DE102012016990A1 - Hybrid powertrain for a motor vehicle, hybrid vehicle and use thereof - Google Patents

Abstract

The invention relates to a hybrid drive train for a motor vehicle having an internal combustion engine (12) and an electrical machine (14) connected to power electronics (36) and an electrical energy store (38), which can be connected to an output shaft (22) in a torque-transmitting manner. The invention is characterized in that an output shaft (121) of the internal combustion engine (12) and an output shaft (141) of the electrical machine (14) are arranged parallel to one another and a plurality of output shaft pinions (V1, V2, V3; E1, E2) bear, each of which mesh with a common shaft pinion of a first common shaft (18) arranged at a distance from and parallel to the output shafts (121, 141) and connected to the output shaft (22), the output shaft pinions (V1, V2, V3; E1, E2) and / or the collective shaft pinions can be connected individually to the respectively assigned shaft by switchable form-fitting couplings.

Description

Field of the invention

The invention relates to a hybrid powertrain for a motor vehicle having an internal combustion engine and an electric machine connected to a power electronics and an electrical energy store, which are connectable torque-transmitting with an output shaft.

The invention further relates to a motor vehicle with such a hybrid powertrain.

Finally, the invention relates to a particular use of such a hybrid vehicle.

State of the art

Hybrid vehicles with two drive units, namely an internal combustion engine and an electric machine, which can be operated in both motor and generator mode, have long been known. In particular, the principle of parallel hybrids is known, in which both the internal combustion engine and the electric machine in torque transmitting manner with the output shaft are connectable. The connection can be made selectively, resulting in a purely electric or a purely internal combustion engine driving operation, or combined, both the electric machine and the internal combustion engine are simultaneously connected to the output shaft. Within combined operation, the boost mode and the recuperation mode are known. In boost mode, both drive units deliver positive torque to the output shaft; In recuperation mode, the electric machine operates in regenerative mode and takes kinetic energy from the output shaft to convert it into electrical energy. This can be done, for example, in the case of deceleration of the motor vehicle. Alternatively, an excess power provided by the internal combustion engine during operation at the optimum operating point but not required in the current driving situation at the drive wheels can also be recuperated in this way.

In all known concepts of the parallel hybrid, the coupling of the two drive units via more or less complex power-split transmission arrangements. Exemplary here are the DE 100 21 025 A1 as well as the WO 2008/046185 A1 specified. Power-split transmissions always comprise at least two electric machines and a plurality of planetary gear sets, the individual elements of which are connectable via switchable clutches to one another or via brakes to a transmission housing. In this way, the above-outlined operating modes and in these possibly different driving levels can be realized, wherein the setting of an appropriate ratio in a downstream manual transmission or by correspondingly complex structure of the power-split transmission can be made steplessly in this. In the case of the downstream gearbox is often resorted to concepts purely internal combustion engine powertrains, as in particular on the dual clutch transmission, which allows a zugkraftunterbrechungsfreie circuit. In the above DE 100 21 025 A1 is used instead of a dual-clutch transmission to ensure the traction interruption freedom, the second electric machine.

These known concepts are complex and expensive to build, disadvantageous in terms of the required space and because of the second electric machine also expensive.

task

It is the object of the present invention to provide a substantially traction interruption switchable hybrid powertrain for a motor vehicle, which is simpler in construction and cheaper with regard to the space requirement.

Presentation of the invention

This object is achieved in conjunction with the features of the preamble of claim 1, characterized in that an output shaft of the internal combustion engine and an output shaft of the electric machine carry a plurality of output shaft pinions, each with a collecting shaft pinion of a spaced from the output shafts and coupled to the output shaft collecting shaft comb, wherein the output shaft pinion and / or the Sammelwellenritzel are individually connectable by switchable form-fitting clutches with the respective associated shaft.

