DE102016220480A1 - Powertrain for a hybrid vehicle, as well as hybrid vehicle - Google Patents

Abstract

The invention relates to a drive train (1) for a hybrid vehicle, with at least one internal combustion engine (2), with at least one electric machine (6), and with at least one axle (8), which has an output device (9), via which wheels ( 10, 11) of the axle (8) of the internal combustion engine (2) and of the electric machine (6) are driven, wherein respective, provided by the internal combustion engine (2) and the electric machine (6) drive power for driving the wheels ( 10, 11) can be transferred separately from the internal combustion engine (2) and from the electric machine (6) to a coupling device (12) and from this to the output device (9), wherein the coupling device (12) has at least one first transmission element (13 ), via which the drive power provided by the electric machine (6) can be transmitted to (9) the output device, and at least one second transmission transmission element (14) via which the drive power provided by the internal combustion engine (2) to the output device (9) are transferable, and between a first coupling position, in which the first transmission element (13) coupled to the output device (9) and the second Transmission element (14) is decoupled from the output device (9), a second coupling position, in which the first transmission element (13) decoupled from the output device (9) and the second transmission element (14) is coupled to the output device (9), a third Coupling position, in which the transmission elements (13, 14) are coupled to the output device (9), and a fourth coupling position in which the transmission elements (13, 14) coupled to each other and decoupled from the output device (9) is adjustable.

Description

The invention relates to a drive train for a hybrid vehicle according to the preamble of patent claim 1 and to a hybrid vehicle having such a drive train.

Such powertrains for hybrid vehicles are already well known from the general state of the art and in particular from series production. The drive train comprises at least one internal combustion engine, which is also referred to as an internal combustion engine or internal combustion engine. Furthermore, the drive train comprises at least one electric machine and at least one axle, which has an output device, via which wheels of the axle can be driven by the internal combustion engine and by the electric machine. By driving the wheels of the hybrid vehicle, the hybrid vehicle is drivable as a whole by the electric machine and the internal combustion engine. Such a hybrid vehicle thus combines at least one internal combustion engine and at least one electric machine as a drive unit for driving the hybrid vehicle. In this case, for example, the electric machine is operable in an engine operation and thus as an electric motor, by means of which the wheels and thus the hybrid vehicle as a whole can be driven.

In hybrid vehicles or powertrains for hybrid vehicles can be distinguished between different system structures. For example, in a serial hybrid, only one energy converter has a mechanical connection to the axis. Since the axle or the wheels of the axle can be driven by the internal combustion engine or by the electric machine, the axle is also referred to as the drive axle. Usually, it is provided that at least one energy storage such as an accumulator can be charged by means of the internal combustion engine. Under this charging is to be understood that in the energy storage electrical energy or electric power is stored. By means of the electric current stored in the energy store, the electric machine can be powered in its engine operation and thereby operated. The energy storage thus provides driving energy for the electric machine to operate the electric machine in the engine operation and thus to drive the wheels of the drive axle by means of the electric machine can.

In a parallel hybrid, the electric machine and the internal combustion engine simultaneously act on the output device, and torques provided by the electric machine and by the internal combustion engine can be used together. As a result, a weaker or weight and space-saving design of the electrical machine and the internal combustion engine can be made possible compared to a serial operation. Furthermore, a so-called power branched hybrid is known, which is also referred to as mixed hybrid. Such a power split hybrid allows the combination of serial hybrid and parallel hybrid modes of operation. In a first of the operating modes, the hybrid vehicle is driven purely electrically, wherein the internal combustion engine is deactivated or provides power or energy for charging the energy store. Alternatively, it is provided that the internal combustion engine is coupled directly to the drive axle. Frequently, planetary gearboxes are installed in hybrid hybrids to allow flexible connection of the internal combustion engine and the electric machine while driving. Such planetary gears are additional components, which lead to a high weight and a high space requirement of the drive train. Furthermore, this results in a high number of rotating components.

Furthermore, the DE 10 2007 053 681 A1 a differential hybrid drive, wherein an internal combustion engine and an electric motor are each flanged to a separate gear, which are arranged opposite to each other and both of which are connected via two further mounted gear wheels, which in turn are mounted on a planetary carrier serving as the main drive element, with the other planetary gear ,

Of the DE 10 2014 004 396 A1 is a drive device for a hybrid-powered motor vehicle to be taken as known, with a first drive source and with a second drive source.

In addition, the disclosed US 2006/0276287 A1 or the DE 103 19 880 A1 a drive train with an internal combustion engine and two electric drive units, in which a drive torque of the internal combustion engine leading first power branch and a second power branch are provided between an output shaft of the internal combustion engine and an output element at least in partial operating ranges.

Object of the present invention is to develop a powertrain and a hybrid vehicle of the type mentioned in such a way that different operating modes in space, weight and cost feasible manner.

This object is achieved by a drive train with the features of claim 1 and by a hybrid vehicle with the features of claim 9. Advantageous embodiments of the invention are the subject of the dependent claims.

