DE102012205319A1 - Hybrid drive of motor car, has planetary gear whose intermediate element is connected with other gear construction elements of planetary gears or with countershaft over shift elements in twin shift unit - Google Patents

Abstract

The hybrid drive (1-1) has spur gear stages (Z1-Z3) that are connected with output shaft (GA). The idle gears (z12,z21,z23) and shift elements (C,D) are arranged in relation to spur gear stage (Z2) of input shaft (GE1). An input element of planetary gear (PG) is connected to drive shaft of combustion engine (VM). An output element of planetary gear is connected with input shaft (GE1). An intermediate element of planetary gear is connected with other gear construction elements of planetary gears or with countershaft over shift elements (E,F) in twin shift unit (S3).

Description

The invention relates to a hybrid drive of a motor vehicle having an internal combustion engine with a drive shaft, an operable as a motor and a generator electric machine with a rotor and a multi-stage main transmission with two input shafts and a common, parallel to the input shafts arranged output shaft, wherein the first input shaft via a two-stage upstream group with the drive shaft of the internal combustion engine is connectable, wherein the second input shaft is in driving connection with the rotor of the electric machine, and in which both input shafts are arranged coaxially and axially adjacent to each other, by means of an engageable and disengageable coupling switching element rotatably connected to each other , And in each case via at least one switchable spur gear with the output shaft in drive connection can be brought.

Hybrid drives with a two input-side transmission shafts and a common output shaft having transmission, in which the first transmission shaft, for example by means of a controllable friction clutch to the drive shaft of an internal combustion engine is connectable, the second transmission shaft is in drive connection with the rotor of an electric motor, and both transmission shafts in each case over several switchable spur gears with different gear ratio selectively with the output shaft in drive connection can be brought together and coupled by means of an engageable and disengageable coupling switching element with each other or can be brought into drive connection, are known in different construction.

For example, in the DE 199 60 621 B4 various embodiments of such a hybrid drive described, in which two axially parallel or coaxially arranged countershafts are each selectively connectable via a plurality of switchable spur gears with different gear ratio with a common output shaft in drive connection can be brought. The first countershaft is in each case via a first input constant with an input shaft in drive connection, which is connectable via a controllable friction clutch with the drive shaft of an internal combustion engine. The second countershaft is either directly rotatably connected to the rotor of an electric machine or is connected via a second input constant with the rotor of the electric machine in drive connection. In addition, each one engageable and disengageable coupling switching element is provided by means of which the second countershaft via the second input constant to the input shaft in drive connection can be brought or the rotor of the electric machine with the input shaft can be coupled. When the coupling switching element is engaged, the two countershafts are thus also in driving connection with each other via the two input constants.

In another such hybrid drive according to the WO 2008/138 387 A1 are two axially parallel to each other arranged input shafts selectively via a plurality of switchable spur gears with different translation selectively with a common output shaft in drive connection brought. The first input shaft is connectable via a friction clutch with the drive shaft of an internal combustion engine, whereas the second input shaft is directly connected in a rotationally fixed manner to the rotor of an electric machine. The spur gears of both input shafts are arranged in pairs in common radial gear levels and each use a common, arranged on the output shaft output gear. The formation of two axially adjacent output gears as idler gears ensures that the two input shafts can be brought into drive connection with one another via two coupled spur gear stages without the switching of one of the two respective spur gear stages.

Due to the many spur gear stages and the coupling capability of the two countershaft or input shafts, a plurality of gears are available in the aforementioned hybrid drives in all operating modes. Because of the consequent large number of gear levels, however, these known hybrid drives on an unfavorably large axial length, which prevents their use in a front-transverse arrangement in smaller vehicles or at least difficult.

In contrast, the present invention is based on a type of such a hybrid drive, in which the two input shafts coaxially and axially adjacent to each other and are directly rotatably connected via an engageable and disengageable coupling switching element. The first input shaft is connected via a two-stage Vorschaltgruppe with the drive shaft of the engine connectable and via a single switchable spur gear with the output shaft in drive connection, while the second input shaft is in driving connection with the rotor of the electric machine and two drivable spur gears with the output shaft is drivingly coupled ,

Such a hybrid drive is with different embodiments of the ballast from the unpublished DE 10 2011 002 472 A1 known. In a first embodiment, the Vorschaltgruppe is designed as a winding gear, in which the drive shaft of the internal combustion engine via an associated double switching element alternatively directly rotatably coupled to the first input shaft or via a winding stage comprising two spur gear stages can be brought into driving connection with the first input shaft. In another two embodiments, the ballast is designed in each case as a simple planetary gear with a sun gear, a planet carrier carrying a plurality of planetary gears and a ring gear, wherein the drive shaft of the engine rotatably connected to an effective as an input element transmission component of the planetary gear, the first input shaft rotationally fixed with a as an output member effective transmission component of the planetary gear is connected, and acting as an intermediate element transmission component of the planetary gear via an associated double switching element alternatively fixed to the housing lockable or non-rotatably connected to the drive shaft of the internal combustion engine. In this known hybrid drive are thus available for the combustion driving six gears and for the electric driving two gears available. The reverse gear is generated purely electric motor in this hybrid drive, so realized in electric driving by reversing the direction of rotation of the electric machine. With only four or five gear levels, this known hybrid drive on a relatively small axial length and is therefore particularly suitable for a front-transverse installation in a motor vehicle.

The present invention is based on the object, further advantageous embodiments of the from DE 10 2011 002 472 A1 known hybrid propulsion systems, which have in conjunction with suitably selected translations of the spur gears of the main gear and the Vorschaltgruppe favorable operating characteristics.

Accordingly, the invention according to claim 1 is based on a hybrid drive of a motor vehicle having an internal combustion engine with a drive shaft, an operable as a motor and generator electric machine with a rotor and a multi-stage main transmission with two input shafts and a common, parallel to the input shafts arranged output shaft wherein the first input shaft is connectable via a two-stage Vorschaltgruppe with the drive shaft of the internal combustion engine, wherein the second input shaft is in drive connection with the rotor of the electric machine, and in which both input shafts are arranged coaxially and axially adjacent to each other, by means of an engageable and disengageable coupling Switching element rotatably connected to each other, and in each case via at least one switchable spur gear with the output shaft in drive connection can be brought.

According to a first solution of the stated object, the hybrid drive according to the invention additionally has the following features:
a single spur gear stage Z2 with mean gear ratio i _Z2 for switchably connecting the first input shaft GE1 to the output shaft GA with an arrangement of the respective idler gear and the associated gear shift element A on the first input shaft GE1,
a summary of the gear shift element A of the spur gear Z2 of the first input shaft GE1 and the coupling switching element B in a first double switching element S1,
two spur gears Z1, Z3, each with a relation to the spur gear Z2 of the first input GE1 higher or lower translation i _Z1 , i _Z3 for switchable connection of the second input shaft GE2 with the output shaft GA with an arrangement of the respective idler gears and the associated gear shift elements C, D on the output shaft GA,
a summary of the gear shift elements C, D of the spur gear Z1, Z3 of the second input shaft GE2 in a second double switching element S2,
and a as a simple planetary gear PG with a sun gear, a planetary planet carrier carrying a planetary gear and a ring gear formed coaxially over the drive shaft of the engine VM and / or the first input shaft GE1 is arranged, with an effective as an input element transmission component of the planetary gear PG rotatably is connected to the drive shaft of the internal combustion engine VM, an effective as an output element transmission component of the planetary gear PG rotatably connected to the first input shaft GE1, and acting as an intermediate element transmission component of the planetary gear PG via two combined in a third double switching element S3 switching elements E, F fixed to the housing fixed to the housing or rotatably connected to one of the other transmission components of the planetary gear PG or the transmission shaft connected thereto.

Advantageous embodiments and further developments of this basic version of this hybrid drive are the subject of the dependent claims 2 to 4 and 9 to 23.

This first solution of the object is therefore based on a known hybrid drive of a motor vehicle, an internal combustion engine VM with a drive shaft, an operable as a motor and as a generator electric machine (EM1, EM1 ') with a rotor, and a multi-stage main transmission with two Input shafts GE1, GE2 and a common, parallel to the input shafts GE1, GE2 arranged output shaft GA has. The first input shaft GE1 is connectable via a two-stage Vorschaltgruppe with the drive shaft of the internal combustion engine VM. The second input shaft GE2 is connected to the rotor of the electric machine (EM1, EM1 ') in Drive connection. Both input shafts GE1, GE2 are arranged coaxially and axially adjacent to one another, can be connected to one another in a rotationally fixed manner by means of an engageable and disengageable coupling switching element B, and can be brought into drive connection with the output shaft GA via at least one switchable spur gear stage (Z2, Z1, Z3). Such a hybrid drive, for example, from the unpublished DE 10 2011 002 472 A1 known in different versions of the ballast.

As in this known hybrid drive in the hybrid drive according to the invention in the main transmission a single spur gear Z2 is provided for switchable connection of the first input shaft GE1 with the output shaft GA, which has a mean translation i _Z2 whose idler gear and associated gear shift element A on the first Input shaft GE1 are arranged, and the gear switching element A is summarized together with the coupling switching element B in a first double switching element S1.

Likewise, in the hybrid drive according to the invention in the main transmission and two Stirnradstufen Z1, Z3 for switchable connection of the second input shaft GE2 with the output shaft GA present, the opposite the spur gear Z2 of the first input shaft GE1 each have a higher or lower ratio i _Z1 , i _Z3 , whose idler gears and associated gear shift elements C, D are arranged on the output shaft GA, and whose gear shift elements C, D are combined in a second double shift element S2.

As in the embodiments of the known hybrid drive according to the local 4 and 5 of the DE 10 2011 002 472 A1 the ballast is also formed in the hybrid drive according to the invention as a simple planetary gear PG with a sun gear, a planet carrier carrying a plurality of planetary gears and a ring gear, wherein the planetary gear is arranged coaxially over the drive shaft of the engine VM and / or the first input shaft GE1.

An effective as an input element transmission component of the planetary gear PG is rotatably connected to the drive shaft of the engine VM, while effective as an output element transmission component of the planetary gear PG rotatably connected to the first input shaft GE1. An effective as an intermediate element transmission component of the planetary gear PG is via two summarized in a third double switching element S3 switching elements E, F alternatively fixed to the housing lockable or non-rotatably connected to one of the other transmission components of the planetary gear PG or connected to this transmission shaft.