In a fundamental departure from the known hybrid powertrain concepts, the present invention dispenses with a power-split transmission. Rather, it is provided to connect the output shafts of the electric machine and the internal combustion engine directly via switchable gear pairings with a collecting shaft whose name already indicates their function to collect (positive and negative) torque inputs of both drive units and in sum of an output shaft with which they is coupled, zuzuleiten. As output shafts, for example, the input shaft of a transverse differential of a driven axle or the output shafts of a longitudinal differential can act in a multi-axis drive.

The three main waves, d. H. the output shaft of the electric machine, the output shaft of the internal combustion engine and the collecting shaft are preferably parallel to each other, wherein the term "parallel" in the sense of strict mathematical definition, the alignment along the same straight line, d. H. includes a coaxial arrangement. Different embodiments of this will be explained below. However, it is also possible that the output waves to each other and / or the collecting wave to at least one of the output shafts are at a non-zero angle. The gear pairings could then z. B. be realized by bevel gears.

In order to realize different gear ratios, each output shaft is connected to the collecting shaft via one or more gear pairings which realize different gear ratios. For this purpose, each output shaft and the collecting shaft each carry one or more pinions. The direct coupling of the output shafts with the collecting shaft leads to a constant engagement of the output shaft pinions with the respective corresponding collecting shaft pinion. Therefore, all gear pairings are designed switchable, d. H. At least one pinion of each gear pairing is, if necessary, rotatably connected to the associated shaft or separable from this rotationally. As a result, each gear pairing is selectively activatable or deactivatable so that the effective coupling between the collecting shaft and one or both output shafts may be via individual gear pairs or selected combinations of gear pairings. Specific embodiments will be explained below.

With the proposed concept, all known hybrid operating modes can be realized without the weight, space and would have to be followed because of the necessary two electrical machines cost-disadvantageous approach power-split transmission.

In a first embodiment of the invention it is provided that the output shafts are arranged radially spaced from each other. The collecting wave is in this case arranged between the preferably parallel output shafts. This arrangement is particularly favorable in terms of the axial space, but shows, as explained below, various limitations in functionality. In a further development of this embodiment it can be provided that at least one collecting shaft pinion meshes both with an output shaft pinion carried by the output shaft of the internal combustion engine and with an output shaft pinion carried by the output shaft of the electric machine. This means (which in principle also applies to other embodiments) that not each output shaft pinion own corresponding Sammelwellenritzel must be provided, but at least two output shaft pinion, namely one which is coupled to the internal combustion engine, and one, which with the electric machine coupled, a Sammelwellenritzel, with which they both comb, share. This arrangement is particularly compact axially.

In another embodiment of the invention it is provided that the output shafts are arranged coaxially and axially adjacent to each other. This embodiment requires an axially larger space, but is radially much more compact. In this embodiment, it is not provided that a plurality of output shaft pinions share a collecting shaft pinion; Therefore, a separate, corresponding collecting shaft pinion is preferably provided for each output shaft pinion.

In a further development of the invention, it is provided that at least one output shaft pinion meshes with the output shaft of the internal combustion engine with a corresponding collecting shaft pinion of a second collecting shaft coupled in a torque-transmitting manner to the output shaft. On the side of the engine output shaft, the same pinions are preferably involved in these pinion pairings, which are also involved in the pinion pairings with the first collecting shaft. This means that, at least for the internal combustion engine, the concept of the collecting wave is realized once more. As a result, further axial space is saved, since each output shaft pinion of the engine output shaft meshes both with a Sammelwellenritzel the first collecting shaft and with a Sammelwellenritzel the second collecting shaft and thus each forms a torque-transmitting Ritzelpaarung with unique translation. Thus, two gears can be realized per output shaft pinion of the engine output shaft, which again means a significant axial space savings. Note that the second collection wave is not necessarily a wave that "gathers" moments of multiple aggregates in the strict sense of the word. Rather, there is an intermediate wave interacting only with the internal combustion engine, which, however, in the context of the present description should likewise be addressed at the collecting shaft analogously to the first collecting shaft.

