DE102015007440B3 - Drive train for a vehicle and method for switching the drive train - Google Patents

Abstract

Multi-speed automatic transmissions meanwhile have a large number of gears in order to be able to carry out the driving operation as comfortably as possible on the one hand and energy-efficiently on the other hand on the other hand. It is an object of the invention to propose a drive train for a vehicle which is suitable for hybrid operation. It is proposed a development of an automatic transmission to a hybrid powertrain, wherein the electric motor is particularly advantageous integrated.

Description

The invention relates to a drive train for a vehicle. The invention further relates to a method for switching the drive train.

Multi-speed automatic transmissions meanwhile have a large number of gears in order to be able to carry out the driving operation as comfortably as possible on the one hand and energy-efficiently on the other hand on the other hand. Such automatic transmission, for example, in the publications DE 10 2009 019 045 A1 or DE 10 2009 019 046 A1 described.

From the market observation, the NAG3 nine-speed automatic transmission of Daimler AG is known, which is designed as a nine-speed automatic transmission. Such an automatic transmission is probably the closest prior art.

Furthermore, the describes DE 10 2013 205 378 A1 a transmission for a motor vehicle, comprising a drive shaft, an output shaft, at least four planetary gear sets, at least three clutches and three brakes.

Furthermore, the describes DE 10 2013 205 771 A1 a hybrid powertrain having an engine, an electric motor, a disconnect clutch and a transmission, the transmission having an input member, an output member, at least four planetary gear sets and a plurality of coupling elements, and a plurality of torque transmitting devices.

It is an object of the invention to propose a drive train for a vehicle which is suitable for hybrid operation. This object is achieved by a drive train with the features of claim 1 and by a method having the features of claim 7. Preferred embodiments of the invention will become apparent from the subclaims, the following description and the accompanying figures.

The subject of the invention is thus a drive train which is suitable and / or designed for a vehicle. The vehicle is designed in particular as a passenger car, bus, truck, etc. The drive train is used to transfer a driving torque of at least two traction motors to the driven wheels of the vehicle.

The powertrain has an A, B, C and D planetary gear section. Each of the planetary gear portions is preferably formed as a Stirnradplanetengetriebeabschnitt. The designation of the planetary gear sections with A, B, C, D is used for simplified assignment.

The A-planetary gear section has an AS-wave, an AH-wave and an AT-wave. The B planetary gear section has a BS shaft, a BH shaft, and a BT shaft. The C planetary gear section has a CS wave, a CH wave, and a CT wave. The D planetary gear section has a DS wave, a DH wave, and a DT wave.

In the most general embodiment of the invention, the designations AS, AH, AT, BS, BH, BT, etc. have only the meaning of the assignment to the respective, identically designated planetary gear section. In particular, the XH-wave, where X is optionally A, B, C, D, may be a sun gear, a ring gear, or a planet gear carrier wheel. The same selection applies to the XT waves and to the XS waves. The term wave can also be replaced by the term organ, in particular the term wave in the context of the disclosure does not necessarily presuppose that the respective component rotates during operation.

The drive train has an input shaft which allows coupling with an internal combustion engine. Optionally, the engine forms part of the powertrain and is coupled to the input shaft. For example, a crankshaft of the internal combustion engine can be non-rotatably connected to the input shaft, alternatively, a coupling via other transmission elements, such as transducers, lock-up converter or freewheels is possible.

Furthermore, the drive train has an output shaft for coupling to an output. For example, the output shaft may be coupled to a differential device for distributing drive torque to different wheels of an axle or to different axles of the vehicle.

The drive train comprises at least or exactly a first, a second and a third clutch device. The coupling devices are preferably designed to set two rotating components of the drive train rotationally fixed to each other. In particular, the coupling devices can rotate during operation. Preferably, the coupling devices are designed as frictional coupling devices. The coupling devices each have a coupling input and a coupling output. It should be noted that a torque flow or power flow does not necessarily have to run from the clutch input to the clutch output, but it is also possible that it runs in the opposite direction. The term input and output is used in this case to describe the two sides of the coupling devices.