The main differences to the known hybrid drive according to the DE 10 2011 002 472 A1 result from the below-explained variants of the drive connection of the transmission components of the planetary gear PG formed Vorschaltgruppe and the respective ratio jump i _L / i _{H of} the Vorschaltgruppe in relation to the translations i _Z1 , i _Z2 , i _{Z3 of} the spur gears Z1, Z2, Z3 of main transmission.

In a preferred first embodiment of the Vorschaltgruppe is provided that the planet carrier of the planetary gear PG rotatably connected to the drive shaft of the internal combustion engine VM input element, the ring gear of the planetary gear PG rotatably connected to the first input shaft GE1 output element, and the sun gear of the planetary gear PG over the switching elements E, F of the third double switching element S3 switchable intermediate element of the front group forms. In this drive connection of the planetary gear PG, the ballast is due to the design as an overdrive split group or as a range group, with the switching element E is closed, in which the planetary gear PG is blocked in itself and rigidly rotates, the higher translation of the ballast with i _L = 1 and with closed switching element F, in which the sun gear is fixed to the housing, the lower translation of the ballast according to the equation i _H = 1 / (1 - 1 / i ₀ ) results, where i _0, the state ratio of the planetary gear PG is designated.

According to a preferred second embodiment of the Vorschaltgruppe is provided that the planet carrier of the planetary gear PG rotatably connected to the drive shaft of the engine VM input element, the sun gear of the planetary gear PG rotatably connected to the first input shaft GE1 output element and the ring gear of the planetary gear PG via the Switching elements E, F of the third double switching element S3 switchable intermediate element of the Vorschaltgruppe forms. Even with this drive connection of the planetary gear PG, the ballast is due to the design effect as an overdrive split group or range group. This results in closed switching element E, in which the planetary gear PG is blocked in itself and rigidly rotates, the higher translation of the ballast with i _L = 1 and closed switch element F, in which the ring gear is fixed to the housing, the lower translation of the Vorschaltgruppe according to the equation i _H = 1 / (1-i ₀ ).

In a preferred third embodiment of the Vorschaltgruppe is provided that the ring gear of the planetary gear PG rotatably with the drive shaft of the engine VM connected input element, the planet carrier of the planetary gear PG rotatably connected to the first input shaft GE1 output element, and the sun gear of the planetary gear PG forms over the switching elements E, F of the third double switching element S3 switchable intermediate element of the Vorschaltgruppe. In this drive connection of the planetary gear PG, the ballast is due to the design effect as an underdrive split group or range group, with the switching element E is closed, in which the planetary gear PG is blocked in itself and rigidly rotates, the lower translation of the ballast with i _H = 1 and with closed switching element F, in which the sun gear is fixed to the housing fixed, the higher translation of the ballast according to the equation i _L = (1 - 1 / i ₀ ) results.

According to a second solution to the stated problem, the invention according to claim 5 is also based on a hybrid drive of a motor vehicle, an internal combustion engine with a drive shaft, an operable as a motor and a generator electric machine with a rotor and a multi-stage main transmission with two input shafts and a common axially parallel to the input shafts arranged output shaft, wherein the first input shaft is connectable via a two-stage Vorschaltgruppe with the drive shaft of the internal combustion engine, wherein the second input shaft is in driving connection with the rotor of the electric machine, and in which both input shafts coaxially and axially adjacent to each other , By means of an engageable and disengageable coupling switching element rotatably connected to each other, and in each case via at least one switchable spur gear with the output shaft can be brought into drive connection.

In addition, this hybrid drive has the following features:
a single spur gear stage Z2 with mean gear ratio i _Z2 for switchably connecting the first input shaft GE1 to the output shaft GA with an arrangement of the respective idler gear and the associated gear shift element A on the first input shaft GE1,
a summary of the gear shift element A of the spur gear Z2 of the first input shaft GE1 and the coupling switching element B in a first double switching element S1,
two spur gears Z1, Z3, each with a relation to the spur gear Z2 of the first input GE1 higher or lower translation i _Z1 , i _Z3 for switchable connection of the second input shaft GE2 with the output shaft GA with an arrangement of the respective idler gears and the associated gear shift elements C, D on the output shaft GA,
a summary of the gear shift elements C, D of the spur gear Z1, Z3 of the second input shaft GE2 in a second double switching element S2,
and a as a simple planetary gear PG 'with a sun gear, a planetary carrier supporting planet carrier and a ring gear formed group of coaxially disposed over the drive shaft of the engine VM and / or the first input shaft GE1, wherein an effective as an input element transmission component of the planetary gear PG 'and an effective as an output element and rotatably connected to the first input shaft GE1 transmission component of the planetary gear PG' via two in a third double switching element S3 'combined gear shift elements E, F are alternatively rotatably connected to the drive shaft of the engine VM connectable, and effective as an intermediate element Transmission component of the planetary gear PG 'is fixed to the housing fixed.

Advantageous embodiments and further developments of this embodiment of the hybrid drive according to the invention are the subject matter of the subclaims 6 to 23.

This second basic embodiment of the task is therefore based on the same basic structure of the hybrid drive as the first solution of the problem presented above. The essential difference from the described first solution of the problem is in a different drive connection of the planetary gear PG 'and the switching elements E, F of the third double switching element S3', but having the same functionality as the arrangement in the first part of the invention. Thus, it is now provided that an effective as an input element transmission component of the planetary gear PG 'and an effective as an output element and rotatably connected to the first input shaft GE1 transmission component of the planetary gear PG' via two in the third double switching element S3 'summarized gear shift elements E, F alternatively rotatably can be connected to the drive shaft of the internal combustion engine VM, and that an effective as an intermediate element transmission component of the planetary gear PG 'is locked permanently fixed to the housing.

F6 In a related to this second basic embodiment of the hybrid drive according to the invention fourth variant of the ballast of the transmission is provided that the planet carrier of the planetary gear PG 'on the switching element F of the third double switching element S3' switchable input element of the Vorschaltgruppe, the ring gear of the planetary gear PG 'rotatably connected to the first input shaft GE1 and via the switching element E of the third double switching element S3 'switchable output element of the front group, and the sun gear of the Planetary gear PG 'the housing fixed arrested intermediate element of the front group forms. In this drive connection of the planetary gear PG 'the ballast is due to design as overdrive split group or as a range group effective. This results in closed switching element E, in which the drive shaft of the engine VM is directly rotatably connected to the first input shaft GE1, the higher ratio of the ballast with i _L = 1, and with closed switching element F, in which the drive shaft of the engine VM rotatably connected to the planet carrier, the lower translation of the ballast according to the equation i _H = 1 / (1 - 1 / i ₀ ). With i ₀ , in turn, the state translation of the planetary gear PG 'is designated.

F7 In a related to this second basic embodiment of the hybrid drive according to the invention fifth variant of the ballast of the transmission is provided that the planet carrier of the planetary gear PG 'on the switching element F of the third double switching element S3' switchable input element of the Vorschaltgruppe, the sun gear of the planetary gear PG 'rotatably connected to the first input shaft GE1 and via the switching element E of the third double switching element S3 'switchable output element of the front group, and the ring gear of the planetary gear PG' the housing fixed arrested intermediate element of the front group forms. Also in this drive connection of the planetary gear PG 'the ballast is due to design as overdrive split group or as a range group, with the switching element E, in which the drive shaft of the engine VM is directly rotatably connected to the first input shaft GE1, the higher translation of the Vorschaltgruppe is set with i _L = 1, and with closed switching element F, in which the drive shaft of the internal combustion engine VM rotatably connected to the planet carrier, the lower translation of the Vorschaltgruppe according to the equation i _H = 1 / (1 - i ₀ ) results.

F8 In a related to this second basic embodiment of the hybrid drive according to the invention sixth variant of the ballast of the transmission is provided that the ring gear of the planetary gear PG 'on the switching element F of the third double switching element S3' switchable input element of the front group, the planet carrier of the planetary gear PG 'rotatably connected to the first input shaft GE1 and via the switching element E of the third double switching element S3 'switchable output element of the front group, and the sun gear of the planetary gear PG' the housing fixed arrested intermediate element of the front group forms. In this drive connection of the planetary gear PG 'the ballast is due to the design effect as an underdrive split group or range group, with the switching element closed E, in which the drive shaft of the engine VM is directly rotatably connected to the first input shaft GE1, the lower translation of the ballast with i _H = 1 results, and with closed switching element F, in which the drive shaft of the engine VM is rotatably connected to the ring gear, the higher gear ratio of the ballast according to the equation i _L = (1 - 1 / i ₀ ) is set.

The increments i _Z1 / i _Z2 i _Z2 / i _Z3 of the main transmission can choose between the spur gear Z1, Z2, Z3, as in steps transmissions known, either by geometrical gear ratios equal to (i _Z1 / i _Z2 = i _Z2 / i _Z3) or decreasing (i _Z1 / i _Z2 > i _Z2 / i _Z3 ) with progressive gear grading towards the higher gears.

In the first and fourth execution of the Vorschaltgruppe this may be formed as an overdrive split group whose translation jump i _L / i _H in about half of the increment or the average increment (i _Z1 / i _Z3 ) ^{1/2 of} the spur Z1, Z2, Z3 of the main gear corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^1/4 ). This results in conjunction with the switched first, second and third spur gear Z1, Z2, Z3 of the main gear three more gears whose translations each by a half increment (i _Z1 / i _Z3 ) ^{1/4 of} the spur gears Z1, Z2, Z3 below the translation i _Z1 , i _Z2 , i _{Z3 of} the respective spur gear Z1, Z2, Z3 lie.

Alternatively, in this case, however, the ballast group can also be designed as an offset overdrive range group whose ratio jump i _L / i _{H is} approximately the same as the increment or the average increment (i _Z1 / i _Z3 ) ^{1/2 of} the spur gear stages Z1 , Z2, Z3 of the Main gear corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^1/2 ). This results in conjunction with the connected third spur gear Z3 an additional highest gear, the translation by a step increment ( _Z1 / i _Z3 ) ^{1/2 of} the spur gear Z1, Z2, Z3 under the translation i _{Z3 of} the third spur gear Z3. Two further gears, which are switchable in conjunction with the first or second spur Z1, Z2, have the same or similar translations as those (i _Z2 , i _Z3 ) of the second and third spur gear Z2, Z3, and are due to the poorer efficiency but used as rarely as possible.