The described embodiment, which leads to a radially extremely compact design, can be realized in particular if, as preferably provided, the output shaft is arranged both parallel to the drive shafts of the internal combustion engine and electric machine and to each collecting shaft and radially spaced. Only the electric machine drive shaft and the engine drive shaft are preferably arranged coaxially with each other, wherein they are particularly preferably arranged through each other.

In a variant of the invention, which provides a coaxial arrangement of the two output shafts, these are at least partially arranged encompassing each other. This means that one of the output shafts, preferably the output shaft of the electric machine, is designed as a hollow shaft, which is penetrated longitudinally by the other output shaft, in particular the output shaft of the internal combustion engine. This arrangement makes it possible to position the two drive units immediately adjacent to each other and together on one side of the transmission. In particular, the electric machine can be arranged flanked on the one hand by the transmission and on the other by the internal combustion engine, wherein the output shaft of the internal combustion engine passes through the electric machine axially.

It is expediently provided that the output shafts can be connected to one another by means of a switchable output shaft coupling. In this way, a direct torque flow between the internal combustion engine and the electric machine is made possible. This direct penetration can be used for example for the electrical starting of the internal combustion engine by means of the electric machine or for direct drive of the generator-operated electric machine by the internal combustion engine.

The form-locking clutches coupling output shaft pinions and / or collecting shaft pinions with the respective associated shaft can be designed, for example, as synchronizers. Alternatively, an embodiment as a dog clutch can also be considered. Compared with the embodiment with synchronizers, this has the advantage of smaller installation space, lower weight and a less complex structure; However, the speed control of the electric and the internal combustion engine in the embodiment with pure dog clutch must be made much more precise and significantly more expensive.

Conveniently, the switchable connections between pinions and shafts are reduced to the output shaft pinions and the associated output shafts. In other words, it is preferably provided that the one or more collecting shaft pinions are permanently connected in a rotationally fixed manner to the collecting shaft. This embodiment is especially possible if each output shaft pinion is assigned its own Sammelwellenritzel.

In a development of the invention, it is provided that the internal combustion engine is connected to a starter unit designed as a motor / generator and connected to the power electronics and the energy store. The starter unit differs from the electric machine essentially by their much smaller and lower-power construction. It is essentially intended for starting the internal combustion engine and for recuperation of small amounts of energy, if the coupling of the large electric machine is not worth energetically. The starter unit may preferably be designed as a start / stop unit. This function corresponds to current energy savings concepts would be difficult to implement only with the large electric machine.

In addition to the hybrid powertrain as such, the present application also seeks to protect the preferred application of such a powertrain, namely a hybrid vehicle, which is characterized in that the drivetrain is designed as a drive train according to the invention.

A particular use of such a motor vehicle, which in particular implements the above-described embodiment with a switchable output shaft coupling, as well as an electrical Anschlussschnittstellte connected to the power electronics and the electrical energy storage is as an electrical unit, ie as a so-called "emergency generator", wherein the Output shafts are rotatably connected to each other by means of the output shaft coupling, an electrical load is connected to the connection interface and the electric machine is operated in generator mode, while the internal combustion engine is driven via the power electronics to operate at speeds according to the current power consumption of the electrical load. In this use, all gear pairings between any one of the output shafts and the collecting shaft are deactivated, ie there is no flow of momentum from any one of the power units to the collecting shaft. Instead, drives the internal combustion engine via the output shaft coupling directly to the electric machine, which converts the delivered mechanical power into electrical power, the buffer of the power electronics in the electrical energy storage to the connection interface, z. As a mounted on the outer body sockets directs. To this outlet can z. B. electrical equipment to be connected. To avoid unnecessary Energy consumption while the speed of the internal combustion engine, comparable to a commercial emergency generator, according to the current power requirement of the connected electrical load regulated.

