which is electrically connected both to the first electric motor 51 and also to the electric motor 3 of the hybrid drive 2, and a control unit 53 is provided for controlling the first drive unit 49 and the second drive unit 3, 4.

It can be seen that the first drive shaft 46 forms the rear axle of the motor vehicle and the second drive shaft 48 forms the front axle of the motor vehicle, wherein the opposite arrangement is also possible. The two

drive trains

45, 47 are mechanically isolated from one another, i.e. no force transmission exists between the two drive trains. The first drive unit 49 serves for the sole mechanical drive of the first drive shaft 46, while the hybrid drive 2 serves for the sole mechanical drive of the second drive shaft 6.

Provision is made for the first drive unit 49 for the first drive shaft to be more powerful than at least one or both of the drive units 3, 4 of the hybrid drive 2. In this connection, the first drive unit 49 is also referred to as primary drive unit and the first drive shaft is correspondingly referred to as primary drive shaft, while the second drive unit 3, 4 or the second drive shaft 48 can be correspondingly referred to as secondary drive unit or drive shaft. According to one possible embodiment, the electric motor 51 of the primary drive unit 49 can have a maximum power of more than 60 kW, in particular more than 70 kW, while the electric motor 4 of the hybrid drive 2 can have a maximum power of less than 60 kW, in particular less than 50 kW.

The transmission device 50 of the primary drive shaft 46 comprises a reduction gear 54 for converting the rotational movement caused by the electric motor 51 into a low speed and a differential 55 at the rear. The resulting torque is distributed by the differential 55 to the two side gears 56, 57 and is transmitted to the

half shafts

58, 59 drivingly connected thereto. At the ends of the

half shafts

58, 59 there are synchronous rotary joints which enable torque to be transmitted to the

wheels

60, 61 in the event of angular movement.

The secondary drive shaft 48 is similarly constructed. The torque caused by the closed coupling 8 is transmitted by the differential 7 to the two side gears 33, 34. The respective output shafts 62, 63 are inserted in a rotationally fixed manner for torque transmission into the shaft engaging structure of the side gear. The output shafts 62, 63 are connected via associated

axle shafts

64, 65 to a synchronous universal joint for transmitting torque to the

gears

66, 67 of the secondary drive shaft 48.

The drive train arrangement 44 with the primary electric drive 49 and the secondary hybrid drive 2 advantageously allows a plurality of operating modes. The hybrid drive 2 can be operated, for example, in a parallel mode, in which the two machines 3, 4 jointly drive the secondary drive shaft 48 with the coupling 8 closed. Furthermore, the

drive

2, 49 can be operated in series mode, wherein the hybrid drive 2 generates electrical energy with the coupling 8 open, which electrical energy is then used to drive the primary drive shaft 46 by means of the primary electric motor 49. Even in the case of a stationary vehicle, the hybrid drive 2 can generate electrical energy with the coupling 8 open (generator mode), or charge the storage device 52. Conversely, the internal combustion engine 3 can be started by the electric machine 4 (motor mode). Furthermore, an increase in the load point is possible, in which case the internal combustion engine 3 is operated by means of the electric machine 4 in a power range with a higher efficiency.

The hybrid drive 2, in which the internal combustion engine 3 and the electric machine 4 act on the common transmission input shaft 11, provides a high output overall with a simultaneously compact and simple design. The above-described operational possibilities result in cooperation with the primary drive shaft 46.

List of reference numbers:

2 hybrid drive device

3 internal combustion engine

4 electric machine

5 Transmission device

6 speed reducer

7 differential mechanism

8 coupler

9 actuator

10 sensing wheel

11 input member

12 output member

13 intermediate member

14 differential carrier

15 Motor shaft

16 bearing

17 bearing

18 casing

19 Motor shaft

20 Ring gear

21. 22 end section

23 driving wheel

24 intermediate shaft

25 first intermediate gear

26 second intermediate gear

27 differential case

28. 29 support device

29 support device

30 pin

32 differential gear

33. 34 side gear

35 sensor disc

36 first coupling member

37 second coupling member

38 projection

39 electrodynamic magnet

40 magnetic piston

41

42 sleeve lug

43 sleeve nose

44 drive train device

45 first drive train

46 first drive shaft

47 second drive train

48 second drive shaft

49 first drive unit

50 speed changer device

51 primary motor

52 storage device

53 control unit

54 speed reducer

55 differential mechanism

56. 57 side gear

58. 59 half shaft

60 wheel

61 wheel

62. 63 output shaft

64. 65 half shaft

66. 67 wheel

Axis of rotation A

i transmission ratio

n number of revolutions

P power.

Claims

1. Hybrid drive device for a drive shaft of a motor vehicle, comprising:

an internal combustion engine (3);

a motor (4);

a transmission device (5) which can be driven in rotation by the internal combustion engine (3) and the electric machine (4) and which has a reduction gear (6) in order to convert the induced rotational movement into a low speed and a differential (7) in order to distribute the induced rotational movement to the two outputs (33, 34);

and a coupling (8) which can be controlled by an actuator (9) and is designed to selectively transmit torque to the drive shaft or to interrupt torque transmission;

it is characterized in that the preparation method is characterized in that,

the speed reducer (6) has: an input member (11) permanently rotationally rigidly connected with the internal combustion engine (3) and the electric machine (4); an output member (12) arranged coaxially with a differential carrier (14) of the differential (7) and in driving connection therewith without a transmission ratio; and at most three intermediate members (24, 25, 26) for torque transfer between the input member (11) and the output member (12),

wherein the transmission ratio (iges) between the input member (1) and the differential carrier (14) is fixed, and

wherein the internal combustion engine (3), the electric machine (4) and an input member (11) of the speed reducer (6) are coaxially arranged with respect to each other.