A further possibility for the design of the ballast group consists in the first and fourth variant in that it is designed as an offset overdrive split group whose ratio jump i _L / i _{H is} approximately 1.5 times the increment or the middle increment (FIG. i _Z1 / i _Z3 ) ^{1/2 of} the spur gears Z1, Z2, Z3 of the main transmission corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^3/4 ). In this case, in conjunction with the connected third spur Z3 an additional highest gear whose translation by 1.5 times the increment (i _Z1 / i _Z3 ) ^{3/4 of} the spur gears Z1, Z2, Z3 under the translation i _{Z3 of} the third spur Z3 is located. In addition, in conjunction with the switched second spur Z2 an additional second highest gear, the translation by half a step increment (i _Z1 / i _Z3 ) ^{1/4 of} the spur gear Z1, Z2, Z3 is below the translation i _{Z3 of} the third spur gear Z3. Another gear, which is switchable in conjunction with the first spur gear Z1, lies with its translation by half a step increment (i _Z1 / i _Z3 ) ^1/4 between the translations i _Z2 , i _{Z3 of} the second and third spur Z2, Z3.

In the first, second, fourth and fifth variants of the ballast group, this can also be designed in each case as an offset overdrive range group whose ratio jump i _L / i _{H is} approximately twice the increment or the middle increment (i _Z1 / i _Z3 ). ^{1/2 of} the spur gears Z1, Z2, Z3 of the main transmission corresponds to (i _L / i _H = i _Z1 / i _Z3 ). This results in conjunction with the switched third spur gear Z3 an additional highest gear, the translation by two increments i _Z1 / i _{Z3 of} the spur gear Z1, Z2, Z3 under the translation i _{Z3 of} the third spur Z3 is. In addition, in conjunction with the switched second spur Z22 an additional second highest gear whose translation by a step increment (i _Z1 / i _Z3 ) ^{1/2 of} the spur gears Z1, Z2, Z3 under the translation i _{Z3 of} the third spur Z3 is. Another gear, which is switchable in conjunction with the first spur gear Z1, has the same or a similar translation as that (i _Z3 ) of the third spur gear Z3, and is used as rarely as possible due to the poorer efficiency.

In the third and sixth variant of the Vorschaltgruppe this is preferably designed as an underdrive split group whose translation jump i _L / i _H in about half of the increment or the average increment (i _Z1 / i _Z3 ) ^{1/2 of} the spur gear Z1 , Z2, Z3 of the main transmission corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^1/4 ). This results in conjunction with the switched first, second and third spur gear Z1, Z2, Z3 of the main gear three more gears whose translations each by a half increment (i _Z1 / i _Z3 ) ^{1/4 of} the spur gears Z1, Z2, Z3 on the translation i _Z1 , i _Z2 , i _{Z3 of} the respective spur gear Z1, Z2, Z3 lie.

The first electric machine EM1 can be arranged coaxially over the second input shaft GE2, wherein the rotor is directly connected in a rotationally fixed manner to the second input shaft GE2.

Alternatively, the first electric machine EM1 'can also be arranged parallel to the axis next to the second input shaft GE2, the rotor of this first electric machine EM1' being in drive connection with the second input shaft GE2 via an input constant KE1 formed as a reduction stage. With this arrangement, the first electric machine EM1 'can be designed to be fast-rotating and relatively weak in torque, which is advantageously connected to a particularly compact and lightweight design of the first electric machine EM1'.

To improve the operating characteristics of the hybrid drive according to the invention, it is preferably also provided that the first input shaft GE1 is in drive connection with the rotor of a second electric machine (EM2, EM2 '). With the second electric machine (EM2, EM2 '), among other things, a serial hybrid driving operation is possible in which the second electric machine (EM2, EM2') is driven when switched to the neutral position first double switching element S1 as a generator of the engine VM and the electrical energy for driving the first electric machine (EM1, EM1 ') supplies.

In a standard configuration and standard arrangement of the second electric machine EM2, this is arranged coaxially over the drive shaft of the internal combustion engine VM and / or the first input shaft GE1 and the rotor of the second electric machine EM2 is directly connected in a rotationally fixed manner to the drive shaft or the first input shaft GE1.

In this standard arrangement of the second electric machine EM2, it is possible to arrange the planetary gear (PG, PG ') axially and radially at least partially within the second electric machine EM2.

As an alternative to the aforementioned standard arrangement, the second electric machine EM2 'can also be arranged parallel to the axis next to the drive shaft of the internal combustion engine VM and / or the first input shaft GE1, the rotor of the second electric machine EM2' having a second input constant KE2 formed as a reduction stage with the first input shaft GE1 in drive connection stands. In this case too, the second electric machine EM2 'can be designed to be fast-rotating and relatively weak in torque, which is advantageously connected to a particularly compact and lightweight embodiment of the second electric machine EM2'.

In order to keep away the inevitably occurring rotational irregularities of the upstream group and the main transmission in a combustion engine normally designed as a combustion engine VM, or at least to mitigate can be provided that the drive shaft of the engine VM is provided with a torsional vibration damper TD.

In particular, in order to enable a startup with the internal combustion engine VM and a more varied use of the second electric machine (EM2, EM2 '), it is also preferred that the drive shaft of the internal combustion engine VM via a starting clutch designed as a friction clutch K1 depending on the design of the upstream group with the input element the upstream group or planetary gear or with the third double switching element S3 'is connectable. However, to decouple the internal combustion engine VM, the starting clutch K1 is not absolutely necessary since this can also be done by switching the third double shifting element (S3, S3 ') into its neutral position N, in which the two associated shifting elements E, F are open.

The switching elements (A, B, C, D, E, F) of the three double switching elements (S1, S2, S3, S3 ') can, in particular in the presence of the second electric machine (EM2, EM2'), be inexpensive and save space as unsynchronized jaw clutches be formed, since their synchronization can be done in each case by means of one of the electric machines (EM1, EM1 ', EM2, EM2').

However, in particular when the second electric machine (EM2, EM2 ') is not present, longer circuit sequences can be avoided in that at least the switching elements (A, B, E, F) of the first and third double switching elements (S1, S3, S3') Reibsynchronisierte clutches are formed.

To further illustrate the invention, the description is accompanied by a drawing with exemplary embodiments. In this shows

1 a first embodiment of a hybrid drive with a ballast and two electric machines in a schematic representation,

1a a circuit diagram of the hybrid drive according to 1 for a hybrid drive and for a first translation combination in the form of a table,

1b a circuit diagram of the hybrid drive according to 1 for an electric vehicle operation with a first electric machine and for the first combination of ratios in the form of a table,

1c a circuit diagram of the hybrid drive according to 1 for an electric driving operation with the first and a second electric machine for the first gear combination in the form of a table,

1d a circuit diagram of the hybrid drive according to 1 for starting the internal combustion engine by means of the first and the second electric machine for the first combination of ratios in the form of a table,

1e a circuit diagram of the hybrid drive according to 1 for a hybrid drive and for a second translation combination in the form of a table,

1f a circuit diagram of the hybrid drive according to 1 for a hybrid drive and for a third translation combination in the form of a table,

1g a circuit diagram of the hybrid drive according to 1 for a hybrid drive and for a fourth translation combination in the form of a table,

2 a second embodiment of a hybrid drive with a ballast and two electric machines in a schematic representation,

2a a circuit diagram of the hybrid drive according to 2 for a hybrid drive and for a given combination of translations in the form of a table,

3 a third embodiment of a hybrid drive with a ballast and two electric machines in a schematic representation,

3a a circuit diagram of the hybrid drive according to 3 for a hybrid drive and for a given combination of translations in the form of a table,

4 a fourth embodiment of a hybrid drive as a variant of the first embodiment according to 1 with only one electric machine and partially changed switching elements in a schematic representation,

4a a circuit diagram of the hybrid drive according to 4 for a hybrid drive and for a first translation combination in the form of a table,

5 a fifth embodiment of a hybrid drive as a variant of the first embodiment according to 1 with a modified drive connection of the electrical machines in a schematic representation,

6 a sixth embodiment of a hybrid drive as a variant of the first embodiment according to 1 with a changed education and drive connection of the ballast group in a schematic representation,

7 a seventh embodiment of a hybrid drive as a variant of the second embodiment according to 2 with a modified training and drive connection of the ballast group in a schematic representation,

8th an eighth embodiment of a hybrid drive according to a variant of the third embodiment 3 with a modified training and drive technology connection of the ballast in a schematic representation, and

9 A ninth embodiment of a hybrid drive according to a variant of the sixth embodiment according to 6 with only one electric machine and partially changed switching elements in a schematic representation.

In 1 is in schematic form a first embodiment of a trained according to the invention hybrid drive 1.1 shown. The hybrid drive 1.1 has an internal combustion engine VM with a drive shaft 2 , Operated as a motor and as a generator electric machine EM1 with a rotor 3 , and a multi-stage main gearbox 4 with two input shafts GE1, GE2 and a common, parallel to the input shafts GE1, GE2 arranged output shaft GA on. The shoot shaft 2 of the internal combustion engine VM, which is provided here with a torsional vibration damper TD, is via a two-stage Vorschaltgruppe 9.1 with the first input shaft GE1 of the main transmission 4 connectable. The electric machine EM1 is coaxial with the second input shaft GE2 of the main transmission 4 arranged, with which the rotor 3 the electric machine EM1 is connected directly against rotation. An additional second electric machine EM2 is coaxial with the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 of the main transmission 4 arranged, with which the rotor 8th the second electric machine 4 rotatably connected. Both input shafts GE1, GE2 are arranged coaxially and axially adjacent to each other and rotatably connected to each other via an engageable and disengageable coupling switching element B.

The first input shaft GE1 can be brought into drive connection with the output shaft GA via a single shiftable spur gear Z2, the respective idler gear z12 being rotatably mounted on the first input shaft GE1 and rotatably connected thereto via an associated gear shift element A, and the associated fixed gear z22 is rotatably connected to the output shaft GA. The gear shift element A of the first input shaft GE1 associated spur gear Z2 and the coupling switching element B are combined in a common first double switching element S1.

