CN117261573A - Compact hybrid powertrain - Google Patents

Compact hybrid powertrain Download PDF

Info

Publication number
CN117261573A
CN117261573A CN202310478865.8A CN202310478865A CN117261573A CN 117261573 A CN117261573 A CN 117261573A CN 202310478865 A CN202310478865 A CN 202310478865A CN 117261573 A CN117261573 A CN 117261573A
Authority
CN
China
Prior art keywords
transmission
input shaft
countershaft
gear set
gear
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
CN202310478865.8A
Other languages
Chinese (zh)
Inventor
S·贝克
F·库特尔
J·卡尔滕巴赫
T·马丁
M·霍恩
M·韦克斯
M·巴赫曼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN117261573A publication Critical patent/CN117261573A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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
    • 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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K2006/542—Transmission for changing ratio with overdrive 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0811—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts using unsynchronised clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (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 (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 drive motor (14) of the motor vehicle; a first intermediate shaft (30); a second intermediate shaft (32); a pre-transmission (28) connected to the first transmission input shaft and the first intermediate shaft; a countershaft (34) drivingly connected with a driven portion (36) of the hybrid transmission; spur gear pairs arranged in the planes of the plurality of gear sets for forming gears; and a plurality of shifting devices having a shift element for engaging a gear; wherein the second intermediate shaft is connectable with the first transmission input shaft; and the movable gear of the corresponding spur gear pair in a spur gear pair can be exchanged with the fixed gear.

