CN116803724A - hybrid transmission - Google Patents

hybrid transmission Download PDF

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Publication number
CN116803724A
CN116803724A CN202211661752.3A CN202211661752A CN116803724A CN 116803724 A CN116803724 A CN 116803724A CN 202211661752 A CN202211661752 A CN 202211661752A CN 116803724 A CN116803724 A CN 116803724A
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CN
China
Prior art keywords
transmission
input shaft
spur gear
motor vehicle
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202211661752.3A
Other languages
Chinese (zh)
Inventor
S·贝克
F·库特尔
J·卡尔滕巴赫
M·霍恩
M·韦克斯
T·马丁
M·巴赫曼
M·拉迪克
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ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN116803724A publication Critical patent/CN116803724A/en
Pending legal-status Critical Current

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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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • 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
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    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/354—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
    • 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
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a hybrid transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), comprising: a first transmission input shaft for operatively connecting the hybrid transmission to an internal combustion engine of the motor vehicle; a second transmission input shaft for operatively connecting the hybrid transmission with a first electric drive of the motor vehicle; a driven shaft for operatively connecting the hybrid transmission to the driven end; a planetary gear set drivingly connected to the second transmission input shaft and the driven shaft; spur gear pairs arranged in the planes of the plurality of gear sets for forming a plurality of gears; and a plurality of shifting devices having shift elements for engaging gears, wherein a first spur gear pair is assigned to a first transmission input shaft; and the second spur gear pair and the third spur gear pair are assigned to the first transmission input shaft and the driven shaft. The invention also relates to a motor vehicle drive train, a method for operating a motor vehicle drive train and a motor vehicle.

Description

Hybrid transmission
Technical Field
The invention relates to a hybrid transmission, a motor vehicle drive train having such a hybrid transmission, a motor vehicle having such a motor vehicle drive train, and a method for operating such a motor vehicle drive train.
Background
Increasingly, vehicles are equipped with hybrid drives, i.e. with at least two different drive sources. The hybrid drive helps reduce fuel consumption and pollutant emissions. Drive trains with an internal combustion engine and one or more electric motors have been accepted to a large extent as parallel or hybrid. Such a hybrid drive has an internal combustion engine and an electric drive arranged substantially in parallel in the power flow. In this case, both superposition of the drive torques and control by means of a pure internal combustion engine drive or a pure electric drive can be achieved. Since the drive torques of the electric drive machine and the internal combustion engine can be added as a function of the control, the internal combustion engine can be designed to be relatively small and/or temporarily deactivated. Thereby, carbon dioxide emissions may be significantly reduced without significant power or comfort degradation. Thus, the possibilities and advantages of an electric drive machine can be combined with the range, power and cost advantages of an internal combustion engine.
One disadvantage of the above hybrid drive is that the construction is generally complex, since both drive sources preferably transmit drive power to the drive shaft by means of only one transmission. Thus, such transmissions are often complex and costly to produce. The reduction in structural complexity of the hybrid transmission is mostly accompanied by a loss of variability.
This disadvantage can be at least partially overcome by a Dedicated Hybrid Transmission (DHT) in which the electric machine is integrated into the transmission to achieve the full functional range. For example, in particular in a transmission, mechanical transmission components can be simplified, for example by eliminating the reverse gear, and instead using at least one electric machine.
The dedicated hybrid transmission may come from known transmission designs, i.e., from a dual clutch transmission, a torque converter planetary transmission, a Continuously Variable Transmission (CVT), or an automatic transmission. The electric machine is preferably part of a transmission.
A hybrid drive of a motor vehicle is known from DE102013215114A1, which comprises an internal combustion engine having a drive shaft, an electric machine with a rotor, which can be operated as an electric motor and as a generator, an automatic transmission designed as a countershaft, which has an input shaft and at least one output shaft, and a superimposed transmission constructed as a planetary gear structure with two input elements and one output element. In this hybrid drive, it is provided that the superposition gear is arranged coaxially at one free end of the output shaft and that a first input element of the superposition gear is connected in a rotationally fixed manner (i.e., is not rotatable relative) to a hollow shaft arranged coaxially at the output shaft, which hollow shaft for connection to the internal combustion engine can be connected in a rotationally fixed manner via a coupling shift element to a movable gear of a spur gear stage directly axially adjacent to the transmission and for bridging the superposition gear can be connected in a rotationally fixed manner via a bridging shift element to a second input element or output element of the superposition gear. Furthermore, it is provided that the second input element of the superposition transmission is permanently connected to the rotor drive of the electric motor and that the output element of the superposition transmission is connected in a rotationally fixed manner to the output shaft.
Disclosure of Invention
Against this background, the task to be solved by the skilled person is to provide a compact hybrid transmission with a simple mechanical structure. Furthermore, a drive train arrangement should preferably be realized in which the hybrid transmission is positioned coaxially to the driven shaft and the internal combustion engine and/or the electric drive machine can be arranged parallel to the axis thereof. In particular, a transmission should be realized which has up to three gears and with which neutral charging, electrodynamic starting EDA and electrodynamic shifting EDS can be realized.
Finally, the above object is achieved by a hybrid transmission for a motor vehicle drive train of a motor vehicle, comprising:
a first transmission input shaft for operatively connecting the hybrid transmission to an internal combustion engine of the motor vehicle;
a second transmission input shaft for operatively connecting the hybrid transmission with a first electric drive of the motor vehicle;
a driven shaft for operatively connecting the hybrid transmission to the driven end;
a planetary gear set drivingly connected to the second transmission input shaft and the driven shaft;
spur gear pairs arranged in the planes of the plurality of gear sets for forming a plurality of gears; and
A plurality of gear shifting devices with a shift element for engaging a gear, wherein,
a first spur gear pair of the spur gear pairs for forming a plurality of gears is allocated to a first transmission input shaft; and is also provided with
The second spur gear pair and the third spur gear pair of the spur gear pairs for forming a plurality of gears are assigned to the first transmission input shaft and the driven shaft.
The above object is also achieved by a motor vehicle drive train for a motor vehicle, having:
a hybrid transmission as defined above;
an internal combustion engine connectable to the first transmission input shaft; and
a first electric drive machine drivingly connected with the second transmission input shaft.
Finally, the above object is achieved by a motor vehicle having:
a motor vehicle drive train as defined above; and
an energy store for storing energy for powering the first electric drive machine, the second electric drive machine and/or the further electric machine.