2. The hybrid drive unit of claim 1,

it is characterized in that the preparation method is characterized in that,

the transmission ratio (iges) between the input member (1) and the differential carrier (14) is between 3.0 and 4.0.

3. Hybrid drive unit according to claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

the axis of rotation (A11) of the input member (11) and the axis of rotation (A7) of the output member (12) are arranged parallel to each other.

4. The hybrid drive unit according to any one of claims 1 to 3,

it is characterized in that the preparation method is characterized in that,

the input member (11) of the retarder (6) is a transmission shaft to which drive wheels (23) are connected, and

the output member (12) of the reducer (6) comprises a ring gear (20),

wherein the reduction gear (6) furthermore has an intermediate shaft (24) with a first intermediate gear (25) which meshes with a drive wheel (23) of the transmission shaft and with a second intermediate gear (26) which meshes with the ring gear (20),

wherein the axis of rotation of the intermediate shaft (A24) runs parallel to the axis of rotation (A11) of the input member (11) and of the output member (12).

5. The hybrid drive of claim 4,

it is characterized in that the preparation method is characterized in that,

a first axial distance (B1) is formed between the rotational axis (A11) of the input member (11) and the rotational axis (A24) of the intermediate shaft (A24), and,

a second axial distance (B2) between the rotational axis (A24) of the intermediate shaft (A24) and the rotational axis (A12) of the output member (12),

wherein a ratio (V) between the second wheelbase (B2) and the first wheelbase (B1) is between 1.4 and 1.7.

6. The hybrid drive unit according to any one of claims 1 to 5,

it is characterized in that the preparation method is characterized in that,

at least one of the following is applicable:

the internal combustion engine (3) has a maximum power (P3) of less than 80 kW;

the electric machine (4) has a maximum power (P4) of less than 60 kW, in particular less than 50 kW;

the maximum power (P3) of the internal combustion engine (3) is less than 1.3 times, in particular less than 1.2 times, the maximum power (P4) of the electric machine (4).

7. The hybrid drive unit according to any one of claims 1 to 6,

it is characterized in that the preparation method is characterized in that,

at least one of the following is applicable:

the internal combustion engine (3) has a maximum rotational speed (n 3) of less than 5500 revolutions per minute;

the electric motor (4) has a maximum rotational speed (n 4) of less than 6500 revolutions per minute;

the maximum rotational speed (n 4) of the electric machine (4) is less than 1.3 times, in particular less than 1.2 times, the maximum rotational speed (n 3) of the internal combustion engine (3).

8. The hybrid drive unit according to any one of claims 1 to 7,

it is characterized in that the preparation method is characterized in that,

the motor shaft (19) of the electric machine (4) is designed as a hollow shaft, which is then connected in a rotationally fixed manner to an end section of the transmission shaft.

9. The hybrid drive unit according to any one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

the coupling (8) is arranged effectively between an output member (12) of the reduction gear (6) and the differential carrier (14), wherein in the closed state of the coupling (8) a torque is transmitted from the output member (12) to the differential carrier (14), and in the open state of the coupling (8) the torque transmission is interrupted.

10. The hybrid drive of any one of claims 1 to 9,

it is characterized in that the preparation method is characterized in that,

the output member (12) of the reduction gear (6) is fixedly connected to a differential housing (27), wherein the differential housing (27) is rotatably mounted in a stationary housing (18), and wherein the differential carrier (14) is rotatably mounted in the differential housing (27).

11. Drive train arrangement for a motor vehicle, comprising:

a primary drive shaft (46) which can be driven in a rotating manner by a primary motor (49) as a primary drive;

a secondary drive shaft (48) having a hybrid drive device (2) according to one of claims 1 to 10,

wherein the primary drive shaft (46) and the secondary drive shaft (48) are mechanically spaced from each other;

-a storage device (52) for storing electric energy, wherein the storage device (52) is electrically connected to the primary electric machine (49) and to the electric machine (4) of the hybrid drive (2); and

a control unit (53) for controlling the primary motor (49) and the hybrid drive (2).

12. Method for controlling a drive train arrangement according to claim 11,

the control is carried out in such a way that,

such that the coupling (8) is open and the internal combustion engine (3) drives the electric machine (4) with the coupling (8) open,

wherein the electric machine (4) is operated in generator mode and converts mechanical energy caused by the internal combustion engine (3) into electrical energy, and

the electrical energy is stored in the storage device (52) or supplied to a first drive unit (49).

13. The method of claim 12, wherein the first and second light sources are selected from the group consisting of,

it is characterized in that the preparation method is characterized in that,

the coupling (8) is closed and,

the electrical machine (4) operates in a motor mode and converts electrical energy from the storage device (52) into mechanical energy, and

the electric motor (4) and the internal combustion engine (3) jointly drive the input member (11).

14. The method according to any one of claims 12 to 13,

it is characterized in that the preparation method is characterized in that,

the coupling (8) is opened, and

the electric machine (4) is operated in a motor mode and drives the internal combustion engine (3) in order to start it.

15. The method according to one of the claims 12 to 14,

it is characterized in that the preparation method is characterized in that,

the coupling (8) is opened and,

the electric machine (4) and the internal combustion engine (3) are switched off, and

the primary electric machine (51) is operated in a motor mode,

wherein the primary electric machine (51) converts electrical energy from the storage device (52) into mechanical energy and transmits it to the primary drive shaft (46).

16. The method of any one of claims 12 to 15,

it is characterized in that the preparation method is characterized in that,

the coupling (8) is closed,

both motors (4, 51) are switched off, and

the second drive shaft (48) is driven exclusively by the internal combustion engine (3).