A first aspect of the invention relates to a drive train for a hybrid vehicle, which is preferably designed as a passenger car. The drive train comprises at least one internal combustion engine and at least one electric machine. Furthermore, the drive train comprises at least one axle, which has an output device, can be driven by the wheels of the axle of the internal combustion engine and of the electric machine. For this purpose, the electric machine is operable, for example, in a motor operation and thus as an electric motor, by means of which the wheels of the axle can be driven via the output device. Since the axle or its wheels by means of the internal combustion engine and by means of he electric machine is driven or are, the axis is also referred to as the drive axle or driven axle, wherein the wheels are also referred to as drive wheels or driven wheels. By driving the wheels, for example, the hybrid vehicle can be driven as a whole.

In order to be able to realize different modes of operation of the powertrain and thus a particularly efficient operation of the hybrid vehicle in a space, weight and cost-effective manner, a coupling device is provided according to the invention, wherein respective drive powers provided by the internal combustion engine and by the electric machine for driving the Wheels can be transmitted separately from the internal combustion engine and the electric machine to the coupling device, and wherein the drive power from the coupling device to the output device are transferable, so that the wheels can be driven via the coupling device and the output device by means of the drive powers. This means that provided by the internal combustion engine first drive power for driving the wheels and provided by the electric machine second drive power of the wheels can be separated from each other initially transferred to the coupling device. From the coupling device, the respective drive powers can be transmitted to the output device and via this to the wheels, in order thereby to be able to drive the wheels by means of the respective drive powers.

In this case, the coupling device has at least one first transmission element, via which the drive powers provided by the electric machine can be transmitted to the output device. Furthermore, the coupling device has at least one second transmission element, via which the drive powers provided by the internal combustion engine can be transmitted to the drive device. In addition, the coupling device between a first coupling position, a second coupling position, a third coupling position and a fourth coupling position is adjustable. In the first coupling position, the first transmission element is coupled to the output device, and the second transmission element is decoupled from the output device. Thus, in the first coupling position provided by the electric machine drive power can be transmitted via the first transmission element or via the coupling device to the output device, wherein in the first coupling position no power or torque between the output device and the internal combustion engine via the second transmission element or via the coupling device can be.

In contrast, in the second coupling position, the first transmission element is decoupled from the output device, and the second transmission element is coupled to the output device. Thus, in the second coupling position provided by the internal combustion engine drive power can be transmitted via the second transmission element or the coupling device to the output device, wherein in the second coupling position no benefits or torques between the output device and the electric machine can be transmitted.

In the third coupling position, both transmission elements are coupled to the output device so that both provided by the electric machine drive power via the first transmission element and provided by the internal combustion engine drive power can be transmitted via the second transmission element to the output device and via this to the wheels. In the fourth coupling position, the transmission elements are coupled together and decoupled from the output device, so that, for example, drive powers or torques between the internal combustion engine and the electric machine can be transmitted via the transmission elements, but no benefits or torques between the output device and the electric machine and between the Output device and the internal combustion engine are transmitted via the coupling device.

The coupling positions of the coupling device allow the realization of different operating modes, which can be realized in a particularly simple or space, weight and cost-effective manner. In the first coupling position, for example, a purely electric drive can be realized, since the wheels can be driven via the output device and the first transmission element of the electric machine or provided by the electric machine drive power. Since in this case the second transmission element is decoupled from the output device, the internal combustion engine is not entrained via the output device, so that a particularly efficient and therefore energy-efficient, especially electrical, operation can be realized.

The same applies to the second coupling position, but with respect to a purely internal combustion engine drive. This means that in the second coupling position, a particularly efficient and therefore fuel-efficient, pure internal combustion engine operation can be realized because in the second coupling position, the wheels can be driven via the output device and the second transmission element of the internal combustion engine or provided by the internal combustion engine drive power. Since the first transmission element is decoupled from the output device, the electric machine is not dragged in the second coupling position. This means that the electric machine is decoupled from the wheels in the second coupling position, so that, for example, a particularly high maximum speed of the hybrid vehicle that can be achieved by means of the internal combustion engine can be realized in a particularly efficient and effective manner.

In the third coupling position, the mode of operation of a parallel hybrid can be realized, since the output device is coupled via the transmission elements both to the electric machine and to the internal combustion engine. As a result, for example, the wheels can be driven via the output device both by the electric machine and by the internal combustion engine. Furthermore, for example, the electric machine via the output device and the coupling device with the internal combustion engine or vice versa coupled, so that for example by means of the electric machine, a load point shift of the internal combustion engine can be effected. As a result, a particularly energy-efficient operation can be realized.

By means of the fourth coupling position, for example, a sailing operation or a stand shop can be realized. Sailing is also referred to simply as sailing. Since the wheels are drivable by means of the electric machine and by means of the internal combustion engine, the electric machine and the internal combustion engine are also referred to as drive units. In sail mode, the fourth coupling position is set so that the drive units of the wheels and thus of the axle, which is also referred to as the drive axle, are decoupled. Rolling the wheels during a journey of the hybrid vehicle, which is driven while driving along a road on the road, so the drive units are not driven by the wheels when the coupling device is in its fourth coupling position. It is possible to deactivate the internal combustion engine and / or the electric machine in order to keep the energy or fuel consumption of the hybrid vehicle particularly low. The hybrid vehicle can thus roll along the roadway, without resulting in excessive speed reduction of the hybrid vehicle, since both drive units are decoupled from the drive axle or decoupled.