The second input shaft GE2 can be brought into drive connection via two switchable spur gears Z1, Z3 to the output shaft GA, the respective fixed gears z11, z13 being arranged rotationally fixed on the second input shaft GE2, and the associated idler gears z21, z23 are rotatably mounted on the output shaft GA , The gear shift elements C and D of the second input shaft GE2 associated spur gear Z1, Z3 are combined in a common second double switching element S2. The ratio i _{Z1 of} the one of these spur gear Z1 is greater and the translation i _{Z3 of} the other of these spur gear Z3 is smaller than the translation i _Z2 of the first input shaft GE1 associated spur gear Z2, so that the spur gear Z1, Z2, Z3 below according to their translation i _Z1 , i _Z2 , i _{Z3 be} referred to as first, second or third spur gear Z1, Z2, Z3.

The output shaft GA is connected via a Ausgangsstirnradstufe Z4, which consists of two fixed wheels z24, z34, with an axle differential 5 in drive connection. Two each with a drive wheel 6a . 6b Axis shafts connected to a drive axle 7a . 7b are non-rotatable, each with a driven wheel of the axle differential 5 connected.

The front group 9.1 is as a simple planetary gear PG with a sun gear 10 , a planetary carrier carrying a plurality of planetary gears 11 , and a ring gear 12 educated. In the present case forms the planet carrier 11 the planetary gear PG rotatably with the drive shaft 2 of the internal combustion engine VM connected input element of the Vorschaltgruppe 9.1 , the ring gear 12 of the planetary gear PG rotatably connected to the first input shaft GE1 output element of the Vorschaltgruppe 9.1 , and the sun wheel 10 of the planetary gear PG via the switching elements E, F of a third double switching element S3 switchable intermediate element of the Vorschaltgruppe 9.1 , Besides, the rotor is 8th the second electric machine EM2 rotatably with the ring gear 12 connected to the planetary gear PG and thus also rotatably also with the first input shaft GE1 in combination.

When the switching element E of the third double switching element S3 is closed, the sun gear 10 of the planetary gear PG rotatably with the drive shaft 2 the internal combustion engine VM and thus with the rigidly connected to this planet carrier 11 coupled to the planetary gear PG, so that the planetary gear PG is then blocked in itself and rigidly rotates. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 is thus equal to one (i _L = 1) in this case.

When the switching element F of the third double switching element S3 is closed, the sun gear 10 the planetary gear PG locked in the housing so that the speed of the rigid with the ring gear 12 of the planetary gear PG connected to the first input shaft GE1 relative to the rotational speed of the rigid with the planet carrier 11 the planetary gear PG connected drive shaft 2 of the internal combustion engine VM is translated quickly. The translation i _H between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 results in this case according to the equation i _H = 1 / (1-1 / i ₀ ), where i _0, the state ratio of the planetary gear PG is designated. The ratio jump i _L / i _{H of} the front group 9.1 can thus be calculated by means of the equation i _L / i _H = (1 - 1 / i ₀ ).

In this embodiment of the hybrid drive formed according to the invention 1.1 for the combustion driving maximum of six gear ratios, for the electric driving with the first electric machine EM1 two gear ratios, and for the electric driving with the second electric machine EM2 three gear ratios available. In hybrid driving all circuits are power shiftable, so without interruption of traction possible. Since the switching elements A, B, C, D, E, F of the three double switching elements S1, S2, S3 can be synchronized in each case by means of one of the two electric machines EM1, EM2, these are present all designed as unsynchronized jaw clutches.

In the table of 1a is a corresponding circuit diagram of the hybrid drive 1.1 according to 1 indicated for a hybrid driving, wherein the stationary ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three spur gears Z1, Z2, Z3 exemplarily with i ₀ = -1.40, i _Z1 = 2.62, i _Z2 = 1.72 and i _Z3 = 1.31 are assumed. In the first column of the table of 1a are the effective for the engine VM gears G _VM indicated, resulting from the respective effective translation i _VM between the drive shaft 2 of the internal combustion engine VM and the output shaft GA, which are indicated in the second column. In the third and fourth column of the table of 1a are the effective for the electric machine EM1 and for the electric machine EM2 translations i _EM1 , i _EM2 between the rotor 3 . 8th the relevant electric machine EM1, EM2 and the output shaft GA indicated. In the fifth to seventh column of the table of 1a is the respective switching state of the three double switching elements S1, S2, S3 included, wherein the respective closed switching element A, B; C, D; E, F is specified.

With the jump in gear between the first spur gear Z1 and the second spur gear Z2 of i _Z1 / i _Z2 = 1.52 and the gear jump between the second spur gear Z2 and the third spur gear Z3 of i _Z2 / i _Z3 = 1.31 is a progressively decreasing Gear gradation of the main gearbox 4 in front. The ratio jump i _L / i _{H of} the front group 9.1 , which results according to the equation i _L / i _H = (1 - 1 / i ₀ ) to i _L / i _H = 1.71, thus corresponds approximately to 1.5 times the mean gear jump (i _Z1 / i _Z3 ) ^{1/2 of} the spur gears Z1, Z2, Z3 of the main gear 4 , whose value can be calculated with the equation (i _Z1 / i _Z3 ) ^3/4 = 1.68. Accordingly, in addition to the gears G1, G2 and G4, which are effective in each case with the switching element E of the third double switching element S3 closed, there are three further gears G3, G5 and G6, which are respectively effective with the switching element F of the third double switching element S3 closed, and of where the lowest gear G3 with its gear ratio i _VM lies approximately in the middle between the second gear G2 and the fourth gear G4 and the remaining two gears G5, G6 with their gear ratio i _VM approximately half a gear shift (i _Z1 / i _Z3 ) ^1/4 or three half gear steps (i _Z1 / i _Z3 ) ^{3/4 of} the main gearbox 4 lie outside the fourth gear G4.

The front group 9.1 With this combination of ratios (i ₀ = -1.40, i _Z1 = 2.62, i _Z2 = 1.72, i _Z3 = 1.31) is thus formed as a staggered overdrive split group, through which the translation jumps in the upper Gears, ie between the gears G2 to G5, reduced and the spread to lower ratios i _VM down to 1.5 times the mean gear jump (i _Z1 / i _Z3 ) ^{1/2 of} the main transmission 4 , that is, extended by (i _Z1 / i _Z3 ) ^3/4 . The second gear G2 and the fifth gear G5 can be used for the transmission of power from the first electric machine EM1 to the output shaft GA with a circuit of the first spur gear Z1 (G2 / a, G5 / a) or the third spur gear Z3 (G2 / b, G5 / b) are combined.

In the table of 1b is for the same combination of ratios (i ₀ = -1.40, i _Z1 = 2.62, i _Z2 = 1.72, i _Z3 = 1.31) a corresponding circuit diagram of the hybrid drive 1.1 to 1 for an electric driving operation indicated only with the first electric machine EM1. In this case, alternatively, only the two spur gears Z1 or Z3 of the second input shaft GE2 can be used. Gear changes between the first gear G1 and the second gear G2 take place in this case with traction interruption. The first double switching element S1 and the third double switching element S3 are in this electric driving mode respectively in their neutral position N, in which their associated switching element A, B or E, F are opened.

In the table of 1c is for the same combination of ratios (i ₀ = -1.40, i _Z1 = 2.62, i _Z2 = 1.72, i _Z3 = 1.31) a corresponding circuit diagram of the hybrid drive 1.1 to 1 for one Electric vehicle operation with both electric machines EM1, EM2 specified. It is possible to switch between the four possible combinations of combinations without interruption of traction, since in each case one electric machine (EM1 or EM2) takes over the load and the other electric machine (EM2 or EM1) can carry out the synchronization of the relevant switching element (A or B, C or D) ,

Finally, in the table of 1d for the same combination of ratios (i ₀ = -1.40, i _Z1 = 2.62, i _Z2 = 1.72, i _Z3 = 1.31) nor a circuit diagram for starting the engine VM by means of the second electric machine EM2 and by means of both electric machines EM1, EM2 given, where the translations i _EM1 , i _EM2 respectively between the rotor 3 . 8th the relevant electric machine EM1, EM2 and the drive shaft 2 of the internal combustion engine VM apply. With the same switching combinations and the stand charge of an electrical energy storage with the second electric machine EM2 or with both electric machines EM1, EM2 is possible.

In the table of 1e is now a circuit diagram of the hybrid drive 1.1 to 1 specified for a hybrid driving, in which unlike the table of 1a the stationary ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three spur gears Z1, Z2, Z3 by way of example with i ₀ = -3.30, i _Z1 = 2.90, i _Z2 = 1.70 and i _Z3 = 1.00 are assumed.

The transition between the first spur gear Z1 and the second spur gear Z2 of i _Z1 / i _Z2 = 1.71 and the gear jump between the second spur Z2 and the third spur Z3 of i _Z2 / i _Z3 = 1.70 is now a geometric Gear gradation of the main gearbox 4 in front. The ratio jump i _L / i _{H of} the front group 9.1 , which results according to the equation i _L / i _H = (1-1 / i ₀ ) to i _L / i _H = 1.30, thus corresponds to approximately half of the gear jump (i _Z1 / i _Z3 ) ^1/2 the spur gears Z1, Z2, Z3 of the main transmission 4 , whose value can be calculated with the equation (i _Z1 / i _Z3 ) ^1/4 = 1.31. Accordingly, in addition to the gears G1, G3 and G5, which are effective in each case with closed switching element E of the third double switching element S3, three more gears G2, G4 and G6, which are effective in each case with closed switching element F of the third double switching element S3, and lie with their translation in _VM each by half a leap (i _Z1 / i _Z3 ) ^1/4 below the other gear G1, G3, G5.

The front group 9.1 is thus formed with this translation combination (i ₀ = -3.30, i _Z1 = 2.90, i _Z2 = 1.70, i _Z3 = 1.00) as an overdrive split group, by which reduces the translation jumps of all gears and the spread to lower ratios i _VM to half of the mean gear jump (i _Z1 / i _Z3 ) ^{1/2 of} the main transmission 4 , that is, extended by (i _Z1 / i _Z3 ) ^1/4 . The third gear G3 and the fourth gear G4 can, for the transmission of power from the first electric machine EM1 into the output shaft GA, each comprise a circuit of the first spur gear Z1 (G3 / a, G4 / a) or the third spur gear Z3 (G3 / b, G4 / b) are combined.

In the table of 1f on the other hand is a circuit diagram of the hybrid drive 1.1 to 1 for a hybrid driving operation, which unlike the tables of 1a and 1e the stationary ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three spur gears Z1, Z2, Z3 by way of example with i ₀ = -2.00, i _Z1 = 2.25, i _Z2 = 1.50 and i _Z3 = 1.00 are assumed.

