CN220163662U - Hybrid transmission assembly - Google Patents

Hybrid transmission assembly Download PDF

Info

Publication number
CN220163662U
CN220163662U CN202190001006.4U CN202190001006U CN220163662U CN 220163662 U CN220163662 U CN 220163662U CN 202190001006 U CN202190001006 U CN 202190001006U CN 220163662 U CN220163662 U CN 220163662U
Authority
CN
China
Prior art keywords
shaft
clutch
transmission assembly
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.)
Active
Application number
CN202190001006.4U
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
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
Application granted granted Critical
Publication of CN220163662U publication Critical patent/CN220163662U/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B60K6/22—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
    • B60K6/42—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
    • B60K6/50—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
    • 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

Landscapes

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

Abstract

The utility model relates to a hybrid transmission assembly for a motor vehicle, comprising: a first shaft (12) for feeding in the driving power of the internal combustion engine; a second shaft (14) connected to the first motor (EM 1); a third shaft (16) for outputting an output power; a fourth shaft (18) axially offset in parallel with the third shaft (16); a fifth shaft (20) connectable to the first shaft (12) via a first clutch (A); and a first planetary gear set (PS 1) having a first element (S1), a second element (H1) and a third element (PT 1), wherein the second shaft (14) can be connected to the first shaft (12) via a second clutch (B), the second shaft (14) is connected to the first element (S1), the fifth shaft (20) is connected to the second element (H1), and the third shaft (16) is connected to the third element (PT 1).