Preferred embodiments of the invention are described in the dependent claims. It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the combination respectively given but also in other combinations or alone without departing from the scope of the invention. In particular, the motor vehicle drive train, the motor vehicle and the method can be implemented according to the embodiments described in the dependent claims for a hybrid transmission.
A compact hybrid transmission can be provided in a technically simple manner by a first transmission input shaft for operatively connecting the hybrid transmission to the internal combustion engine and a second transmission input shaft for operatively connecting the hybrid transmission to the first electric drive machine. The active connection may be either switchable or non-switchable. A variable and compact hybrid transmission can be provided by a planetary gearset drivingly connected to the second transmission input shaft and the driven shaft. By means of the first spur gear pair assigned to the first transmission input shaft and the second and third spur gear pairs assigned to the first transmission input shaft and the driven shaft, a hybrid transmission with a high degree of compactness and a wide functional range can be realized. An efficient hybrid transmission may be provided because fewer tooth engagements are required to establish up to three hybrid gears, some of which have multiple variations. Furthermore, with the aid of the hybrid transmission, a purely electric gear as well as an electrodynamic superposition state and a neutral state of charge can be established. The hybrid transmission and in particular the gear sets used for the hybrid transmission have a technically simple structure, so that it is preferably possible to connect the shift elements by means of only three actuators. With a hybrid transmission, both the internal combustion engine and the electrical system can achieve low component loads and low transmission losses. The hybrid transmission includes an advantageous gear ratio sequence in which driven-side supported shifting, electrodynamic starting, and electrodynamic shifting can be implemented. The transition from the electrodynamic superposition state or from the neutral state of charge into all three hybrid gears of the hybrid transmission is possible. It goes without saying that all hybrid gears can also be operated as purely internal combustion engine gears or as purely electric gears if an internal combustion engine clutch is installed. Furthermore, it goes without saying that instead of the internal combustion engine, a main motor serving as a main running machine may also be used. The term "spur gear pair" is to be understood in particular to mean that the spur gear pair can be connected in a driving manner or in a driving manner to the respective transmission shaft by the engagement of a shift element.
In an advantageous embodiment, the first electric drive machine is connected to the hybrid transmission on the transmission side opposite the connection side of the internal combustion engine, starting from the connection side of the internal combustion engine, in the order of the first spur gear pair, the double shift element, the planetary gear set, the second spur gear pair, the double shift element and the driven gear, the third spur gear pair, the single shift element and the connection gear for connecting the first electric drive machine. Alternatively, the first electric drive machine is connected to the hybrid transmission on the transmission side opposite the connection side of the internal combustion engine, starting from the connection side of the internal combustion engine, in the order of double shift element, first spur gear pair, single shift element, planetary gear set, second spur gear pair, double shift element and driven gear, third spur gear pair and connection gear for connecting the first electric drive machine. By means of the two alternative connection sequences described above, in which the individual connections of the transmission components remain identical to one another, a hybrid transmission can be realized which can be adapted to different installation space requirements in a technically simple manner.
In a further advantageous embodiment, the arrangement of the movable gear and the arrangement of the fixed gear can be interchanged in each case in the two spur gear pairs of the spur gear pairs for forming a plurality of gears. Alternatively or additionally, the axial arrangement of two of the spur gear pairs for forming a plurality of gears can be interchanged. Furthermore, alternatively or additionally, the first transmission input shaft is constructed without a shift element. It goes without saying that, in the case of an exchange of spur gear pairs, the respective switching element is also exchanged in terms of arrangement position and is preferably arranged on the shaft on which the respective movable gear of the spur gear pair is also arranged. By means of the interchangeability of the movable gear and the fixed gear or the axial arrangement, a variable hybrid transmission can be provided which can be adapted technically simply to different installation space requirements. By configuring the transmission input shaft without a shift element, manufacturing and assembly of the hybrid transmission may be simplified. In particular, the first transmission input shaft can be produced preferably at low cost.
In a further advantageous embodiment, the hybrid transmission has a transmission drive shaft which is drivingly connected to the first transmission input shaft and is arranged parallel to the first transmission input shaft axis. In addition or alternatively, the driven shaft is in driving operative connection with a differential at the driven end, the differential comprising a differential shaft for transmitting drive power from the hybrid transmission to the wheels of the motor vehicle, which differential shaft is arranged parallel to the driven shaft axis and is configured for passing through the first electric drive machine in order to be able to arrange the first electric drive machine around the differential shaft. The transmission drive shaft is preferably drivingly connected to the first transmission input shaft by means of a chain or gear train. By means of the advantageous arrangement described above, an axis-parallel connection of the internal combustion engine with respect to the transmission axis of the hybrid transmission can be achieved. It goes without saying that the transmission drive shaft may additionally comprise a damper or a damping element. By arranging the first electric drive about the transmission shaft, in particular about the differential shaft, an efficient and space-saving arrangement and a preferred support of the first electric drive in the hybrid transmission can be achieved. The compactness of the hybrid transmission and the motor vehicle drive train can be further improved.
In a further advantageous embodiment, the planet carrier of the planetary gear set is connected in driving engagement with the output shaft, the sun gear of the planetary gear set can be connected in driving engagement with the first transmission input shaft by means of the first spur gear pair of the spur gear pairs for forming a plurality of gears, and the ring gear of the planetary gear set is connected in driving engagement with the second transmission input shaft. Alternatively, the planet carrier of the planetary gear set is connected in a driving manner to the output shaft, the ring gear of the planetary gear set can be connected in a driving manner to the first transmission input shaft by means of a first spur gear pair of the spur gear pairs for forming a plurality of gears, and the sun gear of the planetary gear set is connected in a driving manner to the second transmission input shaft. Through the two alternative connections described above, the first electric drive machine can be operated at a low compensating rotational speed during an electrodynamic start or electrodynamic shift, or it can apply only a low supporting torque during an electrodynamic start and electrodynamic shift. Furthermore, by means of these two alternative connections, the duration of the generator-mode operation at the time of electrodynamic starting can be longer or shorter.