With the jump in gear between the first spur gear Z1 and the second spur gear Z2 of i _Z1 / i _Z2 = 1.50 and the gear jump between the second spur gear Z2 and the third spur gear Z3 of i _Z2 / i _Z3 = 1.50 is also a geometric Gear gradation of the main gearbox 4 in front. The ratio jump i _L / i _{H of} the front group 9 .1, which results according to the equation i _L / i _H = (1-1 / i ₀ ) to i _L / i _H = 1.50, thus corresponds exactly to the gear jump (i _Z1 / i _Z3 ) ^1/2 of Spur gears Z1, Z2, Z3 of the main gear 4 , whose value can be calculated with the equation (i _Z1 / i _Z3 ) ^1/2 = 1.50. Accordingly, in addition to the gears G1, G2 and G3, which are effective in each case with closed switching element E of the third double switching element S3, another gear G4, which is effective with the switching element F closed of the third double switching element S3, and with its translation i _VM is a gear jump (i _Z1 / i _Z3 ) ^1/2 below the third gear G3. Another two gears G2 / a, G3 / a, G3 / b, which are effective in each case with the switching element F closed of the third double switching element S3, each have the same translation as the second gear G2 and the third gear G3, therefore, in the table of 1f with G2 / b or G2 / c or G3 / c respectively.

The front group 9.1 is thus formed with this translation combination (i ₀ = -2.00, i _Z1 = 2.25, i _Z2 = 1.50, i _Z3 = 1.00) as an offset overdrive range group, by maintaining the translation jumps the Gears G1, G2, G3, G4, the spread to lower ratios i _VM out by a gear jump (i _Z1 / i _Z3 ) ^{1/2 of} the main transmission 4 is extended. If the second gear G2 is connected with the closed switching element E of the third double switching element S3, the Power transmission from the first electric machine EM1 in the output shaft GA with a circuit of the first spur gear Z1 (G2 / b) or the third spur gear Z3 (G2 / c) are combined. When the third gear G3 is connected with the switching element F of the third double switching element S3 closed, the power transmission from the first electric machine EM1 to the output shaft GA can also be connected to a circuit of the first spur gear Z1 (G3 / a) or the third spur gear Z3 (G3 / b ) be combined.

Finally, in the table of 1g a circuit diagram of the hybrid drive 1.1 to 1 specified for a hybrid driving, in which unlike the table of 1a . 1e and 1f the stand ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three spur gears Z1, Z2, Z3 by way of example with i ₀ = -1.40, i _Z1 = 2.25, i _Z2 = 1.72 and i _Z3 = 1.31 are assumed.

With the jump in gear between the first spur gear Z1 and the second spur gear Z2 of i _Z1 / i _Z2 = 1.31 and the gear jump between the second spur gear Z2 and the third spur gear Z3 of i _Z2 / i _Z3 = 1.31 is again a geometric Gear gradation of the main gearbox 4 in front. The ratio jump i _L / i _{H of} the front group 9.1 , which results according to the equation i _L / i _H = (1 - 1 / i ₀ ) to i _L / i _H = 1.71, thus corresponds approximately to twice the gear jump (i _Z1 / i _Z3 ) ^1/2 the spur gears Z1, Z2, Z3 of the main transmission 4 , whose value can be calculated with the equation (i _Z1 / i _Z3 ) = 1.72. Consequently, in addition to the gears G1, G2 and G3, which are effective in each case with the switching element E of the third double switching element S3 closed, two more gears G4 and G5, which are effective in each case with the switching element F closed of the third double switching element S3, and with their Translation i _VM each by a jump in gear (i _Z1 / i _Z3 ) ^1/2 or by two gear jumps (i _Z1 / i _Z3 ) are below the third gear G3. Another gear G3 / a, which is effective when the switching element F of the third double switching element S3 is closed, has the same ratio as the third gear G3, which therefore in the table of 1g with G3 / b is designated.

The front group 9.1 is thus formed with this translation combination (i ₀ = -1.40, i _Z1 = 2.25, i _Z2 = 1.72, i _Z3 = 1.31) as an offset overdrive range group, by maintaining the translation jumps the Gears G1, G2, G3, G4, G5, the spread to lower ratios i _VM out by two gear jumps (i _Z1 / i _Z3 ) ^{1/2 of} the main transmission 4 , that is, extended by (i _Z1 / i _Z3 ). The second gear G2 and the fourth gear G4 can, for the transmission of power from the first electric machine EM1 into the output shaft GA, each comprise a circuit of the first spur gear Z1 (G2 / a, G4 / a) or the third spur gear Z3 (G2 / b, G4 / b) are combined.

In 2 is in schematic form a second embodiment of a trained according to the invention hybrid drive 1.2 shown, which differs from the first embodiment according to 1 only by a different execution of the Vorschaltgruppe 9.2 different. The front group 9.2 Although also as a simple planetary gear PG with a sun gear 13 , a planetary carrier carrying a plurality of planetary gears 14 and a ring gear 15 trained, but it has a different drive connection as in the embodiment according to 1 on. In the present case forms the planet carrier 14 the planetary gear PG rotatably with the drive shaft 2 of the internal combustion engine VM connected input element of the Vorschaltgruppe 9.2 , the sun wheel 13 of the planetary gear PG rotatably connected to the first input shaft GE1 output element of the Vorschaltgruppe 9.2 , and the ring gear 15 of the planetary gear PG via the switching elements E, F of the third double switching element S3 switchable intermediate element of the Vorschaltgruppe 9.2 , The rotor 8th The second electric machine EM2 is now directly connected in a rotationally fixed manner to the first input shaft GE1.

When the switching element E of the third double switching element S3 is closed, the ring gear 15 of the planetary gear PG rotatably with the drive shaft 2 the internal combustion engine VM and thus with the rigidly connected to this planet carrier 14 coupled to the planetary gear PG, so that the planetary gear PG is then blocked in itself and rigidly rotates. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 is thus equal to one (i _L = 1) in this case. With closed switching element F of the third double switching element S3 is the ring gear 15 the planetary gear PG locked in the housing fixed, so that the speed of the rigid with the sun gear 13 of the planetary gear PG connected to the first input shaft GE1 relative to the rotational speed of the rigid with the planet carrier 14 the planetary gear PG connected drive shaft 2 of the internal combustion engine VM is translated quickly. The translation i _H between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 results in this case according to the equation i _H = 1 / (1 - i ₀ ). The ratio jump i _L / i _{H of} the front group 9.2 can thus be calculated according to the equation i _L / i _H = (1-i ₀ ).

In this embodiment of the hybrid drive 1.2 are in turn for the combustion driving maximum of six gear ratios, for the electric driving with the first electric machine EM1 two gear ratios, and for the electric driving with the second electric machine EM2 three gear ratios available. In hybrid driving all circuits are power shiftable, so without interruption of traction possible.

In the table of 2a is a corresponding circuit diagram of the hybrid drive 1.2 according to 2 indicated for a hybrid driving, wherein the state ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three Spurradstufen Z1, Z2, Z3 are exemplified with i ₀ = -1.40, i _Z1 = 2.50, i _Z2 = 1.61 and i _Z3 = 1.04 are assumed.

With the jump in gear between the first spur gear Z1 and the second spur gear Z2 of i _Z1 / i _Z2 = 1.55 and the gear jump between the second spur gear Z2 and the third spur gear Z3 of i _Z2 / i _Z3 = 1.55 is a geometric gear gradation of the main gearbox 4 in front. The ratio jump i _L / i _{H of} the front group 9.2 , which results according to the equation i _L / i _H = (1 - i ₀ ) to i _L / i _H = 2.40, thus corresponds exactly to twice the gear jump (i _Z1 / i _Z3 ) ^{1/2 of} the spur gear Z1 , Z2, Z3 of the main gearbox 4 , whose value can be calculated with the equation (i _Z1 / i _Z3 ) = 2.40. Consequently, in addition to the gears G1, G2 and G3, which are effective in each case with the switching element E of the third double switching element S3 closed, two more gears G4 and G5, which are effective in each case with the switching element F closed of the third double switching element S3, and with their Translation i _VM each by a jump in gear (i _Z1 / i _Z3 ) ^1/2 or by two gear jumps (i _Z1 / i _Z3 ) are below the third gear G3. Another gear G3 / a, which is effective when the switching element F of the third double switching element S3 is closed, has the same ratio as the third gear G3, which therefore in the table of 2a with G3 / b is designated.

The front group 9.2 With this combination of ratios (i ₀ = -1.40, i _Z1 = 2.50, i _Z2 = 1.61, i _Z3 = 1.04) is thus also designed as an offset overdrive range group, by maintaining the ratio jumps of the gears G1, G2, G3, G4, G5, the spread to lower ratios i _VM out by two gear jumps (i _Z1 / i _Z3 ) ^{1/2 of} the main transmission 4 , that is extended by (i _Z1 / i _Z3 ). The second gear G2 and the fourth gear G4 can, for the transmission of power from the first electric machine EM1 into the output shaft GA, each comprise a circuit of the first spur gear Z1 (G2 / a, G4 / a) or the third spur gear Z3 (G2 / b, G4 / b) are combined.

In 3 is in schematic form a third embodiment of a formed according to the invention hybrid drive 1.3 shown, which differs from the first embodiment according to 1 and the second embodiment according to 2 only by a different execution of the Vorschaltgruppe 9.3 different. The front group 9.3 Although also as a simple planetary gear PG with a sun gear 16 , a planetary carrier carrying a plurality of planetary gears 17 and a ring gear 18 trained, but it has a different drive connection as in the embodiment according to 1 and as in the embodiment of FIG 2 on. In the present case forms the ring gear 18 the planetary gear PG rotatably with the drive shaft 2 of the internal combustion engine VM connected input element of the Vorschaltgruppe 9.3 , the planet carrier 17 of the planetary gear PG rotatably connected to the first input shaft GE1 output element of the Vorschaltgruppe 9.3 , and the sun wheel 16 of the planetary gear PG via the switching elements E, F of the third double switching element S3 switchable intermediate element of the Vorschaltgruppe 9.3 , About the planet carrier 17 of the planetary gear PG is also the rotor 8th the second electric machine EM2 rotatably connected to the first input shaft GE1 in combination.

