DE102017205118A1 - Drive arrangement for a hybrid vehicle - Google Patents

Abstract

The invention relates to a drive arrangement for a hybrid vehicle, comprising - a transmission housing, - an input shaft (1) which can be coupled to an internal combustion engine, - an output shaft (2) which can be coupled to a vehicle output, - a first and a second electrical machine (10 , 20) - a first planetary gear stage, which is designed as a simple, first planetary gear set (100) and - a second planetary gear stage, wherein the input shaft (1) with the first web (130) and the output shaft (2) with the second web ( 230), the first rotor (12) is connected to the first sun (110) and the second rotor (22) is connected to the second sun (210), the second ring gear (220) is connected to the first sun gear (41) The invention is characterized in that the first ring gear (120) via a first clutch (31) with the second Roto r (22) and via a second clutch (32) is coupled to the output shaft (2), wherein the second planetary gear stage as Ravigneaux set (200) is formed with two suns, namely the second and the third sun (210, 310) a ring gear, namely the second ring gear (220) and a ridge, namely the second ridge (230), on which a set of long planets (231) and a set of short planets (232) connected together and each with one of the suns (210, 310), wherein one of the two sets of planetary gears (231, 232) additionally meshes with the second ring gear (220).

Description

• - ein Getriebegehäuse,
• - eine mit einer Verbrennungskraftmaschine koppelbare Eingangswelle,
• - einem mit einem Fahrzeugabtrieb koppelbare Ausgangswelle,
• - eine erste elektrische Maschine mit einem gehäusefesten, ersten Stator und einem relativ zu diesem drehbar gelagerten, ersten Rotor,
• - eine zweite elektrische Maschine mit einem gehäusefesten, zweiten Stator und einem relativ zu diesem drehbar gelagerten, zweiten Rotor,
• - eine erste Planetengetriebestufe, die ausgebildet ist als ein einfacher, erster Planetensatz mit einer ersten Sonne, einem ersten Hohlrad und einem ersten Steg, auf dem ein Satz erster Planetenräder, die einerseits mit der ersten Sonne und andererseits mit dem ersten Hohlrad kämmen, drehbar gelagert sind,
• - eine zweite Planetengetriebestufe mit einer zweiten Sonne, einem zweiten Hohlrad und einem zweiten Steg sowie zumindest mit einer dritten Sonne,

wobei die Eingangswelle mit dem ersten Steg und die Ausgangswelle mit dem zweiten Steg verbunden ist,
der erste Rotor mit der ersten Sonne und der zweite Rotor mit der zweiten Sonne verbunden ist,
das zweite Hohlrad mittels einer ersten Bremse mit dem Getriebegehäuse gekoppelt ist,
und die dritte Sonne mittels einer zweiten Bremse mit dem Getriebegehäuse gekoppelt ist.The invention relates to a drive arrangement for a hybrid vehicle, comprising

• a transmission housing,
• an input shaft which can be coupled to an internal combustion engine,
• a output shaft which can be coupled to a vehicle output,
• a first electric machine having a housing-fixed, first stator and a first rotor rotatably mounted relative thereto,
• a second electric machine having a housing-fixed, second stator and a second rotor rotatably mounted relative thereto,
• - A first planetary gear stage, which is formed as a simple, first planetary gear set with a first sun, a first ring gear and a first ridge on which a set of first planetary gears, which mesh on the one hand with the first sun and on the other hand with the first ring gear rotatably supported are,
• a second planetary gear stage having a second sun, a second ring gear and a second land and at least one third sun,

wherein the input shaft is connected to the first land and the output shaft is connected to the second land,
the first rotor is connected to the first sun and the second rotor is connected to the second sun,
the second ring gear is coupled to the transmission housing by means of a first brake,
and the third sun is coupled to the transmission housing by means of a second brake.

State of the art

Such a drive arrangement is known from the DE 11 2006 003 080 T5 ,

This document discloses a drive assembly with three simple planetary gear sets. The first planetary gear stage is formed by the first, simple planetary gear set; the second planetary gear stage is formed by a second and a third, simple planetary gear set with second sun, second ring gear and second land or third sun, third ring gear and third land, which are linked together. In the known arrangement, the output shaft is not only connected to the second web, but also with the first ring gear rotatably connected. The output elements of the two planetary gear stages, the first ring gear and the second web, are permanently connected to each other in the known arrangement. The first planetary gear stage essentially serves as a power split node. The second planetary gear stage essentially serves as a switchable two-speed transmission for the transmission of the torque of the second electric machine. With regard to the connection of the two planetary gear sets of the second planetary gear stage discloses the cited document that on the one hand the third land and the second ring gear and on the other hand, the third ring gear and the second bridge are interconnected, while the third sun fixed by means of the second brake on the gear housing and the second Ring gear can be fixed by means of the first brake on the transmission housing. In addition, the known drive arrangement on two clutches, one of which couples the first rotor with the first land and the other the second rotor with the third sun, whereby each of the planetary gear sets of the first and second planetary gear stage can be blocked. By means of a further brake, the first sun can also be fixed to the gearbox.