Further features and advantages of the invention will become apparent from the following specific description and the drawings.

Brief description of the drawings

Show it:

1 a schematic representation of the powertrain structure acc. a first embodiment of the present invention,

2 a schematic representation of the powertrain structure acc. A second embodiment of the present invention

3 : A schematic representation of six hybrid driving stages using the example of the embodiment of FIG 1 .

4 : a schematic representation of three electrical speed steps using the example of the embodiment of 1 .

5 : A schematic representation of the emergency power operation using the example of the embodiment of 1 .

6 : A schematic representation of the transmission structure acc. a third embodiment of the drive train according to the invention,

7 : A schematic representation of a development of the transmission structure acc. the embodiment of 6 .

8th FIG. 2 is a schematic representation of an embodiment of the invention with two collecting shafts, FIG.

9 FIG. 4 is a cross-sectional view of the shaft assembly in the embodiment of FIG 8th ,

Detailed description of preferred embodiments

Like reference numerals in the figures indicate like or analogous elements.

1 shows a first preferred embodiment of a hybrid powertrain according to the invention 10 , The powertrain 10 has two drive units, namely an internal combustion engine 12 and an electric machine 14 , The output shafts of the drive units, ie the engine output shaft 121 and the e-machine output shaft 141 are coaxially aligned and arranged axially adjacent to each other. What also falls under the term "parallel" in the context of this description. At their ends facing each other are the output shafts 121 . 141 by means of a switchable output shaft coupling 16 torque transmitting connectable to each other. The output shaft coupling 16 is not essential to the operation of the invention, but constitutes a particularly preferred optional feature, the effect and advantages of which will be described in detail below.

The output shafts 121 and 141 wear pinions. In the case illustrated are on the engine output shaft 121 three pinions V1, V2 and V3 arranged; on the e-machine output shaft 141 two sprockets E1 and E2 are arranged. The pinions are assigned to different speed levels and therefore have different radii or numbers of teeth. The invention is not limited to the numbers of pinions shown in the figures. Both on the engine output shaft 121 as well as on the e-machine output shaft 141 For example, more or fewer pinions may be arranged, corresponding to a larger or smaller number of driving stages. Especially when using a powerful electric machine 14 in practice often becomes a single electric gear, ie a single sprocket on the e-machine output shaft 121 suffice. In contrast, it may well be more than three pinions on the engine output shaft 141 to arrange according to a larger number of internal combustion engine driving levels.

The pinions of the output shafts 121 . 141 combing with corresponding pinions on a parallel to the output shafts arranged collecting shaft 18 , The collecting wave 18 is about a gear stage 20 with the output shaft 22 connected, which transmits in a basically known manner an output torque to downstream components of the drive train. Shown in the figures is a transverse differential, via which a drive torque to the wheels, not shown, of a driven axle 26 is transmitted. It should be noted that the representation in the figures is not to be understood as true to the scale or in terms of the spatial orientation of the transverse differential. In particular, the axis becomes 26 usually be arranged perpendicular to the sake of clarity reasons in the figures selected orientation.

For selective activation of the individual gear stages are in the embodiment shown on the output shafts 121 . 141 disposed Pinion via synchronizers 28 . 30 . 32 with each wave carrying them 121 respectively. 141 connectable. 1 shows all syncs 28 . 30 . 32 in the disengaged state, so that all the pinions shown loose on their associated shafts 121 . 141 are stored. In contrast, the corresponding pinion of the collecting shaft 18 designed as a fixed wheels. The person skilled in the art will recognize that, alternatively or additionally, the pinions of the collecting shaft 18 can be configured switchable. It is only essential that each gear pair includes at least one switchable pinion.