In a further advantageous embodiment, the hybrid transmission has an internal combustion engine clutch for the detachable driving connection of the first transmission input shaft to the internal combustion engine, which is preferably arranged on the transmission drive shaft. It goes without saying that the internal combustion engine clutch can be embodied as a claw shift element or as a friction shift element. The engine clutch enables the engine to be decoupled from the hybrid transmission. Thus, an efficient electric-only driving mode can be established. The so-called flywheel-type start of the internal combustion engine can be achieved by means of an internal combustion engine clutch in the form of a friction shifting element or a friction clutch. Furthermore, the engine clutch may be used as an emergency starting element for the internal combustion engine.
In a further advantageous embodiment, the first shift element is designed to connect the first transmission input shaft in a driving manner to the output shaft by means of a second one of the spur gear pairs for producing a plurality of gears. In addition or alternatively, the second shift element is configured to connect the first transmission input shaft in a driving manner to the output shaft by means of a third spur gear pair of the spur gear pairs for forming a plurality of gears. In addition or alternatively, the third shift element is configured to connect the first transmission input shaft in a driving manner to the second transmission input shaft by means of a first spur gear pair of the spur gear pairs for forming a plurality of gears. In addition or alternatively, the fourth shift element is configured to connect the first transmission input shaft in a driving manner to the planetary gear set by means of a first spur gear pair of the spur gear pairs for forming a plurality of gears. Additionally or alternatively, a fifth shift element is configured to interlock the planetary gear set. Finally, in addition or alternatively, it is preferred that the sixth shift element is configured for fixing one element of the planetary gear set. By means of this advantageous arrangement of the shift element, three hybrid gears, which are partially of various variants, can be realized with the aid of the hybrid transmission, as well as one electric-only gear, one electric-dynamic superposition state and one neutral charge state. The interlocking of the planetary gear sets is preferably achieved by a driving connection of the ring gear of the planetary gear set with the planet carrier. It goes without saying that other interlocking alternatives are also conceivable, for example connecting the sun gear with the ring gear or connecting the sun gear with the planet carrier. Furthermore, it is preferable to establish another electric-only gear with a short gear ratio by fixing one planetary gear set element. The sixth shift element is preferably configured for rotationally fixed connection of the ring gear of the planetary gear set with the transmission housing. The other electric gear of the short gear ratio is preferably used for reverse starting, since no electrodynamic superposition is provided during reverse driving.
In a further advantageous embodiment, the hybrid transmission has exactly three spur gear pairs, exactly one planetary gear set and exactly five shift elements for forming three hybrid gears. In this way, high functionality can be achieved with a high degree of compactness of the hybrid transmission. In particular, a hybrid transmission can be provided which is advantageous in terms of installation space requirements and weight.
In a further advantageous embodiment, the output shaft is configured as a hollow shaft and surrounds the second transmission input shaft, which is configured as a solid shaft, at least in sections, in order to be able to connect with the differential at the output end in the middle of the transmission. The compactness of the hybrid transmission can be further improved by the design of the output shaft as a hollow shaft and advantageously being arranged around the second transmission input shaft at least in sections.
In a further advantageous embodiment, the shift element is configured as a form-locking shift element. In addition or alternatively, at least two, preferably four, particularly preferably six, switching elements are configured as double switching elements and can be actuated by a double-acting actuator. The form-locking shift element enables an efficient and low-cost hybrid transmission. The technical design and operation of the hybrid transmission can be further simplified by means of double shifting elements. In particular, a double switching element can be switched by means of a single actuator.
In a further advantageous embodiment, the motor vehicle drive train preferably comprises a further electric machine which is drivingly connected to the first transmission input shaft. The first electric drive machine and/or preferably the further electric machine can be operated as a starter generator for starting the internal combustion engine. Additionally or alternatively, the first electric drive machine and/or preferably the further electric machine can be operated as a charging generator for charging the energy store. The further electric machine is preferably designed as a high-voltage starter generator. An efficient motor vehicle drive train can thus be realized. In particular, fuel consumption can be reduced. It goes without saying that an additional starter for the internal combustion engine can be dispensed with, since the first electric drive and/or preferably the further electric machine can pull-start the internal combustion engine.
In a further advantageous embodiment, the driven end of the hybrid transmission can be connected in driving engagement with a first motor vehicle axle, the second motor vehicle axle comprising an electric axle having a second electric drive. In this way, a hybrid drive train with all-wheel drive can be provided in a technically simple manner. Furthermore, a shift without interruption of the tractive force can be realized in a technically simple manner by means of the motor vehicle drive train, since the tractive force can be maintained during a shift in the hybrid transmission. Furthermore, a fail-safe drive train for a motor vehicle can be provided, since in the event of a depletion of the energy store, a so-called series drive mode can be established for the second electric drive machine. In the series driving mode, the electric drive machine is preferably operated generator-wise by the internal combustion engine and the energy produced thereby is supplied to the second electric drive machine. As a result, a highly variable motor vehicle drive train can be realized, in which electric driving, in particular also with empty energy storage, and in particular electric starting, can be achieved.
"fixing a component of a planetary gear set" is understood to mean, in particular, preventing a rotation of the component about its axis of rotation. Preferably, the element is connected in a rotationally fixed manner to a stationary part, such as a frame and/or a transmission housing, by means of a shift element. It is also conceivable to brake the element to a stationary state.
An "interlocking planetary gear set" includes connecting the two gears of the planetary gear set and/or connecting the planet carrier and one gear drivingly so that they rotate together at the same number of revolutions about the same point, preferably about the center point of the planetary gear set. When two gears and/or a planet carrier and a gear of a planetary gear set are interlocked, the planetary gear set preferably functions as a shaft, in particular no shifting takes place in the planetary gear set.
In this context, "drive-operatively connected" is understood to mean, in particular, an unswitchable connection between two components, which is provided for permanently transmitting rotational speed, torque and/or drive power. The connection can be realized either directly or via a fixed gear ratio device. The connection can be achieved, for example, by a fixed shaft, a meshing, in particular spur gear meshing, and/or a winding device, in particular a traction drive.
In this context, "drivable or connected" or "configured for driving" is understood to mean, in particular, a switchable connection between two components, which in the closed state is provided for the temporary transmission of rotational speed, torque and/or drive power. In the open state, the switchable connection preferably temporarily transmits substantially no rotational speed, no torque and/or no drive power.
In particular, a parking charge or a neutral charge is to be understood to mean (preferably in a stationary state and with the internal combustion engine running) the operation of the electric drive machine as a generator in order to charge the energy store and/or to supply the vehicle electronics.