In the context of the present description, the term "connected" is used in the sense of a constant-speed connection, for example via a fixed connection or a fixed transmission stage. In contrast, the term "coupled" includes both such speed constant, as well as switchable or variable connections. Concretely, if the latter case is meant, the corresponding switching element, in particular a brake or a clutch, is usually stated explicitly. Conversely, if the former case is meant, the use of the term "coupled" in favor of the concrete term "connected" is generally dispensed with. The use of the term "coupled" without specifying a specific switching element thus usually indicates the intended inclusion of both cases. This distinction is made solely in favor of better understanding and in particular for clarification, where the provision of a switchable or variable connection is mandatory instead of a usually easier to realize, speed constant connection. The above definition of the term "connected" is therefore by no means to be interpreted so narrowly that arbitrarily inserted for circumvention purposes inserted switching elements in its literal sense.

As a "brake" generally switching elements are referred to, with which a rotatable element is fixed at least unidirectionally on the housing. By contrast, "coupling" refers to switching elements by means of which two rotatable shafts relative to the housing can be connected in a switchable manner.

A disadvantage of the known device is, on the one hand, that the torque of an internal combustion engine connected to the input shaft is always smaller with a low torque ratio or equal to "one" is passed to the output. In particular, the ratio between the output and the first ring gear is always one. Although it can be in the known device to choose whether the moment of the internal combustion engine is simultaneously introduced via the first sun and the first land in the then blocked first planetary gear set or only on the first land in support of the first sun on the first electric machine. However, this means only a slightly different ratio of the torque of the input shaft to the output: In the former case, a direct gear with a torque ratio of "one" is realized; in the latter case, although the speed of the input shaft can be translated by the first electric machine and the first planetary gear set up or down; but there is no corresponding reciprocal torque ratio because of the power split to the first electric machine. Despite the variable speed ratio between the transmission input and output shafts, the torque ratio between the input and output shafts is constant | i _{0, PLS1} | / (| i _{0, PLS1} | +1), when i _{0, PLS1 is} the stationary ratio of the first ( Minus) planetary gear set, and thus can not assume values greater than "one". In driving situations where high torques are required, for example in trailer tow, it would be desirable to be able to temporarily realize a higher torque ratio between the internal combustion engine and output while maintaining the available translation options from the prior art by the second electric machine and the internal combustion engine. For this purpose, to provide an additional switchable gear stage, but can not be considered as favorable for cost, weight and space reasons.

A disadvantage of the known device, on the other hand, the execution of the second planetary gear stage with two simple minus planetary gear sets, for which two suns, two webs and two sets of planetary gears and two ring gears must be made, which also in terms of cost, weight and space requirements can not be considered cheap.

It is the object of the present invention to develop a generic drive arrangement in an economically favorable manner such that temporarily higher ratios between the input shaft and the output shaft can be realized.

This object is achieved in conjunction with the features of the preamble of claim 1, characterized in that the first ring gear is coupled via a first clutch to the second rotor and a second clutch to the output shaft, wherein the second planetary gear stage is designed as Ravigneaux set with two suns, namely the second and the third sun, a ring gear, namely the second ring gear and a web, namely the second land on which a set of long planets and a set of short planets, which mesh with each other and each with one of the two suns, one the two sets of planetary gears additionally meshes with the second ring gear.

Preferred embodiments are subject of the dependent claims.

The provision of the two clutches of the invention allows the flexible and needs-based adjustment of the ratio between internal combustion engine and output according to the respective draft requirements, without the need for an additional gear stage would be necessary. The basic idea of the present invention is to make the switchable, second planetary gear stage, consisting of the Ravigneaux set according to the invention, which is used in the prior art alone for the shiftable transmission of the second electrical machine, also fully usable for the transmission of the internal combustion engine torque. In the case where the first clutch is opened and the second clutch is closed, the gear ratios of the second planetary gear stage that can be shifted by the brakes do not differ from those in the prior art. Rather, the internal combustion engine torque is passed from the first ring gear directly to the output shaft here, too. By opening the second clutch, however, this direct connection is broken. And with the closing of the first clutch, the internal combustion engine torque is introduced in the same way in the second planetary gear stage, as in the prior art, the torque of the second electric machine. Depending on the switching constellation of the first and the second brake then results in two different torque ratios for the internal combustion engine, but both are greater than in direct coupling (or compound in the prior art) between the first ring gear and output shaft. With closed clutches and opened brakes also a blocking of the planetary gear sets of the second gear stage can be achieved.

Although conceivable would have been in principle the fixed connection of the first ring gear to the second rotor. With simultaneous, permanent separation of the first ring gear from the output shaft, this would have the same effect with respect to the optimization for high tensile load requirements, as explained above. The inventively proposed arrangement of two clutches, however, has advantages, especially if from a purely electrical mode of operation Internal combustion engine should be started. As a "starter" for the internal combustion engine is the first electric machine whose moment is passed through the first planetary gear set to the input shaft and thus to the crankshaft of the internal combustion engine. However, the torque applied to the first ring gear must be supported, so that no perceived by the driver as uncomfortable jerking on the output shaft. This support must be provided by the second electric machine. In the above-mentioned hypothetical case of a direct connection between the first ring gear and the second rotor, only the direct ratio "one" would be available here. Due to the clutch assembly according to the invention, however, a high torque ratio of the second electric machine via the second planetary gear and the closed second clutch can be directed to the first ring gear with open first clutch and closed second clutch, so that there at the start of the internal combustion engine by means of the first electric Supported machine reaction torque with high translation by the second electric machine, that is compensated, can be.