Description

Compact hybrid powertrain
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 may help reduce fuel consumption and emissions. The powertrain, comprising an internal combustion engine and one or more electric machines, has been implemented essentially as a parallel hybrid or as a hybrid. Such hybrid drives have a substantially parallel arrangement of the internal combustion engine and the electric drive in the power flow. In this case, not only a superposition of the drive torques but also a control with a purely internal combustion engine drive or a purely electric drive can be achieved. Since the electric drive and the drive torque of the internal combustion engine can be added as a function of the actuation, a relatively small design of the internal combustion engine and/or a temporary shut-down thereof is possible. Thus, CO can be significantly reduced without significant power or comfort loss 2 And (5) discharging. The possibilities and advantages of the electric drive can thus be combined with the range advantages, power advantages and cost advantages of the internal combustion engine.
The disadvantage of the hybrid drive described above is the generally more complex construction, since the two drive sources preferably transmit drive power to the drive shaft using only one transmission. Thus, such transmissions are often complex and cost-intensive to produce. Reducing the complexity in the construction of a hybrid transmission is typically accompanied by a loss of variability.
This disadvantage can be at least partially overcome by means of dedicated hybrid transmissions or "hybrid dedicated transmissions" (DHT) in which an electric machine is integrated into the transmission in order to achieve an omnidirectional functional range. For example, in the case of a transmission, in particular, the mechanical parts of the transmission can be simplified, for example by omitting the reverse gear, wherein instead at least one electric machine is used.
Hybrid-specific transmissions may be derived from well-known transmission schemes, namely, from dual clutch transmissions, torque converter planetary transmissions, continuously Variable Transmissions (CVT), or automatic shifting transmissions. The electric machine here becomes part of the transmission.
Document DE 10 2012 205 319 A1 discloses a hybrid drive of a motor vehicle, which comprises an internal combustion engine with a drive shaft, an electric machine with a rotor, which can be operated as an electric motor and as a generator, and a multi-stage main transmission with two input shafts and a common output shaft arranged parallel to the input shaft axis. The first input shaft may be connected to a drive shaft of the internal combustion engine via a two-stage pre-shift set. The second input shaft is in driving connection with a rotor of the motor. The two input shafts are arranged coaxially and axially adjacent to one another and can be connected to one another in a rotationally fixed manner by means of an engageable and disengageable coupling shift element and can each be connected to the output shaft in a drive manner via at least one switchable spur gear stage. The hybrid drive also has a single spur gear stage with a medium gear ratio for the switchable connection of the first input shaft to the output shaft, wherein the first input shaft is provided with associated movable gears and associated shift elements. The spur gear stage shift element and the coupling shift element of the first input shaft are combined in one first double shift element.
Disclosure of Invention
Against this background, the task addressed by those skilled in the art is to create a radially compact, efficient and variable hybrid transmission. In particular, a hybrid transmission should be created in which all internal combustion engine gears can be freely combined with all electric gears.
This 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 to a first drive motor of the motor vehicle;
a first intermediate shaft;
a second intermediate shaft;
a pre-transmission coupled to the first transmission input shaft and the first intermediate shaft;
a countershaft operatively connected with the driven portion of the hybrid transmission;
a plurality of spur gear pairs arranged in a plurality of gear train planes for forming gears; and
a plurality of shifting devices having a shift element for engaging a gear; wherein,
the second intermediate shaft is connectable with the first transmission input shaft; and is also provided with
The movable gear of the corresponding spur gear pair in a spur gear pair can be exchanged with the fixed gear.
The above object is also achieved by a motor vehicle powertrain having:
a hybrid transmission as defined above;
an internal combustion engine connectable to the first transmission input shaft; and
and a first drive motor connected in driving operative relation with the second transmission input shaft.
The above-mentioned object is also achieved by a method for operating a motor vehicle drive train as defined above.
Finally, the above object is also achieved by a motor vehicle having:
a motor vehicle powertrain as defined above; and
an energy storage for storing energy for supplying the first drive motor and/or the second drive motor.
Preferred embodiments of the invention are described in the dependent claims. It goes without saying that the features mentioned above and to be explained below can be applied not only in the respective described combination but also in other combinations or alone without departing from the scope of the invention. In particular, the motor vehicle powertrain, the motor vehicle and the method may be implemented according to the embodiments described in the dependent claims for a hybrid transmission.
By means of 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 drive motor, a compact hybrid transmission can be produced technically easily. The active connection can be made not only switchable but also non-switchable. By means of the first intermediate shaft and the second intermediate shaft, a highly compact hybrid transmission with a large functional range can be created. The functional range of the hybrid transmission can be extended by means of the pre-transmission. In particular, by connecting the pre-transmission to the first transmission input shaft, the number of gears of the hybrid transmission that can be used with the internal combustion engine can be increased. The countershaft, which is connected in a driving-efficient manner with the driven portion of the hybrid transmission, enables an axially compact hybrid transmission. Preferably, the hybrid transmission has only a single countershaft. By means of the second countershaft, which can be connected to the first transmission input shaft, the gear stages for the internal combustion engine can be partially used without a pre-shift, so that an efficient driving operation can be achieved in these gear stages. By means of the interchangeability of the movable gear wheel and the fixed gear wheel in at least one spur gear wheel pair, a hybrid transmission can be created which is flexible in terms of installation space requirements. In particular, by means of this variability, the movable gear can be arranged such that the associated switching element is advantageously accessible by means of the actuator.
In an advantageous embodiment, the pre-transmission comprises a planetary gear set, one gear set element of which is stationary. In this way, a pre-transmission with a gear ratio can be produced in a technically simple manner, wherein the gears that can be established with the second countershaft can be used with or without a pre-shift. A compact hybrid transmission can be created, with which the number of gear steps of the internal combustion engine can be increased simply by pre-shifting.
In a further advantageous embodiment, the second countershaft is formed as a hollow shaft and at least partially encloses the first transmission input shaft. The compactness of the hybrid transmission can thereby be further improved.
In a further advantageous embodiment, the gear wheel of a spur gear pair arranged on the second countershaft is designed for connection to the second drive motor. Alternatively, the second intermediate shaft has a connecting gear for connecting the second drive motor to the hybrid transmission. By connecting the second drive motor by means of a gear wheel of a spur gear pair, it is possible to connect the second drive motor in a weight-optimized manner with a small number of components. A cost-effective and weight-optimized hybrid transmission can be created. By connecting the second drive motor with the connecting gear, a larger range for the pre-shift established when connecting the second drive motor can be covered.
