CN117355435A - Hybrid transmission system for a motor vehicle - Google Patents

Hybrid transmission system for a motor vehicle Download PDF

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Publication number
CN117355435A
CN117355435A CN202280037586.1A CN202280037586A CN117355435A CN 117355435 A CN117355435 A CN 117355435A CN 202280037586 A CN202280037586 A CN 202280037586A CN 117355435 A CN117355435 A CN 117355435A
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CN
China
Prior art keywords
shaft
transmission system
switching element
hybrid transmission
gear set
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
CN202280037586.1A
Other languages
Chinese (zh)
Inventor
F·库特尔
M·布雷默
M·霍恩
J·卡尔滕巴赫
T·马丁
M·韦克斯
M·巴赫曼
P·齐默
I·普凡库亨
S·贝克
M·拉迪克
C·米歇尔
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN117355435A publication Critical patent/CN117355435A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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

Abstract

The invention relates to a hybrid transmission system (10) for a motor vehicle, comprising: a first shaft (12) to which internal combustion engine power can be input, and which is arranged on a first axis (a 1); a second shaft (14) which is connected to the first electric machine (EM 1) and is arranged on a second axis (a 2); a third shaft (16) connected to the first shaft (12) and arranged on the second axis (a 2); a first planetary gear set (PS 1) arranged on the second axis (a 2) and having a first member (20), a second member (22) and a third member (24); and a differential (AG) for distributing driving power to driven wheels, the first component (20) being connected to the second shaft (14), the second component (22) being connected to one input component of the differential (AG), the third component (24) being connectable to the third shaft (16) via a first switching element (C), and the second shaft (14) being connectable to the third shaft (16) via a second switching element (L).

Description

Hybrid transmission system for a motor vehicle
Technical Field
The invention relates to a hybrid transmission system for a motor vehicle, in particular a passenger vehicle, comprising: a first shaft to which the engine power can be input, and which is arranged on a first axis; a second shaft connected to the first motor and disposed on the second axis; a third shaft connected to the first shaft and disposed on the second shaft; a first planetary gear set; and a differential for distributing drive power to the driven wheels.
Background
Hybrid transmission systems for motor vehicles generally have an internal combustion engine which can provide drive power for driving the motor vehicle, and an electric machine which can provide drive power for the motor vehicle in place of or in addition to the internal combustion engine, depending on the operating mode.
In hybrid drive trains, a number of different approaches are divided, which each provide for different connections of the electric machine to the transmission system of the hybrid drive train.
For example, it is known to provide an electric motor coaxially with the input shaft, wherein the rotor of the electric motor is connected to a hollow shaft which is arranged around the input shaft.
In some cases, the electric machine is connected to a transmission system of the hybrid transmission via a pre-ratio device. The pre-ratio device may include a planetary gear set system.
A motor vehicle hybrid drive is known from DE 10 2013 215 114 A1, in which an electric machine can be connected to an output shaft of a hybrid transmission via a spur gear set. Furthermore, it is known from this document to arrange the electric machine coaxially with the transmission output shaft, to be precise axially offset with respect to a planetary gear set which is designed as a superposition transmission for electric drive power and for internal combustion engine drive power.
The hybrid transmission is preferably configured as a powershift transmission. In the case of a hybrid transmission mounted in a motor vehicle transversely to the drive direction (front transverse or rear transverse), the axial length of the hybrid transmission is important. In addition, in the case of assembly transversely to the direction of travel, it is often also necessary to take into account the assembly environment. The hinges for the axle shafts, transmission suspension, and/or lower vehicle stringers may all be obstacles.
Disclosure of Invention
Against this background, it is an object of the present invention to provide an improved hybrid transmission system for a motor vehicle, wherein the hybrid transmission system is compact and preferably can be fitted well laterally in front of the vehicle.
The above object is achieved by a hybrid transmission system for a motor vehicle having: a first shaft to which engine power can be input, and which is arranged on a first axis; a second shaft connected to the first motor and disposed on the second axis; a third shaft connected to the first shaft and disposed on the second shaft; a first planetary gear set disposed on the second axis and having a first member, a second member and a third member; and a differential for distributing driving power to driven wheels, wherein the first component is connected with the second shaft, the second component is connected with one input component of the differential, the third component is connectable with the third shaft via the first switching element, and the second shaft is connectable with the third shaft via the second switching element.
The first planetary gear set is preferably a superposition planetary gear set, which can be used to superimpose internal combustion engine power and electric power, and which can be used in particular to establish an electrically controlled continuously variable transmission (ECVT) operating mode or an electric starting (EDA) operating mode. The EDA mode of operation enables an electrodynamic (electrodynamic) start at which engine power is transferred into the first planetary gear set and the first electric machine supports engine torque at one other component of the first planetary gear set. The other component is then connected to an output, in particular to a differential.
By means of the arrangement of the second and third shafts on a second axis, on which the first planetary gear set is also arranged, the second axis can be arranged parallel to the axis of the internal combustion engine. Thus more axial structural length is available for the transmission.
It is particularly preferred that the second axis is oriented coaxially with the driven shaft of the differential. In this case, one of the driven shafts of the differential is guided in the assembled state through the transmission system in the axial direction, so that at least the second shaft and the third shaft are each formed as hollow shaft sections. The driven shaft can be connected to the driven wheel of the motor vehicle via a cardan shaft or the like. The second axis of the hybrid transmission system may also be referred to as the primary axis.
The first member of the first planetary gear set that is connected with the second shaft is preferably the sun gear of the first planetary gear set. In an alternative embodiment, the first member is a ring gear of the first planetary gear set.
The second member of the first planetary gear set is preferably the carrier of the first planetary gear set. The third member of the first planetary gear set is preferably the ring gear, but may also be the sun gear of the first planetary gear set.
The first shaft is preferably arranged coaxially with the crankshaft of the internal combustion engine. The drive shaft may be rigidly connected to the crankshaft, however, preferably via a damper or the like. The first shaft is preferably arranged as a hollow shaft around the drive shaft.
The first motor is preferably arranged on a third axis different from the first axis and the second axis, offset in parallel with respect to the second axis.
However, in an alternative embodiment, the first motor may also be arranged coaxially with the second axis. In this case, the rotor of the first motor may be connected to the second shaft in a rotationally fixed manner.
The connection between the first shaft and the third shaft may be via a spur gear set system (gear train) having a fixed gear connected to the third shaft and a fixed gear connected to the first shaft. It is particularly preferred, however, that the connection between the first shaft and the third shaft is achieved by means of a traction device, i.e. for example via a chain or toothed belt.
If the first electric machine is arranged axially parallel to the second shaft, the connection between the drive shaft of the first electric machine and the second shaft can also be realized via a spur gear set system (gear train) or via a traction device, in particular a chain or toothed belt.
The first planetary gear set is preferably arranged in the axial direction between the differential and the first electric machine or between the differential and the "connection of the first electric machine to the second shaft". The first and the second shift element are preferably arranged in the axial direction on the opposite side of the connection between the first electric machine and the second shaft from the first planetary gear set.
The first motor preferably overlaps the third shaft and/or the first shaft in the axial direction. In addition, the first motor may also at least partially overlap the second shaft. Preferably, the first electric machine is arranged on the opposite axial side of the connection between the first electric machine and the second shaft from the first planetary gear set.
The hybrid transmission system is preferably designed such that an internal combustion engine connected to the drive shaft (which is not normally a hybrid transmission system) overlaps the first planetary gear set and/or the differential in the axial direction, that is to say at least partially.