Other electrical, components of the powertrain 10 are shown in very rough schematization. That's the electric machine 14 with power electronics 36 , an electrical energy storage, in particular an accumulator 38 connected. In the embodiment shown, a start / stop unit is additionally provided which is mechanically connected to the internal combustion engine and electrically to the power electronics 36 and the accumulator 38 connected is. This start / stop unit, whose function, in particular the starting of the electric machine and the Rekuperieren small amounts of kinetic energy, in principle, of the electric machine 14 could be met, is essentially used when an activation of the "big" electric machine 14 not worth it for energetic reasons. Mandatory is the start / stop unit 40 However not. Next, the embodiment of 1 another outlet 42 which is in communication with the above-described electrical components. Their function will be explained in more detail below.

2 shows a further preferred embodiment of the present invention. The powertrain shown here 10 ' differs from the embodiment of 1 essentially by the radial spacing of the output shafts 121 and 141 , The collecting wave 18 is in this case between the two parallel output waves 121 . 141 and arranged parallel to these. In the embodiment shown, two of the pinions serve the collecting shaft 18 as corresponding pinion for both pinions of the engine output shaft 121 as well as the e-machine output shaft 141 so that the total number of gears can be reduced. However, to realize the same number of speed steps is a synchronization 34 on the collecting shaft 18 required. Also, despite a smaller total number of pinions a higher number of switchable pinion is required. An obvious saving in the axial space is bought by an increase in the radial space. The person skilled in the art will have to weigh the advantages and disadvantages of the individual embodiments with regard to the individual case in each case. An essential consequence of the radially spaced arrangement of the output shafts 121 . 141 However, the loss of the possibility of a direct coupling of the two waves by means of the output shaft coupling 16 whose consequences are described below. Incidentally, the person skilled in the art recognizes the same or analogous functionality of the embodiments of FIG 1 and 2 so that reference can be made here to avoid repetition to the above.

3 provides six drive levels of the hybrid operation of the powertrain 10 gem. 1 The solid, ie torque-loaded, elements are shown by solid lines. The dotted elements are disabled, ie they do not transmit any moment.

The starting takes place as in 3a shown, always purely electric. For this purpose, the pinion E1 is on the e-machine output shaft 141 by appropriate engagement of the synchronization 28 non-rotatable with the e-machine output shaft 141 connected. As a result, a moment is transmitted to the collecting shaft via the corresponding collecting shaft pinion 18 transfer. The following elements of the drive train are not shown to simplify the illustration.

Once a sufficient speed is reached, the internal combustion engine 12 be switched on by means of synchronization 32 the pinion V1 with the engine output shaft 121 rotatably connected. By means of the corresponding collecting shaft gear, internal combustion engine torque is now additionally applied to the collecting shaft 18 brought. The distribution of the electromotive and internal combustion engine torque input takes place gem. a regulation that can be designed by the expert basically arbitrary according to different criteria and priorities. For example, a boost operation can be realized, in which both drive units 12 . 14 positive moment on the collecting wave 18 bring. On the other hand, the electric machine 14 However, also work in regenerative mode and recuperation of excess torque of operated at its optimum operating point internal combustion engine 12 serve if the kinetic energy delivered at this operating point is currently not required at the output. It is obvious that at the transition from the gear, gem. 3a to the driving level acc. 3b no interruption of traction occurs. Since the starting, as explained above, always takes place in electric mode and the internal combustion engine is switched on only at a sufficient speed, can be dispensed with a classic starting clutch. Their task is, so to speak, of the electric machine 14 accepted.

3c represents the next higher gear, with the synchronization 28 is switched so that the pinion E1 from its rotationally fixed connection with the e-machine output shaft 141 solved and the pinion E2 with the output shaft 141 rotatably coupled. The driving level acc. 3c differs from the gem. 3b thus only in a different translation of the entry of the electromotive torque. This transition is traction interruption-free, since during the synchronization 28 any moment losses readily from the internal combustion engine 12 , which are still in moment-transmitting connection with the collecting shaft 18 stands, can be compensated.