In a further advantageous embodiment, the first transmission input shaft, the second transmission input shaft, the first countershaft and the second countershaft are arranged coaxially with respect to one another. Additionally or alternatively, the first transmission input shaft is configured as a solid shaft. Further additionally or alternatively, the second transmission input shaft and the first intermediate shaft are configured as hollow shafts. Additionally or alternatively, the first countershaft at least partially surrounds the first transmission input shaft. Finally, in addition or alternatively, the second transmission input shaft at least partially surrounds the first countershaft. By coaxially arranging and constructing some of the shafts as hollow shafts, a hybrid transmission having a high functional range and being highly compact in the axial direction can be produced.
In a further advantageous embodiment, the hybrid transmission comprises exactly four spur gear pairs forming gears and one planetary gear set for forming four engine gears and two electric gears. By using exactly four spur gear pairs forming gears and one planetary gear set, a compact hybrid transmission with a small number of tooth meshes can be created. In particular in combination with a pre-transmission, it is possible to realize: at least a part of the gears can be operated efficiently.
In a further advantageous embodiment, the internal combustion engine gear can be shifted independently of the electric gear. Additionally, the electric gear can be shifted independently of the internal combustion engine gear. Preferably, this is achieved by decoupling the first transmission input shaft from the second transmission input shaft, so that the effective transmission connection of the two shafts can preferably be achieved exclusively via the countershaft. In this way, a highly flexible and highly variable hybrid transmission can be produced, which enables, in particular, an arbitrary combination of each internal combustion engine gear and each electric gear in the hybrid mode.
In a further advantageous embodiment, the first transmission input shaft is connected in a transmission-efficient manner with the ring gear of the planetary gear set, the first intermediate shaft is connected in a transmission-efficient manner with the planet carrier of the planetary gear set, and the sun gear of the planetary gear set is fixed. Thus, a two-speed pre-transmission can be realized by using the planetary gear set, so that a slow speed change can be realized.
In an alternative preferred embodiment, the sun gear of the planetary gear set is fixed, the first countershaft is connected in a transmission-efficient manner with the ring gear of the planetary gear set, and the first transmission input shaft is connected in a transmission-efficient manner with the planet carrier of the planetary gear set. As a result, a pre-transmission, in particular a two-speed pre-transmission, can be realized by means of the planetary gear set, which enables a faster transmission.
By means of the two connections on the alternative planetary gear set disclosed above, a hybrid transmission can thus be created which offers a plurality of application possibilities. In particular, a hybrid transmission optimized for the application range can be created. It goes without saying that the planetary gear set may be designed as either a negative or a positive planetary gear set.
In a further advantageous embodiment, the first shift element is designed to connect the second transmission input shaft to the countershaft by means of a first spur gear set in a transmission-efficient manner. Additionally or alternatively, the second shift element is configured for connecting the second transmission input shaft with the countershaft by means of a second spur gear set in a transmission-efficient manner. In addition, or alternatively, the third shift element is designed to connect the second countershaft with the countershaft by means of a third spur gear set in a transmission-efficient manner. Additionally or alternatively, the fourth shift element is designed to connect the second countershaft to the countershaft by means of a fourth spur gear set in a transmission-efficient manner. Additionally or alternatively, the fifth shift element is designed to connect the first countershaft to the second countershaft in a transmission-efficient manner. Finally, in addition or alternatively, the sixth shift element is designed to connect the first transmission input shaft to the second countershaft in a transmission-efficient manner. With this advantageous arrangement of the shift elements, with the hybrid transmission at least four internal combustion engine gears and two electric gears can be established, which can be combined with one another at will and can be shifted independently of one another.
In a further advantageous embodiment, the switching elements are embodied as form-locking switching elements. In addition or alternatively, at least two, preferably all, of the shift elements are designed as dual shift elements and can be actuated by a dual-acting actuator. The form-locking shift element enables an efficient and cost-effective hybrid transmission. The technical construction 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 comprises a second drive motor which is connected in a drive-efficient manner to the second countershaft and is preferably arranged parallel to the first transmission input shaft axis. By means of the second drive motor, the internal combustion engine can be started from electric-only driving. Furthermore, for serial crawling and/or driving, both forward and backward power supply of the vehicle electrical system and power generation can be performed. Furthermore, the second drive motor can assist the internal combustion engine during rotational speed regulation, in particular during coupling and gear shifting. The second drive motor may support traction when shifting the first drive motor. By means of the second drive motor, a variable pure electric drive can be established.
In a further advantageous embodiment, the first drive motor is designed as a coaxial motor. Additionally, the planetary gear set is arranged at least partially axially and/or radially within the first drive motor. The axial compactness of the drive train can thereby be further improved. In particular, a space-efficient drive train can be produced. In particular, the coaxial motor enables the first drive motor to be connected directly to the second transmission input shaft, so that further connecting means for connecting the first drive motor, for example gears or traction means transmissions, can be dispensed with. An efficient and weight optimized powertrain can be created.
The fixing of a component of a planetary gear set is understood in particular to mean locking the component against rotation about its rotational axis. Preferably, the element is connected in a rotationally fixed manner to a stationary component, such as a frame and/or a transmission housing, by means of a shift element. It is also conceivable to brake the element until it is stationary.
By "connected in a transmission-effective manner" is understood in this connection, in particular, an unswitchable connection between two components, which is provided for permanently transmitting rotational speed, torque and/or drive power. The connection can take place here not only directly, but also via a fixed transmission. The connection can take place, for example, via a fixed shaft, a toothing, in particular a spur toothing, and/or a wrapping means, in particular a traction means transmission.
"can be connected in a transmission-effective manner", "can be connected in a transmission-effective manner" or "can be configured for connection in a transmission-effective manner" is understood in this connection to mean, in particular, a switchable connection between two components, which connection is provided in the closed state for the temporary transmission of rotational speed, torque and/or drive power. The switchable connection preferably temporarily transmits substantially no rotational speed, torque and/or drive power in the open state.
Stationary charging or neutral charging is understood to mean, in particular, that the drive motor is operated as a generator, preferably when the internal combustion engine is stationary during operation, in order to fill the energy store and/or to supply the vehicle electronics with power.