Description

Hybrid transmission assembly
Technical Field
The utility model relates to a hybrid transmission assembly for a motor vehicle, in particular for a passenger car, comprising: a first shaft for feeding the driving power of the internal combustion engine; a second shaft connected to the first motor; and a third axis for outputting output power; and a first planetary gear set having three elements and being operable as a superposition transmission.
Background
Hybrid drive trains for motor vehicles generally have an internal combustion engine, which can provide drive power for driving the motor vehicle, and an electric machine, which, depending on the operating mode, can supply drive power to the motor vehicle instead of or in addition to the internal combustion engine.
In hybrid powertrains, a number of different designs are distinguished, which each provide a different connection of the electric machine to the transmission component of the hybrid powertrain.
For example, it is known to arrange the electric machine concentrically to the input shaft, the rotor of the electric machine being connected to a hollow shaft which is arranged around the input shaft.
In some cases, the electric machine is connected with a transmission component of the hybrid transmission via a pre-ratio device. The pre-ratio device may comprise a planetary gear set device.
A hybrid drive of a motor vehicle is known from DE102013215114A1, in which an electric motor can be connected to an output shaft of a hybrid transmission via a spur gear set. It is also known from this document to arrange the electric machine coaxially to the transmission output shaft, to be precise axially offset from a planetary gear set which is designed as a superposition gear for the drive power of the electric motor and for the drive power of the internal combustion engine.
The hybrid transmission is preferably configured as a load-shift transmission. In the case of installation in a motor vehicle transversely to the drive direction (front-transverse or rear-transverse), the axial structural length of the hybrid transmission is of great importance. In addition, the installation environment is often taken into consideration when installing transversely to the direction of travel. The constraining factors may be joints of the side axles, transmission suspensions and/or lower vehicle stringers.
Disclosure of Invention
Against this background, the object of the present utility model is to provide an improved hybrid transmission assembly for a motor vehicle, wherein the hybrid transmission assembly has a large functional range, is axially compact and can be preferably mounted in the motor vehicle transversely at the front.
The above object is achieved by a hybrid transmission assembly for a motor vehicle, comprising: a first shaft for feeding the driving power of the internal combustion engine; a second shaft connected to the first motor; a third axis for outputting output power; a fourth axis axially offset from the third axis; a fifth shaft connectable with the first shaft via the first clutch; and a first planetary gear set having a first element, a second element and a third element, a second shaft connectable with the first shaft via a second clutch, a second shaft connectable with the first element, a fifth shaft connectable with the second element, and a third shaft connectable with the third element.
In a hybrid transmission assembly of the type described above, the connection between the shafts is preferably through a spur gear set. The hybrid transmission assembly thus constitutes a hybrid transmission in a hybrid manner, which includes at least one planetary gear set and a plurality of spur gear stages. Preferably, at least two, preferably exactly three, internal combustion engine gear stages and at least one, preferably two or more electric gear stages can be established with the hybrid transmission assembly. Furthermore, with the hybrid transmission assembly, an electric power start process can preferably be performed, wherein the first planetary gear set is used as a superimposed transmission (EDA). Since an electrodynamic start is possible, the hybrid transmission assembly preferably does not have a separate start clutch (friction clutch), although such a clutch may also be provided for expanding the functional range.
Preferably, the battery can also be charged in neutral, wherein the internal combustion engine drive power is fed via the first shaft and the first electric machine is operated as a generator in order to charge the battery, preferably also during a standstill and in neutral.
The hybrid transmission assembly preferably does not have a separate reverse gear stage. The hybrid transmission assembly is preferably arranged on a wheel axle of the motor vehicle, which means that at least one axis of the hybrid transmission assembly is oriented coaxially with the wheel axle (driven axle).
Furthermore, a load shift is preferably possible in the hybrid transmission assembly, i.e. a shift between gears is possible without traction force interruption.
The hybrid transmission assembly can be realized with a small number of radial planes, thereby realizing an axially compact structural mode. The hybrid transmission assembly preferably has only two further axes in addition to the axis for connection to the internal combustion engine, one of which is preferably arranged coaxially to the driven shaft.
The connection between the first shaft and the shaft coaxial to the axis of the driven shaft is preferably made by means of a traction mechanism, in particular by means of a chain drive. Thereby, a relatively large distance between these axes can be established and a proper ratio matching can be made.
Furthermore, the hybrid transmission assembly preferably comprises at least one second electric machine, which can be configured in particular as a high-voltage starter generator and is preferably connected to the first shaft.
The third shaft is preferably also connected to the input element of the differential via the second planetary gear set. The differential may be a ball differential, a spur differential, a planetary differential, or the like.
The following terms are within the scope of the present disclosure and may be understood in particular as follows:
The "gear pair" comprises exactly two gears which engage, in particular mesh, with each other. The gears preferably each have a spur toothing (stirling), are preferably arranged in a radial plane and are preferably each assigned to a further shaft. The gears of the gear pair may be two fixed gears (so-called constant gear sets). In the case of a switchable gear pair, the two gears can be a fixed gear and a movable gear (see below), which preferably together define a gear stage (see below).
A "gear set" comprises at least two gears which engage (in particular mesh) with one another and may comprise one or more gear pairs, which preferably lie in a common radial gear set plane. If the gear set has one fixed gear that meshes with two different gears, this is also referred to as dual use of the fixed gear. In general, the gear sets may also be planetary gear sets.
A "movable gear" is a gear rotatably supported on a shaft, which can be connected to or decoupled from the shaft via a switching element. A "fixed gear" is a gear that is torsionally fixed to a shaft.
The "clutch" is used for connecting or disconnecting elements, such as a movable gear and a shaft, and is in the present case formed in particular by a shifting clutch, in particular a form-locking shifting clutch, such as a claw clutch. However, the clutch may also be a friction clutch or a form-locking synchronous shifting clutch. The term "clutch" corresponds to the term "switching element".
The "double element" comprises two clutches which are preferably assigned to different elements and can be alternately switched by means of a single actuating device. Furthermore, the double element preferably comprises a neutral position in which neither clutch is switched (engaged).
Two elements that are rotatable relative to each other are connected if they are forced to rotate at a proportional rotational speed. The term "linked" corresponds to "operatively linked". By "rotationally fixed connection" is understood that the two elements rotate at the same rotational speed. Two elements are connectable if they can be connected to or decoupled from each other. Preferably, the two elements can be connected to each other by means of a clutch or brake.
Two elements are oriented (aligned) in the axial direction 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 to mean functionally rather than geometrically. Thus, the two clutches of the double element can also lie in a common radial plane.
The task is completely solved.
According to a preferred embodiment, the first shaft is connected to a sixth shaft, which is preferably arranged coaxially with the third shaft. Alternatively or additionally thereto, the sixth shaft is preferably connected to the seventh shaft.
The first shaft and the sixth shaft are preferably connected to each other via a first traction mechanism, but may also be connected via a spur gear set.
The sixth shaft and the seventh shaft are preferably connected via a third spur gear set, which is preferably arranged on the axial side of the first traction means opposite the second shaft.
It is also advantageous here if the sixth shaft can be connected to the third shaft via a third clutch and/or if the seventh shaft is arranged coaxially to the fourth shaft.
The third clutch allows the first shaft to be connected to the third shaft in such a way that a simple gear stage of the internal combustion engine can be established by the third clutch.
On the sixth shaft, preferably one gear (for example a sprocket) for connection to the first shaft and another gear for connection to the seventh shaft are arranged.
The third clutch is preferably arranged on the axial side of the first traction means opposite the second shaft and on the axial side of a spur gear set which connects the sixth shaft and the seventh shaft to each other.
According to a further generally preferred embodiment, the first shaft is arranged in the region of the first axial end of the hybrid transmission component. Alternatively or additionally thereto, the second shaft is preferably arranged in the region of the second axial end of the hybrid transmission component.
The expression that the shafts are arranged in the region of the respective axial ends of the hybrid transmission assembly should not mean that the respective shafts have to extend up to the outermost respective axial ends of the hybrid transmission assembly. Thus, it should be stated more precisely that the first shaft and the second shaft are preferably arranged in the region of different axial ends, such that at least one spur gear set plane and at least one clutch plane are arranged between them.
It is furthermore advantageous if the first planetary gear set is arranged in the axial direction between the first shaft and the second shaft, or if the first planetary gear set is arranged on the opposite axial side of a radial plane from the first shaft via which the first electric machine is connected to the second shaft.
In other words, the first planetary gear set may be arranged in the axial direction, for example, between a radial plane, through which the first shaft and the sixth shaft are connected, and a radial plane, through which the first motor and the second shaft are connected. Alternatively, the first planetary gear set may be arranged between a radial plane, via which the first electric machine and the second shaft are connected, and a constant ratio device or a pre-ratio device via which the third shaft is connected with a differential transmission (differential) for distributing the drive power.
The above measures all contribute to an axially compact design and, if necessary, to the ability of the hybrid transmission assembly to operate with high efficiency.
In a further preferred embodiment, two of the first to third elements of the first planetary gear set can be connected to one another by means of a fourth clutch. Alternatively or additionally, it is preferred that one of the first to third elements of the first planetary gear set can be fastened to the housing of the hybrid transmission assembly by means of a fifth clutch.
The fourth clutch may be used to lock-up the first planetary gear set. In this case, an electric-only driving operation can preferably be established by means of the first electric machine. If both the fourth clutch and the fifth clutch are present, two electric gear stages can furthermore be established for driving operation by means of the first electric machine. If only the fourth clutch is provided, it is preferred if the electric gear stage thus established is designed for the entire speed range of the motor vehicle.
Advantageously, the fourth clutch and/or the fifth clutch are arranged coaxially with the first planetary gear set and/or are arranged in the axial direction between the first shaft and the second shaft.
In a preferred embodiment, the fourth clutch and the fifth clutch are formed as a double element which can be actuated by means of a single actuating device in such a way that either the fourth clutch or the fifth clutch is provided or a neutral position is provided in which neither the fourth clutch nor the fifth clutch is engaged.