The next higher gear is in 3d shown, wherein the translation of the entry of the internal combustion engine torque by switching the synchronization 32 from the pinion V1 to the pinion V2 is changed. The interruption of the internal combustion engine torque input is compensated by the persistent electromotive torque entry.

3e shows another gear, by disengaging the sync 32 and indenting the synchronization 30 again changed the translation of the internal combustion engine torque input, which also occurs here because of the electromotive torque compensation no interruption in traction.

In all the above-mentioned driving levels involving the internal combustion engine torque, the "boosting" and "recuperation" hybrid modes apply in conjunction with 3b said.

3f shows the highest, pure internal combustion engine gear, in which the internal combustion engine torque with the same translation as in the driving gear gem. 3e registered, the electric machine 14 however, it is completely decoupled. This speed is suitable, for example, for high-speed cruising in which no recuperable excess torque of the internal combustion engine is generated and the electric machine 14 is no longer able to boost. In order to prevent efficiency losses due to the entrainment of the electric machine, in particular when using permanent magnet-excited electrical machines, there is a complete decoupling of the electric drive unit, so this does not have to rotate. It is obvious that even at the transition to this highest gear no traction interruption occurs.

From the above, the skilled person will be able to easily derive the details of a circuit in the reverse switching direction.

4 shows three different driving levels in purely electrical operation, for example in urban operation. In the 4a shown approach level corresponds to the starting stage acc. 3a , It is referred to the explained there.

In the 4b illustrated gear corresponds to a second electric gear with different translation, by switching the synchronization 28 from the pinion E1 to the pinion E2 is realized. Since in pure electrical operation, the internal combustion engine 12 is not switched on, a traction interruption must be accepted in this switching operation. However, it is conceivable by suitable design of the electric machine 14 cover all speeds required in city traffic with a single gear, so that the in 4b possibly omitted gear ratio shown.

4c shows the reverse operation, which always takes place purely electrically like the starting process. This is by means of synchronization 28 the pinion E1 rotatably with the E-machine output shaft 141 connected, the electric machine 14 as indicated by the arrow, runs backwards.

5 Finally, shows a special switching state, which can not be referred to as a speed step, because the synchronizations 28 . 30 and 32 are switched so that none of the output shaft pinion is rotatably connected to its output shaft. This means that no torque on the collecting shaft 18 and thus transferred to the further downforce. Rather, the moment is the internal combustion engine 12 from their output shaft 121 via the output shaft coupling 16 on the output shaft 141 the electric machine 14 transfer. This runs in generator mode. The switching state shown thus realizes a stationary "emergency power" aggregate. The energy thus generated can be used, for example, for charging the in-vehicle accumulator when it is empty and no external voltage source is present. As explained above, namely a startup with the drive train according to the invention is possible only in electrical operation. This requires a minimum of stored electrical energy. In particular, the energy must be sufficient to accelerate the vehicle safely until a connection of the internal combustion engine 12 becomes possible. Thus, if the state of charge of the accumulator lies below a predetermined minimum, the drive train can initially work in the "emergency power" operating state until the required accumulator charge has been reached.

On the other hand, it is also possible to use the "emergency power" operating state for stationary operation of external electrical consumers. This is of interest, for example, in agricultural, horticultural and forestry vehicles, where the use of high-performance electrical consumers, such as chainsaws, brushcutter etc. in remote areas is required where no electrical energy supply is available. Is, as in the 1 and 2 already shown on the motor vehicle, a socket 42 provided with the power electronics 36 and the accumulator 38 when used in the "emergency power" mode powered powertrain can be used as a connection interface for the electrical consumers.

6 shows a third embodiment of the invention, wherein here for the sake of clarity similar to that in the 3 to 5 only the transmission structure is shown with the drive units. Regarding the other components will open 1 and the related description. In this embodiment, the drive units 12 . 14 together on one side of the transmission, in particular include the switchable on the output shafts 121 . 141 arranged output shaft pinion, positioned. The output shaft 141 the electric machine 14 is designed as a hollow shaft, which is coaxial with the output shaft 121 the internal combustion engine is interspersed. Incidentally, with respect to the structure and the functionality of the fully to the 1 and 3 to 5 explained referenced.