This means that the starting torque reserve of the second electric machine in the case of a closed second clutch is increased by the now higher torque ratio to the first ring gear. Increased starting torque reserve allows more frequent and faster starts of the internal combustion engine from a purely electric driving state. In other words, in the clutch assembly according to the invention between the favorable for the start of the internal combustion engine, direct connection of the first ring gear to the output shaft and a favorable for high tensile forces connection of the first ring gear to the input shaft of the second gear stage can be switched as needed. For each gear ratio of the two-speed gearbox, a start-optimized and a power optimized power flow is available.

A fixed connection of the first ring gear to a not connected to the output shaft or the second electric machine shaft of the second planetary gear stage is not a sensible alternative. With simultaneous permanent separation of the first ring gear from the output shaft, this would have on the use of the second gear stage for the translation of internal combustion engine Momentes result in that the ring gear is blocked in a generated by the second planetary gear speeds, since the not connected to the output shaft or the second electric machine shafts of the second planetary gear brakes wear, with which the higher ratios of the second planetary gear stage are switched. In other words, in hybrid operation, it is then no longer possible to use all the gears of the second planetary gear stage for torque transmission of the internal combustion engine and of the second electric machine. The for the efficient, d. H. Speed-adapted, operation of the second electric machine with the internal combustion engine necessary translation series is no longer achieved.

The inventive design of the second planetary gear stage as Ravigneaux set is associated with special economic advantages: In the production of planetary gear sets, the production of internal teeth of ring gears is particularly costly. With a Ravigneaux set these costs can be significantly reduced with otherwise essentially the same functionality. In addition, the use of a Ravigneaux set forms the basis of a special functional extension by an additional switching element, which would not be possible in the - basically also conceivable - use of two simple planetary gear sets for the second planetary gear stage. This particular extension is the subject of one of the dependent claims and will be discussed in more detail below.

Overall, five power-split operating modes and seven purely electrical operating modes can be realized with the drive arrangement according to the invention. The following switching table (Table 1) gives an overview of the realizable operating modes. Table 1 mode B1 B2 K1 K2 ELVA 1 X O X O ELVA 2 X O O X ELVA 3 O X X O ELVA 4 O X O X ELVA 5 O O X X 1MS 1 X O X O 1MS 2 X O O X 1MS 3 O X X O 1MS 4 O X O X 1MS 5 O O X X 1M 1 X O O O 1M 2 O X O O

B1 mean first brake, B2 second brake, K1 first clutch, K2 second clutch, O shift element open, X shift element closed, ELVA simple power split with output-coupled electric machine, 1M electric mode with one active and one standing electric machine and 1MS electric mode with one active and one towed electric. For a detailed explanation of the individual operating modes, reference is made to the specific part of the description, where in particular the respective torque flow is discussed with purely exemplary reference to preferred embodiments.

With regard to the special design of the Ravigneaux theorem, two different approaches can be realized. Thus, it is provided in a first preferred embodiment that the short planets comb on the one hand with the third sun and on the other hand with the long planets and comb the long planets on their first longitudinal section with the short planet and on its second longitudinal section on the one hand with the second sun and on the other hand with the second ring gear , In a second preferred alternative embodiment, on the other hand, it is provided that the long planets mesh on their first longitudinal section with the third sun and on its second longitudinal section with the short planets, which additionally mesh on the one hand with the second sun and on the other hand with the second ring gear. Both embodiments are functionally equivalent. Both represent the operating modes mentioned above in Table 1.

In both embodiments, it is possible and preferably provided that the two longitudinal sections of the long planets have different wheel diameters. As a result, the gear ratios realized in each case can be matched exactly to the specifically expected requirements for the desired vehicle application. Of course, the long planets can also be formed with a constant diameter over their length.

In a first advantageous development of the invention, it is provided that the first web can be fixed to the transmission housing via a third brake. By means of this additional switching element, it is possible to realize five additional, purely electrical operating modes with two (potentially) active electric machines, whereby the maximum torque which can be represented purely electrically at the output shaft is increased.

The following switching table (Table 2) gives an overview of the realizable operating modes. Table 2 mode B1 B2 B3 K1 K2 ELVA 1 X O O X O ELVA 2 X O O O X ELVA 3 O X O X O ELVA 4 O X O O X ELVA 5 O O O X X 1MS 1 X O O X O 1MS 2 X O O O X 1MS 3 O X O X O 1MS 4 O X O O X 1MS 5 O O O X X 1M 1 X O O O O 1M 2 O X O O O 2MM 1 X O X X O 2MM 2 X O X O X 2MM 3 O X X X O 2MM 4 O X X O X 2MM 5 O O X X X

2MM refers to a purely electrical mode with two (potentially) active electrical machines whose moments (positive and / or negative) add up (torque addition).

In a second development of the invention, it is provided that the first ring gear can be fixed to the transmission housing via a fourth brake. This development can be provided as an alternative or in addition to the aforementioned, first development. The third brake can be used to realize two additional, serial hybrid operating modes. In addition, two additional, purely electrical operating modes can be realized with one active and one stationary electric machine. However, with regard to their translation, these are redundant to two operating modes that can also be implemented in the basic version of the invention. The essential advantage of the second refinement of the invention explained here is therefore essentially the creation of the new, serial hybrid operating modes, which are advantageous in particular for internal combustion engine reverse travel. On the one hand, the advantages of the electric reversing, namely the lack of a requirement reversal stage, used and on the other hand, the reverse driving does not exhaust the electrical storage or remains possible even with empty electrical storage.