Furthermore, the drive train has a first, a second and a third locking device. Preferably, one side of the locking device is fixed to the frame in each case, in particular rotatably connected, in particular with a housing of the drive train. The other side of the locking device is referred to as the running side. The locking devices are functionally preferably designed so that they can set the running side of the locking device rotationally fixed to the frame or the housing. Optionally, the drive train has a control device which can control the first, second and third clutch devices as well as the first, second and third locking devices.

The individual components of the powertrain are coupled together as follows: The input shaft is non-rotatably connected to the AS shaft and to the DT shaft. The first clutch device has a clutch input, which is also rotatably connected to the input shaft. The output shaft is rotatably connected to the CT shaft and to a clutch output of the second clutch device (K2). The second clutch device has a clutch input, which is rotatably connected to the DH shaft. The third clutch device has a clutch input, which is rotatably connected to the AT shaft, and a clutch output, which is rotatably connected to the BH shaft and / or with the CS shaft and / or with the DS shaft. The first locking device has a running side, which is rotatably connected to the BS shaft. The second locking device has a running side, wherein the running side is rotatably connected to the CH-shaft. The third locking device has a running side, wherein the running side is rotatably connected to the AT-shaft and / or with a coupling input of the third coupling device. Further, the running side of the third locking device is rotatably connected to the clutch output of the first clutch device.

In the context of the invention, it is proposed that the drive train has an electric motor, wherein the electric motor represents one of the traction motors for generating a traction torque for driving the vehicle. The electric motor has a rotor or an output side, wherein the output side is rotatably connected to the AH shaft and / or with the BT shaft.

The integration of the electric motor in the manner described, the automatic transmission formed by the drive train is extended to a hybrid transmission, which is particularly advantageous to emphasize that the number of coupling devices or the locking devices against the expansion of the drive train without the electric motor does not need to be increased. Thus, the electric motor with respect to the number of coupling devices and the locking devices can be integrated effort-neutral in the drive train. As will be explained later, resulting from the structural design of the powertrain in addition to the already existing multiple gears for a hybrid operating state, several additional operating conditions that are made possible by the electric motor.

In a preferred constructional realization of the invention, in the A planetary gear section, the AS shaft is formed as a sun gear, the AH shaft as a ring gear, and the AT shaft as a planet gear carrier. Alternatively or additionally, in the B planetary gear section, the BS shaft is formed as a sun gear, the BH shaft as a ring gear, and the BT shaft as a planet carrier. Alternatively or additionally, in the C-type planetary gear section, the CS shaft is formed as a sun gear, the CH shaft as a ring gear, and the CT shaft as a planet gear carrier. Alternatively or additionally, in the D planetary gear section, the DS shaft is formed as a sun gear, the DH shaft as a ring gear, and the DT shaft as a planet carrier.

In particular, the A-planetary gear section has a stand ratio between -2 and -2.2, preferably from -2.130, the B-planetary gear section a stand ratio between -2.15 and -2.35, preferably from -2.273, the C-planetary gear section a state ratio between -2.15 and -2.35 , preferably from -2,333 and the D-planetary gear section a stand translation between -2.4 and - 2.6, preferably from -2,528. In this constructive configuration, an advantageous tuning of the individual gears and operating states of the drive train results.

It is particularly preferred that the planetary gear portions are each arranged coaxially with each other and to a main axis of rotation of the drive train. In particular, the main axis of rotation of the drive train is defined by the coaxial arrangement of the planetary gear sections. Further, the input shaft, the output shaft and / or the electric motor are arranged coaxially with the main axis of rotation. As a result of this coaxial arrangement, in particular in the area of the gearbox output, a compact construction results, which can be easily integrated in the center tunnel of a vehicle. In the area of the transmission input, other designs can also be easily integrated in the vehicle, which also makes possible an off-axis position with respect to the electric motor.