The fourth clutch and/or the fifth clutch are preferably arranged between a radial plane via which the first shaft and the sixth shaft are connected and a radial plane via which the first motor and the second shaft are connected. It is particularly preferred that the fourth clutch and/or the fifth clutch is arranged between the plane through which the fifth shaft and the eighth shaft are connected and the radial plane through which the first motor and the second shaft are connected. Alternatively, the fourth clutch and/or the fifth clutch are arranged in the axial direction between a radial plane via which the fifth shaft and the eighth shaft are connected and a radial plane via which the first shaft and the sixth shaft are connected to each other.
According to a further generally preferred embodiment, the fifth shaft is connected to an eighth shaft, which is arranged coaxially with the fourth shaft. Preferably, the connection is effected by a first spur gear set, which is preferably arranged in the axial direction between the first planetary gear set and a radial plane via which the first shaft and the sixth shaft are connected to each other.
Alternatively or additionally to this, it is preferred that the fifth axis is arranged coaxially with the third axis. The fourth clutch and/or the fifth clutch are preferably supported on the outer circumference of the fifth shaft. In an alternative, the fourth clutch and/or the fifth clutch are/is mounted on the outer circumference of the third shaft.
According to another generally preferred embodiment, the second shaft is arranged coaxially with the third shaft. Alternatively or additionally to this, it is preferred that the second shaft is connected to the fourth shaft.
The connection of the second shaft to the fourth shaft is preferably effected by a second spur gear set, which is preferably arranged in the axial direction between the first planetary gear set and the further spur gear set of the hybrid transmission assembly. Preferably, the second spur gear set is arranged directly adjacent to the first planetary gear set, more precisely seen in the axial direction.
In an alternative embodiment, the second spur gear set is arranged on the axial side of the first planetary gear set facing away from the further spur gear set of the hybrid transmission assembly.
It is furthermore advantageous if the first clutch and the second clutch are arranged coaxially to the fourth shaft and/or the first clutch and the second clutch are configured as a dual element.
According to another preferred embodiment, the first motor is arranged coaxially with a ninth shaft, which is connected to the second shaft. The connection can be achieved by a spur gear set, which optionally contains a gear on the ninth shaft or the second shaft and optionally one or more intermediate gears. However, the connection can also be made by a second traction mechanism.
Alternatively or additionally, it is preferred that the first electric machine overlaps in the axial direction with at least one gear set of the hybrid transmission assembly and/or with the first shaft. The first electric machine may overlap the first planetary gear set in the axial direction, but may also be arranged on the axially opposite side of a radial plane via which the first electric machine and the second shaft are connected to each other.
Furthermore, it is generally advantageous if the second electric machine is arranged coaxially with a tenth shaft, which is connected to the first shaft or can be connected to the first shaft via a seventh clutch.
The second motor preferably has significantly less power than the first motor. The second electric machine is preferably configured as a high-voltage starter generator.
The second electric machine is preferably connected to the internal combustion engine during operation. Thus, the following functions can preferably be fulfilled by the second motor: starting the internal combustion engine from pure electric drive when driven by the first electric machine; a vehicle-mounted electric network supply; tandem crawling and forward/backward travel; the internal combustion engine speed regulation is assisted during the coupling and during the shifting between the gear steps. The second electric machine can be assisted when the clutch is released in such a way that the second electric machine operates generator-wise. The generated current may be used by the first motor for traction assistance.
The second electric machine may be connected to the first shaft via a spur gear set or may be connected to the first shaft via a third traction mechanism. It is also generally conceivable for the second motor to be arranged coaxially with the first shaft.
Furthermore, it is advantageous if the third shaft is connected to the input element of the differential drive via a constant ratio device for dividing the drive power.
The constant ratio device may be implemented by a spur gear stage.
It is particularly preferred that the constant ratio device has a second planetary gear set. The second planetary gear set preferably has a connection of the elements to the housing, so that the second planetary gear set is always locked. Preferably, the ring gear of the second planetary gear set is connected to the housing of the hybrid transmission assembly. The second planetary gear set may be a negative planetary gear set and a positive planetary gear set, but planetary gear sets with stepped planets are also possible.
According to a further preferred embodiment, the differential drive is arranged coaxially with the third shaft. In this case, it is preferred that one of the two driven shafts of the differential drive extends through the hybrid transmission assembly in the axial direction, so that the one driven shaft is configured as an inner shaft and the third shaft is configured as a hollow shaft.
Preferably, the third shaft is connected with the sun gear of the second planetary gear set. The planet carrier of the second planetary gear set is preferably connected with an input element of a differential transmission, which as explained above may be a differential of a conventional type.
Furthermore, it is advantageous if the constant gear ratio device is arranged in the axial direction between the third shaft and the differential drive. It is particularly preferred that the second planetary gear set is arranged between the differential drive and the first planetary gear set in the axial direction.
According to a further preferred embodiment, the first shaft is connected to the output element of the sixth clutch, into which the internal combustion engine power can be fed.
The sixth clutch may be a dog clutch, but may also be a friction clutch. The internal combustion engine can preferably be decoupled from the hybrid transmission assembly, in particular also from the second electric machine, by the sixth clutch. The use of a friction clutch may be advantageous, since the friction clutch may also be opened under load, for example in the event of complete braking or failure of the internal combustion engine. Furthermore, such friction clutches can also be closed at rotational speed differences, so that a so-called inertia start of the internal combustion engine can be achieved.
It is also generally advantageous if the clutches of the hybrid transmission assembly are configured at least predominantly, preferably entirely, as claw clutches.
The sixth clutch can thereby be dispensed with, as described above.
By having a plurality of spur gear sets and one planetary gear set, all gear changes can still be carried out as load gear changes, and the connection to the engine under load in all engine gear steps and in the hybrid gear steps can also be carried out.
Such a load shifting method involves, in so-called driven-end supported shifting, that the first electric machine is connected to a fixed gear ratio device oriented toward the driven device and that the traction force can be supported electrically alone, whereas the internal combustion engine carries out a load-free shifting in the background, similarly to an automatic transmission.
It will be appreciated that known hybrid functions such as engine start, load point movement and recovery may also be implemented.
In the hybrid transmission arrangement, the first traction means for connecting the first shaft and the sixth shaft are preferably located in the region of the transmission input or directly adjacent to the output of the internal combustion engine. A damper or the like may additionally be provided on the first shaft, and a gear for connecting the second electric machine and optionally a sixth clutch for decoupling the internal combustion engine from the transmission may additionally be provided. However, the sixth clutch is not necessary overall, since for electric-only driving with the first electric machine, the hybrid transmission assembly can be shifted into a neutral position in which the first clutch, the second clutch and the third clutch are open.
Preferably, a radial plane with a third shift element is provided on the axial side of the third spur gear set opposite the first planetary gear set.
In a preferred embodiment, the axial sequence of the elements of the hybrid transmission assembly starts from the transmission input as follows: a radial plane with a third shifting clutch, a radial plane with a third spur gear set, a radial plane with a first traction mechanism, a radial plane with a first spur gear set, a radial plane with a first traction mechanism, optionally a radial plane with a fourth and a fifth clutch, a radial plane with a first spur gear set, a radial plane with a first and a second clutch and optionally a fourth and a fifth clutch, a radial plane with a second spur gear set and a connection to a first motor, a first planetary gear set, a second planetary gear set, a differential transmission.
It goes without saying that the features mentioned above and those still to be set forth below can be used not only in the combination respectively given but also in other combinations or alone without departing from the scope of the utility model.
Drawings
Various embodiments of the utility model are illustrated in the drawings and described in detail in the following description. In the drawings:
FIG. 1 illustrates a schematic power flow diagram of one embodiment of a hybrid transmission assembly;
FIG. 2 shows a schematic view along a longitudinal axis of a motor vehicle for illustrating the mounting location of a hybrid transmission assembly;
FIG. 3 illustrates a schematic diagram of one embodiment of a hybrid transmission assembly;
FIG. 4 illustrates a shift table of clutches of the hybrid transmission assembly of FIG. 3;
FIG. 5 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
FIG. 6 illustrates a shift table for the clutches of the hybrid transmission assembly of FIG. 5;
FIG. 7 illustrates a partial view of another embodiment of a hybrid transmission assembly having a sixth friction clutch;
FIG. 8 illustrates a partial view of another embodiment of a hybrid transmission assembly having a sixth friction clutch;
FIG. 9 illustrates a shift table for the hybrid transmission assembly of FIGS. 7 and 8;
FIG. 10 illustrates a partial view of another embodiment of a hybrid transmission assembly;
FIG. 11 illustrates a shift table of clutches of the hybrid transmission assembly of FIG. 10;
FIG. 12 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
FIG. 13 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
FIG. 14 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
FIG. 15 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
FIG. 16 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
FIG. 17 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly;
fig. 18 shows a clutch-by-clutch shift table for another embodiment of the hybrid transmission assembly.
Fig. 19 shows a schematic diagram of a variation of the hybrid transmission assembly of fig. 16 and 17.
FIG. 20 illustrates a schematic diagram of another embodiment of a hybrid transmission assembly.
Detailed Description
A power flow diagram of one embodiment of a hybrid transmission assembly 10 is shown in fig. 1.
The hybrid transmission assembly 10 has a first power feed point (first shaft 12) via which engine power can be fed into the hybrid transmission assembly 10. The first shaft 12 may be connected directly to the internal combustion engine or via a clutch K0, as shown in broken lines in fig. 1.
The hybrid transmission assembly 10 also includes a first electric machine EM1 connected to a second power feed point (second shaft 14).
Further, the hybrid transmission assembly 10 has a planetary gear set PS1. The first shaft 12 is connected with a first element of the first planetary gear set PS1 via a first clutch a. Furthermore, the first shaft 12 is connected with the second element of the first planetary gear set PS1 via the second clutch B. The second shaft 14 is also connected to the second element.