Actuators are currently in particular components that convert electrical signals into mechanical movements. The actuator preferably used with the double switching element moves in two opposite directions in order to switch on one switching element of the double switching element in a first direction and the other switching element in a second direction.
The shifting, in particular the sequential shifting, takes place in particular by disengaging one shift element and/or clutch and simultaneously engaging the shift element and/or clutch for the next higher or lower gear. The second shift element and/or the second clutch takes over the torque from the first shift element and/or the first clutch in steps until the second shift element and/or the second clutch takes over the entire torque at the end of the shift. With presynchronization, shifting can take place more quickly, preferably in this case positive-locking shifting elements can be used.
The internal combustion engine may in particular be any machine capable of producing a rotary motion by burning a driving medium such as gasoline, diesel, kerosene, ethanol, liquefied gas, liquefied petroleum gas or the like. The internal combustion engine may be, for example, an otto engine, a diesel engine, a wankel engine or a two-stroke engine.
During series travel or slow travel, the electric drive motor of the motor vehicle is operated by the internal combustion engine of the motor vehicle in a generator-type manner. The energy thus generated is then supplied to a further electric drive of the motor vehicle to provide drive power.
The electric axle (or simply the electric axle) is preferably a non-main drive axle of the motor vehicle, wherein the drive power can be transmitted to the wheels of the motor vehicle by means of the electric drive machine. It goes without saying that the electric drive machine can also be connected by means of a transmission. When a gear change occurs in a transmission for a main drive axle, traction can be maintained wholly or partly by means of the electric axle. Furthermore, the all-wheel drive function can be at least partially implemented by means of the electric axle.
The electrodynamic starting Element (EDA) facilitates a rotational speed superposition of the rotational speed of the internal combustion engine and the rotational speed of the electric drive via one or more planetary gear sets, so that the motor vehicle can be started from a standstill with the internal combustion engine running, preferably without a friction clutch. The electric drive machine supports the torque. Preferably, the internal combustion engine can no longer be decoupled from the transmission by a starting clutch or the like. By using EDA, the starter, generator and starting clutch or torque converter can preferably be omitted. The EDA structure is in particular so compact that all components can be accommodated in a standard clutch housing without the transmission having to be lengthened. The electrodynamic starting element can be fixedly connected to the internal combustion engine, and in particular to a flywheel of the internal combustion engine, for example, by means of a soft-tuned torsional vibration damper. Thus, the electric drive machine and the internal combustion engine can be selectively operated simultaneously or alternately. If the motor vehicle is stationary, the electric drive and the internal combustion engine can be switched off. On the basis of the good controllability of the electric drive, a very high starting quality is achieved, which may correspond to the starting quality of a drive with a torque converter clutch.
As in the case of EDA starting, in so-called electrodynamic gear shifting (EDS), the rotational speed of the internal combustion engine and the rotational speed of the electric drive are superimposed by one or more planetary gear sets. At the beginning of the gear change, the torque of the electric drive machine and the torque of the internal combustion engine are adjusted such that the shift element to be disengaged is unloaded. After opening the switching element, the rotational speed is adjusted while maintaining the traction force, so that the switching elements to be engaged are synchronized. After the switching element has been closed, the load distribution between the internal combustion engine and the electric drive machine is optionally carried out according to a hybrid operating strategy. The electrodynamic gear shifting method has the advantages that: the shift elements to be connected of the target gear are synchronized by the interaction of the electric drive machine and the internal combustion engine, whereby the electric drive machine can preferably be controlled precisely. Another advantage of the EDS shift method is that high traction forces can be achieved because the torque of the internal combustion engine and the torque of the electric machine add up in the hybrid transmission.
Drawings
The invention is described and explained in more detail below with reference to several selected embodiments in conjunction with the accompanying drawings. The drawings are as follows:
fig. 1 shows a schematic top view of a motor vehicle with a motor vehicle drive train according to the invention;
Fig. 2 shows a schematic representation of a variant of the hybrid transmission according to the invention;
FIG. 3 schematically illustrates a shift state of the hybrid transmission according to FIG. 2;
FIG. 4 shows a schematic diagram of another variation of a hybrid transmission;
FIG. 5 shows a schematic diagram of another variation of a hybrid transmission;
FIG. 6 shows a schematic diagram of another variation of a hybrid transmission;
FIG. 7 shows a schematic diagram of another variation of a hybrid transmission;
FIG. 8 shows a schematic diagram of another variation of a hybrid transmission;
FIG. 9 shows a schematic diagram of another variation of a hybrid transmission;
FIG. 10 shows a schematic diagram of another variation of a hybrid transmission; and
fig. 11 shows a schematic representation of a further variant of a hybrid transmission.
Detailed Description
In fig. 1, a motor vehicle 10 having a motor vehicle drive train 12 is schematically illustrated. The motor vehicle drive train 12 has a first electric drive machine 14 and an internal combustion engine 16, which are connected to a front axle of the motor vehicle 10 by means of a hybrid transmission 18. In the example shown, the motor vehicle drive train 12 further comprises an optional electric axle with a second electric drive machine 20, which is connected to the rear axle of the motor vehicle 10. It goes without saying that the connection can also be reversed, so that the hybrid transmission 18 is connected to the rear axle of the motor vehicle 10 and the front axle of the motor vehicle 10 comprises the electric axle. The drive power of the first electric drive machine 14, the internal combustion engine 16 and/or the optional second electric drive machine 20 is supplied to the wheels of the motor vehicle 10 via the motor vehicle drive train 12. The motor vehicle 10 also has an energy store 22 for storing energy which is used to power the first electric drive 14 and/or the second electric drive 20.
Fig. 2 shows a simplified variant of the hybrid transmission 18 according to the invention. The hybrid transmission 18 has a first transmission input shaft 24 and a second transmission input shaft 26, which are designed to transmit the drive power of the drive machines 14, 16 into the hybrid transmission 18.
The hybrid transmission 18 also has a driven shaft 28 and a planetary gear set RS as well as three spur gear pairs forming gears, which are designated by the reference numerals ST1 to ST 3.
The first electric drive machine 14 is drivingly connected to the second transmission input shaft 26 by a gear train comprising a fixed gear arranged on the output shaft of the rotor shaft of the electric machine 14, which fixed gear meshes with a further fixed gear which meshes with a connecting gear arranged on the second transmission input shaft 26.