In a preferred structural embodiment of the invention, the electric motor is arranged coaxially and with respect to an axial direction of the drive train, in particular in the direction of the main axis of rotation between the third and the first locking device. The locking devices are preferably supported against the housing or fixed to the frame, wherein a stator of the electric motor is arranged between the support points. In this embodiment, it is preferably provided that the electric motor is arranged in an oil chamber of the drive train. Optionally, the electric motor can enclose planetary gear sets of the planetary gear sections or coupling devices in the radial direction. In a preferred embodiment, the electric motor projects beyond the first locking device and / or the third locking device. The non-rotating side of this locking devices can advantageously form a structural unit with the rotor bearing of the electric motor. Particularly in the case of the third locking device, it is conceivable that it is placed radially within the first coupling device on the bearing wall, in particular if the third locking device is designed as positively as possible. By preferably drawn inward walls bearing bearings and possibly locking devices and possibly Druckölübergaben, it is also possible to provide seals to keep the magnetic gap of the electric motor oil-free in a dry room (advantage low drag torque).

In the context of the invention, the third locking device can be designed as a friction-locking, preferably exclusively friction-locking locking device, in particular as a friction brake. However, it is particularly preferred that the third locking device is designed as a positive-locking locking device. The form-fitting design has the advantage that it typically requires less space compared to a friction brake. It is also possible that the third locking device is designed as a combination of a frictional and positive brake, such as a synchronized dog clutch. Furthermore, it is possible that the third locking device is realized as a switchable freewheel. The space available thereby makes it possible to integrate a larger and more powerful electric motor, whereby the utility of the drive system increases in electric driving.

In a preferred realization of the invention, it is provided that at least or exactly nine hybrid operating states can be switched with constant transmission between the respective traction motors and the output shaft. The hybrid operating states can also be referred to as gear trains fixed in translation, since these are partially represented without involvement of the electric motor. The hybrid operating states are referred to below as gears or operating states. The hybrid operating states 1-9 (gears 1-9 / operating states 1-9) are switched according to the following table:

In addition to the nine hybrid operating states 1-9, any selection of the further operating states R, Eneu, CVT1, CVT2, CVT3, L1, L2, L3 can be switched.

In the Eneu mode, the powertrain allows electric forward and reverse travel with a medium ratio between the electric motor and the output shaft. In particular, in the operating state Eneu the internal combustion engine is free-running. In the operating state Eneu the internal combustion engine can also be stopped and started at any time. On the one hand, starting the internal combustion engine with its own starter motor, such. B. a belt drive machine possible. Alternatively or additionally, it is possible to start the internal combustion engine by actuating the third clutch device K3, switching from the operating state Eneu to the operating state 1. Alternatively or additionally, the starting of the internal combustion engine is possible by the first clutch device K1 is closed, being changed from the operating state Eneu in the operating state 3. Compared to the previous alternative, a lighter start is possible due to the lower gear ratio. Alternatively or additionally, the internal combustion engine can be started by actuating the second clutch device K2, the drive train changing from the operating state Eneu to an operating state 4. Again, an easy start due to the low gear ratio is possible.

Preferably, upon actuation of the second locking device and / or upon actuation of the first clutch device and / or upon actuation of the second clutch device, the electric motor is controlled so that it provides an increase in torque, so that the tensile force on the driven wheel when starting the internal combustion engine is not breaks. In each case, only one component, ie locking device or coupling device, of the drive train for changing the operating states must be changed in each case. In principle, it would be possible to change from the operating state Eneu to operating state 2. For this, however, two components, namely the first coupling device and the third coupling device would have to be actuated at the same time, so that this option offers disadvantages compared with the other possibilities.

The operating states L1, L2 and L3 represent charging operating states or charging paths. Each of the three operating states L1, L2 or L3 can be used as a sailing gear when the vehicle is stationary or when driving. In the operating states L1, L2 and L3, the electric motor and the internal combustion engine are operatively connected, so that via the internal combustion engine, the electric motor can be rotated and used as a generator. Alternatively or additionally, the electric motor can be used in the operating states L1, L2 and L3 for starting the internal combustion engine.

In particular, the operating state L1 can be used when the vehicle is at a standstill and, if necessary, brake actuation of the vehicle brake, in order to couple the electric motor to the internal combustion engine in order to charge the battery, otherwise the output is decoupled. For starting, only the second locking device B6 is to be actuated from the operating state L1 in order to build up tensile force on the wheels. In particular, load is taken away from the electric motor at the same time so as not to stall the internal combustion engine. Also, the operating state 7 can be controlled by opening the second clutch device K2, the operating state L1 as a sailing passage.

The operating state L2 can be used as well as the operating state L1 as a sailing gear, but this is easier to reach from the operating states 2-6, as the load L1, since the first clutch device K1 remains closed at the transition of the operating state.

The operating state L3 can be used as well as the operating states L1 and L2 as a sailing gear, the control of the operating state 8 or 9 coming is particularly simple.

The operating states CVT1, CVT2 and CVT3 are each designed as gear stages with infinitely variable speed ratio. CVT stands for Continuously Variable Transmission. In these gear stages are defined torque conversion ratios.

Preferably, the operating state CVT1 is used as a support gear in an operating state change from operating state 1 to operating state 2 in order to switch more comfortably, in particular traction interruption-free. During the transition, the moment of the internal combustion engine is simultaneously reduced in operating state 1 and the torque of the electric motor is controlled in such a way that it amounts to a multiple, in particular approximately 213%, of the parameters of the internal combustion engine. This activation causes the first locking device B5 to become torque-free and to be able to be opened, with the third clutch device K3 and the second locking device B6 remaining closed. By increasing the torque of the electric motor, the speed of the internal combustion engine is subsequently reduced until it reaches the level that permits engagement of the first clutch device K1 in order to switch to the operating state 2. Ideally, the engagement of the first coupling device takes place K1 at the same speed of the clutch input and the clutch output. The electric motor can be used in the operating state 2 as a function of the state of charge of the battery and / or driver request for boosting, charging or recuperation.

• – zur Komfortverbesserung beim Betriebszustandswechsel 4–5 als Stützgang
• – zur Komfortverbesserung beim Betriebszustandswechsel 5–7 als Stützgang und/oder
• – zur Komfortverbesserung beim Betriebszustandswechsel 7–9 als Stützgang.

The operating state CVT2 may preferably be used in at least one, some or all of the following ways:

• - To improve comfort when changing operating state 4-5 as a support gear
• - To improve comfort in the operating state change 5-7 as a support gear and / or
• - to improve comfort when changing operating state 7-9 as a support gear.

In addition, the operating state allows CVT2 a stepless or translation graded ride with speed ratios beyond the operating state 9. For this purpose, in the operating state 9, the electric motor is first driven with a counter-torque, with z. B. 43% of the engine torque at the parameters listed in the table corresponds approximately to the voltage applied to the locking devices moment, causing the third locking device B8 is torque-free and can be disengaged. In this case, the second clutch device K2 and the first locking device B5 remain closed. By increasing the negative torque of the electric motor, the already negative rotational speed of the electric motor is then increased and regulated, whereby the rotational speed of the internal combustion engine is reduced until it reaches a level which corresponds, for example, to an operating state 10 and / or a 10th gear. When the throttle is removed, the moment of the internal combustion engine becomes negative and the torque of the electric motor to be activated becomes positive, with the same (negative) torque ratio between internal combustion engine and electric motor.

• – zur Komfortverbesserung beim Betriebszustandswechsel 6–7 als Stützgang und/oder
• – zur Komfortverbesserung beim Betriebszustandswechsel 7–8 als Stützgang.

The operating state CVT3 can be used in at least one or both of the following ways:

• - To improve comfort when operating state change 6-7 as a support gear and / or
• - to improve comfort when changing operating state 7-8 as a support gear.

Another object of the invention is a method for switching the drive train according to one of the preceding claims, wherein is switched from one operating state to another operating state. In particular, is switched from an operating state of the table shown above in a different operating state of the table shown above.

Further features, advantages and effects of the invention will become apparent from the following description of a preferred embodiment of the invention and the accompanying drawings. Showing:

1 a functional representation of the drive train as an embodiment of the invention;

2 a schematic representation of a first possible structural design of the drive train as a further embodiment of the invention;

3a C different variants for the third locking device in the drive train of the preceding figures;

4 a diagram for visualizing a preferred operating state transition from the operating state CVT1 to the operating state 1 to start the vehicle;

5 a diagram for visualizing a preferred operating state transition from the operating state L1 to the operating state 1 to start the vehicle;

6 a diagram for visualizing a preferred gear change from a 7th to an 8th gear of the drive train (operating state change 7-8);

7 a diagram for the use of the second CVT operating state CVT2 as 10th gear in the drive train;

8th an overview of different operating states of the drive train.

The 1 shows a schematic representation of a drive train 1 for a vehicle as a first embodiment of the invention. The powertrain 1 has a plurality of controllable components and may include control means, not shown, for controlling the components.

The powertrain 1 has an input shaft 2 for coupling to an internal combustion engine and an output shaft 3 for coupling to an output, for example to a differential device, on.

The powertrain 1 has four planetary gear sections, which are designated A, B, C, D and hereinafter referred to as A-planetary gear section, B-planetary gear section, C-planetary gear section and D-planetary gear section. Each of the planetary gear sections has three shafts or organs. The A-planetary gear section, the waves AS, AH and AT are assigned. The B-planetary gear section, the waves BH, BT and BS are assigned. The C-planetary gear section, the waves CS, CT, CH assigned. The D-planetary gear section, the waves DT, DH and DS are assigned. In the illustration shown, the planetary gear sections A, B, C, D are arranged in a rectangle. However, this represents only a functional representation and does not have to correspond to the actual structural design.

The powertrain 1 also has an electric motor EM, which is designed as a traction motor and in particular is dimensioned so that it can apply an auxiliary drive torque or even a main drive torque for the vehicle. In addition, the powertrain includes 1 a first, a second and a third clutch device K1, K2, K3 and a first, a second and a third locking device B5, B6 and B8.

For the functional interaction of the powertrain components 1 Reference is made to the preceding description.

The 2 shows a possible structural design of the drive train 1 wherein the planetary gear portions A, B, C, D are each formed as Stirnradplanetengetriebeabschnitte. The planetary gear sections A, B, C, D are coaxial with a main axis of rotation H of the drive train 1 arranged and lined up in the order A, B, C, D in the axial direction.

As is clear from the 2 As a result, the AS shaft is formed as a sun gear, the AT shaft as a planet carrier, and the AH shaft as a ring gear. The BS shaft is formed as a sun gear, the BT shaft as a planet carrier, and the BH shaft as a ring gear. The CS shaft is formed as a sun gear, the CT shaft as a planet carrier, and the CH shaft as a ring gear. The DS shaft is a sun gear, the DT shaft is a planet carrier, and the DH shaft is a ring gear. Sun gear, planet carrier with planets arranged thereon and ring gear mesh with each other within a planetary gear portion and form in this way a planetary gear set.

A clutch input of the clutch device K1 is connected to the input shaft 2 connected. A clutch output of the clutch device K1 is rotatably connected to the AT shaft and to the running side of the third locking device B8. The AS shaft is non-rotatable with the input shaft 2 connected. The AT-shaft is rotatably connected to a clutch input of the third clutch device K3. The clutch output of the third clutch device K3 is rotatably connected to the CS shaft, the DS shaft and the BH shaft. The BS shaft is rotatably connected to the running side of the first locking device B5. The running side of the locking device B6 is rotatably connected to the CH shaft. The CT shaft is non-rotatably connected to a clutch input of the second clutch device K2. A clutch output of the second clutch device K2 is rotatably connected to the DH shaft. Furthermore, a clutch input of the second clutch device K2 with the output shaft 3 connected. The DT shaft is non-rotatable with the input shaft 2 connected. The AH shaft is rotatably connected to the BT shaft via the electric motor EM.

Seen geometrically and constructively, the electric motor EM is arranged in the axial direction to the main axis of rotation H between the third locking device B8 and the first locking device B5. The second locking device B6 is next to the first locking device B5 on the side of the output shaft 3 arranged. In this position, the electric motor EM can encompass parts of the A-planetary gear section and possibly even parts of the B-planetary gear section. In this embodiment, the electric motor EM, in particular a rotor of the electric motor EM, is located in the oil bath of the drive train 1 ,

Among the various possible operating states of the drive train 1 reference is made to the table presented above, which explain these operating conditions.

In the 3a , b, c three different variants for the third locking device B8 are shown. In the 3a this is shown as a friction brake. In the 3b this is shown as a positive brake. In the 3c this is shown as a switchable freewheel.

The 4 shows in a journal the transition from the operating state CVT1 to the operating state 1. The time t is plotted on the X axis. On the Y-axis, a moment in relation to the torque of the internal combustion engine M _ICE and, alternatively, a speed n is plotted.

The operating state CVT1 allows - as in the 4 - Charging the battery by using the electric motor EM as a generator in the braked standstill of the vehicle. In the operating state CVT1, the vehicle can thus also stand or start when releasing the brake and at the same time load. The internal combustion engine and / or the input shaft 2 have a positive speed n_ICE. The first locking device B5 is open, wherein the running side has a positive speed rpm / B5. By contrast, the electric motor EM is operated as a generator.

In a transition region between the operating state CVT1 and the operating state 1, firstly the first locking device B5 is closed slipping or rubbing. As a result, the torque B5 / M _ACT applied to the first locking device B5 increases. This reduces the speed of the running side of the first locking device rpm / B5. Furthermore, the electric motor EM is controlled so that the charge intensity is reduced by the moment EM / M _IST approaches zero or even changes the sign. Furthermore, the speed n_ICE of the internal combustion engine is raised. As a result of the interaction, the vehicle starts up with slipping first locking device B5. Once the first locking device B5 is fully closed, the transition to the operating state 1 is completed. The third clutch device K3 and the second locking device B6 remain closed throughout.

The 5 shows an alternative way to start the vehicle, namely from the operating state L1 in the operating state 1. The components K3 and B5 remain closed throughout. The starting takes place via a slipping closing of the second locking device B6. The other components remain open. In the operating state L1, the electric motor EM is rotated by the internal combustion engine and thus used as a generator. The running side of the second locking device B6 has a positive speed rpm / B6. The speed of the internal combustion engine n_ICE is also positive. The moment of the electric motor EM / M _IST is negative. In the transition between the operating state L1 and the operating state 1, the second locking device B6 is closed slipping or rubbing. As a result, the torque B6 / M _ACT applied to the running side of the second locking device B6 increases. Further, the output and speed of the engine n_ICE is increased and the charging torque of the electric motor is reduced regulated, or even passed to a positive boost torque. In the transition, the vehicle starts up with slipping, second locking device B6. As soon as the second locking device B6 is completely closed, the operating state 1 is reached.

The 6 shows a transition from the operating state 7 to the operating state 8 with the interposition of the 3rd CVT operating state CVT3. The illustrated time log first shows the operating state 7, then the operating state CVT3 and then the operating state 8. It is to be understood that the second and third clutch devices K2 and K3 remain continuously closed.

In the transition from the operating state 7 to the third CVT operating state CVT3, a negative torque EM / M _{IST is} applied by the electric motor EM. As a result, the torque B5 / M _ACT applied to the first locking device B5 is reduced. As soon as the first locking device B5 is free of load, it is fully opened according to the line status B5 and the transition from the operating state 7 to the third CVT operating state CVT3 is thus carried out.

In the third CVT operating state CVT3, the negative torque of the electric motor is further increased in terms of amount. As a result, the rotational speed at the third locking device B8 (rpm / B8) decreases, whereas the rotational speed at the first locking device B5 (rpm / B5) increases. The speed of the electric motor not shown here is reduced to the negative. As soon as the rotational speed on the running side of the third locking device B8 has fallen to 0, the third locking device B8 can be switched without load, in particular closed.

This makes it possible to form the third locking device B8 as a form-locking locking device. By the operation of the third locking device B8, the transition from the third CVT operating state CVT3 to the operating state 8 takes place. As soon as the third locking device B8 is closed, the torque of the electric motor EM / M _{IST can be moved} back to 0 or to an arbitrary value. Optionally, torque interventions are superimposed on the internal combustion engine to smooth the traction transfer.

In the 7 is another Zeitschrieb represented, however, which relates to the state change of the change from the operating state 9 in the second CVT operating state CVT2, which is then driven as 10th or even 11th gear represents. It should be stated here that the second clutch device K2 and the first locking device B5 are continuously closed.

Starting from the operating state 9, a negative torque is applied by the electric motor EM / MIST, whereby the third locking device B8 according to the line B8 / MIST is relieved. In this phase, the speed of the internal combustion engine n_ICE remains constant. As soon as the locking device B8 is free of load, it can be opened according to the line status B8. This can thus be designed as a positive locking device. By opening the locking device B8, the second CVT operating state CVT2 is switched. In the second CVT operating state CVT2 can be negative by a magnitude increase of the torque of the electric motor EM on the one hand as a side effect, the rotational speed rpm / B8 of the running side of the third locking device. As the main effect, however, the required speed of the internal combustion engine n_ICE is reduced, which is required for the same output speed. The applied in the second CVT operating state CVT2 speed of the internal combustion engine n_ICE thus corresponds to the speed of a 10th or 11th gear. This speed or the ratio that leads to this speed can be maintained by a control and regulating circuit, which causes a positive increase in the rotational speed of a negative increase in the torque of the electric motor and vice versa. In these operating states, the electric motor has a negative rotational speed, ie it outputs power into the driveline through the likewise negative torque and acts as a second drive source in addition to the internal combustion engine. When delay request by the driver, the moments of both the internal combustion engine and the electric motor change the sign, so that both units act as a braking device and the electric motor now recuperates energy.

In the 8th a diagram for the overview of the different operating states is shown. The speed ratio between the electric motor EM and the internal combustion engine is plotted on the X axis. In particular, it can be seen on the diagram when the rotational speed of the electric motor is negative, and a torque of the electric motor thereby generating or driving acts. On the Y-axis, the speed ratio between the output shaft and the internal combustion engine is plotted. The y-axis is scaled non-linearly so that the highest gear is at the top and starting gears or one reverse gear is at the bottom. The transitions between some operating states are indicated by black, strong arrows. The operating states are provided with the same names as in the table. In contrast to the numbered gears represented as points, the new hybrid modes (CVT, Eneu, Charge) represent lines and have a degree of freedom corresponding to the extension of the line. This degree of freedom creates connection paths and transitions which correspond to the described control method.

The further labels are read as follows: If two operating states are connected via an arrow (x -> y), the operating state change from the operating state x to the operating state y is described. If two or more components (locking devices or coupling devices) are connected by an arrow (Kx -> Ky), the component (s) is opened in front of the arrow and the component (s) after the arrow in the operating state change is closed. If the components are led to a 0 by an arrow (Kx, Ky -> 0), this means that the components are being opened. Kx & Ky means that both components (AND) are opened, Kx v Ky means that one of the two components (OR or XOR) is opened. For all operating state changes in which the status of more than one component must be changed, one of the new operating states can be used.

LIST OF REFERENCE NUMBERS

1

powertrain

2

input shaft

3

output shaft

4

wall

A, B, C, D

Planetary gear sections

AS, AH, AT

waves

BS, BH, BT

waves

CS, CH, CT

waves

DS, DH, DT

waves

B5, B6, B8

Parking facilities

EM

electric motor

H

Main axis of rotation

K1, K2, K3

coupling devices

t

Time

Claims (13)