The third element of the first planetary gear set PS1 is connected to the third shaft 16, through which drive power is output. The first shaft 12 is connected to a third shaft 16 via a third clutch C. Furthermore, two elements (first and third elements) of the first planetary gear set PS2 can be connected to each other via the fourth clutch D in order to lock-up the first planetary gear set PS1. The two elements of the first planetary gear set PS1 can be connected by means of a fourth clutch D associated with the third shaft 16 or the first clutch a. Alternatively, the first planetary gear set PS1 can also be blocked by a fourth clutch D', with which the first element and the second element can be connected to one another. In general, locking by means of the second and third elements is also possible (not shown).
Furthermore, the element associated with the first clutch a can be selectively connected to the housing of the hybrid transmission assembly via a fifth clutch E.
The hybrid transmission assembly may also include a second electric machine EM2 connected with the first shaft 12. The second electric machine EM2 is selectively connectable with the first shaft 12 via a further clutch K1 (shown in phantom).
The hybrid transmission assembly 10 is configured to establish two hybrid gear stages, wherein power flows from the first shaft 12 to the planetary gear set PS1 via one of the first or second clutches a or B, and from there to the third shaft 16 with the fourth clutch D closed. In parallel with this, the first motor EM1 may supply power (positive or negative), respectively. The pure internal combustion engine running operation bypassing the first electric machine EM1 can be achieved by the third clutch C (when the fourth clutch D is open). With clutches C and D closed, additional hybrid gear steps may be established.
Furthermore, the electric power start may be performed by closing only the first clutch a. In this case, the torque on the first planetary gear set PS1 can be supported by the first electric machine EM1 in order to make it possible for the first planetary gear set to operate as a superposition transmission, which is described in more detail below. The fourth clutch D is open here.
Charging in neutral can be achieved by closing only clutch B.
Fig. 2 is a schematic front view of a motor vehicle with two tires (e.g. front tires), not shown in detail, and an internal combustion engine VM. Furthermore, the vehicle comprises a hybrid transmission assembly 10, which comprises a differential gear AG, by means of which drive power can be distributed to the side axles AW1, AW2 connected to the wheels.
The input element of the differential gear AG is connected to a third shaft 16, which is arranged as a hollow shaft around the output shaft of the differential gear AG.
The first shaft 12 is arranged coaxially with the drive shaft of the internal combustion engine VM and is connected via a first traction mechanism Z1 (chain, toothed belt or the like) or via a gear set to a gear, not shown in detail, which is supported coaxially with the third shaft 16. Furthermore, the first electric machine EM1 is connected via a second traction mechanism Z2 (or gear set) to a second shaft 14, which is preferably arranged coaxially with the third shaft 16. The first planetary gear set PS1 is also preferably arranged coaxially with the third shaft 16.
The second electric machine EM2 is optionally connected with the first shaft 12 via a third traction mechanism Z3 (or gear set).
It can be seen that the arrangement shown in fig. 2 makes very good use of the installation space available, in particular in front-to-side installations.
Fig. 3 illustrates a preferred first embodiment of the hybrid transmission assembly 10. The hybrid transmission assembly 10 includes a first shaft 12 that is disposed coaxially with a drive shaft An of the internal combustion engine. Further, the hybrid transmission assembly 10 includes a second shaft 14 connected with the first electric machine EM 1. The third shaft 16 is arranged coaxially with the second shaft 14 and is used for outputting output power. More precisely, the third shaft 16 is connected to an input element, not shown in detail, of the differential gear AG. The second shaft 14 is arranged as a hollow shaft section around a third shaft 16.
The fourth shaft 18 is arranged offset axially parallel to the third shaft 16. The fifth shaft 20 may be connected with the first shaft 12 via a first clutch a. The fifth shaft 20 is offset coaxially to the third shaft 16 and is arranged as a hollow shaft section around the third shaft 16.
The hybrid transmission assembly 10 also includes a first planetary gear set PS1 having a first element S1 in the form of a sun gear, a second element H1 in the form of a ring gear, and a third element in the form of a planet carrier PT 1. The first planetary gear set PS1 is arranged coaxially with the third shaft 16.
The second shaft 14 may be connected with the first shaft 12 via a second clutch B (which will be explained below). The second shaft 14 is connected to the first element S1. The fifth shaft 20 is connected to the second member H1. The third shaft 16 is connected to the third element PT 1.
A sixth shaft 22 is also supported coaxially with the third shaft 16. The sixth shaft 22 is arranged as a hollow shaft section around the third shaft 16. The sixth shaft 22 has a gear wheel, not shown in detail, which is connected to a gear wheel fixed to the first shaft 12 by means of a first traction mechanism Z1. The sixth shaft 22 may alternatively be connected with the first shaft 12 via a spur gear set.
The hybrid transmission assembly 10 also includes a seventh shaft 24 disposed coaxially with the fourth shaft and an eighth shaft 26 also disposed coaxially with the fourth shaft. The seventh shaft 24 and the eighth shaft 26 are each arranged as hollow shaft sections around the third shaft 16.
The eighth shaft 26 can be connected with the seventh shaft 24 via a first clutch a. Further, the eighth shaft 26 is connected to the fifth shaft 20 via a first spur gear set ST 1.
The hybrid transmission assembly 10 further includes a first electric machine EM1 having an output coaxially connected with a ninth shaft 28, which is axially offset from and parallel to the third shaft 16. The ninth shaft 28 is connected with the second shaft 14 via a second traction mechanism Z2 or via a gear set.
The hybrid transmission assembly 10 further includes an optional second electric machine EM2 configured as a high voltage starter generator and rated at less than the rated power of the first electric machine EM 1. The output of the second electric machine EM2 is connected coaxially with a tenth shaft 30, which is connected to the first shaft 12 via a third traction mechanism Z3 or via a gear set.
The first shaft 12 may be connected with a drive shaft An of the internal combustion engine via a damper ST.
As illustrated, the eighth shaft 26 is connected with the fifth shaft 20 via the first spur gear set ST 1. For this purpose, a gear 34 is fixed to the eighth shaft 26, which engages with a gear 36 fixed to the fifth shaft 20.
The fourth shaft 18 is connected to the second shaft 14 via a second spur gear set ST 2. The second spur gear set ST2 includes a gear 38 fixed to the fourth shaft 18 and a gear 40 fixed to the second shaft 14 in mesh therewith.
Further, the hybrid transmission assembly 10 includes a third spur gear set ST3 interconnecting the sixth shaft 22 and the seventh shaft 24. The third spur gear set ST3 comprises a gear 42 fixed to the seventh shaft 24 and a gear 44 fixed to the sixth shaft 22, which engages with it.
Coaxially with the fourth shaft 18, a first clutch a is arranged, by means of which the eighth shaft 26 and the seventh shaft 24 can be connected to one another. Furthermore, a second clutch B is arranged coaxially with the fourth shaft 18, by means of which second clutch B the seventh shaft 24 can be connected to the fourth shaft 18. The clutch A, B forms a double element which can be actuated by means of a single actuating device S1.
The sixth shaft 22 can be connected to the third shaft 16 via a third clutch C. The third clutch C can be actuated by means of the second actuating element S2.
The fifth shaft 20 may be connected with the third shaft 16 via a fourth clutch D. The fourth clutch D can be actuated by means of the third actuating device S3.
The second shaft 14 is connected with the first member S1 of the first planetary gear set PS 1. The fifth shaft 20 is connected with the second member H1 of the first planetary gear set PS 1. The third element PT1 of the first planetary gear set PS1 is connected with the third shaft 16.
The hybrid transmission assembly 10 also includes a second planetary gear set PS2. The second planetary gear set PS2 constitutes a constant transmission ratio arrangement between the third shaft 16 and the input member of the differential gear AG. The second planetary gear set PS2 has a first element S2 (sun gear) connected with the third shaft 16. Furthermore, the second planetary gear set PS2 has a second element H2 (ring gear), which is connected to a housing (not shown in detail) of the hybrid transmission assembly 10, i.e. is fixed in a manner fixed to the housing. The third element PT2 (planet carrier) of the second planetary gear set PS2 is connected to the input element of the differential gear AG.
The differential gear AG has two driven shafts Ab1 and Ab2, which are preferably connected to the sideshafts AW1, AW2 in a rotationally fixed manner. The second output shaft Ab2 extends from the differential gear AG through the hybrid transmission assembly 10, to be precise to a sideshaft which is not shown in detail in fig. 3. The third shaft 16 is configured as a hollow shaft surrounding the second driven shaft Ab 2.
The first driven shaft Ab1 of the differential gear AG extends toward the side facing away from the hybrid transmission assembly.
The hybrid transmission assembly 10 has a first axis a1 that is concentric with the first shaft 12. Further, the hybrid transmission assembly 10 has a second axis a2 that is concentric with the second shaft 14, the third shaft 16, the fifth shaft 20, the gears 36, 44, the first planetary gear set PS1, the second planetary gear set PS2, the differential gearing AG and the clutch C, D.
The hybrid transmission assembly 10 has a third axis a3 that is concentric with the fourth shaft 18, the seventh shaft 24, the eighth shaft 26, the gears 38, 42 and the clutch A, B.
Further, the hybrid transmission assembly has a fourth axis a4 concentric with the ninth shaft and a fifth axis a5 concentric with the tenth shaft 30.
Further, the hybrid transmission assembly has a plurality of radial planes.
The first radial plane r1 is axially adjacent to the differential gear AG. The second planetary gear set PS2 is disposed in a first radial plane r 1. In a second radial plane r2 arranged next to it, a second spur gear set ST2 is arranged, as is a connection Z2 (traction mechanism or gear set) for connecting the first electric machine EM1 with the second shaft 14.
Beside it, a third radial plane r3 is arranged in which the first planetary gear set PS1 is arranged. The first spur gear set ST1 is arranged in a neighboring radial plane r 4.
In a fifth radial plane r5 arranged next to it, a clutch A, B (on axis a 3) and a clutch D (on axis a 2) are arranged.
In a sixth radial plane r6 adjacent thereto, a connection is arranged between the first shaft 12 and the sixth shaft 22, which connection is preferably designed as a traction mechanism Z1, but can also be designed as a gear set arrangement.
In a seventh radial plane r7 arranged next to it, a third spur gear set ST3 with gears 42, 44 is arranged. In addition, a third traction means Z3 (or a corresponding gear set) is preferably arranged in the seventh radial plane r7 for connecting the second electric machine EM2 with the first shaft 12.
In the eighth radial plane r8, a third clutch C and, if appropriate, a damper ST are arranged. The second electric machine EM2 may also be arranged to overlap the eighth radial plane r 8.
The hybrid transmission assembly 10 of fig. 3 corresponds in terms of achievable power flow of the hybrid transmission assembly 10 of fig. 1. Fig. 4 shows a shift table, which illustrates possible shift states of the clutch A, B, C, D (also referred to as shift elements in the table) and the operating modes that can be realized in this way. In the first hybrid gear stage H1, the first clutch a and the fourth clutch D are closed, and the second clutch B and the third clutch C are open (the closed state is denoted by X in this and the following shift tables, respectively, and the open table position indicates the open clutch).
In the present embodiment, in the first hybrid gear stage H1, the engine power can flow from the first shaft 12 toward the fifth shaft 20 via the sixth shaft 22, the third spur gear set ST3, the seventh shaft 24, the first clutch a, the eighth shaft 26, and the first spur gear set ST 1. Since the fourth shifting clutch D is closed and the first planetary gear set PS1 is thus locked, power therefore flows toward the third element PT1 of the first planetary gear set PS1 and from there into the third shaft 16. Furthermore, the motor power (positive or negative) of the first electric machine EM1 may flow in parallel through the second shaft 14 and the first element S1 of the planetary gear set PS1 into the third shaft 16. The power flows from the third shaft 16 via the second planetary gear set PS2 to the input element of the differential gear AG and from there to the driven shafts Ab1, ab 2.