In order to drive the wheels by means of the electric machine, the electric machine is operated, for example, in an engine operation and thus as an electric motor. In order to operate the electric machine in the engine operation, the electric machine is supplied with electrical energy or electric current. The electrical energy for operating the electric machine in the engine operation is stored, for example, in at least one energy store of the hybrid vehicle, wherein the energy store can be designed in particular as an electrochemical energy store. In particular, the energy store can be designed as a battery, in particular as a high-voltage battery (HV battery) or as an accumulator.

Furthermore, it is conceivable that the electric machine is operable in a generator mode and thus as a generator. In the generator mode, the electric machine is driven, for example by means of mechanical energy. In generator mode, the electric machine converts at least a portion of the mechanical energy into electrical energy provided by the generator. The provided electrical energy can for example be supplied to at least one electrical load and / or stored in the energy storage, whereby the energy storage is charged.

Under the aforementioned stand shop, which can be realized in the fourth coupling position, for example, to understand that the electric machine on the first Transmission element and the second transmission element of the internal combustion engine, in particular while the hybrid vehicle is stationary, is driven, so that the electric machine is operated in the generator mode and thus as a generator. The internal combustion engine is an energy converter, which can provide mechanical energy, for example. This provided mechanical energy can be transmitted in the fourth coupling position via the transmission elements to the electric machine, whereby the electric machine is operated in its generator mode or can be operated. Alternatively or in addition to the stand shop, it is conceivable to drive the electric machine in the fourth coupling position via the transmission elements of the internal combustion engine, while the hybrid vehicle is moving, that is, while the wheels roll on a road. Since the drive units are decoupled from the output device in the fourth coupling position, the electric machine can be driven by the transmission elements of the internal combustion engine and thereby operated in its generator mode without the drive units drive the output device via the coupling device. As a result, the electric machine can be operated particularly demand-responsive in its generator mode, whereby, for example, the energy storage can be charged as needed and efficiently.

Since the need-based transmission or guidance, switching and / or addition of the drive units provided by the drive units and thus, for example, provided by the drive units drive torque is done directly on the example of a differential gear or Final Drive (final output) driven device, the space requirement and the weight of the Powertrain are kept particularly low, so that the drive train according to the invention particularly simple, weight, space and cost can be integrated into the hybrid vehicle. The invention can be used particularly advantageously in a standard drive with an electrical machine arranged on the axis.

The axle is for example a rear axle of the hybrid vehicle, wherein the rear axle is arranged in the vehicle longitudinal direction behind a front axle. Alternatively, it is also conceivable that the axis of the drive train according to the invention is designed as a front axle. This means that the invention can be used in a front-wheel drive, in a rear-wheel drive as well as in a four-wheel or four-wheel drive.

In order to keep the space requirement particularly low, it is provided in one embodiment of the invention that the output device comprises a first output shaft, via which a first of the wheels is driven, and a coaxially arranged to the first output shaft second output shaft, via which a second of the wheels is drivable. The respective wheel is a ground contact element of the hybrid vehicle, which can be supported or supported via the ground contact elements (wheels) on a roadway. If, for example, the hybrid vehicle is driven along a roadway, the hybrid vehicle is meanwhile supported by the wheels on the roadway, with the wheels rolling on the roadway. Preferably, the wheels are disposed on opposite sides of the hybrid vehicle such that one of the wheels is, for example, a left wheel and another of the wheels is a right wheel.

As mentioned above, the output device may be formed as a final drive, that is, as the final output of the axle. To be particularly advantageous, it has been shown that the output device comprises a differential gear which has a differential carrier, rotatably held on the differential carrier and driven by the differential carrier differential gears and with the differential gears in engagement and driven by the differential gears driven wheels, via which the wheels of the differential carrier can be driven. The differential gears and the output gears in this case have respective toothing, via which the differential gears with the output gears in engagement, that are in meshing engagement. Thus, for example, if the differential carrier, in particular driven by the electric machine and / or by the internal combustion engine, so the differential gears are driven via the differential carrier of the electric machine and / or by the internal combustion engine. Since the driven wheels are in meshing engagement with the differential gears, the driven wheels are driven via the differential gears of the differential carrier and thus of the electric machine and / or of the internal combustion engine. As a result, the wheels, for example via the output shafts, driven by the output wheels.

The function of such a differential gear, which is also referred to as axle or differential, is well known from the general state of the art. The differential gear is used to realize a speed compensation between the wheels, especially when cornering. In other words, the differential gear, in particular during cornering of the hybrid vehicle, different speeds of rotation of the wheels, so that, for example, the outside wheel can rotate at a higher speed than the inside wheel. Thereby Excessive tension in the drive train can be avoided.

In the first coupling position, the first transmission element is coupled to the differential carrier, and the second transmission element is decoupled from the differential carrier. Thus, in the first coupling position drive powers or torques between the differential carrier and the first transmission element can be transmitted, wherein in the first coupling position between the differential carrier and the second transmission element no drive powers or torques can be transmitted. In the second coupling position, the first transmission element is decoupled from the differential carrier, and the second transmission element is coupled to the differential carrier, so that in the second coupling position drive powers or torques between the second transmission element and the differential carrier can be transmitted. In the second coupling position, however, no drive power or torques can be transmitted between the differential carrier and the first transmission element. In the third coupling position, the transmission elements are coupled to the differential carrier, so that drive powers or torques between the differential carrier and both transmission elements can be transmitted. In the fourth coupling position, both transmission elements are coupled together and decoupled from the differential carrier, so that drive powers or torques can be transmitted between the transmission elements, however, no drive power or torques between the differential carrier and the transmission elements can be transmitted in the fourth coupling position.