A power train for a vehicle having an A, B, C, and D planetary gear section (A, B, C, D), said A planetary gear section (A) having an AS shaft, an AH shaft, and an AT shaft wherein the B planetary gear section (B) comprises a BS shaft, a BH shaft and a BT shaft, the C planetary gear section (C) having a CS wave, a CH wave and a CT wave, wherein the D-planetary gear section (D) has a DS-wave, a DH-wave and a DT-wave, with an input shaft (16) 2 ) for coupling with an internal combustion engine, with an output shaft ( 3 ) for coupling with an output, with a first, second and third coupling means (K1, K2, K3), with a first, second and third locking means (B5, B6, B8), wherein the input shaft with the AS-shaft and with the DT shaft is rotatably connected, wherein the output shaft with the CT shaft and with a clutch output of the second clutch device (K2) is non-rotatably connected, wherein the first coupling means (K1) has a coupling input, which with the input shaft and with the AS shaft and is rotatably connected to the DT shaft, and having a clutch output which is rotatably connected to the AT shaft and to a clutch input of the third clutch means (K3) and with the running side of the third locking means (B8), wherein the second clutch means (K2 ) has a clutch input which is rotatably connected to the DH shaft, said third clutch means (K3) a clutch input, which rotates with the AT shaft st is connected, and having a coupling output which is rotatably connected to the BH shaft and with the CS shaft and with the DS-shaft, wherein the first locking means (B5) has a running side, which rotatably connected to the BS shaft is, wherein the second locking device (B6) has a running side, wherein the running side is rotatably connected to the CH-shaft, wherein the third locking device (B8) has a running side, wherein the running side with the AT-shaft and with a clutch input of the third Coupling device (K3) is rotatably connected, wherein the drive train ( 1 ) has an electric motor (EM), wherein the electric motor (EM) has an output side, wherein the output side is rotatably connected to the AH shaft and to the BT shaft. Drive train according to claim 1, characterized in that in the A planetary gear section, the AS shaft is formed as a sun gear, the AH shaft as a ring gear and the AT shaft as a planetary carrier, and / or in the B planetary gear section, the BS Shaft as a sun gear, the BH shaft as a ring gear, and the BT shaft as a planet carrier, and / or in the C planetary gear section, the CS wave as a sun gear, the CH wave as a ring gear, and the CT Shaft is formed as a planet carrier, and / or in the D-planetary gear portion, the DS shaft as a sun gear, the DH shaft is formed as a ring gear and the DT shaft as a planet carrier. Drive train ( 1 ) according to one of the preceding claims, characterized in that the A-planetary gear section (A), the B-planetary gear section (B), the C-planetary gear section (C), the D-plane gear section (D), the input shaft ( 2 ), the output shaft ( 3 ) and / or the electric motor (EM) coaxial to a main axis of rotation (H) of the drive train ( 1 ) is arranged or are. Powertrain ( 1 ) according to one of the preceding claims, characterized in that at least partially the electric motor (EM) in the axial direction between the third (B8) and the first locking device (B5) is arranged. Powertrain ( 1 ) according to one of the preceding claims, characterized in that the third locking device (B8) is designed as a form-locking locking device. Powertrain ( 1 ) according to one of the preceding claims, characterized in that at least one selection or exactly nine hybrid operating states (1-9) can be switched. Method for operating a drive train ( 1 ) according to one of claims 1 to 6, characterized in that an electrical operating state (Eneu) is switched, wherein the first and second locking means (B5, B6) closed, the third locking means (B8) open, and the first, second and third coupling device (K1, K2, K3) are opened. Method for operating a drive train ( 1 ) according to one of claims 1 to 6, characterized in that a first CVT operating state (CVT1) is switched, wherein the second locking device (B6) is closed and the first and the third locking means (B5, B8) are opened and wherein the first and the second clutch means (K1, K2) are opened and the third clutch means (K3) is closed. Method for operating a drive train ( 1 ) according to one of claims 1 to 6, characterized in that a second CVT operating state (CVT2) is switched, wherein the first locking device (B5) is closed and the second and the third locking means (B6, B8) is opened and wherein the second Coupling device (K2) is closed and the first and third coupling means (K1, K3) are opened. Method for operating a drive train ( 1 ) according to one of claims 1 to 6, characterized in that a third CVT operating state (CVT3) is switched, wherein the first, the second and the third locking means (B5, B6, B8) are opened and wherein the first coupling means (K1 ) and the second and the third clutch means (K2, K3) are closed. Method for operating a drive train ( 1 ) according to one of claims 1 to 6, characterized in that an operating state change from a hybrid operating state 7 to a hybrid operating state 8 via the third CVT operating state (CVT3), wherein in the third CVT operating state (CVT3) the running side the third locking device (B8) is brought to a zero speed via a control of the electric motor (EM) and the internal combustion engine (ICE) and is actuated to the drive train ( 1 ) in the hybrid operating state 8 to switch. Method for operating a drive train ( 1 ) according to claim 11, characterized in that for starting the vehicle ( 1 ) with the internal combustion engine rotating the first locking device (B5) or the second locking device (B6) is slipping engaged to change from one of the operating conditions CVT1 or L1 in a hybrid operating state 1, wherein the electric motor (EM) is at least temporarily controlled by a generator. Method for operating a drive train ( 1 ) according to claim 11 or 12, characterized in that a change of operating state from a hybrid operating state 9 to the second CVT operating state (CVT2) takes place, via a control of the electric motor (EM) in the second CVT operating state, the rotational speed of the internal combustion engine ( ICE) compared to that in the hybrid operating state 9 is reduced.

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