7 represents a development of the embodiment of 6 for vehicles with multiple driven axles. Here is also the collecting shaft 18 designed as a hollow shaft, with the input shaft of a longitudinal differential 25 , In particular, is connected to the differential carrier. The two differential output shafts act here as output shafts, the manner not shown z. B. couple the transverse differentials of the driven axles. For this purpose, the one output shaft 22 ' coaxially returned through the hollow collecting shaft. The person skilled in the art will recognize that this concept can also be applied to all other embodiments shown for the realization of a multi-axis drive.

9 shows a schematic cross-sectional view of an embodiment of the first variant of the invention whose topology in the outline of 8th is clarified. These two figures will be discussed together below. The arrangement shown will be briefly referred to below as a 3-shaft arrangement. The powertrain 10 '' is a development of the embodiment of 1 with an additional, second collection wave 19 , This points as well as the first collecting wave 18 three Sammelwellenritzel, with the output pinions V1, V2, V3 of the engine output shaft 121 comb, as well as an output pinion, with the output shaft 22 a gear stage 21 forms. The connection is in 8th indicated by the dashed arrow line; the spatial wave arrangement is off 9 better apparent where the moment transmitting positions are marked by black squares. Due to the other diameter configuration of the collecting shaft pinion of the second collecting shaft 19 and / or the gear stage 21 compared to the collection pinion gears of the first collection wave 18 or the gear stage 20 leaves the moment of the internal combustion engine 12 on the way over the first collecting wave 18 with a different translation than on the way over the second wave 19 to the output shaft 22 conduct. Each output shaft pinion V1, V2, V3 are thus associated with two different gears, resulting in the number of realizable internal combustion engine gears with the same axial length compared to the embodiment of 1 doubled. However, since only one collecting wave at a time 18 . 19 at one time torque transmitting with the engine output shaft 121 must be connected, unlike the embodiment of 1 , the collecting shaft pinion of both collecting waves are formed as switchable idler gears, whereas the output shaft pinion V1, V2, V3 can be designed as fixed wheels. The synchronizations 30 . 32 are therefore on the first collecting wave 18 shifted and serve to connect the collecting shaft pinion of the first collecting shaft 18 , In addition, there are corresponding syncs 31 . 33 on the second collecting shaft 19 arranged, which serve to switch their Sammelwellenritzeln.

Of course, the embodiments discussed in the specific description and shown in the figures represent only illustrative embodiments of the present invention. Those skilled in the art in light of the present disclosure, a wide range of possible variations are given. In particular, the number of pinions and corresponding speed stages shown in the figures does not constitute a limitation of the present invention.

LIST OF REFERENCE NUMBERS

10

powertrain

10 '

powertrain

12

Internal combustion engine

121

Output shaft of 12

14

electric machine

141

Output shaft of 14

16

Output shaft coupling

18

first collecting wave

19

second collection wave

20

gear stage

21

gear stage

22

output shaft

22 '

output shaft

24

transverse differential

25

longitudinal differential

26

driven axle

28

synchronization

30

synchronization

31

synchronization

32

synchronization

32

synchronization

34

synchronization

36

power electronics

38

accumulator

40

Start / stop unit

42

socket

E1, E2

Output shaft pinion on 141

V1, V2, V3

Output shaft pinion on 121

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10021025 A1 [0005, 0005]
• WO 2008/046185 A1 [0005]

Claims (17)