When the switching element E of the third double switching element S3 is closed, the sun gear 16 of the planetary gear PG rotatably with the drive shaft 2 the internal combustion engine VM and thus with the rigidly connected to this ring gear 18 coupled to the planetary gear PG, so that the planetary gear PG is then blocked in itself and rigidly rotates. The translation i _H between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 is thus equal to one (i _H = 1) in this case. When the switching element F of the third double switching element S3 is closed, the sun gear 16 the planetary gear PG locked in the housing, so that the speed of the rigid with the planet carrier 17 of the planetary gear PG connected to the first input shaft GE1 with respect to the rotational speed of the rigid with the ring gear 18 the planetary gear PG connected drive shaft 2 of the internal combustion engine VM is translated slowly. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 results in this case according to the equation i _L = (1 - 1 / i ₀ ). The ratio jump i _L / i _{H of} the front group 9.3 can thus be calculated according to the equation i _L / i _H = 1 / (1 - 1 / i ₀ ).

In this embodiment of the hybrid drive 1.3 are in turn for the combustion driving maximum of six gear ratios, for the electric driving with the first electric machine EM1 two gear ratios, and for the electric driving with the second electric machine EM2 three gear ratios available. In hybrid driving all circuits are power shiftable, so without interruption of traction possible.

In the table of 3a is a corresponding circuit diagram of the hybrid drive 1.3 to 3 indicated for a hybrid driving, wherein the stationary ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three spur gears Z1, Z2, Z3 exemplarily with i ₀ = -3.30, i _Z1 = 2.90, i _Z2 = 1.70 and i _Z3 = 1.00 are assumed.

With the gear jump between the first spur gear Z1 and the second spur gear Z2 of i _Z1 / i _Z2 = 1.71 and the gear jump between the second spur gear Z2 and the third Spur gear Z3 of i _Z2 / i _Z3 = 1.70 is again a geometric gear pitch of the main gear 4 in front. The ratio jump i _L / i _{H of} the front group 9.3 , which results according to the equation i _L / i _H = (1-1 / i ₀ ) to i _L / i _H = 1.30, thus corresponds to approximately half of the gear jump (i _Z1 / i _Z3 ) ^1/2 the spur gears Z1, Z2, Z3 of the main transmission 4 , whose value can be calculated with the equation (i _Z1 / i _Z3 ) ^1/4 = 1.70. Accordingly, in addition to the gears G2, G4 and G6, which are effective in each case with the switching element E of the third double switching element S3 closed, three more gears G1, G3 and G5, which are effective in each case with the switching element F closed of the third double switching element S3, and with their translation in _VM each by half a jump in gear (i _Z1 / i _Z3 ) are ^1/4 above the other gear G2, G4, G6.

The front group 9.3 With this combination of ratios (i ₀ = -3.30, i _Z1 = 2.90, i _Z2 = 1.70, i _Z3 = 1.00) is thus formed as an underdrive split group, through which reduces the translation jumps of all gears and the spread to higher ratios i _VM to half of the mean gear jump (i _Z1 / i _Z3 ) ^{1/2 of} the main transmission 4 , that is, extended by (i _Z1 / i _Z3 ) ^1/4 . The third gear G3 and the fourth gear G4 can, for the transmission of power from the first electric machine EM1 into the output shaft GA, each comprise a circuit of the first spur gear Z1 (G3 / a, G4 / a) or the third spur gear Z3 (G3 / b, G4 / b) are combined.

In 4 is in schematic form a fourth embodiment of a trained according to the invention hybrid drive 1.4 shown, which differs from the first embodiment according to 1 essentially distinguished by the absence of the second electric machine EM2. Since this electric machine EM2 thus for the synchronization of the switching elements A, B; E, F of the first and third double switching element S1, S3 is not available, these switching elements A, B; E, F in this case designed as friction-synchronized clutches. The gear shift elements C, D of the second double shift element S2, however, continue to be designed as unsynchronized jaw clutches, since they can be synchronized by the remaining first electric machine. As a further difference from the first embodiment according to 1 is the shoot 2 of the internal combustion engine VM present over a designed as a friction clutch starting clutch K1 with the input element 11 the front group 9.1 or the planetary gear can be connected, whereby a slip-start with the engine VM is possible.

In the table of 4a is a corresponding circuit diagram of the hybrid drive 1.4 to 4 indicated for a hybrid driving, wherein the stationary ratio i _{0 of} the planetary gear PG and the translations i _Z1 , i _Z2 , i _{Z3 of} the three spur gears Z1, Z2, Z3 exemplarily with i ₀ = -1.40, i _Z1 = 2.62, i _Z2 = 1.72 and i _Z3 = 1.31 are assumed. Due to the largely identical functionality of this embodiment of the hybrid drive 1.4 with the embodiment according to 1 corresponds to the table of 4a largely the table of 1a but without the column for the translations i _{EM2 of} the second electric machine EM2.

In the in 5 illustrated fifth embodiment of a trained according to the invention hybrid drive 1.5 is exemplary based on the correspondingly modified first embodiment of the hybrid drive 1.1 according to 1 illustrates that the first electric machine EM1 'and / or the second electric machine EM2' in all the above-described embodiments of the hybrid powertrains 1.1 to 1.4 Also arranged axially parallel next to the associated input shaft GE1, GE2 and the rotor 3 ' . 8th' The electric machine EM1 ', EM2' in each case via a formed as a reduction stage input constant KE1, KE2 with the respective input shaft GE1, GE2 can be in drive connection. As a result, the relevant electric machine EM1 ', EM2' can be designed to be fast-rotating and relatively weak in torque, which is advantageously connected to a particularly compact and lightweight design of the respective electric machine EM1 ', EM2'. It _goes without saying that the ratio i _EM1 , i _{EM2 of} an electric machine EM1 ', EM2' connected in _terms of drive technology compared to a direct connection to the associated input shaft GE1, GE2 by the factor of the ratio i _KE1 , i _KE2 the relevant input constant KE1 , KE2 increased.

In 6 is in schematic form a sixth embodiment of a trained according to the invention hybrid drive 1.6 shown, which differs from the first embodiment according to 1 through a different training and drive connection of the ballast 9.4 and the associated third double switching element S3 '. The front group 9.4 Although also as a simple planetary gear PG 'with a sun gear 19 , a planetary carrier carrying a plurality of planetary gears 20 and a ring gear 21 trained, but it has a different drive connection as in the embodiment according to 1 on.

In the present case forms the planet carrier 20 of the planetary gear PG 'on the switching element F of the third double switching element S3' rotatably connected to the drive shaft 2 the combustion engine VM connectable input element of the Vorschaltgruppe 9.4 , the ring gear 21 of the planetary gear PG 'the rotatably connected to the first input shaft GE1 and via the switching element E of the third double switching element S3 'rotatably connected to the drive shaft 2 the combustion engine VM connectable output element of the Vorschaltgruppe 9.4 , and the sun wheel 19 of the planetary gear PG 'the fixed housing intermediate element of the Vorschaltgruppe 9.4 , The rotor 8th the second electric machine EM2 is in turn on the ring gear 21 of the planetary gear PG 'in rotation with the first input shaft GE1 in combination.

When the switching element E of the third double switching element S3 'is closed, the drive shaft 2 of the internal combustion engine VM rotatably with the first input shaft GE1 and rotatably connected to this ring gear 21 coupled to the planetary gear PG ', so that the planet carrier 20 of planetary gear PG 'then rotates free of load. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 is thus equal to one (i _L = 1) in this case. With closed switching element F of the third double switching element S3 'is the drive shaft 2 the internal combustion engine VM against rotation with the planet carrier 20 connected to the planetary gear PG ', so that the speed of the rigid with the ring gear 21 of the planetary gear PG 'connected to the first input shaft GE1 relative to the rotational speed of the rigid with the planet carrier 20 of the planetary gear PG 'connected drive shaft 2 of the internal combustion engine VM is translated quickly. The translation i _H between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 results in this case again according to the equation i _H = 1 / (1-1 / i ₀ ). The ratio jump i _L / i _{H of} the front group 9.4 can thus also be calculated according to the equation i _L / i _H = (1 - 1 / i ₀ ). This sixth embodiment of an inventively designed hybrid drive 1.6 is thus functionally identical to the first embodiment according to 1 so that the corresponding switching tables of the 1a . 1b . 1c . 1d . 1e . 1f . 1g also for this sixth embodiment 6 apply or can be used.

In 7 is in schematic form a seventh embodiment of a trained according to the invention hybrid drive 1.7 shown, which differs from the second embodiment according to 2 by another training and technical connection of the Vorschaltgruppe 9.5 and the associated third double switching element S3 'is different. The front group 9.5 Although also as a simple planetary gear PG 'with a sun gear 22 , a planetary carrier carrying a plurality of planetary gears 23 and a ring gear 24 trained, but it has a different drive connection as in the embodiment according to 2 on.

In the present case forms the planet carrier 23 of the planetary gear PG 'on the switching element F of the third double switching element S3' rotatably connected to the drive shaft 2 the combustion engine VM connectable input element of the Vorschaltgruppe 9.5 , the sun wheel 22 of the planetary gear PG 'rotatably connected to the first input shaft GE1 and via the switching element E of the third double switching element S3' rotatably connected to the drive shaft 2 the combustion engine VM connectable output element of the Vorschaltgruppe 9.5 , and the ring gear 24 of the planetary gear PG 'the fixed housing intermediate element of the Vorschaltgruppe 9.5 , The rotor 8th The second electric machine EM2 is again directly connected in a rotationally fixed manner to the first input shaft GE1.

When the switching element E of the third double switching element S3 'is closed, the drive shaft 2 of the internal combustion engine VM rotatably with the first input shaft GE1 and rotatably connected thereto sun gear 22 coupled to the planetary gear PG ', so that the planet carrier 23 of planetary gear PG 'then rotates free of load. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 is thus equal to one (i _L = 1) in this case. With closed switching element F of the third double switching element S3 'is the drive shaft 2 the internal combustion engine VM against rotation with the planet carrier 23 connected to the planetary gear PG ', so that the rotational speed of the rigid with the sun gear 22 of the planetary gear PG 'connected to the first input shaft GE1 relative to the rotational speed of the rigid with the planet carrier 23 of the planetary gear PG 'connected drive shaft 2 of the internal combustion engine VM is translated quickly. The translation i _H between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 results in this case according to the equation i _H = 1 / (1 - i ₀ ). The ratio jump i _L / i _{H of} the front group 9.5 can thus also be calculated by means of the equation i _L / i _H = (1-i ₀ ). This seventh embodiment of the hybrid drive according to the invention 1.7 is thus completely functionally identical to the second embodiment according to 2 so that the corresponding switching table of the 2a also for the seventh embodiment 7 applies or can be used.