The following switching table (Table 3) gives an overview of the realizable operating modes. Table 3 mode B1 B2 B4 K1 K2 ELVA 1 X O O X O ELVA 2 X O O O X ELVA 3 O X O X O ELVA 4 O X O O X ELVA 5 O O O X X SER 1 X O X O O SER 2 O X X O O 1MS 1 X O O X O 1MS 2 X O O O X 1MS 3 O X O X O 1MS 4 O X O O X 1MS 5 O O O X X 1M 1 X O O O O 1M 2 O X O O O 1M 3 X O X O O 1M 4 O X X O O

In a third development of the invention, it is provided that the first and the second rotor are coupled to each other via a third coupling. This development can be provided as an alternative to the aforementioned refinements or in addition to the aforementioned first development. A combination with the aforementioned second development, however, is not possible for reasons of transmission topology. The coupling of the electrical machines to one another with the third development makes it possible to realize a plurality of additional, parallel hybrid operating modes whose transmission essentially corresponds to a first, a third and a fifth conventional gear, wherein in particular the parallel hybrid modes for implementing a fifth gear are mutually redundant , In addition, two additional, purely electrical operating modes with two (potentially) active electrical machines, but with respect to the feasible translation with existing even in the basic version of the invention, all-electric modes with two (potentially) active electrical machines are redundant. The main advantage of the third development of the invention is thus in the creation of the new, parallel-hybrid operating modes for reducing the otherwise associated with the same translation in each, simple power-split driving range losses in the power transmission from the first to the second electric machine.

The following switching table (Table 4) gives an overview of the realizable operating modes. Table 4 mode B1 B2 K1 K2 K3 ELVA 1 X O X O O ELVA 2 X O O X O ELVA 3 O X X O O ELVA 4 O X O X O ELVA 5 O O X X O PAR 1 X O X O X PAR 5a X O O X X PAR 3 O X X O X PAR 5b O X O X X PAR 5 O O X X X 1MS 1 X O X O O 1MS 2 X O O X O 1MS 3 O X X O O 1MS 4 O X O X O 1MS 5 O O X X O 1M 1 X O O O O 1M 2 O X O O O 1MM 6 X O O O X 1MM 7 O X O O X

A fourth development of the invention makes use of the peculiarity of the Ravigneaux theorem, which in all the above-described embodiments always contained only one ring gear, namely the second ring gear. This results in a free theoretical interface to the second planetary gear stage, which is also practiced in the fourth development. Thus, according to said fourth development, it is provided that the Ravigneaux set of the second planetary gear stage is extended by a third ring gear, which is coupled to the gearbox housing via a fifth brake. This combs in the first preferred embodiment of the Ravigneaux planetary gear set with the short planets and in the second preferred embodiment of the Ravigneaux planetary etching with the long planets on the first longitudinal section. As a result, a switchable reverse range is realized. Such a development allows an internal combustion engine reverse drive in a power-split mode ELVA 6R. Without such a switchable reverse mode is a reverse only purely electrically by reversing the direction of rotation of the electric machine used as a drive unit (s), in particular the second electric machine, possible. Of course, the switchable reverse gear is also usable in purely electrical operation, especially in the modes 1M and 1MS.

The following switching table (Table 5) gives an overview of the realizable operating modes. Table 5 mode B1 B2 B5 K1 K2 ELVA 1 X O O X O ELVA 2 X O O O X ELVA 3 O X O X O ELVA 4 O X O O X ELVA 5R O O O X X ELVA 6R X X O 1MS 1 X O O X O 1MS 2 X O O O X 1MS 3 O X O X O 1MS 4 O X O O X 1MS 5 O O O X X 1MS 6R O O X X O 1M 1 X O O O O 1M 2 O X O O O 1M 3R O O X O O

R is an indication of reversing.

Finally, it can be provided in a fifth development of the invention that the first ring gear is coupled via a fourth clutch with an intermediate shaft, which in turn is coupled via the first clutch to the second rotor and via the second clutch to the output shaft. The fourth clutch may be provided alternatively or in addition to any of the aforementioned developments of the invention. By the fourth clutch creates a separate intermediate shaft, which, regardless of the switching states of the first and the second clutch allows complete decoupling of the first planetary gear stage. The inventive coupling of the first ring gear on the one hand with the second rotor (namely on the first clutch) and on the other hand with the output (namely via the second clutch) is thus no longer directly over each exactly one switching element, but indirectly via two switching elements, namely the respectively aforementioned and additionally the fourth clutch. This results in five additional, purely electrical operating modes with an active and a stationary electric machine. Four of them are indeed redundant with the corresponding modes of the basic version of the present invention. At the same time, however, a low-ratio mode arises, so that the second electric machine can be operated as a result in a three- instead only a two-speed operation with decoupled first electric machine and first planetary gear set. This development thus represents an improvement of the purely electrical high-speed operation with only the second electric machine.