The second hybrid gear H2 is accordingly established with the second shifting clutch B closed and the fourth shifting clutch D closed. The internal combustion engine power flows from the first shaft 12 again toward the seventh shaft 24, from there with the second clutch B closed, to the fourth shaft 18, and from there via the second spur gear set ST2 to the second shaft 14 and via the first element S1 into the first planetary gear set PS 1. Furthermore, the motor power (positive or negative) of the first electric machine EM1 may flow in parallel through the second shaft 14 and the first element S1 of the planetary gear set PS1 into the third shaft 16. From there, the power flows via the third element PT1 again toward the second planetary gear set PS2 and from there to the differential gear AG as above.
In the third hybrid gear stage H3, clutches C and D are closed. In this case, the internal combustion engine power flows from the first shaft 12 first to the sixth shaft 22 and from there via the closed third clutch C to the third shaft 16 and from there again to the second planetary gear set PS2. Furthermore, the motor power (positive or negative) of the first electric machine EM1 may flow in parallel via the second shaft 14 and the first element S1 of the planetary gear set PS1 into the third shaft 16. From there, the power flows via the third element PT1 again toward the second planetary gear set PS2 and from there to the differential gear AG as above.
In all three hybrid gear steps, motor power may be added as "boost" power via the second shaft 14 and the first element S1 of the first planetary gear set PS1, or motor power may be received (in generator operation) as recovered power.
In the third hybrid gear H3, the fourth clutch D can also be opened, so that a purely internal combustion engine-driven driving operation is established. The corresponding engine gear step V3 is likewise shown in the table of fig. 4. Since the first planetary gear set PS1 is not locked in the engine gear step V3, the motor power of the first electric machine 1 cannot be superimposed.
Similar to the conventional internal combustion engine gear steps 1, 2, 3, the hybrid gear steps H1, H2, H3 can be designed such that they appropriately adjoin one another.
Electric-only driving operation is also possible, namely in the electric gear stage E2, in which only the shift element D is closed according to the table of fig. 4.
In this case, the first planetary gear set PS1 is locked and the motor drive power flows from the second shaft 14 toward the third element PT1 and from there toward the third shaft 16. In the electric gear stage E2, the entire speed range of the vehicle for electric-only driving operation is preferably covered. E2 corresponds to H2 from a gear ratio angle.
The hybrid transmission assembly 10 preferably has no special gear stage for starting and no starting clutch in the region of the first shaft 12. Preferably, no special gear sets for the reverse gear stage are provided either.
For starting in the forward direction, a so-called electric drive operation (electric power start, EDA) can be established, in which only the first switching clutch a is closed according to fig. 4.
In this operating state EDA, the internal combustion engine power flows from the first input shaft 12 via the sixth shaft 22 and the seventh shaft 24 and via the closed first clutch a to the eighth shaft 26 and from there to the fifth shaft 20, which is connected to the second element H1 of the planetary gear set PS 1.
The internal combustion engine must be operated in a known manner at least at an idle speed. As long as the fourth switching clutch D is not closed, the first planetary gear set PS1 is not locked and rotates freely.
For starting, the supported torque is then introduced from the first electric machine EM1 via the second shaft 14 and the first element S1 into the first planetary gear set PS 1. This results in the case of a suitable manipulation of the first motor EM 1: the third element PT1 starts to rotate (start) as a function of the torque introduced and in this case power can be fed into the third shaft 16 and thus into the differential AG.
If necessary, the motor reverse drive can be established exclusively by the first electric machine EM1, which is thus operated in the opposite rotational direction.
As shown in fig. 4, the charging can also take place in a stationary state or in neutral. Here, only clutch B is closed. The internal combustion engine power can be transmitted from the first shaft 12 via the first traction mechanism Z1 to the sixth shaft 22, from there via the third spur gear set ST3 to the seventh shaft 24, from there via the closed second clutch B to the fourth shaft 18, and from there via the second spur gear set ST2 and the second traction mechanism Z2 (or a corresponding gear set) to the first electric machine EM1 in order to operate it as a generator. In this state, no driving power is conducted to the third shaft 16.
In the hybrid transmission assembly 10, all of the clutches (shift elements) may be configured as dog clutches.
The first motor EM1 is axially arranged parallel to the driven shaft (third shaft). The two clutches A, B can be actuated by a single actuation device. The connection from the first shaft 12 to the main transmission (sixth shaft 22) is preferably effected by means of a first traction mechanism Z1, in particular a chain.
The first traction mechanism Z1 is located in the region of the transmission input, as viewed axially, or directly on the internal combustion engine.
The differential gear AG may be implemented as a conventional differential, for example as a ball differential, a spur differential, a planetary differential, etc.
The third shaft 16 is connected with an input member of the differential gearing AG via a second planetary gear set PS2 establishing a fixed gear ratio. This can replace a pre-ratio device as in a conventional spur gear transmission. Instead of the planetary gear set PS2, a plurality of spur gear stages may also be provided. The second planetary gear set PS2 may be a negative planetary gear set or a positive planetary gear set, and may also be a planetary gear set having stepped planets.
In general, it is also possible for the second motor EM2 to be arranged coaxially with the first axis a1, i.e. coaxially with the first shaft 12. Similarly, it is also possible that the first motor EM1 is arranged coaxially with the second shaft 14.
If the motors EM1, EM2 are arranged axially parallel, the connection may be achieved by a gear set (gear train), by a chain, by a belt or the like.
In the hybrid transmission assembly 10, the first shaft 12 is always connected with the second electric machine EM 2. The following functions may be implemented by the second motor EM 2:
starting from the combustion engine of the electric drive only (for example starting from the electric drive only by means of the first electric machine EM 1),
-a supply of an on-board electrical power,
tandem crawling and forward/backward driving,
-assisting the engine speed regulation during coupling and during gear shifting.
When the first electric machine EM1 uses the electric gear stage E2, the internal combustion engine can be coupled to H1, H2, H3 in all three hybrid gear stages (by closing A, B or C). The second electric machine EM2 may assist when the clutch A, B, C is released in such a manner that the second electric machine EM2 operates generator-wise.
The first electric machine EM1 may establish electric drive of the vehicle for starting and forward/backward running.
Furthermore, traction force can be supported during engine-gear shifting by means of the first electric machine EM 1. When shifting in clutch A, B, C, the first electric machine EM1 can maintain traction through the electric gear stage E2.
The load shift from H1 to H2 can be performed, for example, as follows:
The starting point is, for example, the hybrid gear H1, so that the clutch A, D is closed. Next, the load on the clutch a is first reduced and simultaneously a load is established on the first electric machine EM 1. The load reduction may be achieved by reducing the torque of the internal combustion engine and the second electric machine EM2 or by bringing the sum of the torque of the internal combustion engine and the second electric machine EM2 to substantially zero when the second electric machine EM2 is generator-type to neutralize the torque of the internal combustion engine. In a next step clutch a can be opened.
Next, the rotational speeds of the internal combustion engine and the second electric machine EM2 are reduced, so that the clutch B is synchronized. Here, for example, the second electric machine EM2 may be operated as a generator, which is preferred, or the internal combustion engine may be put into coasting. Subsequently, clutch B can be engaged in order to establish the second hybrid gear H2.
As described, the electric drive operation is possible by means of the electric gear stage E2. Here, clutch D is closed and therefore the first planetary gear set PS1 is locked.
From the EDA mode described above, the internal combustion engine can enter the first hybrid gear stage H1, since, in addition to clutch a, only clutch D is closed.
If only the switching element B is closed, the internal combustion engine and the first electric machine EM1 are connected independently of the driven device. Thus, the electric accumulator can be charged with high power when needed (with significantly more power than is achievable with the relatively small second electric machine EM 2).
Particularly at low temperatures, high torque is required for engine starting. For a cold start of the combustion engine, the first electric machine EM1 may be used. This may apply significantly more starting torque than the second motor EM 2. The second electric machine EM2 can therefore be dimensioned smaller, since it does not have to be designed for special situations, for example particularly low temperatures.
In the engine gear stage V3, the first electric machine EM1 can be decoupled and placed in a standstill state, since the shift element D is open. Thus, engine-driven operation in the highest engine gear stage is possible without zero load loss of the relatively large first electric machine EM1. The second electric machine EM2 can thus ensure the on-board electrical supply.
Other embodiments of the hybrid transmission assembly are shown in the following figures and substantially correspond in construction and operation to the hybrid transmission assembly 10 of fig. 3 and 4. Accordingly, like elements are denoted by like reference numerals. The differences are basically explained below.
The hybrid transmission assembly 10 of fig. 5 differs from the hybrid transmission assembly 10 of fig. 3 in that a fifth clutch E is provided, by means of which one element of the first planetary gear set PS1 can be fastened to a housing of the hybrid transmission assembly, which is not shown in detail. In the present case, a fifth clutch E is used to connect the housing with the second element H1 of the first planetary gear set PS 1.
As a result, a short gear ratio for the first electric machine 1 can be established in the form of a first electric gear stage E1.
Fig. 6 illustrates a shift table associated with the hybrid transmission assembly 10 of fig. 5. It can be seen that all operating states of the shift table of fig. 4 are included, wherein the fifth clutch E is opened in each case. By closing only the fifth clutch E, a further operating state in the form of a first electric gear stage E1 is established.
The first electric gear stage E1 of the relatively short gear ratio is preferably used for reverse driving. In this way, a high axle torque can be achieved in the series drive mode, and no switching into the longer electric gear stage E2 is necessary due to the comparatively low requirement for the maximum driving speed.
Preferably, the fifth clutch E and the fourth clutch D are combined to form a double element, so that they can be actuated by means of a single actuating device S3'. The double element D, E is axially oriented with the double element A, B and lies in a fifth radial plane r5 which is not shown in detail in fig. 5.
Fig. 7 and 8 show variants of the hybrid transmission assembly 10 of fig. 3 (or of the other hybrid transmission assemblies shown in the present case). In both cases, the drive shaft An of the internal combustion engine is not connected to the first shaft 12 in a rotationally fixed manner (or is not connected to the first shaft 12 only by a damper or the like). Instead, the drive shaft An is connected to the first shaft 12 via a clutch K0. In the case of fig. 7, the clutch (sixth clutch) K0 is a dog clutch. In the example of fig. 8, the sixth clutch K0 is a friction clutch. In both cases, the sixth clutch K0 is actuated by means of the fourth actuating device S4 or S4'.
By means of the clutch K0, the internal combustion engine can be decoupled from the hybrid transmission assembly and from the second electric machine EM 2.