The first spur gear set ST1 comprises a fixed gear wheel arranged on the first transmission input shaft 24, which meshes with a fixed gear wheel arranged on a hollow shaft which is arranged on the second transmission input shaft 26 and can be connected in a driving manner to the ring gear of the planetary gear set RS or to the second transmission input shaft 26.
The second spur gear set ST2 includes a movable gear provided on the first transmission input shaft 24, which meshes with a fixed gear provided on the driven shaft 28.
The third spur gear set ST3 likewise comprises a movable gear provided on the first transmission input shaft 24, which is in mesh with a fixed gear provided on the driven shaft 28.
Driven shaft 28 also includes a driven gear. The output shaft is also formed as a hollow shaft and surrounds the second transmission input shaft 26 at least in sections.
In the illustrated embodiment, the hybrid transmission 18 has a total of five shift elements, which are designated by reference numerals A-E.
By engaging the first shift element a, the movable gear of the second spur gear set ST2 can be drivingly connected with the first transmission input shaft 24. Thus, a driving connection is established between the first transmission input shaft 24 and the driven shaft 28.
By engaging the second shift element B, the movable gear of the third spur gear set ST3 can be drivingly connected with the first transmission input shaft 24, wherein a driving connection is established between the first transmission input shaft 24 and the driven shaft 28.
By engaging the third shift element C, the first transmission input shaft 24 can be drivingly connected with the second transmission input shaft 26 by means of the first spur gear set ST 1.
The fourth shift element D is configured to drivingly connect the ring gear of the planetary gear set RS with the first transmission input shaft 24 by means of the first spur gear set ST 1.
The fifth shift element E is configured to drivingly connect the second transmission input shaft 26 with the driven shaft 28. Thus, the planetary gear set RS is interlocked by the engagement of the fifth shift element E.
The hybrid transmission 18 thus comprises a planetary gear set RS, the ring gear of which is drivingly connected to the first transmission input shaft 24 via a first spur gear set ST 1. The planet carrier of the planetary gear set RS is drivingly connected with the driven shaft 28 and the sun gear of the planetary gear set RS is drivingly connected with the second transmission input shaft 26.
The first transmission input shaft 24 and the second transmission input shaft 26 are configured as solid shafts and are arranged axially parallel to each other.
The output shaft 28 is configured as a hollow shaft and is arranged at least in sections around the second transmission input shaft 26.
The first switching element A and the second switching element B are combined into a double switching element. The third switching element C and the fourth switching element D are combined into a double switching element.
It goes without saying that the shift elements a-E are preferably embodied as form-locking shift elements, such as claw shift elements. It goes without saying that a fixed gear ratio device, for example in the form of a further planetary gear set or spur gear stage, can be connected downstream of the gear set of the hybrid transmission 18. It is particularly preferred to provide the differential generally downstream of the gear set.
In the illustrated embodiment, the first electric drive machine 14 is connected to the hybrid transmission 18 on a transmission side that is opposite (i.e., on opposite sides of) the connection side of the internal combustion engine 16, not shown.
From the connection side of the internal combustion engine 16, which is not shown, a first spur gear set ST1 is provided first, then a double switching element including a third switching element C and a fourth switching element D, then a planetary gear set RS, then a second spur gear set ST2, then a double switching element including a first switching element a and a second switching element B, and a driven gear of the driven end 30, then a third spur gear set ST3, and finally a fifth switching element E. The double shifting element comprising the first shifting element a and the second shifting element B is preferably arranged in the same gear set plane as the driven gear.
Fig. 3 schematically shows the shift state of the hybrid transmission 18 according to fig. 2 in a shift matrix. In the first column of the shift matrix 32, hybrid gears H1 to H3, an electric gear E1, an electrodynamic superposition state EDA and a neutral state of charge LiN are shown. In the second to sixth columns, the shift states of the shift elements a-E are shown, wherein "X" indicates that the respective shift element is closed, i.e. that it drivingly connects the associated transmission components to one another. If no content is recorded (blank), the corresponding switching element is considered to be on, i.e. not delivering drive power.
The first variant H1.1 of the first hybrid gear can be established by closing the fourth shift element D and the fifth shift element E.
The second variant H1.2 of the first hybrid gear is established by closing the third shift element C and the fifth shift element E.
The third variant H1.3 of the first hybrid gear can be established by closing the third shift element C and the fourth shift element D.
The first variant H2.1 of the second hybrid gear is established by closing the first shift element a and the fifth shift element E.
The second variant H2.2 of the second hybrid gear can be established by closing the first shift element a and the fourth shift element D.
The third variant H2.3 of the second hybrid gear is established by closing the first shift element a and the third shift element C.
The first variant H3.1 of the third hybrid gear can be established by closing the second shift element B and the fifth shift element E.
The second variant H3.2 of the third hybrid gear is established by closing the second shift element B and the fourth shift element D.
The third variant H3.3 of the third hybrid gear can be established by closing the second shift element B and the third shift element C.
The electric gear E1 can be established by closing the fifth shifting element E.
The electrodynamic superposition state EDA may be established by closing the fourth switching element D.
The neutral state of charge LiN is established by closing the third switching element C.
It goes without saying that, according to the combination of the individual shift elements a-E into a double shift element, some gears cannot be engaged. For example, when the third shift element C and the fourth shift element D are combined as a double shift element, the third variant H1.3 of the first hybrid gear cannot be engaged. Furthermore, when the third shift element C and the fifth shift element E are combined as a double shift element, the second variant H1.2 of the first hybrid gear cannot be engaged.
For internal combustion engine or hybrid driving, three different hybrid gears are provided for the internal combustion engine 16.
If only the fifth shift element E is closed, electric-only driving is possible by means of the hybrid transmission 18, since the first electric drive machine 14 is directly connected to the output 30.
If only the fourth switching element D is closed, an electrodynamic superposition state, EDA state, is produced on the planetary gear set RS. The internal combustion engine 16 is then connected via the first spur gear set ST1 and the closed fourth shift element D to the ring gear of the planetary gear set RS, and the first electric drive 14 supports the torque of the internal combustion engine 16 on the sun gear of the planetary gear set RS. The planet carrier is connected to a driven end 30, in particular a driven shaft 28. In this switching state, a forward electrodynamic start, i.e. EDA start, can be achieved.
From this shift state, the first variant H1.1 of the first hybrid gear, the third variant H1.3 of the first hybrid gear, the second variant H2.2 of the second hybrid gear and the second variant H3.2 of the third hybrid gear can be engaged for the internal combustion engine 16, since the fourth shift element D is closed in these shift states.