The following switching table (Table 6) gives an overview of the realizable operating modes. Table 6 mode B1 B2 K1 K2 K4 ELVA 1 X O X O X ELVA 2 X O O X X ELVA 3 O X X O X ELVA 4 O X O X X ELVA 5 O O X X X 1MS 1 X O X O X 1MS 2 X O O X X 1MS 3 O X X O X 1MS 4 O X O X X 1MS 5 O O X X X 1M 1 X O O X O 1M 2 O X O X O 1M 3 O O X X O 1M 4 X O X O O 1M 5 O X X O O 1M 6 X O O O X 1M 7 O X O O X

The additional, fourth clutch is preferably designed as a form-fluid coupling, in particular as a dog clutch. Note that the switching positions of the modes 1M 1 and 1M 2 have changed: While the decoupling in 1M 1 and 1M 2 in the basic variant of the invention and the further developments 1 to 3 only by opening the first and the second clutch at each closed first and second brake could be accomplished exist according to a drive arrangement. the fourth development a total of seven purely electrical modes with an active and a standing electric machine, of which only the designated in the above Table 5 as 1M 3 mode is really new compared to the other variants of the invention feasible modes. The remaining 1M x modes differ only with regard to the coupling of the newly created intermediate shaft. Since operation with opened fourth clutch is more efficient in terms of efficiency, in practical operation the modes 1M 1 and 1M 2 should be used instead of the modes 1M4 to 1M7. Modes 1M 4 to 1M 7 are less efficient and therefore less suitable for continuous operation. As transitional modes in switching operations, however, they are of course usable.

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

• 1: eine erste Ausführungsform der Grundvariante der vorliegenden Erfindung,
• 2: eine zweite Ausführungsform der Grundvariante der vorliegenden Erfindung,
• 3: eine erste Weiterbildung der Erfindung, repräsentativ dargestellt auf Basis der ersten Ausführungsform der Grundvariante,
• 4: eine zweite Weiterbildung der Erfindung, repräsentativ dargestellt auf Basis der ersten Ausführungsform der Grundvariante,
• 5: eine dritte Weiterbildung der Erfindung, repräsentativ dargestellt auf Basis der ersten Ausführungsform der Grundvariante,
• 6: eine vierte Weiterbildung der Erfindung, repräsentativ dargestellt auf Basis der ersten Ausführungsform der Grundvariante,
• 7: eine fünfte Weiterbildung der Erfindung, repräsentativ dargestellt auf Basis der ersten Ausführungsform der Grundvariante sowie
• 8: eine der ersten Ausführungsform der Grundvariante topologisch gleichwertige Variante einer erfindungsgemäßen Antriebsanordnung für Vorderradantrieb.

Show it:

• 1 A first embodiment of the basic variant of the present invention
• 2 a second embodiment of the basic variant of the present invention,
• 3 FIG. 1 shows a first development of the invention represented representatively on the basis of the first embodiment of the basic variant, FIG.
• 4 FIG. 2 shows a second development of the invention represented representatively on the basis of the first embodiment of the basic variant, FIG.
• 5 FIG. 3 shows a third development of the invention represented representatively on the basis of the first embodiment of the basic variant, FIG.
• 6 FIG. 4 shows a fourth development of the invention, represented representatively on the basis of the first embodiment of the basic variant, FIG.
• 7 A fifth development of the invention, representatively represented on the basis of the first embodiment of the basic variant and
• 8th : one of the first embodiment of the basic variant topologically equivalent variant of a drive arrangement according to the invention for front-wheel drive.

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

The in the 1 to 7 shown drive assemblies each show versions that are suitable for the rear-wheel drive in a hybrid vehicle. 8th shows an embodiment that is suitable for the front drive. The latter shows purely representative of the drive arrangement of 1 equivalent (homo-morphic) topology. The drive arrangements of 2 to 7 as well as their combinations with each other and their combinations with the arrangement of 1 however, are readily translatable to those skilled in the art in front wheel drive embodiments as well. To the electrical machines of the drive assemblies are not shown power electronics and connected via this one or more energy storage, not shown.

All drive arrangements according to the invention comprise two independent planetary gear stages. A first planetary gear stage is formed by the first planetary gear set 100. This is designed as a simple planetary gear set and includes a first sun 110 , a first ring gear 120 and a first jetty 130 on which a simple set of first planet gears 131 is rotatably mounted. Every planetary gear 131 combs with both the first sun 110 as well as with the first ring gear 120 , As first input shaft of the first planetary gear stage, the first bridge is used 130 which is connected to the input shaft 1 of the drive assembly. The input shaft 1 is in the installed state connected to an internal combustion engine or coupled via a main clutch and / or a two-mass wheel. As a second input shaft of the first gear stage, the first sun is used 110 that with the first rotor 12 a first electric machine 10 connected is. The first stator 11 the first electric machine 10 is fixed to the housing. Details of the gear housing are not shown in the figures.

The primary task of the first planetary gear stage is to represent a power split node in which one over the first land 130 initiated, internal combustion engine torque branches and over the first ring gear 120 on a mechanical path and over the first sun 110 on an electrical path (which of course includes mechanical components) is directed to the output. The output is connected in the installed state, for example in the form of a differential to the output shaft 2.