The first shift element and the second shift element (and preferably all other shift elements of the hybrid transmission system) are preferably designed as dog clutches.
The third shaft, which is connected to the third component of the first planetary gear set via the first switching element, may be connected directly to the third component of the first planetary gear set via the first switching element. In a preferred embodiment, a multi-speed transmission having exactly one transmission input and exactly one transmission output is connected in between. The internal combustion engine is then connected to the transmission input, while the third member of the first planetary gear set is connected to the transmission output.
In a preferred embodiment, the third shaft may be implemented by a plurality of split shafts interconnected via a constant gear set. A greater number of gears can thus be realized.
The differential may be a conventional differential device such as a ball differential, a spur differential or a planetary differential.
The connection between the second member of the first planetary gear set and the input member of the differential is preferably not a non-rotatable connection, but is achieved via a constant ratio device as described below.
In one basic variant, when the first switching element is closed, an ECVT mode (electrically controlled continuously variable mode) can preferably be established, for example for an electrodynamic start.
If both the first and the second shift element are closed, a first hybrid gear can preferably be established, in which the internal combustion engine power is supplied to the output and electric power (boost operation or energy recovery) is added to it or removed from it.
If only the second switching element is closed, a neutral charge is preferably possible.
The first shaft may be connected to the drive shaft of the internal combustion engine in a substantially rotationally fixed manner, but may also be connected to the drive shaft of the internal combustion engine via a disconnect clutch.
Preferably, the hybrid transmission system has no separate mechanical reverse gear. Reversing operation is preferably effected purely electrically. Since an electrodynamic start is possible, the hybrid transmission system preferably has no separate starting clutch (friction clutch), although such a starting clutch may also be provided for the purpose of expanding the functional range.
As mentioned above, the hybrid transmission system is preferably arranged on the axle of the motor vehicle, which means that at least one axis of the hybrid transmission system, preferably the above-mentioned main axis, is oriented coaxially with the axle (driven shaft).
In addition, in the hybrid transmission system, it is also possible to preferably achieve a power shift, i.e. a shift between gears is achieved without traction force interruption. This applies in particular to shifting between the gears of the internal combustion engine.
The hybrid transmission system, despite its compact radial configuration, may employ relatively few radial planes and thus may also employ a relatively compact axial design.
In addition, the hybrid transmission system preferably further comprises at least one second electric machine, which can be designed in particular as a high-voltage starter generator, and which is preferably already or can be connected to the first shaft.
The following terms are to be understood in particular in this disclosure as follows:
a gear pair comprises exactly two gears which engage, in particular mesh, with each other. The gears of the gear pair preferably each have a cylindrical tooth, are preferably arranged in a radial plane, and are preferably each assigned to a different shaft. The gears of the gear pair may be two fixed gears (so-called constant gear sets). In the switchable gear pair, the two gears may be a fixed gear and a idler gear (see below), which preferably together define a gear (see below).
A gear set (spur gear set) comprises at least two mutually intermeshing (in particular meshing) gears and may comprise one or more gear pairs, preferably lying in a common radial gear set plane. If the gear set has a fixed gear that engages with two different gears, it is also referred to as a fixed gear dual purpose. Typically, the gear set may also be a planetary gear set.
The idler gear is a gear rotatably supported on the shaft and connectable to and disconnectable from the shaft by a shift element. The fixed gear is a gear fixed to the shaft so as not to be relatively rotatable.
The shift element (or clutch) serves to connect or disconnect a component (such as a idler gear to the shaft or the shaft to the housing), and is currently formed in particular by a shift clutch, in particular a form-locking shift clutch, such as a dog clutch. However, the shift element can also be a friction clutch or a positive synchronous shift clutch. The term "shift element" is synonymous with the term "clutch".
A double switching element comprises two switching elements, which are preferably assigned to different components and which can be switched alternately by a single operating device. The double switching element preferably further comprises a neutral position in which neither switching element is switched on.
When the two relatively rotatable parts are forced to rotate at a proportional rotational speed, they are connected to each other. The term "connected" is synonymous with "operatively connected". By "non-rotatably connected" is understood that the two parts rotate at the same rotational speed. Two components are connectable if they can be connected to or disconnected from each other. Preferably, the two components can be connected to one another by a shift element (e.g., a shift clutch or brake).
Two elements are axially aligned if they at least partially overlap in the axial direction and/or if they lie in a common radial plane. The term "radial plane" is preferably understood from a functional point of view, not from a geometric point of view. Thus, the two switching elements of a double switching element may also lie in a common radial plane.
The object is fully achieved.
Preferably, the hybrid transmission system has a fourth shaft which is connected to the third component in a rotationally fixed manner and which extends as an inner shaft from the first planetary gear set in the direction of a radial plane in which the first shift element is arranged, and in some designs beyond the radial plane.
The connection between the fourth shaft and the third component is preferably achieved via a radial connection which is preferably arranged on the axial side of the first planetary gear set facing the differential, but may alternatively be arranged on the axial side of the first planetary gear set facing away from the differential.
Preferably, the second shaft and the third shaft are arranged as hollow shafts around the fourth shaft. The second shaft and the third shaft are preferably arranged axially adjacent and/or axially spaced apart from each other.
A compact structure can be achieved.
In this case, it is advantageous if the first planetary gear set can be interlocked via the third shift element (D), in particular by connecting the second shaft with the fourth shaft via the third shift element.
Thus, the third shift element is configured to interlock the first planetary gear set by connecting the third and fourth members non-rotatably with respect to each other. The third shift element thus makes it possible to establish a good electric-only driving mode in which the drive power of the first electric machine is transmitted via the planetary gear set that is already engaged to the differential (preferably via an interposed fixed or constant gear ratio). In this case, when the other switching element is opened (or one of the disconnect clutches is opened), the electric travel mode can be established without having to drag the internal combustion engine.
The first planetary gear set may be linked in a variety of ways. In a first aspect, the sun gear and the ring gear of the first planetary gear set are interconnected by a third shift element. In an alternative embodiment, the sun gear of the first planetary gear set is connected to the planet carrier via a shift element. In a further alternative embodiment, the carrier of the first planetary gear set is connected to the ring gear via a shift element.
Preferably, the third switching element is designed together with the second switching element as a double switching element which is operated with only one actuator (operating device). In particular, this design can be suitable if the third switching element and the second switching element lie on the same axis, in particular on the second axis. Even if the second and third switching elements are located on different axes, a double switching element can be realized. In this case, two switching forks are required, but only one operating device is required.
In an alternative embodiment, the third switching element can be configured as a double switching element together with the fourth switching element.
In a further advantageous embodiment, the first planetary gear set can be interlocked via a fourth switching element in such a way that: one component of the first planetary gear may be connected with the housing via a fourth switching element.
Preferably, the fourth shaft is connectable with the housing via a fourth switching element. As described above, the fourth switching element and the third switching element may be designed as dual switching elements.
Preferably, the fourth shift element fixes the third member of the first planetary gear set. Thus, a short electric gear can be achieved as long as the other shift elements are all open or one of the disconnect clutches is open.
The fourth switching element and the first switching element are preferably configured as double switching elements which are operated with only one operating device.
If the second shift element is arranged on an intermediate shaft, it is also possible to combine the third shift element with the fourth shift element into a double shift element. This can be expedient in particular in combination with a multi-speed transmission, since in this case the first shift element can then be combined with a further additional shift element. In this case, the second switching element may be one single switching element.