In particular, it is provided that, when the respective transmission element is coupled to the differential carrier, the respective transmission element is non-rotatably connected to the differential carrier. Furthermore, it is provided, for example, that when the respective transmission element is decoupled from the differential carrier, the respective transmission element can be rotated relative to the differential carrier.

In order to keep the space requirement particularly low, it is provided in a further embodiment of the invention that the output gears are rotatably connected to the output shafts.

Another embodiment is characterized in that the differential carrier is arranged coaxially with the output shafts, whereby the space requirement can be kept particularly low. For example, respective axes of rotation about which the differential carrier and the output shafts can be rotated extend at least substantially in the vehicle transverse direction or in an imaginary plane which is spanned by the vehicle transverse direction and the vehicle vertical direction. For example, the coaxial arrangement means that the axes of rotation coincide.

As further particularly advantageous, it has been shown that the respective transmission element as a gear, in particular as externally toothed gear and while, for example, as a spur gear, is formed. As a result, the costs can be kept particularly low, at the same time the drive power or torques can be transmitted very effectively and efficiently.

In order to keep the cost and space requirements particularly low, it has been found to be particularly advantageous if the respective gear is designed as a loose wheel, wherein in the first coupling position the second gear and in the second coupling position the first gear relative to the differential carrier, in particular about a rotation axis, is rotatable. In the fourth coupling position, both gears are rotatable together relative to the differential carrier, since in the fourth coupling position, the gears or idler gears are coupled together and thus rotatably connected to each other.

Finally, it has proven to be particularly advantageous if the coupling device is designed as a positive coupling device, by means of which the respective transmission element is positively coupled in the respective coupling position with the output device or with the respective other coupling element. In other words, in the first coupling position, the first transmission element is positively coupled to the output device. Furthermore, in the second coupling position, the second transmission element is positively coupled to the output device. In addition, in the third coupling position, the transmission elements are positively coupled to the output device. Furthermore, the transmission elements are positively coupled with each other in the fourth coupling position. For example, the positive coupling device is designed as a dog clutch, whereby additional clutches, in particular friction clutches, can be avoided on the electric machine.

In order to realize the different coupling positions, the dog clutch comprises, for example, at least one coupling element designed for positively coupling the transmission elements, which coupling element can be moved between the coupling positions, for example by means of an actuator, in particular in a translatory manner. Thus is For example, the actuator component of the drive train, wherein the actuator can be configured as an electric and / or pneumatic and / or hydraulic actuator. By means of the positive coupling device, the transmission elements can be coupled with each other or with the output device particularly efficient efficiency.

A second aspect of the invention relates to a hybrid vehicle with at least one drive train according to the invention. Advantages and advantageous embodiments of the drive train according to the invention are to be regarded as advantages and advantageous embodiments of the hybrid vehicle according to the invention and vice versa.

• 1 eine schematische Darstellung eines Antriebsstrangs für ein Hybridfahrzeug, mit wenigstens einer Verbrennungskraftmaschine, mit wenigstens einer elektrischen Maschine, mit wenigstens einer Achse, welche eine Abtriebseinrichtung aufweist, über welche Räder der Achse von der Verbrennungskraftmaschine und von der elektrischen Maschine antreibbar sind, und mit einer zwischen wenigstens vier Koppelstellungen verstellbaren Koppeleinrichtung, über welche die Abtriebseinrichtung von der Verbrennungskraftmaschine und von der elektrischen Maschine antreibbar ist, wobei in 1 eine erste der Koppelstellungen gezeigt ist;
• 2 eine schematische Darstellung des Antriebsstrangs, wobei in 2 eine zweite der Koppelstellungen gezeigt ist;
• 3 eine schematische Darstellung des Antriebsstrangs, wobei in 3 eine dritte der Koppelstellungen gezeigt ist; und
• 4 eine schematische Darstellung des Antriebsstrangs, wobei in 4 die vierte Koppelstellung gezeigt ist.

Further details of the invention will become apparent from the following description of a preferred embodiment with the accompanying drawings. Showing:

• 1 a schematic representation of a drive train for a hybrid vehicle, with at least one internal combustion engine, with at least one electric machine, with at least one axle, which has an output device, via which wheels of the axle of the internal combustion engine and the electric machine can be driven, and with an intermediate at least four coupling positions adjustable coupling device, via which the output device of the internal combustion engine and of the electric machine can be driven, wherein in 1 a first of the coupling positions is shown;
• 2 a schematic representation of the drive train, wherein in 2 a second of the coupling positions is shown;
• 3 a schematic representation of the drive train, wherein in 3 a third of the coupling positions is shown; and
• 4 a schematic representation of the drive train, wherein in 4 the fourth coupling position is shown.

In the figures, the same or functionally identical elements are provided with the same reference numerals.

1 shows a schematic representation of a designated as a whole with 1 drive train for a trained example as a passenger car hybrid vehicle. The powertrain 1 includes at least one in 1 particularly schematically illustrated internal combustion engine 2 which at least one, for example, designed as a cylinder combustion chamber 3 having. The combustion chamber 3 is for example by a motor housing designed as a cylinder housing 4 the internal combustion engine 2 formed, which is also referred to as internal combustion engine or internal combustion engine. The internal combustion engine 2 has an output shaft 5 which is about a first axis of rotation relative to the motor housing 4 rotatable and, for example, at least indirectly on the motor housing 4 is rotatably mounted. About the output shaft 5 , which is designed for example as a crankshaft, the internal combustion engine 2 Provide torques or drive power to drive the hybrid vehicle.

