DE102016216991A1 - Hybrid powertrain with intermediate gear - Google Patents

Abstract

The invention relates to a hybrid drive train (1) having a first partial drive train (2) which can be driven by internal combustion engine and a second partial drive train (3) which can be driven by an electric motor, wherein the first partial drive train (2) comprises a first transmission and the second partial transmission Drive train (3) as a planetary gear (12) formed second transmission includes, wherein torque of the first part of the drive train (2) either via the first transmission or via a with the first part of the drive train (2) reibkuppelbares intermediate (15) on a Output shaft gear (4) is transferable and wherein torque of the second part of the drive train (3) via a planet carrier (35) of the planetary gear (12) and the intermediate gear (15) on the output shaft gear (4) is transferable, wherein a geometric Arrangement of the planetary gear (12) is selected so that the electric motor torque generated via a ring gear (31) of the planetary gear (12) zuführb ar is.

Description

The present invention relates to a hybrid powertrain having a preferably direct combustion engine directly driven / driven first part of the drive train and a preferably directly driven by electric motor / driven second part powertrain, wherein the first partial drive train includes a first gear and the second part of a drive train trained as a planetary gear Second gear includes, wherein torque of the first part of the drive train via either the first gear or a frictionally engagable with the first part of the drive train intermediate gear to a driven shaft gear, ie, a torque transmitting transmitted to an output shaft gear, transferable, and wherein torque of second partial drive train via a planet carrier of the planetary gear and the intermediate gear to the output shaft gear is transferable.

From the WO 2014/006016 A1 For example, a hybrid powertrain for a motor vehicle, a hybrid vehicle and use thereof is known. The hybrid powertrain disclosed herein includes an internal combustion engine and an electric machine connected to power electronics and an electrical energy store that are connectable to an output shaft to transmit torque. The hybrid powertrain is characterized in that an output shaft of the internal combustion engine and an output shaft of the electric machine each carry a plurality of output shaft pinions, each meshing with a Sammelwellenritzel a spaced from the output shafts and coupled to the output shaft first collecting shaft, said output shaft pinion and / or Sammelwellenritzel by switchable form-fitting clutches individually with the respective associated shaft can be connected, wherein the output shaft of the internal combustion engine is rigid, without a positive or non-positive coupling, connected to the internal combustion engine.

The DE 10 2014 222 587 A1 discloses a hybrid powertrain for a motor vehicle having an internal combustion engine and connected to a power electronics and an electrical energy storage, a stator and a rotor having electrical machine, the torque transmitting connectable to an output shaft, wherein the internal combustion engine coupled to one or more drive shaft pinion bearing the engine drive shaft is, the rotor of the electric machine via a planetary gear set, comprising a sun gear, a land and a ring gear, one element acts as an input element and another element as an output element of the planetary gear set is coupled to one or more drive shaft pinion supporting electric machine drive shaft, wherein the rotor is connectable by means of a switchable clutch selectively either with the input member or the output member of the planetary gear set, the electric machine drive shaft and the combustion Motor drive shaft by means of a switchable mainshaft coupling are connected to each other, at least one drive shaft pinion of the engine drive shaft with a corresponding Sammelwellenritzel a torque transmitting coupled to the output shaft first collecting shaft a switchable torque transmitting Ritzelpaarung forms and at least one drive shaft pinion of the electric machine drive shaft with a corresponding Sammelwellenritzel a torque transmitting the output shaft coupled collecting shaft forms a torque-transmitting Ritzpaaraarung.

Further, it is disclosed that the mainshaft clutch is formed as a controllable multi-plate clutch and the internal combustion engine is coupled via a freewheel with the engine drive shaft.

Other hybrid powertrains are, for example, from the DE 10 2012 016 988 A1 , of the US 2014/0352491 A1 as well as the US 2015/0298535 A1 known.

The hybrid drive trains of the prior art have the disadvantage that they require a relatively large amount of space, especially in the wheel-side part of the drive train.

The object of the invention is to avoid or at least mitigate the disadvantages of the prior art, and in particular to provide significantly more space for the electric motor in the wheel-side space in which further non-coaxial to the drive shaft shafts and their gears are moved into the bell room, which requires a particularly short construction part of the transmission.

The object of the invention is achieved in a generic hybrid powertrain characterized in that a geometric arrangement of the planetary gear is selected so that the electric motor torque generated via a ring gear of the planetary gear to the second partial drive train fed / is supplied.

Advantageous embodiments are claimed in the subclaims and are explained below.

So it is beneficial if the first part powertrain and the second part powertrain Reibkuppelbar torque transmitting can be connected to each other and this friction clutch spatially between the planetary gear ( 12 ) and the first partial drive train ( 2 ) is arranged. This is particularly relevant for the "generator operation" of the electric motor, since the torque generated by the combustion engine can be supplied to the electric motor and converts the mechanical energy thus supplied into electrical energy, which is stored in a battery.

Furthermore, it has proved to be advantageous if the first gear is designed as a gear stage transmission having gears which are arranged at least in a first (tooth) gear plane and a second (tooth) gear plane.

For the space savings, it is advantageous if the translation of the idler gear (numerically) is in the ratio jump from the first gear plane to the second gear plane and this jump is divided into two translation jumps.

It has proved to be advantageous if the first gear plane corresponds to the gears 1 and 2, the second gear plane corresponds to the gears 4 and 5 and the intermediate wheel forms a third gear plane and the gear 3 corresponds.

Moreover, it is advantageous if the first transmission has at least two shiftable ratios on a first countershaft and at least two shiftable ratios on a second countershaft.

For this it has proved to be advantageous if the waves are arranged so that an angle between the first countershaft and the second countershaft seen from an input shaft of the first partial drive train from 85 ° to 87 °, an angle between the first countershaft and The second countershaft seen from the output shaft is 61 ° to 63 °, an angle between the input shaft and the output shaft seen from the countershafts from 102 ° to 112 ° and the center of the intermediate on the side of the connecting line between the input shaft and the output shaft lying on which the countershaft is located with the first gear.

It is also advantageous if the planetary gear used for transmitting torque from the electric motor, or the electric machine / the electric drive, to the output shaft is located at least partially inside the rotor of the electric drive.

For the translation of the electromotive torque generated, it has been found to be advantageous if this is switchable by the sun of the planetary gear set is selectively connectable with either the housing or with another connection of the planetary gear set.

Advantageously, the ratio of the idler gear is sufficiently large, so that a purely electric starting and reversing is possible, and sufficiently small, so that the electric motor at speeds up to about 100 km / h can fill a traction gap in a switching operation of the internal combustion engine.

Further, the present invention also includes a method for changing gear from the second gear (gear 2) to the intermediate gear (gear 3) of a hybrid powertrain according to the invention, comprising the following steps: reducing a torque generated by combustion engine torque while increasing the torque generated by the electric motor ; Laying out a sliding sleeve from the second gear when the sliding sleeve is traction free; Reduction (control) of the speed of the internal combustion engine in the direction of the target speed of the third gear; and engagement of a (friction) clutch in the torque flow of the idler and possibly a clutch on the internal combustion engine, wherein thereafter, depending on the battery condition, the complete or partial reversal of the sequence and torque direction of step 1 is performed.

In other words, the invention is that the hybrid powertrain is constructed so that an increased space can be provided for the electric machine by the space on a wheel side or tire side of the transmission is increased. For this purpose, at least a first and a second wheel plane are used for at least four translations. An intermediate gear ratio is provided via an intermediate gear in a transmission plane of a differential of the hybrid vehicle. The idle ratio is used for both the electric and the hybrid propulsion modes of the hybrid vehicle. For this purpose, an electric machine via a planetary gear is connected to the intermediate. The electric machine is connected to an internal gear of the planetary gear and a planetary carrier of the planetary gear with the intermediate gear. Preferably, a first separating clutch is provided between the internal combustion engine and a drive shaft. Further preferably, a second separating clutch is provided between the internal combustion engine and the intermediate wheel as an alternative or in addition to the first separating clutch.

It can also be said that the invention comprises a hybrid transmission in which several gear trains on the large final drive Unite the wheel on the differential. Here, the internal combustion engine driven partial drive train is located as a very short axial transmission on the engine side of the final drive level and has next to the input shaft (with gears) two more waves (with switchable gears) and an idler on, so that in total there are three gears meshing with the differential. In the two gear levels of the internal combustion engine driven partial drive train combing space-saving three gears (namely that of the input shaft, and the countershafts) with each other and thus give four translations, with a jump from one gear level to the other gear level is unfavorably large. In the hybrid transmission according to the invention, this largest gear jump is increased to the extent (for example, 2 to 2.5) that a further translation as an intermediate passage fills the gear gap, whereby two acceptable gear jumps (eg 1.4 to 1.6, root 2 to 2.5 ) arise. The intermediate gear is in this case realized via the additional gear (intermediate gear) in the final drive gear plane and is, for example, the third gear (gear 3), while the above-mentioned four gear ratios form the gears 1, 2, 4 and 5.

The electric motor driven partial drive train occupies together with the electric motor or the electric machine, the axially longer space on the tire side of the final drive plane and includes a possibly switchable planetary stage and a connecting element to over the o.g. Intermediate gear and the intermediate gear to interact with the differential in operative connection. For this purpose, it is advantageous if this intermediate gear is the third gear, and thus from the point of view of engine combustion, there are two lower and at least two higher gear ratios. Thus, the translation is large enough so that the electric motor together with the planetary stage together generates a tensile force sufficient for electromotive starting and reversing (typically 2500Nm axle torque). At the same time, however, the translation is also small enough so that the electric motor with the planetary stage together at vehicle speeds up to about 100km / h has not yet reached its speed limit and thus can fill a traction gap in any gear changes of the engine.

For this it has proven to be advantageous if the wheel-side arranged electrical machine is arranged coaxially to the crankshaft, preferably as an inner rotor. Coaxial with the idler is possible but limits the performance of the electric machine since its outer diameter must not interfere with the differential and side shafts and also with the countershafts.

The invention will be explained in more detail with the aid of figures, in which different embodiments are shown. Show it:

1 an illustration of the logical structure of a hybrid powertrain according to the invention;

2 a schematic representation of the spatial arrangement of the waves contained in the hybrid drive train;

3 a circuit diagram and gears or modes of the hybrid powertrain;

4 a schematic representation of the geometric structure of the hybrid powertrain in a first exemplary embodiment;

5 a first exemplary embodiment and positioning of a friction clutch;

6 a second exemplary embodiment and positioning of the friction clutch;

7 a third exemplary embodiment and positioning of the friction clutch;

8th a first exemplary arrangement of the planetary gear, in which the sun is connectable to the housing;

9 a second exemplary embodiment of the planetary gear in which the planetary gear set is blockable;

10 an exemplary embodiment of the planetary gear set, in which the electromotive torque is transmitted from a ring gear to a (planetary) carrier;

11 an exemplary embodiment in which the planetary gear set is locked and transmits the motorized torque directly to the carrier;

12 a possible exemplary embodiment for coupling the internal combustion engine to an input shaft of a first partial drive train;

13 a first exemplary embodiment of the gear arrangement of a first gear plane;

14 an exemplary embodiment of the gear arrangement of a second gear plane;

15 an exemplary embodiment of the gear arrangement of a third gear plane;

16 an exemplary embodiment of the gear arrangement of the entire first partial drive train and the output shaft;

17 a first exemplary embodiment of the storage of the intermediate gear;

18 a second exemplary embodiment of the storage of the idler;

19 a third exemplary embodiment of the storage of the idler;

20 a flow chart for the gear change from gear 2 to Gand 3;

21 a flow chart for the gear change from gear 4 to gear 5;

22 a flowchart for controlling an engine start during a purely electric drive; and

23 A flow chart of the individual steps for the engine start from the flowchart 22 ,

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals.

Features of the individual embodiments can also be realized in other embodiments. So they are interchangeable.

1 shows an overview view of a hybrid powertrain 1 in the form of a logical structure, which consists of two partial drive trains 2 . 3 is constructed, each with an output shaft gear 4 torque transmitting connectable. In the exemplary embodiment shown here, the output shaft gear is 4 in the form of a so-called final drive wheel 5 formed, which is connected to a differential 6 is attached. About the differential 6 is the torque arriving there on wheels 7 split and transfer. The part drive train 2 can also be used as the first part powertrain 2 be designated and will be in the in 1 shown exemplary embodiment of an internal combustion engine 8th driven.

This first part powertrain 2 is arranged as a very short gear on one side of the final drive plane, ie the plane defined by the positioning of the final drive wheel, and has a plurality of gears (see description below), with which four different translations can be realized. The gears are here in two (tooth) wheel planes, a first wheel plane 9 and a second wheel plane 10 , are arranged, wherein a gear plane, the gears 1 and 2 are assigned and the other gear plane, the gears 4 and 5 are assigned.

The part drive train 3 which also serves as the second part powertrain 3 can be referred to, via an electric machine 11 , such as an electric motor, driven and includes a planetary gear 12 , This second part powertrain 3 lies on the other side of the final drive level, which is also called the tire side 13 can be designated. The side of the final drive level on which the first part powertrain 2 can also be used as an internal combustion engine side 14 be designated. The second part powertrain 3 is about a Zwischenrad 15 which is in a third wheel plane 16 is arranged with the output shaft gear 4 connectable torque-transmitting. The plane in which the planetary gear 12 is arranged, is also called planetary plane 17 designated.

The internal combustion engine 8th is in the exemplary embodiment of the hybrid powertrain depicted here 1 with the first part powertrain 2 via a clutch 18 connected. Alternatively, the internal combustion engine 8th also directly with an input shaft 19 (please refer 4 ) of the first part powertrain 2 be connected. Next is the first part powertrain 2 via a clutch 20 with the intermediate wheel 15 and thus with the output shaft gear 4 connectable torque-transmitting.

2 shows a spatial arrangement of the waves of the hybrid powertrain 1 , where small black circles mark the points of contact of the gears on which the torque transmission takes place from one shaft to the other.

3 shows a schematic diagram of the hybrid powertrain 1 , This is for each gear, with the hybrid powertrain 1 can be realized, the position of shift sleeves S, which are on countershafts 23 . 24 (please refer 4 ) between the first wheel plane 9 and the second wheel plane 10 are arranged and by moving to the left or to the right either with the associated gear of the first gear plane 9 or the second wheel plane 10 torque transmitting connectable. If the sliding sleeve S is not in engagement with any of the gears, it is in the so-called neutral position N.

In 3 S _{1N4 denotes} the sliding _sleeve that is on the first countershaft 23 is arranged and by shifting either the translation of the first gear (first gear plane 9 ) or the translation of the fourth gear (second gear plane 10 ) realized. When the sliding _sleeve S _1N4 with none of the first or second wheel plane 9 . 10 is engaged, it is in the neutral position N. S _2N5 indicated in 3 the sliding sleeve on the second countershaft 24 is arranged and analogous to the sliding _sleeve S _1N4 either the second gear (first gear plane 9 ) or fifth gear (second gear plane 10 ) realized. The shift sleeve S _2N5 can _assume a neutral position N, in which they neither with a gear in the first gear plane 9 still with a gear in the second wheel plane 10 is engaged.

In general, any design and type of actuation is conceivable for the switching elements, in particular axially short designs.

In addition to the position of the sliding sleeves S _1N4 , S _2N5 is the _wiring diagram in 3 also on whether a clutch 20 (K in 3 ), which between the first part powertrain 2 and the second part powertrain 3 is arranged and preferably as a friction clutch, for example. In the form of a multi-plate clutch, is formed, is used for torque transmission, that is, in this case, that by frictional torque via the clutch 20 is transferred (in 3 with "1") or not (in 3 indicated with "0"). In addition, the position of a shift sleeve S _{HNL is} specified, which is the translation of the planetary gear 12 switches. "L", "H" and "N" refer to three ways of using the electric motor, where "L" corresponds to a low speed and a high gear ratio, "H" corresponds to a high speed at which the planetary gear set is locked (ie , The translation of the coming of the electric motor torque to the second part of the drive train 3 is equal to 1) and where "N" means that the electric motor is not used.

The circuit of the two purely electrical translations S _HNL is by frictional or positive components on the tire side 13 the transmission, advantageously at least partially within the rotor of the electric machine 11 arranged. This circuit is actuated by a housing-fixed, preferably electromechanical, actuator.

This meaning is also transferable to the indices at the various courses. Therefore, there are three combinable ways to use the electric motor for each of the gears ICE1 to ICE5 (ICE = "Internal Combustion Engine"; Reversing (gear "R" in 3 ) as well as the approach ("E _H " in 3 ) are realized purely electrically (E = "Electric", EM = "Electric Motor", electric or electric motor).

Also, in 3 also the gear ratios corresponding to the respective gears of the internal combustion engine 8th (Gear ratio ICE) and the electric motor 11 (Ratio EM) indicated.

4 shows an exemplary geometric structure of the hybrid powertrain 1 , The first part powertrain 2 In the example embodiment shown here, the input shaft comprises the input shaft 19 on which two gears 21 . 22 as fixed gears (ie, gears connected to the input shaft 19 are fixedly connected) are arranged, and have different diameters, and the first countershaft 23 and the second countershaft 24 , on each of which two gears 25 . 26 respectively. 27 . 28 with different diameters than loose wheels (ie, the wheels are by means of a sleeve on the respective countershaft 23 . 24 arranged, a torque transmission is by engaging a sliding sleeve, which is not shown here, with the respective idler gear realized) are arranged. Here are the gears 21 . 25 and 27 the first wheel plane 9 and the gears 22 . 26 and 28 the second wheel plane 10 out. Each of the countershafts 23 . 24 has a gear at one end 29 respectively. 30 on which with the output shaft gear 4 is engaged. The engagement of the gear 29 with the output shaft gear 4 is shown in this figure by a dashed arrow. The second part powertrain 2 includes the planetary gear 12 which is a ring gear 31 , Planetary gears 32 and a sun wave 33 with a sun wheel 34 having. A planet carrier 35 is here partly as a clutch 20 trained and has at its the planetary gears 32 facing away from the axial end of a gear 44 on, which with the intermediate wheel 15 is engaged. Thus, the planetary gear transmits 12 that from the electric machine 11 incoming torque via the ring gear 31 , the planetary gears 32 and the planet carrier 35 on the idler 15 , which with the output shaft gear 4 combs. The sun wave 33 (and thus the sun wheel 34 ) is formed in this embodiment as a fixed element and is via a support element 36 in a housing 37 supported.

The support element 36 can in this case, for example, as a shift sleeve S _HNL with the three positions "H", "N", "L" (see also 3 ), wherein H corresponds to a switching position in which the planetary gear set is blocked (see 11 ), reducing the translation of the planetary gear 12 is 1; N corresponds to an idling position in which the torque of the electric motor is not transmitted, and L corresponds to a position which realizes a high gear ratio. L is preferably chosen at low speeds, whereas H is more likely to be used at high speeds.

Alternatively, the support element 36 also only the two switching positions "N" and "L" (N as overspeed protection) and in a reduced form as a switchable brake or as a permanent housing support of the sun (preferably with low translating planetary gear set). The support element 36 and possibly the Aktuierung this will be beneficial on the tire side 13 of the hybrid powertrain 1 placed (far right in this illustration).

The coupling 20 can, as shown here, be placed in the wheel-side space or optionally in the combustion engine side space. In any case, there is the clutch 20 left side of the planetary gear 12 or the planetary plane 17 ,

The planetary gear 12 is advantageous within a rotor (not shown) of the electric machine 11 arranged, however, may alternatively, if there is sufficient space in the wheel-side space, also axially adjacent to the electric machine 11 to be ordered.

The 5 to 7 show different exemplary embodiments of the coupling 20 , That's the clutch 20 In the embodiments shown here as a friction clutch, for example. In the form of a multi-plate clutch, formed and located in 5 and 6 in the wheel space and in 7 in the combustion engine side space. Unless the clutch 20 is arranged in the wheel-side space, it is advantageously completely (see 5 ), but at least partially (see 6 ) within a rotor (not explicitly shown here) of the electric machine 11 , In this case, it can, for example, in structural proximity or in the component network to the planet carrier 35 of the planetary gear 12 be educated. In the embodiments, as in 5 and 6 shown, is the coupling 20 between the third wheel plane 16 and the planetary plane 17 whereas they are in the in 7 shown embodiment between the second wheel plane 10 and the third wheel plane 16 is arranged. alternative to 7 can the clutch 20 on the engine side 14 in the third wheel plane 16 to be placed.

For space reasons, it is advantageous to the clutch 20 within the rotor (not shown) of the electric machine 11 to arrange. However, with sufficient space in the wheel-side space is also an embodiment of the clutch 20 axially next to the electric machine 11 possible. In the arrangement of the coupling 20 on the tire side 13 is the clutch 20 connected via a hollow shaft with the gear 3 (the intermediate passage). Particularly advantageous is the coupling 20 a dry or wet multi-disc clutch.

The actuation of the clutch 20 is preferably electromechanical example. With an electric motor driven lever, an electric motor driven pull / push rod or by the electric motor actuates a possibly non-linearly translated rotary or translational mechanism and a thrust bearing. Alternatively, the actuation can also be carried out hydraulically via a slave cylinder with a pressure control valve or via rotating or stationary pressure chambers with axial bearing. Also conceivable is a hydrostatic-electric motor (electro-hydraulic) actuator, such as, for example, an electric motor-driven hydraulic pump or piston with thrust bearing). The components of the actuation are geometrically at least partially within the electrical machine 11 arranged.

The 8th and 9 show exemplary embodiments of the support element 36 in the form of a switchable brake 38 ( 8th ) or a circuit 39 ( 9 ). The support element 36 is opposite the gearbox 37 advantageous separable. This allows the electric machine 11 be protected from high speeds at high vehicle speeds. 8th shows here the support element 36 which acts as the switchable brake 38 is formed, in which a standing sliding sleeve 40 to the right on a (possibly synchronized) gearing 46 can be pushed, causing the sun's shaft 33 (and thus the sun wheel 34 ) is established.

It is particularly advantageous if the sun's wave 33 however, not only separable but switchable (see 9 ). The (re) circuit 39 takes place between a support function, as in 8th realized (connected to the housing, corresponds to 9 the right position of the sliding sleeve 40 ), and a so - called blocking function (corresponds to 9 the left position of the sliding sleeve 46 ), in which the support element 36 with the ring gear 31 is connected, causing the translation of the planetary gear 12 is equal to 1.

This is not only the electrical machine 11 Protected by separation from high speeds, but it can still develop traction or thrust at high vehicle speed. In the 9 embodiment shown shows one with the sun wave 33 rotating sliding sleeve 40 , which to the right (possibly synchronized) to a stationary toothing (analogous to the brake 38 ) can be pushed. Alternatively, the sliding sleeve 40 (possibly synchronized) to the left in one with the ring gear 31 rotating switching teeth are pushed, whereby the planetary gear set blocked. This means that there is no relative movement between the ring gear 31 , the planet wheels 32 and the sun wave 33 or the sun gear 34 takes place and that of the electric machine 11 coming or asked or generated torque directly over the planet carrier 35 on the output shaft gear 4 is transmitted.

The sliding sleeve 40 is actuated, for example, by a shift fork or by a thrust bearing bearing. The actuator for this is preferably electromechanical or hydrostatic and is located on the transmission housing 37 ,

The 10 and 11 show exemplary embodiments of the planetary gear 12 , The wheel-side arranged planetary gear 12 advantageously causes a translation of the electromotive torque of 1.5 to 2.2, depending on the size of the electric machine 11 which may be formed, for example, in the form of a (powerful) electric motor, which together with the translation between the idler 15 and the differential 6 gives a total translation of 6.1 to 9.

The planetary gear 12 is so interconnected that the sun 33 . 34 (eg switchable) is braked (see 10 ), the ring gear 31 from the electric machine 11 is driven and the planet carrier 35 with the intermediate wheel 15 is connected. This forms the ring gear 31 advantageously a radially nested assembly with the rotor (not shown) of the electric machine 11 out.

In this interconnection, the planetary gear has 12 , which effects the desired translation, eg the following characteristics / values: number of teeth of the sun gear 34 = 70, number of teeth of the ring gear 31 = 110; Number of teeth of planet gears 32 = 20, where several (small) planets 32 distributed around the circumference. Alternatively, the planetary gear 12 also a number of teeth of the sun gear 34 from 56 , a number of teeth of the ring gear 31 from 84 , and a number of teeth of the planet gears 32 from 14 have, where also several (small) planets are distributed around the circumference.

11 shows the planetary gear 12 in that, as in 9 already described, locked state, in which the torque of the electric machine 11 directly (translation equal to 1) to the planet carrier 35 and thus on the intermediate wheel 15 , is transmitted.

12 shows a possible exemplary embodiment for coupling the internal combustion engine 8th to the first part powertrain 2 , Here, the connection of the input shaft takes place 19 with the internal combustion engine 8th About a known per se torsional vibration damper 41 , For example, in the form of a flywheel or a dual mass flywheel. Between the torsional vibration damper 41 and the input shaft 19 can advantageously be placed further components, possibly also in serial or parallel combination. Such components include, for example, a freewheel for a sailing function, a switchable freewheel with actuator, a friction clutch with actuator, a dog clutch with actuator, a "flexplate" (converter driver plate) for the isolation of axial / bending movements, a pulley with belt drive and / or a starter ring, possibly connected by freewheel ("PES").

In 12 is an embodiment with the already known from the previous figures coupling 18 shown, which is designed here as a friction clutch, for example. In the form of a multi-plate clutch. To space for the operation of the clutch 18 to create a warehouse 42 and a housing wall of a housing 43 under the gear 21 the input shaft 19 to be pulled. Also in other variants for coupling the internal combustion engine 8th to the input shaft 19 is a use of space under the gear 21 the input shaft 19 advantageous, eg for a freewheel or for jaw clutches.

The 13 to 15 show exemplary embodiments of the wheel assembly on the engine side 14 , The gears of the internal combustion engine side drive train 2 are, as already explained, in three wheel planes 9 . 10 and 16 arranged. In the first wheel plane 9 , which spatially also the square with the second wheel plane 10 from the combustion engine 8th can be exchanged seen (such as in 4 to recognize), is a large fixed wheel (corresponds to the gear 22 in 4 ) on the input shaft 19 arranged, with the two loose wheels (correspond to the gears 26 and 28 in 4 ) on the countershafts 23 . 24 comb. In the second wheel plane 10 (please refer 14 ) is a small fixed wheel (which the gear 21 in 4 corresponds) on the input shaft 19 arranged, with two large Losrädern (which the Zahrädern 25 and 27 in 4 correspond) on the countershafts 23 respectively. 24 combs. The gears 25 and 27 the countershafts 23 . 24 come in 14 very close, but do not collide.

15 shows the shaft arrangement in the third wheel plane 16 in which is the big output shaft gear 4 of the differential 6 located and with three small gears (correspond to the gears 29 . 30 and 15 in 4 ) meshes with one with the countershaft 23 , one with the countershaft 24 firmly connected, and the third gear to the intermediate 15 corresponds, which with a small loose wheel 44 on the input shaft 19 combs.

16 shows an enlarged view of 15 to the location of the waves 19 . 23 . 24 . 15 and 6 or the shape of the resulting rectangle to clarify, with which the arrangement of the waves is describable to each other.

The position of the waves or the shape of the quadrangle formed therefrom is defined by three of four angles α, β, γ, δ at the respective corners A, B, C; D of the rectangle writable, the fourth results automatically. Together with a length specification, eg a distance e between the input shaft 19 and the differential 6 or a distance c from the input shaft 19 to the countershaft 23 , are then the axis positions of the input shaft 19 , the countershaft 23 , the countershaft 24 and the differential 6 determined relative to each other. Together with a zero point, for example, the center D of the input shaft 19 , and an absolute orientation, eg the slope of the input shaft 19 to the differential 6 are the axial positions of the input shaft 19 , the countershafts 23 . 24 and the differential 6 then absolutely determined.

The internal angles of the quadrilateral resulting from the position of the waves advantageously have the following values: at the input shaft 19 , α = 86 ° (85 ° to 87 °); at the countershaft 23 , β = 103 ° (102 ° to 104 °); at the countershaft 24 , γ = 109 ° (108 ° to 110 °); and at the differential 6 , Δ = 62 ° (61 ° to 63 °). The distances a to e, which corresponds to the side edge lengths of the quadrangle or another connecting line length of two corners of the quadrilateral, advantageously have the following values for a passenger vehicle with front transverse gear: c = 106 mm (between the input shaft 19 and the countershaft 23 ), d = 91 mm (between the input shaft 19 and the countershaft 24 ), a = 129 mm (between the countershaft 23 and the differential 6 ), b = 133 mm (between the countershaft 24 and the differential 6 ) and e = 184 mm (between the input shaft 19 and the differential 6 ). The orientation of the quadrangle looks here advantageously (due to ground clearance) a gradient of 10 ° between the input shaft 19 and the differential 6 in front.

The position of the intermediate wheel 15 has two more degrees of freedom, for example, relative to the input shaft 19 are writable. The center E of the intermediate wheel 15 is preferred above (to the countershaft 23 towards) the connection e between the input shaft 19 and the differential 6 placed. This will cause a collision of the intermediate wheel 15 with the gear 30 the countershaft 24 avoided.

The following are examples of translations of the various shafts of the first part powertrain 2 listed.

So the translation is the countershaft 23 to the differential 6 For example, about 4.2 to 4.4 (eg 74/17, 71/16, 67/16 or similar), the translation of the countershaft 24 to the differential 6 for example, about 3.7 (eg 74/20, 71/19, 67/18 or similar) and the translation of the input shaft 19 to the differential 6 (over the intermediate wheel 15 ), for example, about 4.1 (eg 74/18, 71/17, 67/16 or similar).

In the first wheel plane 9 is the translation of the input shaft 19 to the countershaft 23 for example, about 2.1 (eg 58/28, 59/28 or similar), and between the input shaft 19 and the countershaft 24 eg about 1.64 (eg 46/28 or similar).

In the second wheel plane 10 is the translation of the input shaft 19 to the countershaft 23 For example, about 0.63 in the fast (eg 32/51, 34/51 or similar) and between the input shaft 19 and the countershaft 24 eg about 0.41 to fast (eg 21/51 or similar).

The switching units (not shown in the figure) correspond to the sliding joints with the designations S _1N4 , S _2N5 in 3 ) of the first wheel plane 9 and the second wheel plane 10 are located on the countershafts 23 and 24 , These may be pure sliding sleeves (claw circuits) or synchronized switching units or other frictionally engaged and / or combined positive-locking switching elements.

The 17 to 19 show exemplary embodiments for storage of the intermediate 15 , Here, the housing wall of the housing carries 43 , which the bearing (s) of the idler 15 carries, advantageously in close proximity also the bearings of the gear 44 which via the clutch 20 with the input shaft 19 is connectable, and / or also bearings of the electric machine 11 (please refer 17 ) or the input shaft 19 (please refer 18 and 19 ). The intermediate wheel 15 can, as in 19 shown, possibly also a very short intermediate shaft 45 be. Here, the storage of the intermediate wheel 15 or a bearing-bearing component (eg the housing wall 43 or a sheet metal carrier) on the tire side 13 of the intermediate wheel 15 be arranged, causing the engine side 14 of the hybrid powertrain 1 especially short. Alternatively, the storage of the intermediate wheel 15 also on the internal combustion engine side 14 between the second wheel plane 10 and the third wheel plane 16 or distributed on both sides.

20 shows a flowchart and a flowchart for illustrating a procedure for a gear change from gear 2 to gear 3. The gear 2 is in this case in the second gear plane 10 realized by means of a positively implemented / realized translation, whereas the gear 3 via the clutch 20 and the idler 15 friction realized or implemented. In a first step S1, the torque of the internal combustion engine 8th reduces, while the torque of the electric machine 11 is increased. As soon as the sliding sleeve, which is in engagement with the gear for gear 2, is traction-free, this is designed, ie, the torque-transmitting connection with the gear 2 corresponding gear is released (step S2). Subsequently, in step S3, the rotational speed of the internal combustion engine 8th , Advantageously using a scheme, reduced in the direction of the target speed of the passage 3. Subsequently, the engagement of the clutch takes place 20 the passage 3 and possibly also the clutch 18 on the combustion engine 8th (Step S4). Finally, depending on the state of the battery, a complete or partial reversal of step S1 can optionally take place (step S5).

At the in 20 shown gear change is a gear change from a positive gear to a frictional (intermediate) gear and does not necessarily have to correspond to a change from gear 2 to gear 3, but also, depending on the position of the intermediate gear, for example. A gear change of Gear 3 to gear 4 be, with gear 4 then corresponds to the frictional intermediate passage. A positive gear here describes a gear in which the torque transmission is realized via a positive connection, whereas a frictional gear describes a gear in which the torque transmission is realized via a frictional engagement.

21 shows a flowchart for describing the course of a gear change from gear 4 to gear 5, wherein in these two gears, the translation is realized in each case form-fitting / implemented. In a first step V1, analogously to step S1 in FIG 20 , the torque of the internal combustion engine 8th reduces and at the same time the torque of the electric machine 11 elevated. Subsequently, the sliding sleeve, which is in mesh with gear 4, designed and in addition, if present, the clutch 18 disengaged (step V2), causing the internal combustion engine 8th from the input shaft 19 is disconnected and no more torque from the engine 8th on the input shaft 19 is transmitted.

As the next step (step V3), the reduction takes place (for example with the aid of a control) of the rotational speed of the internal combustion engine 8th in the direction of the target speed of the gear 5. As soon as this is approached, the synchronization and the insertion of the fifth gear and possibly then the engagement of the clutch takes place 18 (Step V4). This will again torque from the engine 8th on the input shaft 19 transfer. Finally, depending on the battery state, the complete or partial reversal of step V1 may optionally take place (step V5).

At the in 21 shown gear change is a gear change from a positive gear to another positive gear. The gears 4 and 5 are to be regarded as exemplary and the process or the process can, for example, on the gear change process from gear 1 to gear 2 o. be applied.

22 shows a flowchart illustrating the starting of the internal combustion engine 8th explained during a purely electrically driven ride and 23 detailed the steps to start the internal combustion engine 8th , The starting point of this flow chart is a purely electric drive (step Z1), ie the differential 6 transmitted torque is exclusively from the electric machine 11 generated.

If the battery level is low or the speed is high (YES in step Z2 in 22 ) becomes the internal combustion engine 8th started (step Z3). Subsequently, the journey continues with the internal combustion engine 8th or in third-gear hybrid mode (step Z4). Other gear changes are situation-dependent and depend on the speed and / or the pedal position (step Z5).

However, if there is neither the case of a low battery nor a high speed (NO in step Z2 in FIG 22 ), the drive is driven purely electrically (step Z1).

In the event that the internal combustion engine 8th is started at step Z3, the in 23 go through the steps shown. To start the internal combustion engine 8th First, the clutch 20 gear 3 engaged while the torque of the electric machine 11 by the value of the friction torque of the clutch 20 increases (step Z31). Subsequently, the internal combustion engine 8th activated (injection, ignition processes, etc.), as soon as its speed, for example, 300 U / min. exceeds (step Z32). In the subsequent step Z33, the clutch 20 the gear 3 and at the same time the torque of the electric machine 11 reduced (inversion of step Z31). Once the speed of the internal combustion engine 8th is above the speed in gear 3, the clutch 20 gear 3 engaged while the torque of the electric machine 11 by the value of the friction torque of the clutch 20 reduced (step Z34). Once the slip on the clutch 20 disappears, finally, in step Z35, the torque of the electric machine 11 by the value of the torque of the internal combustion engine 8th (down to the negative) reduced.

LIST OF REFERENCE NUMBERS

1

 Hybrid powertrain

2

 first part powertrain

3

 second part powertrain

4

 Output shaft gear

5

 Final-drive wheel

6

 differential

7

 wheel

8th

 internal combustion engine

9

 first wheel plane

10

 second wheel plane

11

 electric machine

12

 planetary gear

13

 tire side

14

 Engine side

15

 idler

16

 third wheel plane

17

 planetary level

18

 clutch

19

 input shaft

20

 clutch

21

 gear

22

 gear

23

 first countershaft

24

 second countershaft

25

 gear

26

 gear

27

 gear

28

 gear

29

 gear

30

 gear

31

 ring gear

32

 planet

33

 sun wave

34

 sun

35

 planet carrier

36

 supporting

37

 casing

38

 brake

39

 change

40

 sliding sleeve

41

 torsional vibration dampers

42

 camp

43

 casing

44

 gear

45

 intermediate shaft

46

 shift gearing

α, β, γ, Δ

 angle

a, b, c, d, e

 distance

A, B, C, D

 Corner points of the quadrangle

e

 Center of the idler

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

• WO 2014/006016 A1 [0002]
• DE 102014222587 A1 [0003]
• DE 102012016988 A1 [0005]
• US 2014/0352491 A1 [0005]
• US 2015/0298535 A1 [0005]

Claims (10)

Hybrid powertrain ( 1 ), with an internal combustion engine drivable first part powertrain ( 2 ) and an electric motor drivable second partial drive train ( 3 ), wherein the first partial drive train ( 2 ) includes a first transmission and the second partial powertrain ( 3 ) as a planetary gear ( 12 ) formed second gear, torque of the first part of the drive train ( 2 ) either via the first transmission or via one with the first partial powertrain ( 2 ) frictionally coupled intermediate wheel ( 15 ) to an output shaft gear ( 4 ) is transferable and torque of the second partial powertrain ( 3 ) via a planet carrier ( 35 ) of the planetary gear ( 12 ) and the intermediate wheel ( 15 ) on the output shaft gear ( 4 ) is transferable, characterized in that a geometric arrangement of the planetary gear ( 12 ) is selected so that the electric motor torque generated via a ring gear ( 31 ) of the planetary gear ( 12 ) can be fed. Hybrid powertrain ( 1 ) according to claim 1, characterized in that the first partial drive train ( 2 ) and the second partial powertrain ( 3 ) Reibkuppelbar torque transmitting are connected to each other and this friction clutch spatially between the planetary gear ( 12 ) and the first partial drive train ( 2 ) is arranged. Hybrid powertrain ( 1 ) according to claim 1 or 2, characterized in that the first gear is formed as a gear stage transmission, which gears ( 21 . 22 . 25 . 26 . 27 . 28 ), which at least in a first wheel plane ( 9 ) and a second wheel plane ( 10 ) are arranged. Hybrid powertrain ( 1 ) according to claim 3, characterized in that a translation of the intermediate wheel ( 15 ) a translation jump from the first gear plane ( 9 ) to the second wheel plane ( 10 ) divides into two translation jumps. Hybrid powertrain ( 1 ) according to claim 3 or 4, characterized in that the first wheel plane ( 9 ) the aisles 1 and 2 corresponds to the second wheel plane ( 10 ) corresponds to the gears 4 and 5 and the intermediate wheel ( 15 ) a third wheel plane ( 16 ) and the gear 3 corresponds. Hybrid powertrain ( 1 ) according to any one of claims 1 to 5, characterized in that the first gearbox has at least two shiftable transmissions on a first countershaft ( 23 ) and at least two switchable translations to a second counterfeit wave ( 24 ) having. Hybrid powertrain ( 1 ) according to claim 6, characterized in that from an input shaft ( 19 ) of the first partial powertrain ( 2 ) seen from an angle between the first countershaft ( 23 ) and the second counter-wave ( 24 ) Is 85 ° to 87 ° and seen from the output shaft, an angle between the first countershaft ( 23 ) and the second counter-wave ( 24 ) Is 61 ° to 63 ° and of the countershafts ( 23 . 24 ) seen from an angle between the input shaft ( 19 ) and the output shaft 102 ° to 112 ° and the center (E) of the intermediate ( 15 ) on the side of the connecting line (e) between the input shaft (e) 19 ) and the output shaft, on which the countershaft ( 23 ) is in first gear. Hybrid powertrain ( 1 ) according to one of claims 1 to 7, characterized in that for torque transmission from the electrical machine ( 11 ) used on the output shaft planetary gear ( 12 ) at least partially inside a rotor of the electric machine ( 11 ) is located. Hybrid powertrain ( 1 ) according to one of claims 1 to 8, characterized in that the translation of the electromotive torque generated is switchable by the sun ( 34 ) of the planetary gear ( 12 ) switchable with a housing ( 37 ) or with another connection of the planetary gear ( 12 ) is connectable. Hybrid powertrain ( 1 ) according to one of claims 1 to 9, characterized in that the gear change from a second gear to a third gear, a combustion engine torque generated torque is reduced while increasing the electromotive torque generated; a sliding sleeve is folded from the second gear when the sliding sleeve is traction free; the speed of an internal combustion engine ( 8th ) is reduced in the direction of the target speed of the third gear; and a friction clutch in the moment flow of the intermediate wheel ( 15 ) is indented.

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