An electromechanical load shift (power shift or power-uninterrupted shift) from the first gear to the second gear can take place on the driven side supported by the first electric drive machine 14, the fifth shifting element E remaining closed. In this case, the shift from the first variant H1.1 of the first hybrid gear to the first variant H2.1 of the second hybrid gear is performed. The electromechanical load shifting from the second gear to the third gear can likewise take place supported on the driven side by the first electric drive machine 14, the fifth shifting element E remaining closed. Then, a shift is made from the first variant H2.1 of the second hybrid gear to the first variant H3.1 of the third hybrid gear.
In hybrid operation, an electromechanical load shift from the first variant of the first hybrid gear to the first variant H2.1 of the second hybrid gear can take place, for example, as follows. In the initial state, i.e. when the first variant H1.1 of the first hybrid gear is engaged, the fourth shift element D and the fifth shift element E are closed. The load is then reduced on the fourth switching element D and simultaneously the load is established on the first electric drive machine 14. The fourth switching element D is then opened. The rotational speed of the internal combustion engine 16 is reduced so that the first switching element a is synchronized. For this purpose, for example, the internal combustion engine 16 can be operated in an inertia mode or preferably in another motor-generator mode. The first switching element a may be engaged. During this shifting process, the fifth shifting element E remains closed.
If only the third switching element C is closed, the first electric drive machine 14 can be connected to the internal combustion engine 16 independently of the driven end 30. In this case, the first electric drive machine 14 and the internal combustion engine 16 rotate at a fixed ratio to each other. The internal combustion engine 16 can thus be started by means of the first electric drive machine 14 on the one hand, and the first electric drive machine 14 can be operated by the internal combustion engine 16 in a generator-type manner and can charge the electrical energy store 22 or supply other consumers.
It goes without saying that the consumer can also be a second electric drive 20, which is arranged on another axle and forms a so-called electric rear axle, for example as shown in fig. 1.
From the neutral state of charge LiN, a transition can be made to the second variant H1.2 of the first hybrid gear, the third variant H1.3 of the first hybrid gear, the third variant H2.3 of the second hybrid gear or the third variant H3.3 of the third hybrid gear, since the third shift element C is closed in these shift states.
If a second electric drive machine 20 is present in the motor vehicle drive train 12, as shown for example in fig. 1, an all-wheel drive system can be provided in this combination. For example DHT (Dedicated Hybrid Transmission), i.e. the special hybrid transmission, can be designed as a pure front wheel drive by means of the internal combustion engine 16 and the first electric drive 14 and an additional rear axle drive by means of the second electric drive 20. In this range, the electrodynamic superposition state (i.e., EDA mode) is the power split E-CVT driving range for the internal combustion engine 16, in which battery-neutral operation is also possible. The CVT driving range is to be understood as in particular a continuously variable driving range (Continuous Variable Transmission).
In particular, traction force support can be achieved here by means of the second electric drive machine 20. If a shift is desired in the hybrid transmission 18 during which the driven end 30 of the hybrid transmission 18 becomes unloaded, the second electric drive machine 20 may provide traction support. Such a transition may be performed, for example, in the following cases: if initially an electric drive is carried out by means of the first electric drive 14 and/or the second electric drive 20 and the internal combustion engine 16 is then to be started in neutral by means of the first electric drive 14.
Fig. 4 shows a further variant of the hybrid transmission 18 according to the invention. In contrast to the embodiment shown in fig. 2, the individual transmission components are arranged in the transmission in an alternative manner with respect to their geometric arrangement. Thus, seen from the connection side of the internal combustion engine 16, which is not shown, firstly a double shift element including the third shift element C and the fifth shift element E, then the first spur gear pair ST1, then the fourth shift element D, then the planetary gear set RS, then the second spur gear pair ST2, then the double shift element including the second shift element B and the first shift element a, and the driven gear, then the third spur gear pair ST3, and finally the connection gear for the first electric drive machine are provided in the hybrid transmission 18. The connection of the individual transmission components to each other is however identical to the embodiment shown in fig. 2.
Fig. 5 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 2, the fixed gear and the movable gear of the second spur gear pair ST2 and the third spur gear pair ST3 are connected interchangeably. Thus, the first transmission input shaft 24 is configured without a shift element and has only fixed gears. The double switching element comprising the first switching element a and the second switching element B is arranged on the driven shaft 28 and is designed to connect the respective movable gear of the second spur gear pair ST2 or the third spur gear pair ST3 in a driving manner with the driven shaft 28.
Fig. 6 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 2, the second spur gear set ST2 and the third spur gear set ST3 are interchanged with respect to their axial positions in the hybrid transmission 18. It goes without saying that the associated shift elements, i.e. the first shift element a and the second shift element B, are similarly interchanged with the associated movable gears of the second spur gear pair ST2 and the third spur gear pair ST 3. Thus, the transmission has a double shift element that includes a second shift element B and a first shift element a.
Thus, in the hybrid transmission 18, as seen from the connection side of the internal combustion engine 16, which is not shown, the first spur gear pair ST1 is provided first, then the double shift element including the third shift element C and the fourth shift element D, then the planetary gear set RS, then the third spur gear pair ST3, then the double shift element including the second shift element B and the first shift element a, then the second spur gear pair ST2, then the driven gear, then the fifth shift element E, and finally the connection gear for connecting the first electric drive machine 14.
Fig. 7 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 4, the hybrid transmission 18 according to fig. 7 includes a sixth shift element F, which is configured to fix the ring gear of the planetary gear set RS. The sixth switching element F and the fourth switching element D are combined into a double switching element. By engaging the sixth shift element F, an electric gear of another shorter gear ratio or another electric gear can be established. The sixth shift element F preferably connects the ring gear of the planetary gear set RS with the transmission housing. The electric gear of the further shorter gear ratio is preferred for reverse starting, since no electrodynamic superposition state, i.e. no EDA mode, is provided during reverse. This embodiment is advantageous mainly in variants in which the third switching element C and the fifth switching element E are combined to form a double switching element, since the sixth switching element F can be implemented here as a common double switching element with the fourth switching element D.