The powertrain 1 further comprises at least one electric machine 6 which includes, for example, a stator and a rotor. The rotor is rotatable, for example, about a second axis of rotation relative to the stator. The rotor includes, for example, an output shaft 7 the electric machine 6 so the electric machine 6 over the output shaft 7 Drive power or torque for driving the hybrid vehicle can provide.

The powertrain 1 further comprises an axis 8th , which is an output device 9 has, over which wheels 10 and 11 the axis 8th from the internal combustion engine 2 and from the electric machine 6 are drivable. The axis 8th For example, it is a rear axle, so the wheels 10 and 11 for example, are designed as rear wheels. Alternatively, it is conceivable that the axis 8th is designed as a front axle, so that the wheels 10 and 11 Front wheels are. The wheels 10 and 11 are ground contact elements of the hybrid vehicle, which via the ground contact elements (wheels 10 and 11 ) is supported on a floor and thus on a roadway. If, for example, the hybrid vehicle is driven along a roadway, then the hybrid vehicle is over the wheels 10 and 11 supported on the road, with the wheels 10 and 11 unroll while driving on the road.

The electric machine 6 is for example in a motor operation and thus operable as an electric motor. To the electric machine 6 to operate in the engine operation, the electric machine 6 supplied with electrical energy or electricity. For this purpose, the hybrid vehicle comprises at least one energy store, not shown in the figures, which is designed, for example, as a battery or rechargeable battery. By means of the energy storage, electrical energy can be stored, so that the electric machine 6 can be supplied with stored in the energy storage electrical energy.

Furthermore, it is possible that the electric machine 6 in a generator mode and thus can be operated as a generator. In the generator mode, the electric machine 6 , For example, by means of mechanical energy, driven so that the electric machine 6 in the generator mode, at least part of the mechanical energy into electrical energy coming from the electric machine 6 is converted. The of the electric machine 6 Provided energy can for example be supplied to at least one electrical load and / or the energy storage, so that the electrical energy provided by the generator can be stored in the energy storage. As a result, the energy storage is charged. For example, the electric machine 6 in the generator mode via the output shaft 7 be driven, so the electric machine 6 or the generator, the mechanical energy via the output shaft 7 is supplied.

To now different operating modes of the powertrain 1 To be able to realize a particularly efficient, and thus low-energy operation of the hybrid vehicle in a particularly simple, space-saving, weight and cost-effective manner and in the sequence, includes the powertrain 1 a coupling device 12 , Further, respective, from the internal combustion engine 2 and from the electric machine 6 provided drive powers or torques for driving the wheels 10 and 11 separated from each other by the internal combustion engine 2 and from the electric machine 6 on the coupling device 12 transferable. From the coupling device 12 are the on the coupling device 12 transmitted, respective drive power to the output device 9 transferable over which the wheels 10 and 11 can be driven by the respective drive power.

The coupling device 12 comprises at least a first transmission element 13 over which the from the electric machine 6 provided drive power or torques on the output device 9 are transferable. In addition, the coupling device comprises 12 at least one second transmission element 14 , about which by the internal combustion engine 2 provided drive power or torques on the output device 9 are transferable.

The output device 9 includes a differential gear 15 What different speeds of the wheels 10 and 11 , especially when cornering, allows. This includes the differential gear 15 one of the transmission elements 13 and 14 drivable differential carrier 16 at least indirectly rotatable on the differential carrier 16 held and by the differential carrier 16 drivable differential gears 17 as well as with the balancing wheels 17 engaged and from the balancing wheels 17 drivable driven wheels 18 and 19 , The differential carrier 16 For example, limits a receiving area in which the differential gears 17 and the driven wheels 18 and 19 each are at least partially included. The differential gears 17 are for example via a respective bolt 20 rotatable on the differential carrier 16 held. Furthermore, the differential gears 17 and the driven wheels 18 and 19 respective toothing, which are engaged with each other. Thus, for example, the differential carrier 16 over the transmission element 13 from the electric machine 6 and / or via the transmission element 14 from the internal combustion engine 2 driven, so does the differential carrier 16 For example, an at least substantially in the vehicle transverse direction extending third axis of rotation, in particular relative to a structure or the body of the hybrid vehicle. Because the differential gears 17 over the bolts 20 on the differential carrier 16 are held, the differential gears 17 from the differential carrier 16 driven and thereby rotated about the third axis of rotation. As the driven wheels 18 and 19 in engagement with the differential gears 17 stand, the output wheels are 18 and 19 over the differential gears 17 from the differential carrier 16 driven and thereby rotated about the third axis of rotation, in particular relative to the structure or relative to the Karoserie.

The driven wheels 18 and 19 are with respective output shafts 21 and 22 the axis 8th connected so that - if the differential carrier 16 driven and thereby rotated about the axis of rotation - the output shafts 21 and 22 over the driven wheels 18 and 19 and the differential gears 17 from the differential carrier 16 driven and thereby rotated, for example, about the third axis of rotation. In finished state of the drivetrain 1 are the wheels 10 and 11 rotatably with the output shafts 21 and 22 connected, so the wheels 10 and 11 over the output shafts 21 and 22 , the output wheels 18 and 19 and the differential gears 17 from the differential carrier 16 and about this from the electric machine 6 and / or from the internal combustion engine 2 can be driven. The transmission elements 13 and 14 For example, gears, especially externally toothed gears, wherein the transmission elements 13 and 14 For example, are designed as spur gears.