The electric gear that can be established by the third shift element or the fourth shift element is generally suitable for forward and reverse operation. The electric gear that can be established by the fourth shift element has a short transmission and is preferably used for reverse operation.
According to a further generally preferred embodiment, the third shaft and the fourth shaft can be connected to each other via a fifth switching element.
The fifth shift element may be used to establish the first hybrid gear. The hybrid gear is generally a gear that can achieve a driving operation of the internal combustion engine, but can add (add or remove) electric power for boosting or energy recovery.
In this case, the first switching element and the fifth switching element are preferably configured as double switching elements. In an alternative embodiment, the first switching element and the fourth switching element are configured as double switching elements.
In addition, it is generally advantageous that the third shaft and the second component of the first planetary gear set can be connected to each other via a sixth switching element.
A further hybrid gear can be established by means of the sixth shift element.
The sixth switching element is preferably arranged on a sixth axis configured as a middle axis.
Furthermore, it is advantageous if the sixth axis is arranged coaxially with respect to a fifth axis of the constant ratio device via which the second component is connected to the differential.
As noted above, the second member of the first planetary gear set is preferably connected with the differential via a constant ratio device. The constant ratio device may be constituted by another planetary gearset arranged coaxially with the second axis. In an alternative embodiment, however, the constant ratio device is formed by two constant spur gear sets which connect the second component to a constant ratio shaft on the fifth axis or connect the constant ratio shaft to the differential.
As mentioned above, it is preferred that the first switching element and/or the second switching element is arranged on the second axis.
In another embodiment, the third shaft has a first split shaft disposed on the second axis and a second split shaft disposed on the sixth axis, wherein the first and second split shafts are interconnected via a first spur gear set.
Thus, for example, the first switching element or the second switching element can be arranged on the sixth axis. Alternatively, the sixth switching element may also be arranged on the sixth axis, i.e. assigned to the second split axis.
According to a particularly preferred embodiment, the third shaft has a third partial shaft which is connected to the second partial shaft via the second spur gear set and which is arranged on the second axis.
The first spur gear set and the second spur gear set are preferably constant gear sets each having two fixed gears. By connecting the first split shaft with the third shaft via an intermediate axis (sixth axis), a greater number of gears can be achieved in the hybrid transmission system.
It is particularly preferred that the third split axis is arranged coaxially with the second shift element and/or coaxially with the fifth shift element, and in particular is connected with a corresponding component of the second shift element or the fifth shift element.
As described above, if the third shaft has a first split shaft, a second split shaft and a third split shaft, it is possible to preferably establish at least three hybrid gears, but preferably four hybrid gears, using the hybrid transmission system.
In addition, in many cases, at least one electric gear can also be established, however, preferably exactly two electric gears can be established.
In addition, at least one ECVT mode (EDA mode), preferably two ECVT modes, can be established in any case.
Finally, it is preferable in each of these variants to be able to perform a neutral charge, wherein the first electric machine is driven by the internal combustion engine, instead of the output power being conducted to the differential via the first planetary gear set.
According to a further preferred embodiment, the second shaft has a first partial shaft arranged on the second axis and a second partial shaft arranged on the sixth axis, wherein the first partial shaft and the second partial shaft are connected to one another via a gear set, in particular a constant gear set.
An improved ratio adaptation can thus be achieved, in particular if the third shaft has a first split shaft and a second split shaft. In this variant, the second shift element is preferably arranged in the axial direction between the gear set connecting the first and second partial shafts of the second shaft and the first spur gear set connecting the first and second partial shafts of the third shaft to each other.
In a generally preferred embodiment, the first shaft is already or can be connected to the second motor. The connection between the first shaft and the second motor may be via a gear set system (gear train), but is preferably via a traction device such as a chain or toothed belt. The second motor is preferably arranged axially parallel offset with respect to the first axis and on the fourth axis.
The second electric machine and the internal combustion engine are therefore preferably arranged on axially opposite sides, on the basis of the connection between the second electric machine and the first shaft.
The second electric machine is preferably configured as a high-voltage starter generator. The second electric machine may be used, for example, to start an internal combustion engine. However, the second electric machine can also be used to perform a power shift between the hybrid gears, in particular for rotational speed adaptation and/or for torque support.
In addition, in some cases, the electric-only running mode may also be realized by the second motor. This is especially the case when the first shaft can be decoupled from the drive shaft of the internal combustion engine via a disconnect clutch (see below). In this case, the hybrid gear of the second electric machine can be used to drive the motor vehicle.
In addition, it is generally advantageous if the second component of the first planetary gear set is connected to the differential via a constant ratio device which is designed as a planetary gear set system and/or a spur gear set system.
If the constant ratio device is configured as a spur gear set system, it is realized via the fifth axis.
If the constant ratio device is formed by a planetary gear set system, the constant ratio device preferably has a second planetary gear set comprising a component fixed to the housing. The second planetary gear set is preferably disposed between the first planetary gear set and the differential in the axial direction.
In addition, as already mentioned, it is also advantageous if the first shaft can be connected to the drive shaft via a disconnect clutch or the first shaft can be connected to the drive shaft of the internal combustion engine in a rotationally fixed manner.
The provision of such a disconnect clutch makes it possible in particular to completely decouple the internal combustion engine from the hybrid transmission system.
The separating clutch is preferably a form-locking shifting element, but may also be designed as a friction-locking separating element, for example in the form of a friction clutch, in order to be able to, for example, achieve a flywheel start of the internal combustion engine and/or to open the separating clutch under load in the event of a malfunction.
It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively proposed combination but also in other combinations or alone without departing from the scope of the invention.
Drawings
Embodiments of the present invention are illustrated in the accompanying drawings and described in detail in the following description.
Wherein:
FIG. 1 illustrates a schematic diagram of a hybrid transmission system of one embodiment;
FIG. 2 illustrates a shift table of the hybrid transmission system of FIG. 1;
FIG. 3 illustrates one embodiment of a constant ratio device between a member of a planetary gear set and a differential;
FIG. 4 illustrates an alternative embodiment of a constant ratio device between a member of a planetary gear set and a differential;
FIG. 5 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 6 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 7 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 8 illustrates a shift table for the hybrid transmission system of FIG. 7;
FIG. 9 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 10 illustrates a shift table for the hybrid transmission system of FIG. 9;
FIG. 11 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 12 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 13 illustrates a shift table for the hybrid transmission system of FIG. 11;
FIG. 14 illustrates a shift table for the hybrid transmission system of FIG. 12;
FIG. 15 illustrates a schematic diagram of another embodiment of a hybrid transmission system;
FIG. 16 illustrates a schematic diagram of a hybrid transmission system of another embodiment;
FIG. 17 illustrates a shift table of the hybrid transmission system of FIG. 15; and is also provided with
Fig. 18 shows a shift table of the hybrid transmission system of fig. 16.
Detailed Description
A hybrid transmission system is schematically illustrated in fig. 1 and is generally designated by the numeral 10.
The hybrid transmission system 10 has a first shaft 12 that is disposed on a first axis a 1. The first axis a1 is defined by a crankshaft KW of an internal combustion engine VM which is not a hybrid transmission system. The crankshaft KW is connected to the drive shaft An of the hybrid transmission system 10 by a damper or the like in a rotationally fixed manner. The first shaft 12 is arranged as a hollow shaft around the drive shaft An.
In addition, the hybrid transmission system 10 also includes a second shaft 14 disposed on the second axis a 2. The second axis a2 is defined by a differential AG, by means of which drive power is distributed to the driven wheels. The differential AG has two driven shafts ab1, ab2, which are connected (optionally via cardan shafts) to driven wheels (not shown) of a motor vehicle equipped with the hybrid transmission system 10. The motor vehicle is preferably a passenger vehicle. The hybrid transmission system 10 is preferably mounted transversely in a motor vehicle, in particular transversely in the front. The driven wheel is preferably a front wheel.
The second shaft 14 is arranged as a hollow shaft section around the second driven shaft ab2 and is connected to a first electric machine EM1, which (like the internal combustion engine VM) can provide drive power for driving the motor vehicle.
In addition, the hybrid transmission system 10 also has a third shaft 16, which is likewise arranged on the second axis a 2. The third shaft 16 is arranged axially offset with respect to the second shaft 14 and is likewise arranged as a hollow shaft around the second driven shaft ab 2. The third shaft 16 is connected to the first shaft 12.
In addition, the hybrid transmission system 10 has a fourth shaft 18, which is arranged on the second axis a2 and is configured as a hollow shaft. The fourth shaft 18 extends axially through the second shaft 14 and the third shaft 16, which shafts are thus arranged as hollow shafts around the fourth shaft 18. The fourth shaft 18 is in turn arranged as a hollow shaft around the second driven shaft ab 2.
In addition, the hybrid transmission system 10 also has a first planetary gear set PS1. The first planetary gear set PS1 has a first member 20, a second member 22 and a third member 24. In the present embodiment, the first member 20 is the sun gear of the first planetary gear set PS1, the second member 22 is the carrier, and the third member 24 is the ring gear.
The first part 20 is connected to the second shaft 14 in a rotationally fixed manner, that is to say, to one shaft end of the second shaft 14. The third member 24 is non-rotatably connected to the fourth shaft 18. The third part 24 is connected to a radial connection which is connected to the fourth shaft 18 in a rotationally fixed manner. The radial connection and the second shaft 14 are disposed on axially opposite sides of the first planetary gear set PS 1. The radial connection is provided on the axial side of the first planetary gear set PS1 facing the differential AG.
The second component 22 of the first planetary gear set PS1 is connected to an input component of the differential AG, which is not shown in detail.
The connection between the first shaft 12 and the third shaft 16 is shown at 26 in fig. 1. The connection 26 may be a spur gear set system, however, preferably a traction device, in particular a chain.
The first motor EM1 is arranged on the third axis a 3. The first motor EM1 is connected to the second shaft 14 by a second connection 28. The second connection 28, like the first connection 26, can be designed as a spur gear set system, but is preferably designed as a traction device, in particular as a chain.
Alternatively, the hybrid transmission system 10 has a second electric machine EM2, which is preferably designed as a high-voltage starter generator. An optional second motor EM2 is arranged on the fourth axis a4 and is connected to the first shaft 12 by a third connection 30. The third connection 30 may likewise be a spur gear set system, however, preferably a traction device such as a chain.
As already explained, the second member 22 of the first planetary gear set PS1 is connected with an input member of the differential AG. Preferably, the second member 22 is connected to the differential AG through a constant ratio device 32. The constant ratio device 32 is not shown in detail in fig. 1, but is shown integrated in the differential AG. The second component 22 of the first planetary gear set is connected to a fifth shaft 34, which is arranged in the axial direction between the first planetary gear set PS1 and the differential AG or an associated constant-ratio device 32. The fifth shaft 34 is arranged as a hollow shaft around the second driven shaft ab 2. The fifth shaft 34 is connected to the second member 22 through a connecting section that extends radially outward around the first planetary gear set PS 1. In other words, the planet carrier forming the second component 22 is connected on the side facing away from the axial direction of the differential AG with a connection section, not shown in detail, by means of which the planet carrier 22 is connected with the fifth shaft 34.
The third shaft 16 can be connected via a first switching element C to a fourth shaft 18, which is connected in a rotationally fixed manner to the third component 24 of the first planetary gear set PS 1. In other words, the third component 24 may be connected to the third shaft by the first switching element C. In other words, the third component 24 of the first planetary gear set PS1 may be connected with the first shaft 12 through the first switching element C.
The first switching element C is operable by the first operating means B1.
The second shaft 14 may be connected to the third shaft 16 by a second switching element L. In other words, the first shaft 12 may be connected via a second switching element L with the second shaft 14, which is connected in a rotationally fixed manner to the first component 20 of the first planetary gear set PS 1. The second switching element L is operable by the second operating means B2.
As in the embodiment shown in fig. 1, the first switching element C and the second switching element L are preferably arranged on the second axis a 2. The first switching element C is preferably arranged on the axial side of the first connection 26 facing away from the differential AG. The second switching element L is preferably arranged in the axial direction between the first connection 26 and the second connection 28.
The hybrid transmission system 10 preferably has a disconnect clutch K0. The disconnect clutch K0 is optional and is operable by the third operating device B3. The disconnect clutch K0 is arranged on the first axis a1 and serves to connect the drive shaft An with the first shaft 12. By means of the disconnect clutch K0, the hybrid transmission system 10 can be decoupled from the internal combustion engine VM.
The disconnect clutch K0 is preferably designed as a dog clutch, but may also be designed as a friction clutch.
The shift element C, L is likewise preferably designed as a dog clutch, but can also be a synchronous shift element.
The axial arrangement of the elements of the hybrid transmission system 10 on the second axis a2 is as follows: differential AG and constant ratio device 32, first planetary gear set PS1, second connection 28, second shift element L, first connection 26, first shift element C. The elements on the first axis a1 are arranged as follows: third connection 30, second connection 26, and disconnect clutch K0. A damper is preferably arranged between the third connection 30 and the internal combustion engine VM.
The first electric machine EM1 preferably extends axially away from the differential AG from the second connection 28. The internal combustion engine VM preferably extends from the first shaft 12 in the direction of the differential AG. The second electric machine EM2 may extend from the third connection 30 in an axial direction towards the differential, or away from the differential AG, as shown in fig. 1.
The hybrid transmission system is a basic arrangement on the basis of which many other hybrid transmission systems can be built up, as will be explained further below. The hybrid transmission system 10 of fig. 1 may implement the operating modes shown in the shift table of fig. 2.
First, a first hybrid gear H1 may be established. In this case, the disconnect clutch K0 and the first switching element C and the second switching element L are closed (in the switching table of fig. 2 and in all subsequent switching tables, the closed switching elements are marked by "X", respectively, while the blank positions in the table represent open switching elements).
Accordingly, internal combustion engine power can be transmitted into the hybrid transmission system 10, in particular via the closed disconnect clutch K0 to the first shaft 12 and from there via the first connection 26 and the first switching element C to the third component 24 of the first planetary gear set.
In addition, the second switching element L is also closed, so that the third shaft 16 is also connected with the second shaft 14. Accordingly, the first member 20 and the third member 24 are interconnected, so that the first planetary gear set PS1 is interlocked. Accordingly, the internal combustion engine power and the electric power of the first electric machine EM1 (and optionally the second electric machine EM 2) are transferred into the linked first planetary gear set PS1, from which combined power is then conducted via the second member 22 to the constant ratio device 32 and from there to the input member of the differential AG. It goes without saying that the electric power of the first electric machine EM1 and the second electric machine EM2 can be added to the internal combustion engine power to establish a "boost" operation. In addition, it is also possible to operate the first electric machine EM1 and/or the second electric machine EM2 in generator mode, for example to recover energy and charge a battery and/or to carry out load point transfer.
In the hybrid transmission system 10, the hybrid gear H1 is the only hybrid gear.
In addition, a so-called ECVT mode (ECVT 1) can also be established with the hybrid transmission system 10 of FIG. 1. In this case, the disconnect clutch K0 and the first switching element C are closed.
In this embodiment, the first planetary gear set PS1 is used as a superimposed gear set, such as a gear set in a CVT (continuously variable transmission). Engine power is led via the closed disconnect clutch K0 to the first shaft 12 and the third shaft 16 and from there via the closed first switching element C to the fourth shaft 18 and from there to the third component 24 of the first planetary gear set PS 1. Since the second switching element L is in the open state, the electric power of the first electric machine EM1 is transmitted independently of this into the second shaft 14 and from there into the first component 20 of the first planetary gear set PS 1.
In the ECVT1 mode, for example, an electrodynamic starting process may be performed, wherein the first electric machine EM1 supports the torque of the internal combustion engine VM at the first component 20. With the increase in assist, the second member 22 starts rotating, thereby transmitting output power to the differential AG to perform a starting process without a starting clutch in the form of a friction clutch or the like.
The embodiment of the hybrid transmission system described below generally corresponds to the hybrid transmission system 10 of fig. 1. Accordingly, like elements are labeled with like reference numerals. The differences will be mainly described below.
In fig. 3, a portion of a hybrid transmission system 10 'is shown, wherein an embodiment of a constant ratio device 32' is shown. The constant ratio device 32 'includes a first gear set 38 in the form of a constant gear set that connects the fifth shaft 34' with a sixth shaft 36 disposed on a fifth axis (intermediate axis) a 5. In addition, the sixth shaft 36 is connected via a second gearwheel 40 in the form of a constant gearwheel set to an input member of the differential AG, which is not shown in detail. The constant ratio device 32' is thus configured as a spur gear set system.
In fig. 4, a portion of another hybrid transmission system 10 "is shown having another embodiment of a constant ratio device 32" having a second planetary gear set PS2. The second planetary gear set PS2 has a first member SR in the form of a sun gear, a second member PT in the form of a planet carrier and a third member in the form of a ring gear HR. The ring gear HR is connected to a housing G of the hybrid transmission system 10 ". The second planetary gear set PS2 is thus interlocked and serves as a constant transmission ratio device between the fifth shaft 34, which is connected to the sun gear SR, and the planet carrier PT, which is connected to an input member of the differential AG, which is not shown in detail.
Another embodiment of a hybrid transmission system 10' "is shown in FIG. 5.
The hybrid transmission system 10' "corresponds to the hybrid transmission system 10 of fig. 1. However, the first switching element C operable by the first operating means B1' "is arranged on the sixth axis a 6. If the constant ratio device 32 is configured as a spur gear set system, the sixth axis a6 may coincide with the fifth axis a 5.
For connecting the first switching element C, the third shaft 16 is divided into a first split shaft 16a and a second split shaft 16b, which are connected to each other via a first spur gear set ST1 (constant gear set). The first split axis 16a is arranged on the second axis a 2. The second sub-shaft 16b is arranged on the sixth axis a 6. In addition, the fourth shaft 18 is connected with the first switching element C via a third gear set. In other words, the third gear set 44 has a fixed gear wheel which is connected to the fourth shaft 18 in a rotationally fixed manner and a idler gear wheel which is rotatably mounted on the second partial shaft 16b and which can be connected to the second partial shaft 16b of the third shaft 16' "via the first switching element C.
The remaining structure of the hybrid transmission system 10' "corresponds to the structure of fig. 1. Dividing the third shaft 16' "into the first split shaft 16a and the second split shaft 16b" enables an intermediate gear ratio between the first shaft 12 and the fourth shaft 18. It goes without saying that the switching element C can be arranged on both the sixth axis a6 and the second axis a 2. In addition, the first switching element C may also be provided on one of the spur gears of the first spur gear set ST1 and the third spur gear set 44.
Another embodiment of a hybrid transmission system 10 is shown in FIG. 6 IV . In the hybrid transmission system 10 IV In comparison with the embodiment of fig. 1, the second shaft 14 IV Divided into a first split axis 14a and a second split axis 14b. The first sub-shaft 14a is arranged on a second axis a2, while the second sub-shaft 14b is arranged on a sixth axis a6, which may be arranged coaxially with the fifth axis a 5. The second split shaft 14b is connected to the first split shaft 14a via a fourth gear set 46.
In addition, a third shaft 16 IV Is also divided into a first split axis 16a and a second split axis 16b. The first split axis 16a is arranged on the second axis a 2. The second partial shaft 16b is arranged on the sixth axis a6, namely as a hollow shaft section around the second shaft 14 IV Is provided, the second split axis 14b of (a). The second switching element L is likewise arranged on the sixth axis a6 and is designed for coupling the third shaft 16 IV Second split shaft 16b and second shaft 14 IV The second split axes 14b of (a) are connected to each other. And picture of5, the switching element L may be located on the sixth axis a6, but may also be located on the second axis a 2. In addition, the switching element L may also be assigned to any one of the spur gears of the fourth gear set 46 and the first spur gear set ST 1.
The embodiment of fig. 6 makes it possible to establish an intermediate transmission ratio between the first shaft 12 and the first member 20 of the first planetary gear set PS 1.
Another embodiment of a hybrid transmission system 10 is shown in FIG. 7 V 。
For clarity, the first motor EM1 and the second motor EM2 are not shown.
The hybrid transmission system 10 V Comprising a third switching element D arranged on the second axis a 2. The third switching element D is configured to connect the second shaft 14 with the fourth shaft 18. In other words, the third switching element D is able to interconnect the first and third members 20, 24 of the first planetary gear set PS1 and thus interlock the first planetary gear set PS 1.
As an alternative to the embodiment shown in fig. 7, a third switching element D can also be used for connecting the first part 20 to the second part 22 (interlocking scheme 2) or for connecting the second part 22 to the third part 24 (interlocking scheme 3).
In other words, the first planetary gear set PS1 may be linked via the third switching element D.
As shown in fig. 7, the third switching element D and the second switching element L can be designed as double switching elements, which can be actuated by only a single actuating device B2 V And (3) operating.
The hybrid transmission system 10 is shown as in fig. 8 V As shown in the shift table of the shift states of (a), the shift element D can establish an electric-only drive stage (electric gear E2). The switching states shown in the switching table of fig. 8 are the same as those in fig. 2 except for E2. In the electric gear E2, the shift element D is closed, so that the second shaft 14 (into which electric power is input) can be supplied with power via the first planetary gear set PS1 that is already engaged to a constant gear ratioDevice and differential AG. Since the first and second switching elements C and L are in an open state, the disconnect clutch K0 may be closed, but may also be open (indicated by "(X)").
The dual switching element D, L is preferably arranged axially between the first and second connections 26, 28.
Another embodiment of a hybrid transmission system 10 is shown in FIG. 9 VI . The hybrid transmission system 10 VI Hybrid transmission system 10 corresponding in construction to that of fig. 7 V . Thus, as in that embodiment, a third switching element D is provided, which, together with the second switching element L, is designed to be able to pass through an operating device B2 V An operational double switching element.
As a further supplement, the hybrid transmission system 10 VI Having a fourth shift element E by means of which a fourth shaft 18 can be connected to the hybrid transmission system 10 VI To interlock the first planetary gear set PS 1.
The fourth switching element E is preferably designed together with the first switching element C to be able to pass through a single actuating device B1 VI An operational double switching element.
A short electric gear E1 can be established by the fourth shift element E.
In FIG. 10, a hybrid transmission system 10 is shown that is similar to that of FIG. 9 VI A corresponding switching table.
The table shows that the ECVT1 mode and the neutral charge mode are established in the same manner as the switching table of fig. 2 and 8. In addition, the electric gear E2 is established in the same manner as the shift table of fig. 8.
The first hybrid gear H1 is established by closing the shift elements C and D (and disengaging the clutch K0). In this case, the drive power flows from the internal combustion engine VM to the first shaft 12 and into the third shaft 16, and from there into the fourth shaft 18 via the closed first switching element C. Since the switching element D is in the closed state, the first planetary gear set PS1 is interlocked, so that the driving power of the internal combustion engine is input into the differential AG via the first planetary gear set PS 1. In addition, as an addition, electric power may also be input into the second shaft 14 via the second connection 28 (and/or electric power may be input into the first shaft 12 from the second electric machine EM2 via the third connection 30 to achieve the hybrid mode).
Alternatively, like in the shift tables of fig. 2 and 8, the hybrid gear may be established by closing the shift elements C and L and by closing the disconnect clutch K0.
As an additional addition, a short electric gear E1 can be established. In this electric gear E1, only the fourth shifting element E is closed. The disconnect clutch K0 may be closed or opened.
Accordingly, the electric power of the first electric machine EM1 is input into the second shaft 14 via the second connection 28 and from there via the planetary gear set PS1 linked by the fourth switching element E to the differential AG.
A double switching element combination D, E can also be used if the second switching element L is located on the sixth axis a6 (as in the previous embodiment). In this case, the first shift element C can be combined with another additional shift element to establish a multi-speed transmission. The second switching element L may then be implemented as a single switching element.
The two electric gears E1 and E2 are suitable for forward operation and reverse operation. The first electric mode E2 is preferably used for forward operation. The second electric gear E1 has a shorter transmission. There is no EDA mode in reverse operation.
Therefore, from the perspective of the first electric machine EM1, there is always a high transmission, whether reversing (E1) or advancing (EDA).
Another embodiment of a hybrid transmission system is shown in fig. 11. The relevant operating modes are shown in fig. 13.
In a hybrid transmission system 10 V The disconnect clutch K0 is not provided. The drive shaft An and the first shaft 12 are non-rotatably connected to each other. In addition, there is no second motor EM2. However, as in the previous embodiments, it is also possibleTo additionally provide a disconnect clutch and a second motor.
In a hybrid transmission system 10 VII In which a fifth shaft 34, which is connected to the carrier 22 of the first planetary gear set PS1, is connected to the input member of the differential AG via a constant ratio device 32', as in the embodiment of fig. 3.
In addition, as in the embodiment of fig. 7, the second switching element L and the third switching element D are designed as dual switching elements and can be actuated by a single actuating device B2 V And (3) operating.
In the embodiment of fig. 11, the third shaft 16 VII By a first split axis 16a, a second split axis 16b and a third split axis 16 c.
Third shaft 16 VII Is connected via a first spur gear set ST1 to a second split shaft 16b arranged on a sixth axis a 6. In the present embodiment, the sixth axis a6 is coaxial with the fifth axis a5 of the constant ratio device 32'. The second split shaft 16b is arranged as a hollow shaft section around a sixth shaft 36 which extends from the constant ratio device 32' to the opposite shaft end of the hybrid transmission system.
The second split shaft 16b is connected to the third split shaft 16c via a second spur gear set ST 2. The third partial shaft 16c and the first partial shaft 16a are arranged as hollow shaft sections around the fourth shaft 18.
The hybrid transmission system 10 VII Having a fifth switching element a and a sixth switching element B.
The fifth switching element a is designed as a double switching element together with the first switching element C. The first switching element C is configured to connect the first split shaft 16a with the fourth shaft 18. The fifth switching element a is configured to connect the third split shaft 16c with the fourth shaft 18. The second switching element L is configured to connect the second shaft 14 with the third split shaft 16 c.
The double switching element A, C can be actuated by a single actuating device B1 VII And (3) operating.
The sixth switching element B is arranged coaxially with the sixth axis a6 or the fifth axis a5 and is configured to rotate the third shaft 16 VII The second split shaft 16b of (a) is connected with the sixth shaft 36。
The hybrid transmission system 10 VII The axial arrangement of the elements of (a) is as follows: the differential AG is in communication with the second gear set 40, the first planetary gear set PS1, the first gear set 38, the second connection 28, the double shift element D, L and the sixth shift element B, the second spur gear set ST2, the double shift element A, C, the first connection 26, and the first spur gear set ST1.
The hybrid transmission system 10 that may be utilized is shown in FIG. 13 VII An implemented mode of operation.
It can be seen that four hybrid gears H1 to H4 can be established. In addition, one electric gear E2 may be established, as well as two ECVT modes and one neutral charging mode.
In the first hybrid gear H1, the switching elements a and L are closed, so that the first planetary gear set PS1 is interlocked, and the internal combustion engine power flows from the first shaft 12 into the first planetary gear set PS1 via the first split shaft 16a, the second split shaft 16b, and the third split shaft 16 c. Electric power may be added or extracted via the second shaft 14.
In the second hybrid gear H2, the shift elements B and L are closed. In this case, the first planetary gear set PS1 is also in a interlocked state. The same applies to the hybrid gears H3 and H4, wherein the shift element C, L or C, D is in the closed state.
In the electric gear E2, only the shift element D is closed. Only the switching element a is closed in the first ECVT mode ECVT 1. In the second ECVT mode ECVT2 only the switching element C is closed, whereas in the neutral charge mode only the switching element L is closed.
Another embodiment of a hybrid transmission system 10 is shown in FIG. 12 VIII . The hybrid transmission system generally corresponds in terms of structure and operating principle to the hybrid transmission system 10 VII . The associated switching table is shown in fig. 14.
It can be seen that in the hybrid transmission system 10 VIII In which a constant ratio device 32 "corresponding to the embodiment of fig. 4 is used instead of (corresponding to the embodiment of fig. 3)Constant gear ratio device 32 ").
In addition, the second split shaft 16b is not rotatably supported on the sixth shaft 36 (which is an integral part of the constant ratio device 32'). More precisely, a seventh shaft 48 is provided, which is arranged on the sixth axis a 6. The second split shaft 16b is arranged as a hollow shaft section around the seventh shaft 48. The sixth switching element B (which can be actuated by an actuating device B4 as in the embodiment of fig. 11) is designed to actuate the third shaft 16 VII The second split shaft 16b (the structure of which is completely the same as in fig. 11) is connected to the seventh shaft 48. The seventh shaft 48 is connected to the fifth shaft 34 via a third spur gear set ST3 VIII And (5) connection. Fifth shaft 34 VIII Axially through the hybrid transmission system 10 from the second planetary gear set PS2 VIII Extending to the opposite axial end.
The fourth shaft 18, which in the previous embodiment extends generally up to the opposite shaft end of the hybrid transmission system VIII In the embodiment of fig. 12, it is formed shorter and extends from the first planetary gear set PS1 only up to a double switching element A, C, which is arranged axially on the third shaft 16 VII Is positioned between the first and third split axes 16a, 16 c.
Hybrid transmission system 10 may be utilized VIII The gear realized is the same as in the hybrid transmission system of fig. 11. Therefore, the switching table of fig. 14 is the same as that of fig. 13.
As in the embodiment of fig. 11, the hybrid transmission system 10 VIII The disconnect clutch K0 and the second electric machine EM2 are not included. However, the disconnect clutch and the second motor may also be provided as needed.
In the hybrid drive trains of fig. 11 and 12, the fourth switching element E is not provided.
Another embodiment of a hybrid transmission system 10 is shown in FIG. 15 IX . The hybrid transmission system 10 IX There is a first switching element C, a second switching element L, a third switching element D, a fourth switching element E and a fifth switching element a, but no sixth switching element B.
The hybrid transmission system 10 IX With the disconnect clutch K0 and the second electric machine EM2, but these elements are optional.
The hybrid transmission system 10 IX Having a second constant ratio device 32 "with a second planetary gear set PS 2.
The second shaft 14 is divided into a first split shaft 14a coaxial with the second axis a2 and a second split shaft 14b coaxial with the sixth axis a6 as in the embodiment of fig. 6. The first split shaft 14a and the second split shaft 14b are interconnected via a fourth gear set 46.
Additionally, the hybrid transmission system 10 IX With a third axis 16 IX The third axis includes a first split axis 16a, a second split axis 16b, and a third split axis 16c.
The first split shaft 16a and the third split shaft 16c are arranged on the second axis a 2. The second split shaft 16b is arranged on the sixth axis a6 and surrounds the second shaft 14 as a hollow shaft section IV Is provided with a second split shaft 14b. The second split shaft 16b can be connected to the second split shaft 14b via a second switching element L as in the embodiment of fig. 6.
The first split shaft 16a is connected to the second split shaft 16b via a second spur gear set ST 2. The second split shaft 16b is connected to the third split shaft 16c via the first spur gear set ST 1. A double switching element with a first switching element C and a fifth switching element a is arranged axially between the split shafts 16a and 16C. Unlike the embodiment of fig. 11 and 12, the axial arrangement of the first split shaft 16a and the third split shaft 16c is interchanged, and thus the arrangement of the switching element C, A in the double switching element C, A is also interchanged as compared to the embodiment of fig. 11 and 12.
The first shaft 12 is connected to the first split shaft 16a via a first connection 26.
Additionally, the hybrid transmission system 10 IX Having a fourth switching element E which, together with the third switching element D, is designed as a double switching element. The fourth switching element E is configured to connect the fourth shaft 18 with the housing G. The double switching element D, E can be operated by an operating device B4 IX And (3) operating.
The dual switching element C, A can be operated by the first operating device B1 IX And (3) operating. The second switching element L can be actuated by an actuating device B2 IV And (3) operating.
In the hybrid transmission system 10 IX The second connection 28 is disposed in the same radial plane as the fourth gear set 46. However, the second connection 28 and the fourth gear set 46 may also be disposed in axially adjacent radial planes.
The hybrid transmission system 10 IX The axial arrangement of the elements of (a) is as follows: differential AG, second planetary gear set PS2, first planetary gear set PS1, second connection 28 and fourth gear set 46, double shift element D, E and shift element L, second spur gear set ST2, first connection 26, double shift element C, A, first spur gear set ST1.
The hybrid transmission system 10 that may be utilized is shown in FIG. 17 IX An implemented mode of operation.
Three hybrid gears H1 to H3 can be established. In all hybrid gears, the first disconnect clutch K0 is of course closed if it is provided. In the first hybrid gear H1, the shift elements a and D are closed. The first planetary gear set PS1 is thus in a state of interlocking as in the other hybrid gears H2 and H3. In the second hybrid gear H2, the shift elements L and D are closed. In the third hybrid gear H3, the shift elements C and D are closed.
In the first electric gear E1, the shift element E is closed. In the second electric gear E2, the shift element D is closed. In the electric gear, if a disconnect clutch K0 is provided, the disconnect clutch may be open or closed.
In the first ECVT mode ECVT1, the disconnect clutch K0 and the switching element a are closed. In the second ECVT mode ECVT2, the disconnect clutch K0 and the switching element C are closed.
Neutral charging (LIN) is achieved by closing the disconnect clutch K0 and the second shift element L.
Another embodiment of a hybrid transmission system 10 is shown in FIG. 16 X 。
The hybrid transmission system 10 X Corresponds generally in construction and operation to the hybrid transmission system 10 shown in fig. 11 VII . The differences will be mainly described below.
In the hybrid transmission system 10 X In which a fourth switching element E is provided instead of the fifth switching element a. The fourth switching element E and the first switching element C are configured to be able to pass through an operating device B1 X An operational double switching element. The fourth switching element E is used to connect the fourth shaft 18 with the housing G.
Third shaft 16 X As in the embodiment of fig. 11, there is a first partial shaft 16a, a second partial shaft 16b and a third partial shaft 16c, the second partial shaft 16b being arranged as a hollow shaft section around the sixth shaft 36.
In the embodiment of fig. 11 a double switching element is arranged on the third shaft 16 VII Between the first and third sub-axes 16a and 16e of fig. 16, and in the third axis 16 of fig. 16 X The first split shaft 16a and the third split shaft 16c are disposed adjacent to each other in the axial direction. The double switching element C, E is disposed on the side of the first spur gear set ST1 axially opposite the third split shaft 16 c.
In addition, in the hybrid transmission system 10 X The first connection 26 is arranged in the axial direction between the first spur gear set ST1 and the double switching element C, E.
In the hybrid transmission system 10 X The disconnect clutch K0 and the second motor EM2 are not provided. However, the disconnect clutch and the second motor may also be provided as desired.
The structure from the differential AG to the second spur gear set ST2 is substantially the same as in the embodiment of fig. 11. However, in this hybrid transmission system 10 X The first and third members of the first planetary gear set PS1 are connected interchangeably.
In a hybrid transmission system 10 X The first member 20 of the first planetary gear set PS1 of (1) X Is a ring gear that is non-rotatably connected to the second shaft 14. First planetary gear set PS1Three parts 24 X Is a sun gear connected to the fourth shaft 18 so as to be non-rotatable.
Utilizing the hybrid transmission system 10 X The following operation modes can be implemented as shown in fig. 18. Three hybrid gears H1, H2.1 and H3 can be established. In the first hybrid gear H1, the shift elements B and C are closed. In all hybrid gears, the disconnect clutch K0 is closed if it is provided.
The engine drive power thus flows in H1 via the first shaft 12 and the first split shaft 16a and the closed first switching element C into the fourth shaft 18 and thus into the third component 24 X . In addition, the switching element B is also closed, so that drive power is transferred from the first shaft 12 via the first split shaft 16a and the second split shaft 16B into the sixth shaft 36 and from there directly onto the differential AG. In addition, the sixth shaft 36 and the second member 22 X Is connected such that the first planetary gear set PS1 is in a interlocked state.
In the second hybrid gear H2.1, the shift elements C and L are closed. In this case, as in the case of the embodiment of the hybrid gear H3 in which the shift elements C and D are closed, the planetary gear set PS1 is correspondingly interlocked.
In the first electric gear E1, only the shift element E is closed. In the second electric gear E2, only the shift element D is closed.
In the ECVT mode, which allows an electrodynamic start, only the first switching element C is closed. In the neutral charge mode LiN, only the second switching element L is closed.
List of reference numerals
10. Hybrid transmission system
12. First shaft
14. Second shaft
16. Third shaft
18. Fourth shaft
20 First part of PS1
22 Second part of PS1
24 Third part of PS1
26 12-16 first connection
28 Second connection of EM1-14
30 Third connection of EM2-12
32. Constant transmission ratio device
34. Fifth shaft
36. Sixth shaft
38. First gear set
40. Second gear set
44. Third gear set
46. Fourth gear set
48. Seventh shaft
PS1 first planetary gear set
PS2 second planetary gear set
ST1 first spur gear set
ST2 second spur gear set
ST3 third spur gear set
G shell
a1 A first axis
a2 A second axis
a3 Third axis
a4 Fourth axis
a5 A fifth axis
a6 Sixth axis
An driving shaft
VM internal combustion engine
KW crankshaft
ST vibration damper
K0 Separating clutch
AG differential mechanism
ab1, ab2 driven shaft
EM1 first motor
EM2 second motor
A16-18 fifth switching element
Sixth switching element of B16-34
First switching element of C18-16
Third switching element of D14-18
Fourth switching element of E18-G
L14-16 second switching element
B1 First operating device
B2 Second operating device
B3 Third operating device
B4 Fourth operating device
Gear ring of HR PS2
Planet carrier of PT PS2
SR PS2 sun gear

Claims (18)

1. A hybrid transmission system (10) for a motor vehicle, the hybrid transmission system comprising:
a first shaft (12) to which the internal combustion engine power can be fed and which is arranged on a first axis (a 1),
a second shaft (14) which is connected to the first electric machine (EM 1) and which is arranged on a second axis (a 2),
A third shaft (16) which is connected to the first shaft (12) and which is arranged on the second shaft (a 2),
-a first planetary gear set (PS 1) arranged on a second axis (a 2) and having a first member (20), a second member (22) and a third member (24), and
a differential (AG) for distributing the driving power to the driven wheels,
the first part (20) is connected to the second shaft (14),
the second component (22) is connected to the input component of the differential (AG),
the third component (24) can be connected to the third shaft (16) via a first switching element (C), and
the second shaft (14) can be connected to the third shaft (16) via a second switching element (L).
2. Hybrid transmission system according to claim 1, comprising a fourth shaft (18) which is connected in a rotationally fixed manner to the third component (24) and which extends as an inner shaft from the first planetary gear set (PS 1) in the direction of a radial plane in which the first switching element (C) is arranged.
3. The hybrid transmission system according to claim 2, wherein the first planetary gear set (PS 1) is lockable via a third shift element (D).
4. A hybrid transmission system according to claim 3, wherein the third switching element (D) and the second switching element (L) are configured as double switching elements or the third switching element (D) and the fourth switching element (E) are configured as double switching elements.
5. The hybrid transmission system according to any one of claims 2 to 4, wherein one member (20, 24 X ) Can be connected to the housing (G) via a fourth switching element (E).
6. Hybrid transmission system according to any one of claims 1 to 5, wherein the third shaft (16) and the fourth shaft (18) are connectable to each other via a fifth shift element (a).
7. The hybrid transmission system according to claim 6, wherein the first switching element (C) and the fifth switching element (a) are configured as double switching elements, or the first switching element (C) and the fourth switching element (E) are configured as double switching elements.
8. Hybrid transmission system according to any one of claims 1 to 7, wherein the third shaft (16) and the second component (22) of the first planetary gear set (PS 1) are connectable to each other via a sixth shift element (B).
9. Hybrid transmission system according to claim 8, wherein a sixth shift element (B) is arranged on a sixth axis (a 6).
10. Hybrid transmission system according to claim 9, wherein the sixth axis (a 6) is arranged coaxially to the fifth axis (a 5) of the constant ratio device (32'), via which the second component (22) is connected to the differential (AG).
11. Hybrid transmission system according to any one of claims 1 to 10, wherein the first switching element (C) is arranged on the second axis (a 2) and/or the second switching element (L) is arranged on the second axis (a 2).
12. The hybrid transmission system according to any one of claims 1 to 11, wherein the third shaft (16) has a first split shaft (16 a) arranged on the second shaft (a 2) and a second split shaft (16 b) arranged on the sixth shaft (a 6), the first and second split shafts (16 a, 16 b) being interconnected via a first spur gear set (ST 1).
13. Hybrid transmission system according to claim 12, wherein the third shaft (16) has a third split shaft (16 c) which is connected to the second split shaft (16 b) via a second spur gear set (ST 2) and which is arranged on the second axis (a 2).
14. Hybrid transmission system according to claim 13, wherein the third split shaft (16 c) is arranged coaxially with the second shift element (L) and/or coaxially with the fifth shift element (a).
15. The hybrid transmission system according to any one of claims 1 to 14, wherein the second shaft (14) has a first split shaft (14 a) arranged on the second shaft axis (a 2) and a second split shaft (14 b) arranged on the sixth shaft axis (a 6), the first and second split shafts (14 a, 14 b) being interconnected via a gear set (46).
16. Hybrid transmission system according to any one of claims 1 to 15, wherein the first shaft (12) has been or is connectable with a second electric machine (EM 2).
17. Hybrid transmission system according to any one of claims 1 to 16, wherein the second component (22) is connected with the differential (AG) via a constant ratio device (32) configured as a planetary gear set system (32 ") and/or a spur gear set system (32').
18. The hybrid transmission system according to any one of claims 1 to 17, wherein the first shaft is connectable via a disconnect clutch (K0) with a drive shaft of the internal combustion engine (VM) or is non-rotatably connected with the drive shaft of the internal combustion engine (VM).
CN202280037586.1A 2021-05-26 2022-01-18 Hybrid transmission system for a motor vehicle Pending CN117355435A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102021205332.7A DE102021205332A1 (en) 2021-05-26 2021-05-26 Hybrid transmission assembly for a motor vehicle
DE102021205332.7 2021-05-26
PCT/EP2022/050970 WO2022248084A1 (en) 2021-05-26 2022-01-18 Hybrid transmission arrangement for a motor vehicle

Publications (1)

Publication Number Publication Date
CN117355435A true CN117355435A (en) 2024-01-05

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DE (1) DE102021205332A1 (en)
WO (1) WO2022248084A1 (en)

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DE102022201814A1 (en) 2022-02-22 2023-08-24 Zf Friedrichshafen Ag Hybrid transmission device and motor vehicle with a hybrid transmission device

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US5437583A (en) * 1993-04-16 1995-08-01 Honda Giken Kogyo Kabushiki Kaisha Torque distributing mechanism for differential
DE102005014332A1 (en) 2005-03-24 2006-09-28 Volkswagen Ag Powertrain of a motor vehicle
DE102013215114B4 (en) 2013-08-01 2024-04-25 Zf Friedrichshafen Ag Hybrid drive of a motor vehicle
DE102013221461A1 (en) 2013-10-23 2015-04-23 Zf Friedrichshafen Ag Hybrid drive of a motor vehicle
DE102017110581B4 (en) * 2017-05-16 2019-05-16 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vehicle drive device
DE102018116122A1 (en) * 2018-04-19 2019-10-24 Schaeffler Technologies AG & Co. KG Hybrid powertrain with a combustion power train and with an electric power train
CN114616114A (en) * 2019-11-11 2022-06-10 Gkn汽车有限公司 Transmission device for a hybrid drive and method for controlling a hybrid drive

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