Actuators are currently in particular members that convert electrical signals into mechanical movements. Preferably, the actuator used with the double switching element performs a movement in two opposite directions to switch one switching element of the double switching element in a first direction and the other switching element in a second direction.
The shifting is performed in particular by switching off a shift element and/or a clutch and simultaneously switching on a shift element and/or a clutch for the next higher or lower gear. Thus, the second shift element and/or the second clutch gradually receives torque from the first shift element and/or from the first clutch until the entire torque is received by the second shift element and/or the second clutch at the end of the shift. In the case of the preceding synchronization, shifting can take place more quickly, preferably a form-locking shift element being used.
The internal combustion engine may in particular be any machine capable of producing a rotational movement by burning a driving agent, such as gasoline, diesel, kerosene, ethanol, liquefied petroleum gas, automobile gas, etc. The internal combustion engine may be, for example, an otto engine, a diesel engine, a wankel engine or a two-stroke engine.
In the case of sequential driving or creeping, the drive motor of the motor vehicle is operated as a generator by the internal combustion engine of the motor vehicle. The energy thus produced can be used by other drive motors of the motor vehicle to provide drive power.
The electric vehicle axle or simply the electric vehicle axle is preferably a non-main drive axle of the motor vehicle, in which drive power can be transmitted to the wheels of the motor vehicle by means of a drive motor. It goes without saying that the drive motor can also be connected by means of a transmission. With the aid of the electric axle, traction can be maintained completely or partly when shifting gears for the main drive axle in the transmission. Furthermore, with the aid of the electric bridge, a four-wheel function can be established at least in part.
The electrodynamic starting Element (EDA) allows a rotational speed superposition of the engine rotational speed and the drive motor rotational speed via one or more planetary gear sets, so that the motor vehicle can be started from a standstill when the engine is running, preferably without a friction clutch. Here, the drive motor supports the torque. Preferably, the internal combustion engine can no longer be decoupled from the transmission by means of a starting clutch or the like. By using EDA, the starter, generator and starting clutch or torque converter can preferably be dispensed with. In this case, the EDA is in particular constructed compactly in such a way that all components are accommodated in the clutch housing in series 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, via a torsional vibration damper which is adapted to be soft. Thus, the drive motor and the internal combustion engine can be selectively operated simultaneously or alternately. If the motor vehicle is stopped, the drive motor and the internal combustion engine can be turned off. Due to the good adjustability of the drive motor, a very high starting quality is achieved, which can be comparable to the starting quality of a drive with a torque converter clutch.
In so-called electrodynamic gear shifting (EDS), as in the case of EDA starting, a rotational speed superposition of the internal combustion engine rotational speed and the drive motor rotational speed is carried out via one or more planetary gear sets. At the beginning of a gear change, the torques of the drive motor and the internal combustion engine are adjusted such that the shift element to be disengaged becomes unloaded. After opening the switching element, the rotational speed is adjusted while maintaining the traction force, so that the switching element to be engaged becomes synchronized. After closing the switching element, the load distribution between the internal combustion engine and the drive motor is arbitrarily carried out according to the hybrid operating strategy. The electrodynamic gear shifting method has the following advantages: the shift element to be shifted of the target gear is synchronized by the interaction of the drive motor and the internal combustion engine, wherein the drive motor is preferably precisely adjustable. Another advantage of the EDS shift method is: high traction forces can be achieved because the torques of the internal combustion engine and the electric machine are added up in the hybrid transmission.
Drawings
The invention will be described and explained in more detail below with reference to a few selected embodiments in conjunction with the accompanying drawings. In the figure:
fig. 1 shows a schematic top view of a motor vehicle with a motor vehicle powertrain according to the invention;
FIG. 2 shows a simplified schematic diagram of a hybrid transmission according to the present invention;
FIG. 3 shows a schematic diagram of the hybrid transmission according to FIG. 2 in accordance with the present invention;
fig. 4 schematically shows a shift state of the hybrid transmission according to fig. 2 and 3;
fig. 5 shows a further variant of the hybrid transmission according to the invention;
FIG. 6 schematically illustrates a shift state of the hybrid transmission according to FIG. 5;
fig. 7 shows a further variant of the hybrid transmission according to the invention;
fig. 8 shows a further variant of the hybrid transmission according to the invention;
fig. 9 shows a further variant of the hybrid transmission according to the invention;
fig. 10 shows a further variant of the hybrid transmission according to the invention; and
fig. 11 shows a further variant of the hybrid transmission according to the invention.
Detailed Description
In fig. 1, a motor vehicle 10 having a motor vehicle powertrain 12 is schematically illustrated. The motor vehicle powertrain 12 includes a first drive motor 14 and an internal combustion engine 16 that are connected to a front axle of the motor vehicle 10 via a hybrid transmission 18. In the example shown, the motor vehicle powertrain 12 further includes an optional second drive motor 20. It is understood that the hybrid transmission 18 may be connected to the rear axle of the motor vehicle 10. The drive power of the first drive motor 14, of the internal combustion engine 16 and/or of the optional second drive motor 20 is supplied to the wheels of the motor vehicle 10 by means of the motor vehicle drive train 12. The motor vehicle 10 also has an energy store 22 for storing energy for supplying the first drive motor 14 and/or the second drive motor 20.
Fig. 2 shows a simplified schematic diagram of the hybrid transmission 18 according to the invention in the form of a circuit diagram. Here, the shaft of the hybrid transmission 18 is shown as a straight line, the shift element is shown in the form of an electrical switch and the spur gear pair is shown as a quadrilateral.
The drive machines 14, 16, 20 are shown as larger quadrilaterals.
The internal combustion engine 16 is drivingly connected with the hybrid transmission 18 via a first transmission input shaft 24.
The first drive motor 14 is connected to the hybrid transmission 18 via a second transmission input shaft 26.
The internal combustion engine 16 is connected by a first transmission input shaft 24 to a pre-transmission 28 that includes a first intermediate shaft 30. Furthermore, the pre-transmission 28 is connected to the second drive motor 20 by means of a second intermediate shaft 32. The second intermediate shaft 32 can also be connected to the auxiliary shaft 34 via a third spur gear set ST3 by closing the third switching element C. Further, the second intermediate shaft 32 can be connected to the counter shaft 34 via the fourth spur gear pair ST4 by closing the fourth switching element D.
The second transmission input shaft 26 is connectable with the countershaft 34 through the first spur gear set ST1 by closing the first shift element a.
By closing the second shift element B, the second transmission input shaft 26 can be connected to the countershaft 34 by a second spur gear pair.
The layshaft 34 is connected to a driven portion 36 of the hybrid transmission 18 via a driven transmission portion or driven spur gear pair, not shown in detail and shown as an empty quadrilateral.
The hybrid transmission 18 according to fig. 2 is shown in more detail in fig. 3.