The transmission element 13 for example, with a third gear 23 engaged, wherein the transmission element 14 for example, with a fourth gear 24 engaged. Here is, for example, the third gear 23 from the electric machine 6 driven, wherein it can be provided that the output shaft 7 rotatably with the gear 23 connected is. In particular, it is provided that the gear 23 over the output shaft 7 from the electric machine 6 is drivable. Further, the fourth gear is 24 from the internal combustion engine 2 , in particular about the output shaft 5 , drivable, wherein it can be provided that the gear 24 rotatably with the output shaft 5 connected is.

Thus, the transmission element 13 over the third gear 23 from the electric machine 6 drivable so that, for example, from the electric machine 6 provided drive powers or torques for driving the wheels 10 and 11 from the electric machine 6 over the output shaft 7 and the gear 23 on the transmission element 13 are transferable.

Furthermore, the transmission element 14 over the gear 24 and the output shaft 5 from the internal combustion engine 2 driven, so for example, by the internal combustion engine 2 , in particular via the output shaft 5 , provided drive power or torques for driving the wheels 10 and 11 over the output shaft 5 and the gear 24 on the transmission element 14 can be transmitted.

The present transmission gears designed as gears 13 and 14 are coaxial with the differential carrier 16 arranged and thus about the third axis of rotation, which runs, for example, at least substantially in the vehicle transverse direction, rotatable. And so are the wheels 10 and 11 about a fourth axis of rotation extending at least substantially in the vehicle transverse direction, wherein the respective fourth axis of rotation coincides, for example, with the third axis of rotation. Thus, for example, the wheels 10 and 11 at least substantially coaxial with the differential carrier 16 and the transmission elements 13 and 14 arranged.

Furthermore, it is off 1 recognizable that the transmission elements 13 and 14 are designed as idler gears, so that the transmission elements 13 and 14 - if this from the differential carrier 16 are decoupled - about the third axis of rotation relative to the differential carrier 16 and relative to the output shafts 21 and 22 are rotatable. For this purpose, the transmission elements 13 and 14 for example, rotatably on the differential carrier 16 stored. In particular, it is conceivable that the transmission elements 13 and 14 via respective rolling bearings rotatably mounted on the differential carrier 16 are stored, so that the transmission elements 13 and 14 - if this is not rotatable with the differential carrier 16 are connected - to the third axis of rotation relative to the differential carrier 16 are rotatable.

Overall is off 1 recognizable that of the internal combustion engine 2 provided first drive power for driving the wheels 10 and 11 disconnected from the electric machine 6 provided second drive power for driving the wheels 10 and 11 on the coupling device 12 can be transmitted. Thus, for example, a first transmission path and a second transmission path separated from the first transmission path are provided, those of the internal combustion engine 2 provided first drive power via the first transmission path of the internal combustion engine 2 on the coupling device 12 can be transmitted. The second transmission path can be used by the electrical machine 6 provided second drive power from the electric machine 6 on the coupling device 12 be transmitted. The over the respective transmission path to the coupling device 12 transmitted drive power can then from the coupling device 12 on the output device 9 , in particular to the differential carrier 16 , are transmitted, in particular when the transmission element 13 or 14 with the differential carrier 16 and thus with the output device 9 coupled, that is rotatably connected. As a result, then the wheels 10 and 11 be driven in the manner described by the respective drive powers.

The coupling device 12 is between a in 1 shown first coupling position, an in 2 shown second coupling position, a in 3 shown third coupling position and a in 4 shown fourth coupling position adjustable. In this case, the coupling device 12 as a positive coupling device, in particular as a dog clutch formed. The coupling device 12 For example, includes at least indirectly, in particular directly, rotatably with the output device 9 , in particular with the differential carrier 16 , connected first coupling element 25 which has, for example, a first coupling toothing. Furthermore, the coupling device comprises 12 a second coupling element 26 , which is designed for example as a sliding sleeve. For example, the second coupling element 26 a second coupling toothing corresponding to the first coupling toothing. The second coupling element 26 is for example between said coupling positions relative to the coupling element 25 and relative to the transmission elements 13 and 14 , in particular along the third axis of rotation, movable, in particular displaceable.

The second coupling toothing engages in the first coupling toothing, so that the coupling elements 25 and 26 interact positively via the coupling teeth. For example, because the coupling element 25 at least indirectly, in particular directly, rotatably with the differential carrier 16 is connected, the coupling element rotates 25 with the differential carrier 16 with the third axis of rotation. Furthermore, since the coupling elements 25 and 26 connected via the coupling teeth form-fitting manner with each other and thus rotatably coupled, the coupling element rotates 26 with the coupling element 25 and thus with the differential carrier 16 with the third axis of rotation.

The transmission element 13 is with a third coupling element 27 the coupling device 12 rotatably connected, wherein the coupling element 27 for example, has a third coupling toothing. Furthermore, the transmission element 14 rotatably with a fourth coupling element 28 the coupling device 12 connected, wherein the fourth coupling element 28 for example, has a fourth coupling teeth.