Hybrid powertrain for a motor vehicle having an internal combustion engine ( 12 ) and one with power electronics ( 36 ) and an electrical energy store ( 38 ) connected electrical machine ( 14 ), the torque transmitting with an output shaft ( 22 ) are connectable, characterized in that an output shaft ( 121 ) of the internal combustion engine ( 12 ) and an output shaft ( 141 ) of the electric machine ( 14 ) carry a plurality of output shaft pinions (V1, V2, V3, E1, E2), each with a collecting shaft pinion spaced from the output shafts (FIG. 121 . 141 ) and with the output shaft ( 22 ) coupled first collecting wave ( 18 ), wherein the output shaft pinion (V1, V2, V3, E1, E2) and / or collecting shaft pinion by switchable form-fitting clutches are individually connectable to the respective associated shaft. Hybrid drive train according to claim 1, characterized in that the output shafts ( 121 . 141 ) are arranged parallel to each other. Hybrid drive train according to claim 1, characterized in that the first collecting shaft ( 18 ) parallel to at least one of the output shafts ( 121 . 141 ) is arranged. Hybrid drive train according to one of the preceding claims, characterized in that the output shafts ( 121 . 141 ) are arranged radially spaced from each other. Hybrid drive train according to claim 4, characterized in that at least one collecting shaft pinion of the first collecting shaft ( 18 ) with one of the output shaft ( 141 ) of the internal combustion engine ( 12 ) as well as with one of the output shaft ( 141 ) of the electric machine ( 14 ) worn output shaft pinion meshes. Hybrid drive train according to one of claims 1 to 3, characterized in that the output shafts ( 121 . 141 ) are arranged coaxially and axially adjacent to each other. Hybrid drive train according to one of claims 1 to 3, characterized in that the output shafts ( 121 . 141 ) are arranged coaxially and at least partially encompassing each other. Drive train according to one of the preceding claims, characterized in that at least one output shaft pinion (V1, V2, V3) of the output shaft ( 121 ) of the internal combustion engine ( 12 ) with a corresponding collecting shaft pinion of a torque transmitting with the output shaft ( 22 ) coupled second collection wave ( 19 ) combs. Hybrid drive train according to one of the preceding claims, characterized in that the output shafts ( 121 . 141 ) by means of a switchable output shaft coupling ( 16 ) are connectable to each other. Hybrid drive train according to one of the preceding claims, characterized in that the form-locking clutches as synchronizers ( 28 - 34 ) are formed. Hybrid drive train according to one of claims 1 to 8, characterized in that the form-locking clutches are designed as jaw clutches. Hybrid drive train according to one of the preceding claims, characterized in that the collecting shaft pinion permanently rotatably with the respective associated collecting shaft ( 18 ) are connected. Hybrid drive train according to one of the preceding claims, characterized in that the first collecting shaft ( 18 ) formed as a hollow shaft and with an input shaft of a longitudinal differential ( 25 ) whose two differential output shafts have two output shafts ( 22 . 22 ' ) of the drive train ( 10 ), one of the output shafts ( 22 ' ) coaxially within the hollow collecting shaft ( 18 ) is guided. Hybrid drive train according to one of the preceding claims, characterized in that the internal combustion engine ( 12 ) with a trained as a motor / generator and the power electronics ( 36 ) and the electrical energy storage ( 38 ) connected starter unit is connected. Hybrid drive train according to claim 14, characterized in that the starter unit as a start / stop unit ( 40 ) is configured. Hybrid vehicle with a drive train, characterized in that the drive train as a drive train ( 10 . 10 ' ) is designed according to one of the preceding claims. Use of a hybrid vehicle according to claim 16, when dependent on claim 9, which is one with the power electronics ( 36 ) and the electrical energy storage ( 38 ) connected electrical connection interface ( 42 ), as an electrical aggregate, wherein the output shafts ( 121 . 141 ) by means of the output shaft coupling ( 16 ) rotatably connected to each other, an electrical Consumers to the connection interface ( 42 ) and the electric machine ( 14 ) is operated in the generator mode, while the internal combustion engine ( 12 ) via the power electronics ( 36 ) is driven to operate at rotational speeds according to the current power consumption of the electrical load.

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