The second planetary gear stage, consisting of the Ravigneaux set 200 , Essentially serves to form a switchable two-speed transmission for the second electric machine 20. This includes a housing-fixed second stator 21 and a second rotor rotatably mounted therein 22 , The Ravigneaux set 200 has a second sun 210 , a third sun 310 , a second ring gear 220 and a second jetty 230 on top of which is a set of long planets 231 and a set of short planets 232 is rotatably mounted. In all embodiments shown, the different lengths have sections 231 . 231b the long planets 231 different diameters

The second sun serves as the input shaft of the second planetary gear stage 210 that with the second rotor 22 connected is. As the output shaft of the second planetary gear stage, the second bridge is used 230 that with the output shaft 2 connected is. The second ring gear 220 is via a first brake 41 switchable coupled to the transmission housing. The third sun is over a second brake 42 coupled with the gearbox. The concrete translation with which the moment of the second electric machine 20 can be translated to the output shaft 2, resulting from the respective Schaltkonstellation the first and second brake 41 . 42 ,

The peculiarity of the present invention lies in two clutches, namely a first clutch 31 and a second clutch 32 with which the first ring gear 120 on the one hand with the second rotor 22 (first clutch 31 ) and on the other hand with the output shaft 2 (second clutch 32) is coupled. The person skilled in the art recognizes that when the first clutch is open 31 and closed second clutch 32 that in the first planetary gear set 100 translated internal combustion engine torque is passed without further (torque) translation to the output shaft 2. At high tensile requirements, however, such a torque translation would be desirable. To realize such, the first clutch 31 can be closed and the second clutch 32 be opened. The _{internal combustion engine torque translated} in the first planetary set | i _{0, PLS1} | / (| i _{0, PLS1} | + 1): 1 is then transmitted via the first clutch 31 and the second sun 210 introduced into the second planetary gear stage and over the second bridge 230 to the output shaft 2 forwarded. Within the second planetary gear stage takes place, whichever of the brakes 41 . 42 is closed, a torque ratio, ie a suitable adaptation to the temporarily increased traction requirements. The second planetary gear stage thus fulfills in the context of the present invention, a dual function, namely either as a translation stage for the internal combustion engine torque and / or for the electrical torque of the second electric machine 20 ,

In the case that both couplings 31 . 32 are closed _{, the internal combustion engine torque translated} in the first planetary set | i _{0, PLS1} | / (| i _{0, PLS1} | + 1): 1 is _transmitted via the second closed clutch 32 forwarded without further (torque) translation to the output shaft 2 and the second planetary gear stage blocked, so that the moment of the second electric machine 20 over the closed couplings 31 and 32 to the output shaft 2 is passed without further (moment) translation. In other words, via the first and second clutch 31 and 32 with opened brakes 41 and 42 an indirect blocking of the Ravigneaux planetary gearset 200 achieved because two of its planetary gear elements are coupled.

The embodiments of the 1 and 2 show the basic variant of the invention and differ only in the specific embodiment of the Ravigneaux theorem 200 , In the embodiment according to FIG 1 comb the short planets 232 with the third sun 310 as well as with a first length section 231 the long-planet 231 which in the illustration of the embodiment shown has a smaller diameter than the second length section 231b, which coincides with the second sun 210 and the second ring gear 220 combs. In the embodiment according to FIG 2 comb the short planets 232 with the second sun 210 and the second ring gear 220 as well as with the second length section 231b the long planet 231, which has a smaller diameter in the illustrated embodiment of the embodiment than the first length section 231 that with the third sun 310 combs. For both embodiments of the basic version of the present invention, the switching table applies 1. In the operating mode ELVA 1 is the first brake 41 closed, and the second brake 42 open. This means that at the Ravigneaux set 200 a high translation is realized. Accordingly, the torque of the second electric machine 20 undergoes a high gear ratio. Due to the closed first clutch 31 and the open clutch 32 will be the same in the first planetary gear set 100 | i _{0, PLS1} | / (| i _{0, PLS1} | +1): 1 translated _engine torque into the Ravigneaux set 200 initiated and translated there also high. This constellation is particularly suitable for combustion engine driven driving conditions with high traction requirements at low vehicle speeds.

The operating mode ELVA 2 differs herefrom in that due to the opened first clutch 31 and the closed clutch 32 in the first planetary gear set 100 | i _{0, PLS1} | / (| i _{0, PLS1} | + 1): 1 translated _engine torque passing Ravigneaux set 200 over directly to the output shaft 2 is directed. As a result, it experiences a low gear ratio, whereas the ratio of the torque of the second electric machine 20 remains high. This constellation is to increase the starting torque reserve of the second electric machine 20 provided and suitable for operation with alternating purely electric and internal combustion engine driving conditions with low traction requirements and frequent starts of the internal combustion engine.

In ELVA mode 3 is through the opened first brake 41 and the closed second brake 42 on the Ravigneaux set 200 realized a middle translation. Due to the closed first clutch 31 and the opened second clutch 32 experience both in the first planetary gear set 100 | i _{0, PLS1} | / (| i _{0, PLS1} | + 1): 1 translated engine torque as well as the torque of the second electric machine 20 the same average ratio. This constellation is suitable for combustion engine driven driving conditions with medium traction requirements at medium speeds.

The operating mode ELVA 4 differs therefrom due to the opened first clutch 31 and the closed clutch 32 in that the _{internal combustion engine torque translated} in the first planetary set 100 | i _{0, PLS1} | / (| i _{0, PLS1} | + 1): 1 passes the Ravigneaux set 200 directly to the output shaft 2 and translated accordingly low. This constellation is to increase the starting torque reserve of the second electric machine 20 provided and suitable for driving with alternating purely electric and internal combustion engine driving conditions with low traction requirements and frequent starts of the internal combustion engine at medium vehicle speeds.

In operating mode ELVA 5 are both brakes 41 . 42 open while both clutches 31, 32 are closed. The Ravigneaux theorem is thus blocked and rotates without inner relative rotation. In the first planetary set 100 | i _{0, PLS1} | / (| i _{0, PLS1} | +1): 1 translated combustion-motor torque and the torque of the second electric machine 20 therefore both do not experience moment translation in the second planetary gear stage and lower substantially directly and with correspondingly Translation to the output shaft 2 directed. This constellation is suitable for high vehicle speeds with low traction requirements.