In 8th is in schematic form an eighth embodiment of a trained according to the invention hybrid drive 1.8 shown, which differs from the third embodiment according to 3 through a different training and drive connection of the ballast 9.6 and the associated third double switching element S3 'is different. The front group 9.6 Although also as a simple planetary gear PG 'with a sun gear 25 , a planetary wheel bearing several planet carrier 26 and a ring gear 27 trained, but it has a different drive connection as in the embodiment according to 3 on.

In the present case forms the ring gear 27 of the planetary gear PG 'on the switching element F of the third double switching element S3' rotatably connected to the drive shaft 2 the combustion engine VM connectable input element of the Vorschaltgruppe 9.6 , the planet carrier 26 of the planetary gear PG 'rotatably connected to the first input shaft GE1 and via the switching element E of the third double switching element S3' rotatably connected to the drive shaft 2 the combustion engine VM connectable output element of the Vorschaltgruppe 9.6 , and the sun wheel 25 of the planetary gear PG 'the fixed housing intermediate element of the Vorschaltgruppe 9.6 , About the planet carrier 26 of the planetary gear PG 'is also the rotor 8th the second electric machine EM2 rotatably connected to the first input shaft GE1 in combination.

When the switching element E of the third double switching element S3 'is closed, the drive shaft 2 of the internal combustion engine VM rotatably with the first input shaft GE1 and rotatably connected thereto planet carrier 26 coupled to the planetary gear PG ', so that the ring gear 27 of planetary gear PG 'then rotates free of load. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 is thus equal to one in this case (i _H = 1). With closed switching element F of the third double switching element S3 'is the drive shaft 2 the internal combustion engine VM against rotation with the ring gear 27 connected to the planetary gear PG ', so that the speed of rigid with the planet carrier 26 of the planetary gear PG 'connected to the first input shaft GE1 with respect to the rotational speed of the rigid with the ring gear 27 of the planetary gear PG 'connected drive shaft 2 of the internal combustion engine VM is translated slowly. The translation i _L between the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 results in this case according to the equation i _L = (1 - 1 / i ₀ ). The ratio jump i _L / i _{H of} the front group 9.3 can be calculated by the equation i _L / i _H = 1 / (1-1 / i ₀ ). This eighth embodiment of the hybrid drive according to the invention 1.8 is thus completely functionally identical to the third embodiment according to 3 so that the corresponding switching table of the 3a also for the eighth embodiment according to 8th applies or can be used.

Analogous to the fourth embodiment of a trained according to the invention hybrid drive 1.4 according to 4 is in 9 in schematic form a ninth embodiment of a hybrid drive formed according to the invention 1.9 shown, which differs from the sixth embodiment according to 6 essentially distinguished by the absence of the second electric machine EM2. Since this electric machine EM2 thus for the synchronization of the switching elements A, B; E, F of the first and third double switching element S1, S3 is not available, these switching elements A, B; E, F in this case designed as friction-synchronized clutches. The gear shift elements C, D of the second double shift element S2, however, continue to be designed as unsynchronized jaw clutches, since they can be synchronized by the remaining first electric machine. As a further difference from the sixth embodiment according to 6 is the shoot 2 of the internal combustion engine VM in the present case can be connected to the third double shift element S3 'via a starting clutch K1 designed as a friction clutch, whereby slippage-driven starting with the internal combustion engine VM is made possible. As this ninth embodiment of the hybrid drive according to the invention 1.9 completely identical to the fourth embodiment according to 4 is the corresponding switching table of the 4a also for the ninth embodiment according to 9 and can be used in this.

LIST OF REFERENCE NUMBERS

1.1-1.10

hybrid drive

2

Drive shaft of the internal combustion engine VM

3, 3 '

Rotor of the electric machine EM1, EM1 '

4

main gearbox

5

axle differential

6a, 6b

drive wheel

7a, 7b

axle shaft

8, 8 '

Rotor of the electric machine EM2, EM2 '

9.1-9.6

upstream group

10

Sun gear of planetary gear PG

11

Planet carrier of planetary gearbox of PG

12

Ring gear of planetary gear PG

13

Sun gear of planetary gear PG

14

Planet carrier of planetary gear PG

15

Ring gear of planetary gear PG

16

Sun gear of planetary gear PG

17

Planet carrier of planetary gear PG

18

Ring gear of planetary gear PG

19

Sun gear of planetary gear PG '

20

Planet carrier of planetary gear PG '

21

Ring gear of planetary gear PG '

22

Sun gear of planetary gear PG '

23

Planet carrier of planetary gear PG '

24

Ring gear of planetary gear PG '

25

Sun gear of planetary gear PG '

26

Planet carrier of planetary gear PG '

27

Ring gear of planetary gear PG '

A

Speed switching element

B

Coupling-switching element

C, D

Speed switching element

E, F

switching element

EM1, EM1 '

First electric machine

EM2, EM2 '

Second electric machine

GVM

Gear driven by the internal combustion engine VM

G1-G6

corridor

GA

output shaft

GE1

First input shaft

GE2

Second input shaft

i ₀

Stand translation of planetary gear PG, PG '

i _EM1

Translation between electric machine EM1 and output shaft GA

i _EM2

Translation between electric machine EM2 and output shaft GA

i _H

Lower translation of the leader group

i _KE1

Translation of input constant KE1

i _KE2

Translation of input constant KE2

i _L

Higher translation of the leader group

i _VM

Translation between internal combustion engine VM and output shaft GA

i _Z1

Translation of spur gear Z1

i _Z2

Translation of spur gear Z2

i _Z3

Translation of spur gear Z3

K1

clutch

KE1

First input constant to electric machine EM1 '

KE2

Second input constant to electric machine EM2 '

N

Neutral position of double switching element S1, S2, S3, S3 '

PG, PG '

planetary gear

S1

First double switching element

S2

Second double switching element

S3, S3 '

Third double switching element

TD

torsional vibration dampers

VM

internal combustion engine

Z1

First spur gear stage

Z2

Second spur gear

Z3

Third spur gear

Z4

Ausgangsstirnradstufe

z11

Drive wheel, fixed gear of spur gear Z1

z12

Drive wheel, idler gear of spur gear Z2

z13

Drive wheel, fixed gear of spur gear Z3

z21

Output gear, idler gear of spur gear Z1

z22

Output gear, fixed gear of spur gear Z2

z23

Output gear, idler gear of spur gear Z3

z24

Drive wheel, fixed gear of spur gear Z4

z34

Output gear, fixed gear of spur gear Z4

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 19960621 B4 [0003]
• WO 2008/138387 A1 [0004]
• DE 102011002472 A1 [0007, 0008, 0012, 0015, 0017]

Claims (23)