Fig. 8 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 2, in the embodiment shown in fig. 8, the connections on the planetary gear set RS are interchanged. In particular, the connection to the ring gear and the sun gear of the planetary gear set RS is exchanged, in which case the planet carrier is connected to the output shaft 28. The first electric drive machine 14 is thus drivingly connected to the ring gear of the planetary gear set RS via the second transmission input shaft 26, and the internal combustion engine 16 is drivingly connected to the sun gear of the planetary gear set RS via the first spur gear set ST 1.
In the embodiment shown in fig. 8, the first electric drive machine 14 can be operated at a lower offset rotational speed on the ring gear of the planetary gear set during an electrodynamic start or electrodynamic shift. In this case, the first electric drive 14 must exert a higher supporting torque during the electrodynamic start and electrodynamic shifting. Furthermore, the first electric drive machine 14 can be operated in the electrodynamic superposition state or in the electrodynamic start with less time in a generator-type mode, since the generator-type operation ends earlier with an increase in the driving speed than if the first electric drive machine 14 were connected to the sun gear of the planetary gear set RS.
Fig. 9 shows a further variant of the hybrid transmission 18 according to the invention. The hybrid transmission 18 according to fig. 9 corresponds here essentially to the hybrid transmission 18 shown in fig. 2, the driven end 30 being shown in more detail in fig. 9. The driven end 30 is formed by a driven gear provided between the second spur gear pair ST2 and the third spur gear pair ST3 on the driven shaft 28. The output shaft 28 is connected to the planet carrier of the planetary gear set RS and surrounds the second transmission input shaft 26 at least in sections. The driven gear meshes with a fixed gear provided on the differential and thus transfers drive power from the hybrid transmission 18 to the differential. In addition, the differential has a differential shaft 38 that passes through the rotor shaft of the first electric drive machine 14. In other words, the first electric drive machine 14 may be supported on the differential shaft 38.
The hybrid transmission 18 furthermore has a transmission drive shaft 34 which is arranged axially parallel to the first transmission input shaft 24 and is drivingly connected to a fixed gear of the first transmission input shaft 24, which is arranged between the first spur gear set ST1 and the second spur gear set ST2, by means of a traction drive. The transmission drive shaft 34 is connected to the internal combustion engine 16 via a torsional vibration damper or another element for torsional vibration decoupling, which is known in principle from the prior art. Further, a fixed gear for connecting to another motor 36 is provided on the transmission drive shaft 34. The further electric machine 36 is operatively connected to the transmission drive shaft 34 via a traction drive. It is particularly preferred that the further electric machine 36 can be configured as a high-voltage starter generator.
It goes without saying that the transmission drive shaft 34 can alternatively be connected to the first transmission input shaft 24 and to the further electric machine 36 in the form of a gear train.
Fig. 10 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 9, the transmission drive shaft 34 includes an internal combustion engine clutch K0. The engine clutch K0 is configured to detachably connect the transmission drive shaft 34 with the engine 16 in a driving manner. The internal combustion engine clutch K0 is arranged here between the element for decoupling torsional vibrations and the two connecting gears of the transmission drive shaft 34, so that the further electric machine 36 is always in driving connection with the first transmission input shaft 24.
In the example shown in fig. 10, the internal combustion engine clutch K0 is embodied as a form-locking shift element, such as a claw clutch.
Fig. 11 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 10, the internal combustion engine clutch K0 is embodied as a friction-locking shifting element.
It goes without saying that the motor vehicle drive train 12 or the hybrid transmission 18 can also be operated without the internal combustion clutch K0. However, the internal combustion engine clutch K0 is of interest for different reasons, for example for functional safety reasons. In particular, the internal combustion engine clutch K0 in the form of a friction-locking shifting element as shown in fig. 11 makes it possible to achieve a drag start of the internal combustion engine 16. In particular, in the embodiment with the further electric machine 36, the internal combustion engine clutch K0 is of interest.
The present invention has been described and illustrated widely with reference to the accompanying drawings and description. The description and illustrations are to be regarded as illustrative in nature and not as restrictive. The invention is not limited to the disclosed embodiments. Other embodiments or variations can be readily made by the skilled artisan in the use of the present invention and careful analysis of the drawings, disclosure, and claims below.
In the claims, the words "comprising" and "having" do not exclude the presence of other elements or steps. The indefinite article "a" does not exclude the presence of a plurality. A single element or a single unit may fulfil the functions of several units recited in the claims. The mere fact that certain measures are recited in mutually different dependent claims should not be understood that a combination of these measures cannot be used to advantage. Reference signs in the claims shall not be construed as limiting. The method for operating the motor vehicle drive train 12 can be implemented, for example, in the form of a computer program which is executed on a controller for the motor vehicle drive train 12. The computer program may be stored/sold on a non-volatile medium, such as an optical memory or a semiconductor drive (SSD). The computer program may be sold together with and/or as part of hardware, for example by means of the internet or by means of a wired or wireless communication system.
List of reference numerals
10 motor vehicle
12 motor vehicle drive train
14 first electric drive machine
16 internal combustion engine
18 hybrid transmission
20 second electric drive machine
22 energy storage
24 first transmission input shaft
26 second Transmission input shaft
28 driven shaft
30 driven end
32 shift matrix
34 transmission drive shaft
36 another motor
38 differential shaft
A to F switching element
K0 internal combustion engine clutch
RS planetary gear set
ST1 to ST3 spur gear pair

Claims (15)

1. A hybrid transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), comprising:
a first transmission input shaft (24) for operatively connecting the hybrid transmission to an internal combustion engine (16) of the motor vehicle;
a second transmission input shaft (26) for operatively connecting the hybrid transmission to a first electric drive (14) of the motor vehicle;
a driven shaft (28) for operatively connecting the hybrid transmission to a driven end (30);
a planetary gear set (RS) drivingly connected to the second transmission input shaft and the driven shaft;
spur gear pairs (ST 1, ST2, ST 3) arranged in a plurality of gear train planes for forming a plurality of gears; and
a plurality of gear shifting devices with a shift element (A, B, C, D, E) for engaging a gear, wherein,
a first spur gear pair of the spur gear pairs for forming a plurality of gears is allocated to a first transmission input shaft; and is also provided with
The second spur gear pair and the third spur gear pair of the spur gear pairs for forming a plurality of gears are assigned to the first transmission input shaft and the driven shaft.