In general, it is sufficient to use a claw switching element for the clutch K0. In the case of fig. 8, a friction clutch is used instead of the dog clutch K0. In the case of a friction clutch, it is advantageous if the friction clutch can be opened even under load. Furthermore, it is also possible to close the clutch K0 in the form of a friction clutch at a rotational speed difference, so that a so-called start-up (Schwungstart) of the internal combustion engine (full use of the inertial mass from the electric machine to the start-up of the internal combustion engine) can be achieved.
Fig. 9 shows an associated switching table.
It can be seen that for the hybrid gear steps H1 to H3, for the electric power start EDA, for the charging LiN in the neutral state and for the engine gear step V3, the clutch K0 is closed in each case.
In the electric gear stage E2 (and optionally in the gear stage E1), the sixth clutch K0 can be closed, but can also be opened (this is indicated by "(x)" in this shift table and in the other shift tables). Further, the table of fig. 9 corresponds to the table of fig. 6.
Another modification to the hybrid transmission assembly shown in the present case is shown in fig. 10.
Here, the second electric machine EM2 can be connected to the first shaft 12 via a seventh clutch K1. The seventh clutch K1 is actuated by means of the fifth actuating device S5.
The use of this seventh clutch K1 is generally performed instead of the use of the sixth clutch K0, although in theory both clutches could be used.
The seventh clutch K1 can only disengage the second electric machine EM2, so that the second electric machine EM2 can also be used for other tasks (e.g. driving an air conditioning compressor) when the internal combustion engine is shut down.
The torque to be supported on the switching element K1 is significantly smaller than in the case of K0, since only the torque of the second electric machine EM2 has to be supported. Therefore, the switching force that has to be exerted by the fifth actuating device S5 is also smaller. The seventh clutch K1 may be an electromagnetic clutch instead of the dog clutch, for example.
Fig. 11 shows an associated switching table. It can be seen that for all operating states, as is also shown in the shift tables of fig. 6 and 9, the seventh clutch K1 can be open or closed. If necessary, comfort can be increased when the seventh clutch K1 is closed, since the second electric machine can assist in the regulation of the engine speed when switching into the hybrid gear.
Another embodiment of a hybrid transmission assembly 10' is shown in FIG. 12.
In the hybrid transmission assembly 10' of fig. 12, the connection between the first electric machine EM1 and the second shaft 14 via the second traction mechanism (or a corresponding gear set) is solved by a separate gearwheel 40b, which is connected in a rotationally fixed manner to the second shaft 14 and is arranged offset in the axial direction relative to the gearwheel 40a (which is an integral part of the second spur gear set ST 2). In other words, the second spur gear set ST2 is located in a radial plane r2a, and the second traction mechanism (or gear set) is located in an additional radial plane r2 b.
Thus, the first electric machine can be connected irrespective of the position of the gear ratio of the second spur gear set ST 2.
Fig. 12 also shows that the engine drive shaft An and the first shaft 12' can be realized in An opposite axial arrangement, so that the damper ST is not located in An eighth radial plane r8 as in the embodiment of fig. 3, but in a fifth radial plane r5, which is not shown in detail in fig. 12.
Another embodiment of a hybrid transmission assembly 10 "is shown in FIG. 13.
In the hybrid transmission assembly 10", the radial planes r6" and r8 "are interchanged with respect to the arrangement in fig. 3.
In other words, the third clutch c″ is located between the fourth clutch D and the gear 44 of the third spur gear set ST3 in the axial direction. Further, the sixth radial plane r6 "forms the outermost radial plane in the axial direction of the hybrid transmission assembly 10". In this case, the first traction means Z1″ is guided axially past the intermediate shaft arrangement 18, 24, 26, to be precise independently of the spatial pivot angle of the intermediate shaft arrangement.
Furthermore, the sixth shaft 22″ may be realized as a simple hollow shaft. Unlike the embodiment of fig. 3, the sixth shaft 22″ is rather not arranged axially around the third shaft 16.
The embodiment of fig. 13 may achieve a reduced sprocket diameter, which may provide spatial chain guiding and attachment advantages.
Another embodiment of a hybrid transmission assembly 10' "is shown in FIG. 14. In the hybrid transmission assembly 10 '", the axial sequence with respect to the embodiment of fig. 3, in particular the radial planes r 3'", r4 '", r 5'", is realized differently.
In the hybrid transmission assembly 10 '", a fifth radial plane r 5'" is disposed adjacent to the second radial plane r2 along with the clutches A, B (first dual element) and D (and optionally E, then preferably as a second dual element). The third radial plane r3 '"is disposed adjacent to the fifth radial plane r 5'" and includes the first planetary gear set PS1. The second element H1' "of the first planetary gear set PS1 is connected on one axial side with the fifth shaft 20 and on the other axial side with the clutch D (and optionally E).
The fourth radial plane r4 '"is arranged between the third radial plane r 3'" and the sixth radial plane r 6. In the fourth radial plane r 4' "is arranged the first spur gear set ST1.
In the illustrated embodiment, the fourth shaft 18 '"is arranged as a hollow shaft section around the seventh shaft 24'" and the eighth shaft 26 '"is arranged as a hollow shaft section around the seventh shaft 24'".
The gear 42 '"is mounted as a fixed gear on the seventh shaft 24'" and is not configured as a movable gear as in the embodiment of fig. 3. The movable gear 38 '"is constructed according to the type of movable gear supported on the shaft 24'". However, as in the previous embodiment, the movable gear 38 '"is connected to the fourth shaft 18'" in a rotationally fixed manner.
The hybrid transmission assembly 10 is shown in fig. 15 IV Is an embodiment of the present invention. This embodiment is based on the embodiment of fig. 14. In contrast, the second element H1 of the first planetary gear set PS1 IV Additionally, there is an external toothing into which the gear 34 of the first spur gear set ST1 meshes. The first spur gear set ST1 does not require the gear 36 or the gear is formed by the second member H1 IV The composition is formed. Thus, radial planes r3 '"and r 4'" of fig. 14 are fused to a single radial plane r4 IV Is a kind of medium.
Second element H1 of first planetary gear set PS1 IV On one axial side not only with the fifth shaft 20 IV Connected, and connected with clutch D (and optionally E). Thus, in the embodiment of fig. 15, the fifth shaft 20 IV There is only one section on the side facing clutch D or E.
Fig. 16 and 17 illustrate the hybrid transmission assembly 10, respectively V And 10 VI Particularly preferred embodiments of (2). The hybrid transmission assembly 10 of fig. 16 V The hybrid transmission assembly 10' "is conceptually based on fig. 14. The differences are mainly explained below.
In a hybrid transmission assembly 10 V In which the first planetary gear set PS1 is arranged in a radial plane r3 directly adjacent to the first radial plane r1 V Is a kind of medium. Thus, the third radial plane r3 V Between radial planes r1 and r2 in the axial direction.
Thus, the second shaft 14 V Around the fifth shaft 20 as a hollow shaft V The fifth shaft is arranged as a hollow shaft around the third shaft 16. Second shaft 14 V The first element (sun gear) of the first planetary gear set PS1 is connected via a bridge which spans the first planetary gear set PS1 in the axial direction and thus the second element H1 V . In other words, the second shaft 14 V On the axial side of the first planetary gear set PS1 facing the second planetary gear set PS2, with the first element S1 V And (5) connection. On the opposite axial side, the third element PT1 is connected to the third shaft 16, and the second element H1 V And a fifth shaft 20 V And (5) connection.
The axial arrangement of the clutch D, E is interchanged with the arrangement of fig. 14, wherein the double element D, E is of simpler (without bridging) construction.
Hybrid transmission of fig. 17Device assembly 10 VI Hybrid transmission assembly 10 with fig. 16 V Similarly configured. The differences are mainly explained below.
In a hybrid transmission assembly 10 VI In that the clutch D, E is not arranged in a radial plane r 5' "as in the embodiment of fig. 16. But the fifth radial plane is divided into a radial plane r5a and a radial plane r5b. The radial plane r5a corresponds to the radial plane r5 '"of fig. 16 and is located between the radial planes r2 and r 4'". The other radial plane r5b is arranged between the radial plane r 4' "and the radial plane r 6. In the further radial plane r5b, the clutch D, E is arranged in the form of a double element.
The fifth shifting clutch E is optional in both variants of fig. 16 and 17. The same applies to both variants, the first planetary gear set PS1 now no longer being located between the main shaft arrangement (with shafts 16, 20, 22, 14, etc.) and the intermediate shaft arrangement (with shafts 18, 26, 24, etc.). Thus, a smaller axial spacing may be achieved.
Further, the hybrid transmission assembly 10 of fig. 16 V In that the dual element D, E can be conventionally (without bridging) implemented.
Hybrid transmission assembly 10 in fig. 17 VI In (a) the dual element D, E (or just the clutch D) is arranged offset. This results in axially offset planes for actuating the clutch A, B, D and optionally E. This distributed arrangement enables a free arrangement of the actuating device/actuating element.
Fig. 18 shows a further shift table, which includes two electric gear stages EZ1 and EZ2 in addition to the gear stages E1 and E2 already described in the preceding shift table.
This embodiment is achievable when not only the sixth clutch K0 but also the fifth clutch E are provided. In this case, four mechanical gears can be used during the electric-only driving operation by means of the first electric machine EM 1. Of course, the shut-down/start of the internal combustion engine in the electric gear stages EZ1 and EZ2 can only be carried out in the event of a traction force interruption.
Fig. 19 shows the hybrid transmission assembly of fig. 16 and 17One variation. In the variant of fig. 19, the second shaft 14 VII With the first element S1 VII On the axial side of the first planetary gear set PS1 facing away from the second planetary gear set PS 2. Fifth shaft 20 VII Axially through the first element S1 VII And with the second element H1 on the axial side of the first planetary gear set PS1 facing the second planetary gear set PS2 VII And (5) connection. The third shaft 16 is connected to the third element PT1 on the axial side of the first planetary gear set PS1 facing away from the second planetary gear set PS2 VII Is connected to, and in this connection is connected to, the third element PT1 VII Connected by a bridge which spans axially across the first planetary gear set PS1 and the second element H1 thereof VII 。
In the variation of fig. 19, the connection of the first planetary gear set PS1 is mirrored with respect to the embodiment of fig. 16 and 17. Thereby, radial "walls" may be saved.
FIG. 20 illustrates a hybrid transmission assembly 10 VIII Is an embodiment of the present invention. Hybrid transmission assembly 10 VIII Hybrid transmission assembly 10 similar to fig. 14 III And (5) constructing. The differences are mainly explained below.
In a hybrid transmission assembly 10 VIII In this case, the first electric machine EM1 is connected to a fixed gear on its output shaft (ninth shaft 28), which is directly connected to the gear 38 of the spur gear set ST2 III And (5) embedding. This variation is also applicable to other hybrid transmission assemblies.
The fifth clutch E is optional as in the other embodiments.
Reference numerals
10. Hybrid transmission assembly
12. First shaft
14. Second shaft
16. Third shaft
18. Fourth shaft
20. Fifth shaft
22. Sixth shaft
24. Seventh shaft
26. Eighth shaft
28. Ninth shaft
30. Tenth shaft
34 to 42 gears
EM1 first motor
EM2 second motor (HVSG)
AG differential transmission device
An internal combustion engine shaft
A first clutch
B second clutch
C third clutch
D fourth clutch
E fifth clutch
K0 Sixth clutch
K1 Seventh clutch
PS1 first planetary gear set
PS2 second planetary gear set
S1 and S2 sun gear
Ho1, ho2 gear ring
PT1, PT2 planet gear carrier
ST1 to ST3 spur gear sets
Z1 first traction mechanism (chain) (or gear set)
Z2 second traction mechanism (or gear set)
Z3 third traction mechanism (or gear set)
AW1 first side shaft
AW2 second side shaft
Driven shafts Ab1, ab2 to AW1, AW2
ST vibration damper
S1 to S5 operating means (actuator)
H1-H3 hybrid gear stage
E1, E2 electric gear stage (EM 2)
EZ1, EZ2 electric gear stage (EM 2)
EDA electrodynamic starting
LiN charging in neutral
V3 internal combustion engine gear stage
a1 A first axis
a2 A second axis
a3 Third axis
a4 Fourth axis
a5 A fifth axis
r1 first radial plane
r2 second radial plane
r3 third radial plane
r4 fourth radial plane
r5 fifth radial plane
r6 sixth radial plane
r7 seventh radial plane
r8 eighth radial plane