The operating modes 1MS 1 to 1MS 5 correspond to the modes ELVA with regard to their switching constellation 1 to ELVA 5 However, with the internal combustion engine is turned off. The jetty 130 of the first planetary gear set 100 thus stands still. Essentially, only the second electric machine is in these switching constellations 20 active. In these modes, the first electric machine 10 provide essentially no drive torque, because of a lack of torque support on the web 130 no torque from the first electric machine 10 to the ring gear 120 can be transferred. The speed ratio between the rotor 12 and the output shaft 2 results from the state translation of the first planetary gearset 100 and the speed ratio between the first ring gear formed in the respective shifting constellation of the second gear stage 120 and the output shaft 2. The one with the first sun gear 110 firmly connected rotor 12 the first electric machine 10 is because of acting as a pure speed-translation stage planetary gear set 100, whose web 130 with the stationary input shaft 1 also resting, dragged along.

Finally, there are still two electrical modes in which only the second electric machine 20 is active and the first electric machine 10 stands. This is due to two open couplings 31 . 32 decoupled the entire first planetary gear stage. Depending on the switching constellation of the brakes 41 . 42 becomes the torque of the second electric machine 20 with high or medium gear ratio to the output shaft 2 directed.

3 shows a first embodiment of the invention by a third brake 43 over which the first jetty 130 coupled to the housing. 3 shows said extension based on an otherwise of the embodiment of 1 appropriate arrangement. However, those skilled in the art will recognize that this extension also applies to the embodiment of the 2 is applicable. By closing the third brake 43 can the input shaft 1 and with her the first jetty 130 be held. The first planetary gear set 100 acts as a pure translation stage for the first electric machine 10 , therefore, in torque adding manner with the second electric machine 20 can work together. Consequently, new operating modes result with two (potentially) active electrical machines 10, 20. The realizable modes differ with regard to the translations of the moments of the individual electrical machines 10 . 20 analogous to the above explanations in the context of the ELVA modes.

4 shows a second extension of the invention, which also applies to all embodiments of 1 and 2 applicable and in combination with the previously explained, first extension is feasible. In the second extension, a fourth brake 44 is provided, via which the first ring gear 120 is coupled to the housing. Essentially, two additional serial hybrid operating modes result, in which the first planetary gear set 100 serves as a translation stage for an internal combustion engine torque, with which the first electric machine 10 is driven by a generator. The generated electrical power can be connected via a power electronics, not shown, to the second electrical machine 20 The one above the Ravigneaux set 200 translated moment to the output shaft 2 supplies. It is obvious that these serial hybrids modes only with open clutches 31 . 32 are feasible. With regard to the switching constellations within the second planetary gear stage, reference is made to the above explanation. When switched off internal combustion engine, the same switching constellations for two purely electrical Modes with active second electric machine 20 and stationary first electric machine 10 serve.

5 shows a third extension that applies to all embodiments of the 1 and 2 applicable and also with the above-mentioned first extension, but not with the above-mentioned second extension is combinable. In the third extension is a third clutch 33 provided with the rotors 12 . 22 the electrical machines 10, 20 are switchably coupled together. This essentially results in new, parallel hybrid operating modes. In the first planetary set 100 becomes the moment of the internal combustion engine over the first web 130 initiated and there on the first ring gear 120 and the first sun wheel 110 in the ratio | i _{0, PLS1} |: 1 divided. The partial moment at the first sun wheel 110 which, in turn, coincides with the moment of the first electric machine 10 can be combined with the third clutch is closed to the rotor shaft 12 the second electric machine 20 transferred, where it again with the moment of the second electric machine 20 can be combined. Depending on the switching constellation of the couplings 31 . 32 and brakes 41 . 42 can do this on the rotor shaft 12 of the second electric machine 20 fitting, combined moment and the first ring gear 120 adjoining moment together directly to the output shaft 2 , together via the two-speed transmission, reinforced with two different ratios, to the output shaft 2 or the combined torque via the two-speed transmission, each amplified with two different ratios, and the partial torque of the first ring gear 120 directly to the output shaft 2 be passed on. Overall, there are five parallel hybrid operating modes.

6 shows a fourth extension of the invention, which refers to the embodiment of 1 applicable and in combination with their previously explained extensions is feasible. In the context of the fourth extension, a fifth brake 45 is provided, which is a Ravigneaux set 200 expanding, third ring gear 320 switchable coupled to the transmission housing. The third ring gear 320 meshes with the short planets in the first embodiment of the Ravigneaux planetary gearset 232 , In the second embodiment of the Ravigneaux planetary gear meshes this expanding, third ring gear 320 with the first sections 231 the long-planet 231 , Closing the fifth brake leads to a reversal of direction in the Ravigneaux set 200 , so that thereby a reverse gear of the second planetary gear stage is established, with the particular a power-split reverse mode (ELVA 6R), a purely electrical mode with a towed first electric machine 10 (1M3R) and a purely electrical mode with only active second electrical machine 20 can be used in stationary and possibly decoupled, first electric machine 10.