Hybrid drive of a motor vehicle having an internal combustion engine (VM) with a drive shaft ( 2 ), an electric machine (EM1, EM1 ') operable as a motor and as a generator with a rotor ( 3 . 3 ' ) as well as a multi-stage main transmission ( 4 ) with two input shafts (GE1, GE2) and a common, parallel to the input shafts (GE1, GE2) arranged output shaft (GA), wherein the first input shaft (GE1) via a two-stage Vorschaltgruppe (GE1) 9.1 - 9.3 ) with the drive shaft ( 2 ) of the internal combustion engine (VM) is connectable, wherein the second input shaft (GE2) with the rotor ( 3 . 3 ' ) of the electric machine (EM1, EM1 ') is drivingly connected, and in which both input shafts (GE1, GE2) are arranged coaxially and axially adjacent to each other, by means of a coupling and disengaging coupling switching element (B) rotatably connected to each other, and respectively via at least one switchable spur gear stage (Z2; Z1, Z3) can be brought into driving connection with the output shaft (GA), with the following further features: a single spur gear stage (Z2) with medium gear ratio (i _Z2 ) for switchable connection of the first input shaft (GE1) with the output shaft (GA) with an arrangement of the respective idler gear (z12) and the associated gear shift element (A) on the first input shaft (GE1), a summary of the gear shift element (A) of the spur gear (Z2) of the first input shaft (Z) GE1) and the coupling switching element (B) in a first double switching element (S1), two spur gear (Z1, Z3), each with respect to the spur gear (Z2) of the first Eingangswel le (GE1) higher or lower ratio (i _Z1 , i _Z3 ) for the switchable connection of the second input shaft (GE2) with the output shaft (GA) with an arrangement of the respective idler gears (z21, z23) and the associated gear shift elements (C, D) on the output shaft (GA), a summary of the gear shift elements (C, D) of the spur gears (Z1, Z3) of the second input shaft (GE2) in a second double shift element (S2), and one as a simple planetary gear (PG) with a sun wheel ( 10 . 13 . 16 ), a planet carrier carrying a plurality of planet wheels ( 11 . 14 . 17 ) and a ring gear ( 12 . 15 . 18 ) trained Vorschaltgruppe ( 9.1 - 9.3 ) coaxial over the drive shaft ( 2 ) of the internal combustion engine (VM) and / or the first input shaft (GE1) is arranged, wherein an effective as an input element transmission component of the planetary gear (PG) rotationally fixed to the drive shaft ( 2 ) of the internal combustion engine (VM), an effective as an output element transmission component of the planetary gear (PG) rotatably connected to the first input shaft (GE1), and acting as an intermediate element transmission component of the planetary gear (PG) via two in a third double switching element (S3) summarized switching elements (E, F) alternatively fixed to the housing lockable or non-rotatably with one of the other transmission components of the planetary gear (PG) or connected to this transmission shaft ( 2 , GE1) is connectable. Hybrid drive according to claim 1, characterized in that the planet carrier ( 11 ) of the planetary gear (PG) rotatably with the drive shaft (PG) 2 ) of the internal combustion engine (VM) connected input element of the Vorschaltgruppe ( 9.1 ), the ring gear ( 12 ) of the planetary gear (PG) rotatably connected to the first input shaft (GE1) output element of the Vorschaltgruppe ( 9.1 ), and the sun gear ( 10 ) of the planetary gear (PG) via the switching elements (E, F) of the third double switching element (S3) switchable intermediate element of the Vorschaltgruppe ( 9.1 ). Hybrid drive according to claim 1, characterized in that the planet carrier ( 14 ) of the planetary gear (PG) rotatably with the drive shaft (PG) 2 ) of the internal combustion engine (VM) connected input element of the Vorschaltgruppe ( 9.2 ), the sun wheel ( 13 ) of the planetary gear (PG) rotatably connected to the first input shaft (GE1) output element of the Vorschaltgruppe ( 9.2 ), and the ring gear ( 15 ) of the planetary gear (PG) via the switching elements (E, F) of the third double switching element (S3) switchable intermediate element of the Vorschaltgruppe ( 9.2 ). Hybrid drive according to claim 1, characterized in that the ring gear ( 18 ) of the planetary gear (PG) rotatably with the drive shaft (PG) 2 ) of the internal combustion engine (VM) connected input element of the Vorschaltgruppe ( 9.3 ), the planet carrier ( 17 ) of the planetary gear (PG) rotatably connected to the first input shaft (GE1) output element of the Vorschaltgruppe ( 9.3 ), and the sun gear ( 16 ) of the planetary gear (PG) via the switching elements (E, F) of the third double switching element (S3) switchable intermediate element of the Vorschaltgruppe ( 9.3 ). Hybrid drive of a motor vehicle having an internal combustion engine (VM) with a drive shaft ( 2 ), an electric machine (EM1, EM1 ') operable as a motor and as a generator with a rotor ( 3 . 3 ' ), and a multi-stage main transmission ( 4 ) with two input shafts (GE1, GE2) and a common, parallel to the input shafts (GE1, GE2) arranged output shaft (GA), wherein the first input shaft (GE1) via a two-stage Vorschaltgruppe (GE1) 9.4 - 9.6 ) with the drive shaft ( 2 ) of the internal combustion engine (VM) is connectable, wherein the second input shaft (GE2) with the rotor ( 3 . 3 ' ) of the electric machine (EM1, EM1 ') is in driving connection, and wherein both input shafts (GE1, GE2) coaxially and axially adjacent to each other are arranged, by means of an engageable and disengageable coupling switching element (B) rotatably connected to each other, and in each case at least one switchable spur gear (Z2, Z1, Z3) with the output shaft (GA) can be brought into drive connection, with the following further features: a single intermediate-stage spur gear (Z2) ( _Z2 ) for switchably connecting the first input shaft (GE1) to the output shaft (GA) with the respective idler gear (z12) and associated gear shift element (A) on the first input shaft (GE1), a summary of the gear shift element (A) of the spur gear (Z2) of the first input shaft (GE1) and the coupling switching element (B) in a first double switching element (S1), two spur gears (Z1, Z3), each having one opposite the spur gear stage (Z2) of the first input shaft (GE1) higher or lower gear ratio (i _Z1 , i _Z3 ) for the switchable connection of the second input shaft (GE2) to the output shaft (G A) with an arrangement of the respective idler gears (z21, z23) and the associated gear shift elements (C, D) on the output shaft (GA), a summary of the gear shift elements (C, D) of the spur gears (Z1, Z3) second input shaft (GE2) in a second double shift element (S2), and one as a simple planetary gear (PG ') with a sun gear ( 19 . 22 . 25 ), a planet carrier carrying a plurality of planet wheels ( 20 . 23 . 26 ) and a ring gear ( 21 . 24 . 27 ) trained Vorschaltgruppe ( 9.4 - 9.6 ) coaxial over the drive shaft ( 2 ) of the internal combustion engine (VM) and / or the first input shaft (GE1) is arranged, with an effective as an input element transmission component of the planetary gear (PG ') and effective as an output element and rotatably connected to the first input shaft (GE1) transmission component of the planetary gear (PG ') via two in a third double shift element (S3') combined gear shift elements (E, F) alternatively rotationally fixed to the drive shaft ( 2 ) of the internal combustion engine (VM) are connectable, and an effective as an intermediate element transmission component of the planetary gear (PG ') is fixed to the housing fixed. Hybrid drive according to claim 5, characterized in that the planet carrier ( 20 ) of the planetary gear (PG ') via the one switching element (F) of the third double switching element (S3') switchable input element of the Vorschaltgruppe ( 9.4 ), the ring gear ( 21 ) of the planetary gear (PG ') rotatably connected to the first input shaft (GE1) and via the other switching element (E) of the third double switching element (S3') switchable output element of the Vorschaltgruppe ( 9.4 ), and the sun gear ( 19 ) of the planetary gear (PG ') the housing fixed arrested intermediate element of the Vorschaltgruppe ( 9.4 ). Hybrid drive according to claim 5, characterized in that the planet carrier ( 23 ) of the planetary gear (PG ') via the one switching element (F) of the third double switching element (S3') switchable input element of the Vorschaltgruppe ( 9.5 ), the sun wheel ( 22 ) of the planetary gear (PG ') rotatably connected to the first input shaft (GE1) and via the other switching element (E) of the third double switching element (S3') switchable output element of the Vorschaltgruppe ( 9.5 ), and the ring gear ( 24 ) of the planetary gear (PG ') the housing fixed arrested intermediate element of the Vorschaltgruppe ( 9.5 ). Hybrid drive according to claim 5, characterized in that the ring gear ( 27 ) of the planetary gear (PG ') via the one switching element (F) of the third double switching element (S3') switchable input element of the Vorschaltgruppe ( 9.6 ), the planet carrier ( 26 ) of the planetary gear (PG ') rotatably connected to the first input shaft (GE1) and via the other switching element (E) of the third double switching element (S3') switchable output element of the Vorschaltgruppe ( 9.6 ), and the sun gear ( 25 ) of the planetary gear (PG ') the housing fixed arrested intermediate element of the Vorschaltgruppe ( 9.6 ). Hybrid drive according to claim 2 or 6, characterized in that the ballast group ( 9.1 . 9.4 ) is formed as an overdrive split group, the ratio jump (i _L / i _H ) in about half of the increment or the average increment ((i _Z1 / i _Z3 ) ^1/2 ) of the spur gear (Z1, Z2, Z3) of the main gearbox ( 4 ) corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^1/4 ). Hybrid drive according to claim 2 or 6, characterized in that the ballast group ( 9.1 . 9.4 ) is designed as an offset overdrive range group, whose ratio jump (i _L / i _H ) approximately at the height of the increment or the average increment ((i _Z1 / i _Z3 ) ^1/2 ) of the spur gears (Z1, Z2, Z3) of the main gearbox ( 4 ) corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^1/2 ). Hybrid drive according to claim 2 or 6, characterized in that the ballast group ( 9.1 . 9.4 ) is formed as an offset overdrive split group, the ratio jump (i _L / i _H ) in about 1.5 times the increment or the middle Increment (( _iZ1 / i _Z3 ) ^1/2 ) of the spur gear stages (Z1, Z2, Z3) of the main transmission ( 4 ) corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^3/4 ). Hybrid drive according to one of claims 2, 3, 6, 7, characterized in that the ballast group ( 9.1 . 9.2 . 9.4 . 9.5 ) is designed as an offset overdrive range group whose ratio jump (i _L / i _H ) is approximately twice the increment or the average increment ((i _Z1 / i _Z3 ) ^1/2 ) of the spur gear stages (Z1, Z2, Z3) of the main gearbox ( 4 ) corresponds to (i _L / i _H = i _Z1 / i _Z3 ). Hybrid drive according to claim 4 or 8, characterized in that the ballast group ( 9.3 . 9.6 ) is formed as an underdrive split group, the ratio jump (i _L / i _H ) in about half of the increment or the average increment ((i _Z1 / i _Z3 ) ^1/2 ) of the spur gears (Z1, Z2, Z3) of Main gearbox ( 4 ) corresponds to (i _L / i _H = (i _Z1 / i _Z3 ) ^1/4 ). Hybrid drive according to one of claims 1 to 13, characterized in that the first electric machine (EM1) is arranged coaxially over the second input shaft (GE2), and that the rotor ( 3 ) of the first electric machine (EM1) is directly connected in a rotationally fixed manner to the second input shaft (GE2). Hybrid drive according to one of claims 1 to 13, characterized in that the first electric machine (EM1 ') is arranged axially parallel next to the second input shaft (GE2), and that the rotor ( 3 ' ) of the first electric machine (EM1 ') is in drive connection with the second input shaft (GE2) via an input constant (KE1) designed as a reduction stage. Hybrid drive according to one of claims 1 to 15, characterized in that the first input shaft (GE1) with the rotor ( 8th . 8th' ) is in drive connection with a second electric machine (EM2, EM2 '). Hybrid drive according to claim 16, characterized in that the second electric machine (EM2) coaxial with the drive shaft ( 2 ) of the internal combustion engine (VM) and / or the first input shaft (GE1) is arranged, and that the rotor ( 8th ) of the second electric machine (EM2) is directly connected in a rotationally fixed manner to the first input shaft (GE1). Hybrid drive according to claim 17, characterized in that the planetary gear (PG, PG ') axially and radially at least partially within the second electric machine (EM2) is arranged. Hybrid drive according to claim 16, characterized in that the second electric machine (EM2 ') parallel to the axis next to the drive shaft ( 2 ) of the internal combustion engine (VM) and / or the first input shaft (GE1) is arranged, and the rotor ( 8th' ) of the second electric machine (EM2 ') is in drive connection with the first input shaft (GE1) via a second input constant (KE2) designed as a reduction stage. Hybrid drive according to one of claims 1 to 19, characterized in that the drive shaft ( 2 ) of the internal combustion engine (VM) is provided with a torsional vibration damper (TD). Hybrid drive according to one of claims 1 to 20, characterized in that the drive shaft ( 2 ) of the internal combustion engine (VM) via a friction clutch designed as a starting clutch (K1) depending on the design of the Vorschaltgruppe ( 9.1 - 9.3 ; 9.4 - 9.6 ) with the input element ( 11 . 14 . 18 ) of the Vorschaltgruppe ( 9.1 - 9.3 ) or with the third double switching element (S3 ') is connectable. Hybrid drive according to one of claims 1 to 21, characterized in that the switching elements (A, B, C, D, E, F) of the three double switching elements (S1; S2; S3, S3 ') are designed as unsynchronized jaw clutches. Hybrid drive according to one of claims 1 to 22, characterized in that at least the switching elements (A, B, E, F) of the first and third double switching element (S1, S3, S3 ') are designed as Reibsynchronisierte clutches.

Images