The first transmission input shaft 24 is configured as a solid shaft and is connected in a transmission-efficient manner to the ring gear of the planetary gear set RS forming the pre-transmission 28. The planet carrier of the planetary gear set RS is connected in a driving-effective manner to a first countershaft 30, which is embodied as a hollow shaft and at least partially encloses the first transmission input shaft 24. The sun gear of the planetary gear set RS is fixed, i.e. non-rotatably connected to a member fixed to the housing.
The first drive motor 14 is designed as a coaxial motor, wherein the planetary gear set RS is arranged radially and axially within the first drive motor 14. The second transmission input shaft 26 is configured as a hollow shaft and at least partially encloses the first countershaft 30. The first drive motor 14 is connected to the second transmission input shaft 26 without a pre-shift.
The second countershaft 32 is likewise configured as a hollow shaft and at least partially encloses the first transmission input shaft 24.
The first transmission input shaft 24, the second transmission input shaft 26, the first and second intermediate shafts 30 and 32, and the planetary gear set RS and the first drive motor 14 are disposed coaxially with each other.
One fixed gear each of the first spur gear pair ST1 and the second spur gear pair ST2 is provided on the second transmission input shaft 26, and these fixed gears mesh with movable gears provided on the counter shaft 34, respectively.
On the second intermediate shaft 32, one fixed gear each of the third spur gear pair ST3 and the fourth spur gear pair ST4 is provided, which are respectively meshed with movable gears provided on the counter shaft 34.
The countershaft 34 also includes a driven gear that is generally centrally disposed on the countershaft 34 and that meshes with the differential of the driven portion 36 of the hybrid transmission 18 in a drive-efficient manner.
The second shifting element B is combined with the first shifting element a as a double shifting element and is arranged between the gear set planes of the first spur gear set ST1 and the second spur gear set ST 2.
The fourth shift element D is combined with the third shift element C to form a double shift element and is arranged in the hybrid transmission 18 in a gear set plane between the gear set plane of the third spur gear pair ST3 and the gear set plane of the fourth spur gear pair ST 4.
The sixth shifting element F is combined with the fifth shifting element E to form a double shifting element and is arranged in the hybrid transmission in the same gear set plane as the driven gear, wherein, unlike the double shifting element described above, the double shifting element including the sixth shifting element F and the fifth shifting element E is arranged on the second countershaft 32 or the first transmission input shaft 24.
The second drive motor 20 is connected to the fixed gear of the fourth spur gear set ST4 via the hybrid transmission 18. Here, the rotor shaft of the second drive motor 20 has a fixed gear which meshes with another fixed gear which meshes with a fixed gear of the fourth spur gear pair ST 4. Accordingly, the second drive motor 20 is disposed with its axis parallel to the hybrid transmission 18.
By engaging the first switching element a, the first spur gear pair ST1 can be switched in a transmission-efficient manner. Accordingly, a transmission-efficient connection is established from the first drive motor 14 via the second transmission input shaft 26 toward the countershaft 34.
The second shifting element B is designed to shift the second spur gear set ST2 in a transmission-effective manner, i.e. to connect the movable gearwheel of the second spur gear set ST2 arranged on the countershaft 34 in a transmission-effective manner to the countershaft 34.
The third shifting element C is designed to shift the third spur gear set ST3 in a transmission-effective manner, i.e. to establish a transmission-effective connection between the second countershaft 32 and the countershaft 34.
The fourth switching element D is configured for connecting the movable gear of the fourth spur gear set ST4 provided on the counter shaft 34 to the counter shaft 34 in a transmission-efficient manner.
The fifth shifting element E is configured for connecting the second intermediate shaft 32 to the first intermediate shaft 30 in a transmission-efficient manner. Thus, by engaging the fifth shifting element E, a pre-shift of the internal combustion engine 16, not shown, connected to the first transmission input shaft 24 is established by means of the planetary gear set RS.
By engaging the sixth shift element F, the first transmission input shaft 24 is connected to the second intermediate shaft 32 in a transmission efficient manner without a pre-shift. Thus, the pre-transmission 28 may be crossed by engaging the sixth shift element F.
Fig. 4 shows the shift state of the hybrid transmission 18 according to fig. 2 and 3 in a shift matrix 38. In the first column of the shift matrix 38, the engine gears V1 to V4 and the electric gears E1, E2 are shown. The switching states of the switching elements a to F are shown in the second to seventh columns, wherein "X" means: the respective shift element is closed, i.e. the associated transmission components are connected to each other in a transmission-efficient manner. If there is no filled-in content, the corresponding switching element can be considered to be open, i.e. not delivering drive power.
The first engine gear V1 can be established by engaging the third and fifth shift elements C and E.
Engagement of the third and sixth shift elements C and F establishes a second engine gear V2.
The third engine gear V3 can be established by engaging the fourth and fifth shift elements D and E.
To establish the fourth engine gear V4, the fourth shift element D and the sixth shift element F are engaged.
The first electric gear E1 can be established by engaging the first switching element a.
Engaging the second switching element B establishes the second electric gear E2.
The internal combustion engine gears V1 to V4 can be arbitrarily combined with the electric gears E1, E2 in the hybrid mode.
Thus, the hybrid transmission 18 has two power paths, an internal combustion engine power path and an electric power path. The engine power path has four gear ratios produced by the two-speed pre-transmission 28. By means of the pre-transmission, the two gears that can be established by means of the third spur gear set ST3 and the fourth spur gear set ST4 can be operated with a pre-shift and one can be operated without a pre-shift, so that four engine gears V1 to V4 are produced. The electric power path has two gear ratios that can be established via a first spur gear set ST1 and a second spur gear set ST 2. The two-speed pre-transmission 28 of the engine power path preferably includes a planetary gear set RS that achieves two gear ratios by operating two shift elements (a fifth shift element E and a sixth shift element F). By closing the sixth shift element F, the planetary gear set RS can be bridged or locked, so that it is realized as a gear ratio of 1. By closing the fifth shifting element E, a slower or faster gear ratio can be achieved. If the sixth shifting element F locks the planetary gear set, one planetary gear set element can preferably be fixed by the fifth shifting element E.
By means of the independent shiftability of the internal combustion engine gears V1 to V4 with the electric gears E1, E2, the first drive motor 14 can support traction forces via one of the two electric gears E1 or E2 when shifting the internal combustion engine 16. Conversely, when shifting between the electric gears E1, E2 for the first drive motor 14, the internal combustion engine 16 can support traction in one of the internal combustion engine gears V1 to V4.
The two-gear pre-shift group or the two-gear pre-transmission is used as a split group for the third spur gear pair ST3 and the fourth spur gear pair ST 4. When shifting from the first engine gear V1 to the second engine gear V2, it is necessary to shift the shift element in the splitter group, wherein the shift is from the fifth shift element E to the sixth shift element F. The synchronization can take place, for example, by means of a rotational speed regulation of the internal combustion engine 16.