7 shows a fifth extension of the invention, which refers to all embodiments of the 1 and 2 applicable and can be combined with all the aforementioned extensions. The fourth extension sees a fourth clutch 34 before that the first ring gear 120 with a newly created intermediate shaft 3 coupled. The intermediate shaft 3 is in turn about the first clutch 31 and the second clutch 32 in the manner described above on the one hand with the input and on the other hand with the output of the second planetary gear stage, ie with the second sun 210 (first clutch 31 ) and the second land 230 (second clutch 32 ) coupled. This results in an additional, purely electrical operating mode, which allows the moment of the second electric machine 20 when the first electric machine is stationary 10 with low gear ratio, bypassing the Ravigneaux set 200 to the output shaft 2 to lead. For this purpose, the first and the second clutch 31 . 32 closed and the fourth clutch 34 open. The brakes 41, 42 are of course opened here.

8th shows representative of all embodiments and extensions a suitable for a front-wheel drive constellation. The first and the second planetary gear stage lie parallel to each other and are via a spur gear 5 connected with each other. That with the output shaft 2 connected differential 4 is, as the skilled person recognizes, no particularity of the front-wheel drive.

Of course, the embodiments discussed in the specific description and shown in the figures represent only illustrative embodiments of the present invention. In the light of the disclosure herein, those skilled in the art will be offered a wide range of possible variations.

LIST OF REFERENCE NUMBERS

1

input shaft

2

output shaft

3

intermediate shaft

4

differential

5

spur gear

10

first electric machine

11

first stator

12

first rotor

20

second electric machine

21

second stator

22

second rotor

31

first clutch

32

second clutch

33

third clutch

34

fourth clutch

41

first brake

42

second brake

43

third brake

44

fourth brake

100

first planetary gear set

110

first sun

120

first ring gear

130

first jetty

131

first planet wheels

200

second planetary gear set / Ravigneaux set

210

second sun

220

second ring gear

230

second bridge

231

long planet

231

first length of 231

231b

second length of 231

232

short planet

310

third sun

320

third ring gear

330

third jetty

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 112006003080 T5 [0002]

Claims (9)

Drive arrangement for a hybrid vehicle, comprising - a transmission housing, - an input shaft (1) which can be coupled to an internal combustion engine, - an output shaft (2) which can be coupled to a vehicle output, - a first electric machine (10) with a first stator (11) fixed to the housing ) and a first rotor (12) rotatably mounted relative thereto, - a second electric machine (20) having a second stator (21) fixed to the housing and a second rotor (22) mounted rotatably relative thereto, - a first planetary gear stage formed as a simple, first planetary gear set (100) having a first sun (110), a first ring gear (120) and a first land (130) on which a set of first planet gears (131), on the one hand with the first Sun (110) and on the other hand with the first ring gear (120) mesh, are rotatably mounted, - a second planetary gear with a second sun (210), a second ring gear (220) and a second web (230) sow ie at least with a third sun (310), wherein the input shaft (1) is connected to the first web (130) and the output shaft (2) is connected to the second web (230), the first rotor (12) to the first sun ( 110) and the second rotor (22) is connected to the second sun (210), the second ring gear (220) is coupled to the gear housing by means of a first brake (41), and the third sun (310) is connected by means of a second brake ( 42) is coupled to the transmission housing, characterized in that the first ring gear (120) via a first clutch (31) to the second rotor (22) and via a second clutch (32) is coupled to the output shaft (2), wherein the second planetary gear stage is designed as a Ravigneaux set (200) with two suns, namely the second and the third sun (210, 310), a ring gear, namely the second ring gear (220) and a web, namely the second web (230) on which a set of long planets (231) and a set of short planets (232), the mite in each other and in each case with one of the suns (210, 310), wherein one of the two sets of planet gears (231, 232) additionally meshes with the second ring gear (220). Drive arrangement according to Claim 1 , characterized in that the short planets (232) mesh on the one hand with the third sun (310) and on the other hand with the long planets (231) and the long planets (231) on their first length (231a) with the short planets (232) and on their second Length section (231b) on the one hand with the second sun (210) and on the other hand with the second ring gear (220) comb. Drive arrangement according to Claim 1 , characterized in that the long planets (231) on their first longitudinal section (231a) mesh with the third sun (310) and on their second longitudinal section (231b) with the short planets (232), which additionally on the one hand with the second sun (210) and on the other hand with the second ring gear (220) comb. Drive arrangement according to one of the preceding claims, characterized in that the two longitudinal sections (231a, 231b) of the long planets (231) have different wheel diameters. Drive arrangement according to one of the preceding claims, characterized in that the first web (130) via a third brake (43) on the transmission housing can be fixed. Drive arrangement according to one of the preceding claims, characterized in that the first ring gear (120) via a fourth brake (44) on the transmission housing can be fixed. Drive arrangement according to one of Claims 1 to 5 , characterized in that the first and the second rotor (12, 22) via a third clutch (33) are coupled together. Drive arrangement according to Claim 2 or one of the Claims 4 to 7 , as far as referring back to Claim 2 , characterized in that the Ravigneaux set (200) of the second planetary gear stage is extended by a with the short planet (232) meshing, third ring gear (320) which is coupled via a fifth brake (45) to the transmission housing. Drive arrangement according to one of the preceding claims, characterized in that the first ring gear (120) via a fourth clutch (34) with an intermediate shaft (3) is coupled, in turn via the first clutch (31) with the second rotor (22) and is coupled via the second clutch (32) with the output shaft (2).

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