2. The hybrid transmission (18) of claim 1, wherein the first electric drive is connected to the hybrid transmission on a transmission side opposite a connection side of the internal combustion engine;
starting from the connection side of the internal combustion engine, a first spur gear pair (ST 1), a double switching element, a planetary gear set, a second spur gear pair (ST 2), a double switching element and a driven gear, a third spur gear pair (ST 3), a single switching element and a connecting gear for connecting the first electric drive machine are arranged in this order; or starting from the connection side of the internal combustion engine, a double switching element, a first spur gear pair, a single switching element, a planetary gear set, a second spur gear pair (ST 2), a double switching element and a driven gear, a third spur gear pair and a connection gear for connecting the first electric drive machine are arranged in this order.
3. Hybrid transmission (18) according to claim 1 or 2, wherein in two of the spur gear pairs (ST 1, ST2, ST 3) for forming a plurality of gears, the arrangement of the movable gears and the arrangement of the fixed gears are respectively interchangeable;
the axial arrangement of two of the spur gear pairs (ST 1, ST2, ST 3) for forming a plurality of gears can be interchanged; and/or
The first transmission input shaft is configured without a shift element.
4. Hybrid transmission (18) according to any one of the preceding claims, wherein the hybrid transmission has a transmission drive shaft (34) which is drivingly connected to the first transmission input shaft (24) and is arranged parallel to the first transmission input shaft axis, and/or
The output shaft (28) is in driving operative connection with a differential of the output shaft (30), which comprises a differential shaft (38) for transmitting drive power from the hybrid transmission to the wheels of the motor vehicle (10), which differential shaft is arranged parallel to the output shaft axis and is configured for passing through the first electric drive machine (14) in order to be able to arrange the latter around the differential shaft.
5. The hybrid transmission (18) according to any one of the preceding claims, wherein a planet carrier of the planetary gearset (RS) is drivingly connected to a driven shaft (28);
the sun gear of the planetary gear set can be connected to a first transmission input shaft by means of a first spur gear pair of the spur gear pairs (ST 1, ST2, ST 3) for forming a plurality of gears, and the ring gear of the planetary gear set is connected in a driving manner to a second transmission input shaft (26); or the ring gear of the planetary gear set can be connected to a first transmission input shaft by means of a first spur gear pair (ST 1, ST2, ST 3) of the spur gear pairs for forming a plurality of gears, and the sun gear of the planetary gear set is connected in a driving manner to a second transmission input shaft (26).
6. Hybrid transmission (18) according to any one of the preceding claims, wherein the hybrid transmission has an internal combustion engine clutch (K0) for the detachable driving connection of the first transmission input shaft (24) to the internal combustion engine (16), which is preferably arranged on the transmission drive shaft (34).
7. Hybrid transmission (18) according to any one of the preceding claims, wherein the first shift element (a) is configured for drivingly connecting the first transmission input shaft (24) with the driven shaft by means of the second one of the spur gear pairs for forming the plurality of gears;
the second shift element (B) is designed to connect the first transmission input shaft (24) to the output shaft in a driving manner by means of a third spur gear pair of the spur gear pairs for forming a plurality of gears;
the third shift element (C) is designed to connect the first transmission input shaft (24) to the second transmission input shaft in a driving manner by means of a first spur gear pair of the spur gear pairs for forming a plurality of gears;
the fourth shift element (D) is designed to connect the first transmission input shaft (24) to the planetary gear set in a driving manner by means of a first spur gear pair of the spur gear pairs for forming a plurality of gears;
A fifth shift element (E) configured for interlocking the planetary gear sets; and/or
Preferably, the sixth shift element (F) is configured to fix one element of the planetary gear set.
8. The hybrid transmission (18) according to any one of claims 1 to 6, wherein the hybrid transmission has exactly three spur gear pairs (ST 1, ST2, ST 3), exactly one planetary gearset (RS) and exactly five shift elements (A, B, C, D, E) for forming three hybrid gears.
9. Hybrid transmission (18) according to any of the preceding claims, wherein the driven shaft is configured as a hollow shaft and the second transmission input shaft configured as a solid shaft is enclosed at least in sections, in order to be able to realize a connection with the differential at the driven end in the middle of the transmission.
10. The hybrid transmission (18) of any one of the preceding claims, wherein each of the shift elements (A, B, C, D, E, F) is configured as a form-locking shift element; and/or
At least two, preferably four, particularly preferably six of the switching elements are configured as double switching elements and can be actuated by a double-acting actuator.
11. A motor vehicle drive train (12) for a motor vehicle (10), having:
the hybrid transmission (18) according to any one of the preceding claims;
an internal combustion engine (16) connectable to a first transmission input shaft (24); and
a first electric drive machine (14) drivingly connected to the second transmission input shaft (26).
12. Motor vehicle drive train (12) according to claim 11, wherein the motor vehicle drive train preferably comprises a further electric machine (36) which is drivingly connected to the first transmission input shaft (24) and the first electric drive machine (14) and/or preferably the further electric machine can be operated as a starter generator for starting the internal combustion engine (16) and/or as a charging generator for charging the energy store (22).
13. Motor vehicle drive train (12) according to claim 11 or 12, wherein the driven end (30) of the hybrid transmission (18) is drivingly connectable with a first motor vehicle axle and a second motor vehicle axle comprises an electric axle with a second electric drive machine (20); and preferably the first electric drive machine (14) and/or the further electric machine (36) can be operated as a generator for powering the second electric drive machine (20) to establish the series travel mode.
14. Method for operating a motor vehicle drive train (12) according to any one of claims 11 to 13.
15. A motor vehicle (10), comprising:
motor vehicle drive train (12) according to any one of claims 11 to 13; and
an energy store (22) for storing energy for powering the first electric drive (14), the second electric drive (20) and/or the further electric machine (36).
CN202211661752.3A 2022-03-24 2022-12-23 hybrid transmission Pending CN116803724A (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8043194B2 (en) 2007-10-05 2011-10-25 Ford Global Technologies, Llc Vehicle creep control in a hybrid electric vehicle
DE102013215114B4 (en) 2013-08-01 2024-04-25 Zf Friedrichshafen Ag Hybrid drive of a motor vehicle
DE102020104791A1 (en) 2020-02-24 2021-08-26 Bayerische Motoren Werke Aktiengesellschaft Gear assembly and drive unit
DE102020205099A1 (en) 2020-04-22 2021-10-28 Zf Friedrichshafen Ag Transmission arrangement, hybrid drive train and motor vehicle

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