The shift from the second engine gear V2 to the third engine gear V3 is a so-called group shift, in which not only is a shift from the sixth shift element F to the fifth shift element E in the split group, but also a shift from the third shift element C to the fourth shift element D in the main group. The switching procedure for this may be, for example, as follows. The load reduction is performed on the internal combustion engine 16 and the third switching element C and the sixth switching element F are opened. The synchronization of the fifth switching element E is then performed. After the synchronization is completed, the fifth switching element E is closed. Then the synchronization of the fourth switching element D is performed, which is closed as well after the synchronization is completed.
If the second drive motor 20 is provided in the hybrid transmission 18 or in the motor vehicle drive train 12, it can assist in synchronization.
When shifting from the third engine gear V3 to the fourth engine gear V4, it is also necessary to shift the shift element in the splitter group, wherein the shift is from the fifth shift element E to the sixth shift element F. Synchronization can likewise be achieved, for example, by a rotational speed regulation on the internal combustion engine 16.
It goes without saying that the shift element is preferably a form-locking shift element and can be embodied, for example, as a claw shift element.
The following functions can be achieved in particular by means of the second drive motor 20. The internal combustion engine 16 can be started from electric-only driving, wherein the fifth shift element E or the sixth shift element F is closed. Preferably, the switching element that is also closed for the subsequently provided engine gears V1 to V4 is closed here. Accordingly, if the vehicle should subsequently travel in the first engine gear V1 or the third engine gear V3, the fifth shifting element E is closed. Similarly, if the vehicle should subsequently travel in the second engine gear V2 or the fourth engine gear V4, the sixth shift element F is closed.
With the second drive motor 20, it is also possible to supply and generate power from the vehicle electrical system both forward and backward for sequential crawling and/or driving. Furthermore, the second drive motor 20 can assist in the speed regulation of the internal combustion engine 16, in particular for coupling the internal combustion engine 16 and/or in gear shifting.
Further, when the gear shift is performed with respect to the first drive motor 14, traction force assistance may be performed via the second drive motor 20 via the third spur gear pair ST3 or the fourth spur gear pair ST 4. Further, by means of the second drive motor 20, purely electric drive is possible via the third spur gear set ST3 or the fourth spur gear set ST 4. It goes without saying that the first drive motor 14 can additionally optionally be driven here via one of the two electric gears E1 or E2.
Fig. 5 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in FIG. 3, the connection to the planetary gear set RS is changed. Thereby, a faster shift is achieved in the embodiment according to fig. 5, whereas a slower shift is achieved in the embodiment according to fig. 3.
In the embodiment shown in FIG. 5, the sun gear of the planetary gear set RS is stationary, the carrier of the planetary gear set is connected to the first transmission input shaft 24, and the ring gear of the planetary gear set RS is connected to the first intermediate shaft 30. Otherwise, the connections in the hybrid transmission 18 are the same as in the embodiment shown in fig. 3.
In fig. 6, the shift state of the hybrid transmission according to fig. 5 is shown in a shift matrix 40, similar to shift matrix 38 shown in fig. 4.
The first engine gear V1 can be established by closing the third and sixth shift elements C and F.
Closing the third and fifth shifting elements C and E establishes the second engine gear V2.
To establish the third engine gear V3, the fourth shift element D and the sixth shift element F are closed.
The fourth engine gear V4 can be established by closing the fourth and fifth shift elements D and E.
The two electric gears E1, E2 are shifted similarly to the shift matrix 38 shown in fig. 4 and are received together only for completeness.
Fig. 7 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 3, the planetary gear set RS of the pre-transmission 28 is configured as a positive ratio planetary gear set. The positive ratio planetary gearset has first and second planet carriers, which in the illustrated embodiment are connected to a first transmission input shaft 24. In other respects, the connections in the hybrid transmission 18 are identical. The shift state of the hybrid transmission according to fig. 7 can be derived from the shift matrix 38 according to fig. 4.
Fig. 8 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 3, the second drive motor 20 is connected to the second intermediate shaft 32 via a separate connecting gear. It goes without saying that the second drive motor 20 can also be connected in a transmission-efficient manner to the fixed gear of the third spur gear pair ST3, as explained in fig. 3 with respect to the fixed gear of the fourth spur gear pair ST 4.
Fig. 9 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 3, the movable gear setting and the fixed gear setting of the third spur gear pair ST3 and the fourth spur gear pair ST4 are interchanged. Therefore, fixed gears of the third spur gear pair ST3 and the fourth spur gear pair ST4 are provided on the counter shaft 34, and movable gears of the third spur gear pair ST3 and the fourth spur gear pair ST4 are provided on the second intermediate shaft 32. It goes without saying that a double shift element comprising a fourth shift element D and a third shift element C is thereby also arranged on the second intermediate shaft 32. The axial arrangement of the third spur gear set ST3 and the fourth spur gear set ST4 is not shown, but is also conceivable to be interchanged.
Fig. 10 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 3, the movable gear setting and the fixed gear setting of the second spur gear pair ST2 and the first spur gear pair ST1 are interchanged. Thus, the fixed gears of the first spur gear pair ST1 and the second spur gear pair ST2 are provided on the counter shaft 34, while the movable gear is provided on the second transmission input shaft 26. It goes without saying that, as already described with respect to fig. 9, interchangeability with respect to the axial positions of the two spur gear pairs ST1, ST2 is also given with respect to the first spur gear pair ST1 and the second spur gear pair ST 2.
Fig. 11 shows a further variant of the hybrid transmission 18 according to the invention. Unlike the embodiment shown in fig. 3, the double switching element comprising the third switching element C and the fourth switching element D is implemented as a so-called unconventional switching element. Thereby, a double shift element comprising a third shift element C and a fourth shift element D may be arranged in one gear set plane with a double shift element comprising a sixth shift element F and a fifth shift element E. It is thus possible to create a hybrid transmission 18 of axially compact construction. Thereby, the fourth spur gear pair ST4 and the third spur gear pair ST3 are disposed adjacent to each other and adjacent to the double switching element including the third switching element C and the fourth switching element D. The movable gear of the fourth spur gear stage ST4 has a hollow shaft section on which the movable gear of the third spur gear stage ST3 is arranged, wherein the two movable gears can be connected to the countershaft 34 by engaging a double switching element comprising a third switching element C and a fourth switching element D, respectively.
The present invention has been fully described and explained 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 to the invention will be apparent to those skilled in the art upon use of the invention and upon accurate analysis of the drawings, disclosure and claims that follow. In particular, those skilled in the art realize that features of different embodiments may be combined with one another.
In the claims, the terms "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 as indicating 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 data carrier, for example on an optical memory or on 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.
Reference numerals
10. Motor vehicle
12. Motor vehicle power train
14. First driving motor
16. Internal combustion engine
18. Hybrid transmission
20. Second driving motor
22. Energy storage device
24. First transmission input shaft
26. Second transmission input shaft
28. Pre-transmission
30. First intermediate shaft
32. Second intermediate shaft
34. Auxiliary shaft
36. Driven part
38. Gear shift matrix
40. Gear shift matrix
A-F switching element
RS planetary gear set
ST1-ST4 spur gear pair