In the in 1 illustrated first coupling position is the first transmission element 13 with the differential carrier 16 and thus with the output device 9 coupled, and the second transmission element 14 is from the differential carrier 16 and thus of the output device 9 decoupled. In the first coupling position is the second coupling toothing of the coupling element 26 with the first coupling toothing of the coupling element 25 and with the third coupling toothing of the coupling element 27 in engagement, wherein the second coupling toothing is not in engagement with the fourth coupling toothing. As a result, formed as a loose wheel transmission element 14 about the third axis of rotation relative to the differential carrier 16 turn, so no drive power or torques between the transmission element 14 and the differential cage 16 over the coupling elements 25 . 26 and 28 can be transmitted.

The transmission element 13 however, it is via the coupling elements 25 . 26 and 27 with the differential carrier 16 and thus the output device 9 coupled, that is rotatably connected so that drive power or torques between the transmission element 13 and the differential cage 16 over the coupling elements 25 . 26 and 27 can be transmitted. In the first coupling position, a purely electric drive can be realized, since the electrical machine 6 provided drive power through the output shaft 7 , the gear 23 , the transmission element 13 , the coupling elements 27 . 26 and 25 on the differential carrier 16 and from this in the manner described on the wheels 10 and 11 can be transmitted. As a result, the hybrid vehicle can be driven purely electrically. Since in the first coupling position, the transmission element 14 from the differential carrier 16 is decoupled, for example, designed as a propeller shaft output shaft 5 not driven, so the internal combustion engine 2 in the first coupling position is not dragged. As a result, a particularly efficient operation can be realized.

In 2 . 3 and 4 are for clarity the wheels 10 and 11 as well as the internal combustion engine 2 and the electric machine 6 not shown.

In the in 2 illustrated second coupling position is the first transmission element 13 from the differential carrier 16 and thus of the output device 9 decoupled, and the second transmission element 14 is with the differential carrier 16 and thus with the output device 9 coupled. In the second coupling position, there is the second coupling toothing of the coupling element 26 in engagement with the first coupling toothing of the coupling element 25 and in engagement with the fourth coupling toothing of the coupling element 28 , However, in the second coupling position, the second coupling toothing of the coupling element 26 not in engagement with the third coupling toothing of the coupling element 27 , Thus, in the second coupling position drive power or torques between the transmission element 14 and the differential cage 16 over the coupling elements 25 . 26 and 28 be transferred, but no drive powers or torques between the differential carrier 16 and the transmission element 13 over the coupling elements 25 . 26 and 27 can be transmitted.

Thus, in the second coupling position, the internal combustion engine 2 with the differential carrier 16 coupled, so that in the second coupling position, a purely internal combustion engine drive can be realized. In the second coupling position that of the internal combustion engine 2 over the output shaft 5 provided torques, for example via the gear 24 , the transmission element 14 , the coupling element 28 , the coupling element 26 and the coupling element 25 on the differential carrier 16 and from this to the way described on the wheels 10 and 11 be transmitted. The electric machine 6 is from the output device 9 decoupled, for example, to realize a ride of the hybrid vehicle at its maximum speed.

In the in 3 illustrated third coupling position are the transmission elements 13 and 14 with the differential carrier 16 and thus with the output device 9 coupled, that is rotatably connected. For this purpose, there is the second coupling toothing of the coupling element 26 in engagement with the first coupling toothing of the coupling element 25 , in engagement with the third coupling toothing of the coupling element 27 and in engagement with the fourth coupling toothing of the coupling element 28 , This allows both of the internal combustion engine 2 provided drive power as well as that of the electric machine 6 provided drive power via the transmission elements 13 and 14 and the coupling elements 25 . 26 . 27 and 28 on the differential carrier 16 and from this in the manner described on the wheels 10 and 11 be transmitted. As a result, a hybrid drive can be realized in the third coupling position, as in the third coupling position, the wheels 10 and 11 both from the internal combustion engine 2 as well as from the electric machine 6 can be driven. This allows the operation of a parallel hybrid to be represented.

In the in 4 illustrated fourth coupling position are the transmission elements 13 and 14 coupled together, that is rotatably connected to each other, however, the transmission elements 13 and 14 in the fourth coupling position of the differential carrier 16 and thus of the output device 9 decoupled. This allows the transmission elements 13 and 14 together about the third axis of rotation relative to the differential carrier 16 rotate without torque or drive power between the differential carrier 16 and the transmission elements 13 and 14 can be transmitted. This makes it possible, for example, the electric machine 6 via the transmission elements 13 and 14 from the internal combustion engine 2 to drive, without doing the differential carrier 16 and therefore the wheels 10 and 11 drive. This makes it possible, for example, the electric machine 6 via the transmission elements 13 and 14 from the internal combustion engine 2 to drive without the hybrid vehicle is driven, so that, for example, in a standstill of the hybrid vehicle, the electric machine 6 from the internal combustion engine 2 driven and thus can be operated as a generator. As a result, for example, a stand shop can be realized, in which the energy store is charged in the manner described, without driving the hybrid vehicle.

Further, alternatively or additionally, in the fourth coupling position a sailing operation can be realized, since for example the wheels 10 and 11 can roll on the road, without the internal combustion engine 2 and the electric machine 6 to haul. It is preferably provided that the internal combustion engine 2 and / or the electric machine 6 are disabled during sail operation.