Claims (17)

1. Hybrid transmission assembly for a motor vehicle of the hybrid design, characterized in that it comprises:
a first shaft (12) for feeding in the driving power of the internal combustion engine,
a second shaft (14) connected to the first motor (EM 1),
a third axis (16) for outputting the output power,
a fourth shaft (18) axially offset parallel to the third shaft (16),
-a fifth shaft (20) connectable with the first shaft (12) via a first clutch (a), and
a first planetary gear set (PS 1) having a first element (S1), a second element (H1) and a third element (PT 1),
Wherein the second shaft (14) can be connected to the first shaft (12) via a second clutch (B),
the second shaft (14) is connected to the first element (S1),
the fifth shaft (20) is connected with the second element (H1) and
the third shaft (16) is connected to the third element (PT 1).
2. The hybrid transmission assembly of claim 1, wherein the first shaft (12) is connected with the sixth shaft (22).
3. Hybrid transmission assembly according to claim 2, characterized in that the sixth shaft (22) is connectable with the third shaft (16) via a third clutch (C) and/or that the seventh shaft (24) is arranged coaxially with the fourth shaft (18).
4. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the first shaft (12) is arranged in the region of a first axial end of the hybrid transmission assembly (10) and/or the second shaft (14) is arranged in the region of a second axial end of the hybrid transmission assembly (10) and/or the first planetary gear set (PS 1) is arranged in the axial direction between the first shaft (12) and the second shaft (14) or on an opposite axial side of a radial plane from the first shaft through which the first electric machine is connected.
5. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that two elements (PT 1, H1) of the first to third elements of the first planetary gear set (PS 1) are connectable to each other by means of a fourth clutch (D) and/or that one element (H1) of the first to third elements of the first planetary gear set (PS 1) is fixable to the housing of the hybrid transmission assembly (10) by means of a fifth clutch (E).
6. Hybrid transmission assembly according to claim 5, characterized in that the fourth clutch (D) and/or the fifth clutch (E) are arranged coaxially with the first planetary gear set (PS 1) and/or that the fourth clutch (D) and/or the fifth clutch (E) are arranged in the axial direction between the first shaft (12) and the second shaft (14).
7. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the fifth shaft (20) is connected with an eighth shaft (26), which is arranged coaxially with the fourth shaft (18) and/or that the fifth shaft (20) is arranged coaxially with the third shaft (16).
8. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the second shaft (14) is arranged coaxially with the third shaft (16) and/or that the second shaft (14) is connected with the fourth shaft (18).
9. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the first clutch (a) and the second clutch (B) are arranged coaxially with the fourth shaft (18) and/or that the first clutch (a) and the second clutch (B) are configured as double switching elements.
10. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the first electric machine (EM 1) is arranged coaxially with a ninth shaft (28) connected with the second shaft (14) and/or that the first electric machine (EM 1) overlaps axially with at least one gear set (ST 1, ST 3) of the hybrid transmission assembly (10) and/or with the first shaft (12).
11. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the second electric machine (EM 2) is arranged coaxially with a tenth shaft (30), which is connected with the first shaft (14) or connectable with the first shaft (14) via a seventh clutch (K1).
12. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the third shaft (16) is connected with an input element of the differential transmission (AG) via a constant ratio device for distributing the driving power.
13. Hybrid transmission assembly according to claim 12, characterized in that the constant ratio device has a second planetary gear set (PS 2) and/or that the differential gear (AG) is arranged coaxially with the third shaft (16) and/or that the constant ratio device is arranged in the axial direction between the third shaft (16) and the differential gear (AG).
14. A hybrid transmission assembly according to any one of claims 1 to 3, characterized in that the first shaft (12) is connected to an output element of a sixth clutch (K0), in the input element of which the engine power can be fed.
15. A hybrid transmission assembly as claimed in any one of claims 1 to 3, wherein the clutch of the hybrid transmission assembly is configured at least for the most part as a dog clutch.
16. Hybrid transmission assembly according to claim 2, characterized in that the sixth shaft is arranged coaxially with the third shaft (16) and/or that the sixth shaft is connected with the seventh shaft (24).
17. The hybrid transmission assembly of claim 15, wherein the clutches of the hybrid transmission assembly are all configured as dog clutches.
CN202190001006.4U 2021-02-26 2021-11-30 Hybrid transmission assembly Active CN220163662U (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102021201871.8A DE102021201871A1 (en) 2021-02-26 2021-02-26 Hybrid gear arrangement
DE102021201871.8 2021-02-26
PCT/EP2021/083448 WO2022179729A1 (en) 2021-02-26 2021-11-30 Hybrid transmission arrangement

Publications (1)

Publication Number Publication Date
CN220163662U true CN220163662U (en) 2023-12-12

Family

ID=78844888

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202190001006.4U Active CN220163662U (en) 2021-02-26 2021-11-30 Hybrid transmission assembly

Country Status (3)

Country Link
CN (1) CN220163662U (en)
DE (1) DE102021201871A1 (en)
WO (1) WO2022179729A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022201814A1 (en) 2022-02-22 2023-08-24 Zf Friedrichshafen Ag Hybrid transmission device and motor vehicle with a hybrid transmission device
DE102022201808A1 (en) 2022-02-22 2023-06-07 Zf Friedrichshafen Ag Hybrid Transmission Assembly and Hybrid Powertrain
DE102022202381A1 (en) 2022-03-10 2023-09-14 Zf Friedrichshafen Ag Three-speed hybrid transmission

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5713425A (en) * 1996-01-16 1998-02-03 Ford Global Technologies, Inc. Parallel hybrid powertrain for an automotive vehicle
DE102005035824A1 (en) * 2005-07-30 2007-02-01 Renk Ag Hybrid drive for a motor vehicle
DE102011005531B4 (en) * 2011-03-15 2023-12-14 Zf Friedrichshafen Ag Hybrid drive of a motor vehicle
DE102013215114B4 (en) 2013-08-01 2024-04-25 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

Also Published As

Publication number Publication date
DE102021201871A1 (en) 2022-09-01
WO2022179729A1 (en) 2022-09-01

Similar Documents

Publication Publication Date Title
CN220163662U (en) Hybrid transmission assembly
US9421855B2 (en) Powertrain system for hybrid vehicles having multiple modes of operation
US9145136B2 (en) Powertrain system for hybrid vehicles having compound and split modes of operation
CN113165493A (en) A hybrid transmission unit having two planetary gear sets and a plurality of shift devices; and motor vehicle
JP2023500961A (en) Transmission assembly for hybrid drive and method for controlling hybrid drive
CN116348328A (en) Pure electric drive system comprising two electric machines
CN112867620A (en) Transmission and drive system for a motor vehicle
CN114466758B (en) Transmission and drive system for a motor vehicle
CN112654517A (en) Transmission, drive train and method for operating a transmission of a motor vehicle
CN113453929A (en) Hybrid drive train of a motor vehicle and method for operating a hybrid drive train
CN115704449A (en) Transmission and drive train for a vehicle
CN116056927A (en) Hybrid transmission device and motor vehicle having a hybrid transmission device
CN112638683A (en) Transmission for a motor vehicle, motor vehicle drive train and method for operating a transmission
CN112654518A (en) Transmission for a motor vehicle, motor vehicle drive train and method for operating a transmission
CN112384398B (en) Hybrid powertrain
CN112912264B (en) Transmission for a motor vehicle
CN115087555A (en) Hybrid drive system with a multi-gear transmission device and motor vehicle
CN114269584A (en) Hybrid drive train for a motor vehicle
CN115923489A (en) Hybrid transmission device and hybrid power train
CN117355435A (en) Hybrid transmission system for a motor vehicle
JP2024514856A (en) Hybrid drive systems and vehicles for vehicles
CN113015647B (en) Transmission for a motor vehicle
CN111566383B (en) Transmission for a motor vehicle
CN112638684B (en) Transmission for a motor vehicle, motor vehicle powertrain and method for operating a transmission
CN113056384A (en) Transmission for a motor vehicle

Legal Events

Date Code Title Description
GR01 Patent grant
GR01 Patent grant