Claims (15)

1. A hybrid transmission (18) for a motor vehicle powertrain (12) of a motor vehicle (10), having:
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 drive motor (14) of the motor vehicle;
a first intermediate shaft (30);
a second intermediate shaft (32);
a pre-transmission (28) connected to the first transmission input shaft and the first intermediate shaft;
a countershaft (34) drivingly connected with a driven portion (36) of the hybrid transmission;
spur gear pairs (ST 1, ST2, ST3, ST 4) arranged in a plurality of gear set planes for forming gears (V1, V2, V3, V4, E1, E2); and
A plurality of shifting devices with shift elements (A, B, C, D, E, F) for engaging gears; wherein,
the second intermediate shaft is connectable with the first transmission input shaft; and is also provided with
The movable gear of the corresponding spur gear pair in a spur gear pair can be exchanged with the fixed gear.
2. The hybrid transmission (18) of claim 1, wherein,
the pre-transmission (28) includes a planetary gear set (RS); and is also provided with
One gear set element of the planetary gear set is stationary.
3. Hybrid transmission (18) according to one of the preceding claims, wherein the second intermediate shaft (32) is configured as a hollow shaft and at least partially encloses the first transmission input shaft (24).
4. Hybrid transmission (18) according to one of the preceding claims, characterized in that the gear wheel of a spur gear pair (ST 3, ST 4) arranged on the second countershaft (32) is designed for connection to the second drive motor (20) or the second countershaft has a connecting gear wheel for connecting the second drive motor to the hybrid transmission.
5. Hybrid transmission (18) according to one of the preceding claims, wherein,
the first transmission input shaft (24), the second transmission output shaft (26), the first intermediate shaft (30) and the second intermediate shaft (32) are coaxially arranged with respect to each other;
The first transmission input shaft is configured as a solid shaft;
the second transmission input shaft and the first intermediate shaft are configured as hollow shafts;
the first countershaft at least partially surrounds the first transmission input shaft; and/or
The second transmission input shaft at least partially surrounds the first countershaft.
6. Hybrid transmission (18) according to one of the preceding claims, wherein it comprises exactly four spur gear pairs (ST 1, ST2, ST3, ST 4) forming gears and one planetary gear set (RS) for forming four engine gears (V1, V2, V3, V4) and two electric gears (E1, E2).
7. Hybrid transmission (18) according to one of the preceding claims, wherein the internal combustion engine gear (V1, V2, V3, V4) can be shifted independently of the electric gear (E1, E2) and the electric gear can be shifted independently of the internal combustion engine gear.
8. The hybrid transmission (18) of one of the preceding claims, wherein:
the first transmission input shaft (24) is connected in a transmission-efficient manner with a ring gear of the planetary gearset (RS); the first intermediate shaft (30) is connected in a transmission-effective manner to the planet carrier of the planetary gear set, and the sun gear of the planetary gear set is stationary; or alternatively
The sun gear of the planetary gear set is stationary; the first countershaft is drivingly connected with a ring gear of the planetary gear set and the first transmission input shaft is drivingly connected with a carrier of the planetary gear set.
9. The hybrid transmission (18) of one of the preceding claims, wherein:
the first shift element (A) is designed to connect the second transmission input shaft (26) to the countershaft (34) by means of a first spur gear set (ST 1) in a transmission-effective manner;
the second shift element (B) is designed to connect the second transmission input shaft to the countershaft by means of a second spur gear set (ST 2) in a transmission-effective manner;
the third shift element (C) is designed to connect the second countershaft (32) to the countershaft by means of a third spur gear set (ST 3) in a transmission-effective manner;
the fourth shift element (D) is designed to connect the second countershaft to the countershaft by means of a fourth spur gear set (ST 4) in a transmission-effective manner;
the fifth shift element (E) is designed to connect the first countershaft (30) to the second countershaft in a transmission-efficient manner; and/or
The sixth shift element (F) is configured for connecting the first transmission input shaft (24) to the second countershaft in a transmission efficient manner.
10. The hybrid transmission (18) of one of the preceding claims, wherein:
each switching element (A, B, C, D, E, F) is designed as a form-locking switching element; and/or
At least two, preferably all, of the shift elements are configured as dual shift elements and can be actuated by a dual-acting actuator.
11. A motor vehicle powertrain (12) for a motor vehicle (10), having:
hybrid transmission (18) according to one of the preceding claims;
an internal combustion engine (16) connectable to the first transmission input shaft (24); and
a first drive motor (14) which is connected in a transmission-efficient manner to the second transmission input shaft (26).
12. Motor vehicle powertrain (12) according to claim 11, having a second drive motor (20) which is connected in a transmission-efficient manner to a second intermediate shaft (32) and is preferably arranged axially parallel to the first transmission input shaft (24).
13. Motor vehicle powertrain (12) according to claim 11 or 12, wherein the first drive motor (14) is configured as a coaxial motor; and the planetary gear set (RS) is arranged at least partially axially and/or radially within the first drive motor.
14. Method for operating a motor vehicle powertrain (12) according to one of claims 11 to 13.
15. A motor vehicle (10) is provided with:
motor vehicle powertrain (12) according to one of claims 11 to 13; and
an energy store (22) for storing energy for supplying the first drive motor (14) and/or the second drive motor (20).
CN202310478865.8A 2022-06-21 2023-04-28 Compact hybrid powertrain Pending CN117261573A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022206207.8 2022-06-21
DE102022206207.8A DE102022206207A1 (en) 2022-06-21 2022-06-21 Compact hybrid powertrain