In the fourth coupling position is the second coupling toothing of the coupling element 26 in engagement with the third coupling toothing of the coupling element 27 and in engagement with the fourth coupling toothing of the coupling element 28 , but is the second coupling toothing of the coupling element 26 not in engagement with the first coupling toothing of the coupling element 25 , In the third coupling position is the second coupling toothing of the coupling element 26 in engagement with the first coupling toothing of the coupling element 25 , in engagement with the third coupling toothing of the coupling element 26 and in engagement with the fourth coupling toothing of the coupling element 28 ,

In the powertrain 1 The following advantages can be realized: Compact design, low weight; with appropriate design only a dog clutch and an actuator, with an additional coupling to the electric machine 2 can be avoided; better efficiency.

By means of the aforementioned actuator, which is also referred to as an actuator, for example, the coupling element 26 be moved between the coupling positions. The actuator is, for example, an actuator which can be operated electrically and / or pneumatically and / or hydraulically. The coupling device 12 may comprise exactly one or more clutches, in particular jaw clutches, in order to realize the respective states representing coupling positions.

LIST OF REFERENCE NUMBERS

1

powertrain

2

Internal combustion engine

3

combustion chamber

4

motor housing

5

output shaft

6

electric machine

7

output shaft

8th

axis

9

PTO

10

wheel

11

wheel

12

coupling device

13

first transmission element

14

second transmission element

15

differential gear

16

differential carrier

17

pinion

18

output gear

19

output gear

20

bolt

21

output shaft

22

output shaft

23

gear

24

gear

25

first coupling element

26

second coupling element

27

third coupling element

28

fourth coupling element

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 102007053681 A1 [0005]
• DE 102014004396 A1 [0006]
• US 2006/0276287 A1 [0007]
• DE 10319880 A1 [0007]

Claims (9)

Drive train (1) for a hybrid vehicle, with at least one internal combustion engine (2), with at least one electric machine (6), and with at least one axle (8), which has an output device (9), via which wheels (10, 11) the axis (8) of the internal combustion engine (2) and the electric machine (6) are driven, characterized in that respective, provided by the internal combustion engine (2) and the electric machine (6) driving power for driving the wheels (10 , 11) can be transferred separately from the internal combustion engine (2) and from the electric machine (6) to a coupling device (12) and from this to the output device (9), wherein the coupling device (12) has at least one first transmission element (13). , via which the drive powers provided by the electric machine (6) can be transmitted to (9) the output device, and at least one second transmission element (14) via which the drive power provided by the internal combustion engine (2) to the output device (9) are transferable, and between a first coupling position, in which the first transmission element (13) coupled to the output device (9) and the second Transmission element (14) is decoupled from the output device (9), a second coupling position, in which the first transmission element (13) decoupled from the output device (9) and the second transmission element (14) is coupled to the output device (9), a third Coupling position, in which the transmission elements (13, 14) are coupled to the output device (9), and a fourth coupling position in which the transmission elements (13, 14) coupled to each other and decoupled from the output device (9) is adjustable. Drive train (1) after Claim 1 , characterized in that the output device (9) has a first output shaft (21), via which a first of the wheels (10, 11) can be driven, and a coaxial with the first output shaft (21) arranged second output shaft (22) via which a second of the wheels (10, 11) is drivable. Drive train (1) after Claim 1 or 2 , characterized in that the output device (9) comprises a differential gear (15) having a differential carrier (16) rotatably supported on the differential carrier (16) and by the differential carrier (16) drivable differential gears (17) and with the differential gears (17 ) and driven by the differential gears (17) drivable driven wheels (18, 19), via which the wheels (10, 11) of the differential carrier (16) are driven, wherein: - in the first coupling position, the first transmission element ( 13) is coupled to the differential carrier (16) and the second transmission element (14) is decoupled from the differential carrier (16), - in the second coupling position the first transmission element (13) is decoupled from the differential carrier (16) and the second transmission element (14) is coupled to the differential carrier (16), - in the third coupling position, the transmission elements (13, 14) are coupled to the differential carrier (16), and - in the fourth n coupling position, the transmission elements (13, 14) coupled together and are decoupled from the differential carrier (16). Drive train (1) according to claims 2 and 3, characterized in that the driven wheels (18, 19) rotatably connected to the output shafts (21, 22) are connected. Drive train (1) after Claim 4 or according to claims 2 and 3, characterized in that the differential carrier (16) is arranged coaxially with the output shafts (21, 22). Drive train (1) according to one of the preceding claims, characterized in that the respective transmission element (13, 14) as a gear, in particular as externally toothed gear is formed. Drive train (1) after Claim 6 in its reference to one of the Claims 3 to 5 , characterized in that the respective gear is formed as a loose wheel, wherein in the first coupling position, the second gear and in the second coupling position, the first tooth relative to the differential carrier (16) is rotatable, and wherein in the fourth coupling position, both gears together relative to the differential carrier (16) are rotatable. Drive train (1) according to one of the preceding claims, characterized in that the coupling device (12) is designed as a positive coupling device (12), by means of which the respective transmission element (13, 14) in the respective coupling position form-fitting with the output device (9) or is coupled to the respective other coupling element (14, 13). Hybrid vehicle, with at least one drive train (1) according to one of the preceding claims.

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