Publications (1)

Publication Number Publication Date
CN117261573A true CN117261573A (en) 2023-12-22

Family

ID=88974986

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310478865.8A Pending CN117261573A (en) 2022-06-21 2023-04-28 Compact hybrid powertrain

Country Status (2)

Country Link
CN (1) CN117261573A (en)
DE (1) DE102022206207A1 (en)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012205319A1 (en) 2012-04-02 2013-10-02 Zf Friedrichshafen Ag Hybrid drive of motor car, has planetary gear whose intermediate element is connected with other gear construction elements of planetary gears or with countershaft over shift elements in twin shift unit
DE102020203803A1 (en) 2020-03-24 2021-09-30 Zf Friedrichshafen Ag Hybrid transmission with electric traction assistance
AT524454B1 (en) 2020-11-26 2022-08-15 Avl List Gmbh DRIVE TRAIN FOR A MOTOR VEHICLE
DE102021203414A1 (en) 2021-04-07 2022-10-13 Zf Friedrichshafen Ag Gear-free, power-shiftable hybrid transmission

Also Published As

Publication number Publication date
DE102022206207A1 (en) 2023-12-21

Similar Documents

Publication Publication Date Title
US10808816B2 (en) Hybrid drive having an automated conventional gearbox
CN111655524B (en) Hybrid transmission and vehicle
KR101807153B1 (en) Power transmission system of hybrid electric vehicle
CN114616114A (en) Transmission device for a hybrid drive and method for controlling a hybrid drive
CN108349365B (en) Drive system for a hybrid vehicle and drive train having such a drive system
CN114466755A (en) Transmission and drive system for a motor vehicle
CN113474195A (en) Hybrid transmission and motor vehicle
CN114222875A (en) Transmission system, hybrid transmission system, hybrid drive train and motor vehicle
CN113543995A (en) Hybrid transmission and motor vehicle
CN113518726A (en) Hybrid transmission assembly for a motor vehicle powertrain and method of operating a hybrid powertrain
CN113574293A (en) Hybrid transmission and motor vehicle
CN113453929A (en) Hybrid drive train of a motor vehicle and method for operating a hybrid drive train
CN113544000A (en) Power train of a motor vehicle and method of operating a power train
CN113498457A (en) Hybrid transmission for a motor vehicle and motor vehicle drive train
CN113474198A (en) Hybrid transmission and motor vehicle
CN113508048A (en) Hybrid transmission and motor vehicle
US20230173909A1 (en) Low-Drag Loss Hybrid Transmission in a Composite Design
US20230173910A1 (en) Compact Hybrid Transmission in a Composite Design
CN113490610A (en) Transmission assembly, motor vehicle powertrain and method of operating the same
CN117261573A (en) Compact hybrid powertrain
US20220203822A1 (en) Hybrid transmission device, engine transmission arrangement, hybrid drivetrain and motor vehicle
CN114126907A (en) Power-shiftable hybrid transmission, drive train and motor vehicle
CN116901689A (en) Compact hybrid transmission
CN116803725A (en) hybrid transmission
CN115519994A (en) Compact hybrid transmission with mechanically simple structure

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication