DE102021200524A1 - Drive train for a hybrid vehicle and hybrid vehicle with at least one such drive train - Google Patents

Abstract

The invention relates to a drive train (1a) for a hybrid vehicle (1), comprising an internal combustion engine (2), at least one electric machine (3) and a transmission device (4) with a multi-speed transmission (4a) and an integral differential (4b), wherein the multi-speed transmission (4a) can be connected to at least the internal combustion engine (2) in a drivingly effective manner and is arranged in front of the differential (4b) in the power flow, the differential (4b) being designed with two planetary gear sets (13a, 13b), each planetary gear set (13a, 13b) is drivingly connected to a respective output shaft (5a, 5b), the multi-speed transmission (4a), the differential (4b) and the respective output shaft (5a, 5b) being set up to be coaxial with an output axle (6) of the hybrid vehicle ( 1), with the internal combustion engine (2) being arranged axially parallel to the output axle (6) and being connected via at least a first transmission stage (7) to a first input shaft (8) of the G drive device (4) can be connected in a drive-effective manner, the internal combustion engine (2) and the transmission device (4) being arranged axially at least partially in a common plane (16), a first output torque being transmitted to the second output shaft (5b ) is transferrable, wherein a support torque of the first planetary gear set (13a) in the second planetary gear set (13b) can be changed in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft (5a). The invention also relates to a hybrid vehicle with at least one such drive train (1a).

Description

The invention relates to a drive train for a hybrid vehicle and a hybrid vehicle with at least one such drive train.

From the DE 10 2011 079 975 A1 discloses a drive device for a motor vehicle, comprising a planetary gear housing and a differential gear, which is designed as a spur gear differential. A first spur gear accommodated therein and a second spur gear accommodated therein are arranged in the epicyclic housing. Furthermore, a planetary gear stage is provided, which is kinematically coupled to the planetary gear housing and has a sun gear, planetary gears and a ring gear, the planetary gears of the planetary gear stage being stepped and each forming a first planetary spur gear section and a second planetary spur gear section arranged coaxially and axially offset with respect to this. The first planetary spur gear section meshes with the sun gear and the second planetary spur gear section meshes with the ring gear, with the planetary gears rotating together with the epicyclic housing.

The object of the present invention is to provide a space-saving drive train for a hybrid vehicle. The object is solved by the subject matter of the independent patent claim. Advantageous embodiments are the subject matter of the dependent claims, the following description and the figures.

A drive train according to the invention for a hybrid vehicle comprises an internal combustion engine, at least one electric machine and a transmission device with a multi-speed transmission and an integral differential, the multi-speed transmission being able to be connected in a drivingly effective manner to at least the internal combustion engine and being arranged in front of the differential in the power flow, the differential having two planetary gear sets is designed, with each planetary gearset being drivingly connected to a respective output shaft, the multi-speed transmission, the differential and the respective output shaft being set up to be arranged coaxially to an output axis of the hybrid vehicle, the internal combustion engine being arranged axis-parallel to the output axis and having at least a first Translation stage with a first input shaft of the transmission device is drivingly connected, wherein the internal combustion engine and the transmission device axially at least partially are arranged in a common plane, with a first output torque being able to be transmitted to the second output shaft by means of the first planetary gear set, with a supporting torque of the first planetary gear set being convertible in the second planetary gear set in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft. In other words, the sums of the two wheel torques are not combined or combined to form a common axle torque in one component. Rather, the drive power coming from the first transmission stage is divided up in the differential and passed on to the output shafts in accordance with the design of the planetary gear sets. In this way, the components of the differential can be designed to be slimmer due to the respective, comparatively small torque. Torque is increased and drive power is divided by means of the differential. Furthermore, there is a weight saving.

An integral differential is to be understood as meaning a differential with two planetary gear sets, the first planetary gear set being drivingly connected to the first input shaft of the differential and to the second planetary gear set. The first planetary gear set is drivingly connected to the second output shaft and the second planetary gear set is drivingly connected to the first output shaft. The second planetary gear set is supported at least indirectly on a stationary housing of the differential or on the chassis of the motor vehicle. By means of such an integral differential, the input torque of the first input shaft of the differential can be converted and divided or transmitted to the two output shafts in a defined ratio. The input torque is preferably transmitted 50% each, ie half, to the output shafts. The differential therefore has no component to which the sum of the two output torques is applied. In addition, the differential does not have any gearing rotating in the block or rotating without rolling motion at identical output speeds of the output shafts. In other words, regardless of the output speeds of the output shafts, there is always a relative movement of the components of the respective planetary gear set that are in mesh with one another.

The multi-speed transmission is set up to provide several different transmission ratios between the input shaft of the transmission device, which is at least indirectly operatively connected to the output shaft of the internal combustion engine, and an output shaft of the multi-speed transmission. The output shaft of the multi-speed gearbox acts as an intermediate shaft, which in turn connects the multi-speed gearbox to the differential in a drivingly effective manner. Thus, the output shaft of the multi-speed gearbox is connected to the respective output shaft via the differential.

The multi-speed transmission is preferably a planetary transmission with at least two planetary gear sets zen trained. In other words, the multi-speed transmission has an input shaft, an output shaft or intermediate shaft and at least one housing support to support the torques acting on the chassis of the hybrid vehicle. The input shaft and the output or intermediate shaft are preferably arranged coaxially with one another. A staggered or parallel arrangement is also conceivable.

The multi-speed transmission preferably includes at least one shifting element. The switching element is used to set a transmission ratio. This can take place as a function of a driver's request and/or as a function of an operating state of the hybrid vehicle. The switching element is preferably set up to switch between at least three gear ratios.

The output shaft of the internal combustion engine can be connected in one piece to the input shaft of the first gear ratio, with both the output shaft and the input shaft thus lying on a common main axis which is aligned parallel to the output axis of the hybrid vehicle. In the case of a multi-part design, however, the output shaft is connected to the input shaft in a rotationally fixed manner.

The first transmission stage can be designed as a chain drive, as a belt drive or as a gear chain with several meshing gear wheels, in order to transmit a torque and a speed, i.e. a drive power, to an input shaft arranged essentially parallel to the output shaft of the internal combustion engine or to the input shaft of the first transmission stage to transfer the transmission device.

A substantially parallel arrangement of the respective output or input shafts of the internal combustion engine or the transmission device is necessary so that the internal combustion engine and the transmission device can be arranged at least partially on the common plane. The common plane is aligned essentially perpendicularly to the output axis of the hybrid vehicle. As a result, a comparatively short axial design of the drive train is realized, since the internal combustion engine and the transmission device are arranged at least partially next to one another. In addition, sufficient axial installation space is released on the main axis, in particular for hybridization of the vehicle. It is also conceivable that the transmission device and the electric machine are arranged axially at least partially in a common plane.

An active connection or a drive-effective connection is to be understood as meaning that two elements are connected directly, that is to say directly, to one another, or are connected to one another indirectly via at least one further element arranged in between. For example, additional shafts and/or gears can be effectively arranged between two shafts. The term “at least indirectly” is also to be understood as meaning that two components are (actively) connected to one another via at least one further component that is arranged between the two components or are directly and thus directly connected to one another. Consequently, further components can be arranged between the shafts or gears, which are operatively connected to the shaft or the gear.

The differential is preferably designed as a planetary gear, with the differential having an input shaft and two output shafts. Each output shaft is at least indirectly connected to at least one wheel attached to the output axle of the hybrid vehicle. By means of the differential, on the one hand a torque is increased and on the other hand the drive power is transmitted to the two output shafts.

The two planetary gear sets of the differential can be arranged in any way in relation to one another in order to achieve a desired transmission ratio. The planetary gear sets are drivingly connected to one another via a coupling shaft or a coupling wheel. The two planetary gear sets are preferably arranged axially next to one another. Alternatively, the two planetary gear sets are arranged radially one above the other. Each planetary gear set consists of a sun gear, a ring gear and a planetary carrier with planetary gears rotatably arranged thereon, the planetary gears meshing with both the sun gear and the ring gear. Furthermore, the differential has a connection fixed to the housing in order to support an acting torque on the housing or on the chassis of the hybrid vehicle. An arrangement lying radially one above the other is to be understood as meaning that the planetary gear sets lie essentially together on a plane which runs perpendicularly to the respective output shaft or to the output axis of the hybrid vehicle. Since the (integral) differential is located behind the multi-speed gearbox in the power flow, the multi-speed gearbox is subjected to comparatively little load because the torque increase only takes place in the differential by means of the two planetary gear sets located therein.

One of the two output shafts is routed through the multi-speed gearbox. This means that one of the output shafts is routed “inline” through the multi-speed gearbox, so to speak, and is rotatably mounted relative to the multi-speed gearbox in order to to transmit a drive power from the differential to the respective wheel. In other words, both the main axis, on which the internal combustion engine is arranged coaxially, and the input shaft of the transmission device run transversely to the longitudinal direction of the vehicle.

The at least one electrical machine is preferably connected to an accumulator that supplies the electrical machine with electrical energy. Furthermore, the electrical machine can preferably be controlled or regulated by power electronics. The electrical machine has a stator fixed to the housing and a rotor arranged rotatably thereto with a rotor shaft, the respective rotor shaft being connected in one or more parts to the output shaft of the electrical machine and/or the input shaft of the first transmission stage.

According to one exemplary embodiment, the respective electric machine and the internal combustion engine can be or are jointly drive-effectively connected to a second input shaft of at least the first gear ratio. In other words, the internal combustion engine and/or the respective electrical machine is directly and thus directly connected to the output, or a clutch unit is arranged in the power flow in order to decouple the internal combustion engine and/or the respective electrical machine from the output. Consequently, the hybrid vehicle can be driven either only by means of the internal combustion engine or only by means of the respective electric machine, with a common, hybridized drive of the hybrid vehicle also being possible.

The respective electrical machine can be arranged, for example, coaxially to the input shaft of the respective first transmission stage, and can thus be arranged parallel to the output shaft of the transmission device. As a result, the electric machine is arranged axis-parallel to the input shaft of the transmission device and to the output axis. The first transmission stage is preferably arranged axially between the internal combustion engine and the respective electrical machine. A drive power summation can thus be implemented at the first transmission stage.

Alternatively, the respective electrical machine is drivingly connected to the input shaft via at least one second transmission stage. This saves axial installation space, since the rotor shaft of the respective electrical machine can be arranged parallel to the input shaft and the respective electrical machine can thus be arranged next to the internal combustion engine, for example. The second translation stage can be designed analogously to the first translation stage as a chain drive, as a belt drive or as a gear chain with a plurality of meshing gears in order to transmit drive power to the input shaft of the first translation stage. Furthermore, as an alternative, the second transmission step can also be designed as a planetary gear and thus act as a pre-transmission.

According to a further exemplary embodiment, the at least one electric machine is arranged in the power flow between the multi-speed transmission and the differential. The respective electrical machine also uses the translation of the differential and therefore, in principle, does not require any further translation if it is arranged directly on the intermediate shaft between the multi-speed gearbox and the differential. The respective electrical machine is thus preferably arranged coaxially to the input shaft and/or output shaft of the transmission device and is consequently aligned parallel to the input shaft of the respective first gear ratio.

Alternatively, the respective electrical machine is drivingly connected via at least a second gear ratio to an intermediate shaft that is operatively arranged between the multi-speed transmission and the differential. In other words, the respective electrical machine is drivingly connected to the intermediate shaft between the multi-speed transmission and the differential and is arranged axially parallel to the output axle. As a result, additional axial space is saved, since the rotor shaft of the respective electrical machine is arranged parallel to the intermediate shaft and the respective electrical machine can thus be arranged, for example, next to the multi-speed gearbox. The second transmission stage can be designed analogously to the transmission stages previously described.

The invention includes the technical teaching that a clutch unit and/or a torsion damper is arranged in the power flow between the internal combustion engine and the at least first transmission stage. If both a clutch unit and a torsion damper are provided, it is advantageous to arrange the clutch unit preferably in the power flow behind the torsion damper. The clutch unit can preferably be switched at least between a closed state and an open state in order to decouple the internal combustion engine from the output. In the open state, no drive power is transmitted to the respective first gear ratio. Consequently, only the respective electric machine transmits drive power at least indirectly via the first gear ratio to the respective input shaft of the transmission device, so that the hybrid vehicle at least is temporarily driven purely electrically. When the clutch device is closed, the hybrid vehicle is driven in a hybridized manner, with both the internal combustion engine and the respective electric machine transmitting drive power at least indirectly via the first transmission stage to the respective input shaft of the transmission device.

A hybrid vehicle according to the invention comprises at least one drive train of the type described above. The hybrid vehicle is preferably a motor vehicle, in particular an automobile (e.g. a passenger car weighing less than 3.5 t), bus or truck (bus and truck e.g. with a weight of more than 3.5 t). The hybrid vehicle comprises at least two axles, at least one of the axles, preferably all axles of the hybrid vehicle being drivingly connected at least indirectly to the drive train or to the transmission output shaft of the transmission device. It is also conceivable to provide such a drive train for each axle. The drive train is preferably installed in a front-transverse design, so that the axes of the internal combustion engine, ie the main axis, and the transmission device, ie the output axle, are essentially aligned transversely to the longitudinal direction of the vehicle.

The above definitions and statements on technical effects, advantages and advantageous embodiments of the drive train according to the invention also apply to the hybrid vehicle according to the invention.

• 1 eine stark schematische Draufsicht auf ein Hybridfahrzeug mit einem erfindungsgemäßen Antriebsstrang gemäß einer ersten Ausführungsform,
• 2 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß 1,
• 3 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer zweiten Ausführungsform,
• 4 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer dritten Ausführungsform,
• 5 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer vierten Ausführungsform,
• 6 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer fünften Ausführungsform,
• 7 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer sechsten Ausführungsform,
• 8 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer siebten Ausführungsform,
• 9 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer achten Ausführungsform,
• 10 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer neunten Ausführungsform, und
• 11 eine stark schematische Darstellung des erfindungsgemäßen Antriebsstranges gemäß einer zehnten Ausführungsform.

Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings, with identical or similar elements being provided with the same reference symbols. Here shows

• 1 a highly schematic plan view of a hybrid vehicle with a drive train according to the invention according to a first embodiment,
• 2 a highly schematic representation of the drive train according to the invention 1 ,
• 3 a highly schematic representation of the drive train according to the invention according to a second embodiment,
• 4 a highly schematic representation of the drive train according to the invention according to a third embodiment,
• 5 a highly schematic representation of the drive train according to the invention according to a fourth embodiment,
• 6 a highly schematic representation of the drive train according to the invention according to a fifth embodiment,
• 7 a highly schematic representation of the drive train according to the invention according to a sixth embodiment,
• 8th a highly schematic representation of the drive train according to the invention according to a seventh embodiment,
• 9 a highly schematic representation of the drive train according to the invention according to an eighth embodiment,
• 10 a highly schematic representation of the drive train according to the invention according to a ninth embodiment, and
• 11 a highly schematic representation of the drive train according to the invention according to a tenth embodiment.

According to 1 a hybrid vehicle 1 according to the invention with two axles 17a, 17b is shown, with a drive train 1a according to the invention being arranged in a drivingly effective manner on the first axle 17a. The drive train 1a is operatively connected to two output shafts 5a, 5b of the first axle 17, at each end of which a wheel 18 is connected in order to drive the hybrid vehicle 1. The first axis 17a thus forms an output axis 6.

According to 2 until 11 includes the drive train 1a an internal combustion engine 2 and an electric machine 3, wherein the electric machine 3 according to the embodiments 2 until 11 is arranged differently in the drive train 1a. The mechanical and electrical power of the internal combustion engine 2 or the electrical machine 3 can thus be used in parallel and thus in a hybridized manner to drive the hybrid vehicle 1 . Alternatively, only electrical power from electrical machine 3 can be used to drive hybrid vehicle 1

The electrical machine 3 is supplied with electrical energy by an accumulator--not shown here--which is effectively connected to a stator 19 fixed to the housing. Furthermore, the electrical machine 3 is connected to power electronics for open-loop and closed-loop control (not shown here). By energizing the stator 19, a rotatable rotor 20, which in turn is non-rotatably connected to a rotor shaft 20a, is caused to rotate relative to the stator 19. The rotor shaft 20a is rotatably connected to a second input shaft 9 of a first transmission stage 7 to drive power with a first through the first translation stage 7 Translation to a first input shaft 8 of a transmission device 4 to be transmitted. It is conceivable to form the rotor shaft 20a and the second input shaft 9 in one piece.

A clutch unit 10 and a torsional damper 11 are arranged in the power flow between the internal combustion engine 2 and the first transmission stage 7 , the clutch unit 10 being arranged downstream of the torsional damper 11 in the power flow. Depending on the operating state of the drive train 1a or the current driving situation of the hybrid vehicle 1, the internal combustion engine 2 can be decoupled from the output via the clutch unit 10, so that the hybrid vehicle 1 can be driven purely electrically, at least temporarily, depending on the situation and/or operating state. Both torque peaks of the internal combustion engine 2 and rough running of the output shaft of the internal combustion engine 2 are absorbed by means of the torsional damper 11 .

The transmission device 4 has a multi-speed transmission 4a and a differential 4b arranged downstream in the power flow, the first transmission stage 7 being operatively connected to a first input shaft 8 of the transmission device 4 or of the multi-speed transmission 4a. Thus, via the first input shaft 8, a torque and speed corresponding to the summed up drive power by means of the first transmission stage 7 is introduced into the multi-speed transmission 4a.

The multi-speed transmission 4a is preferably designed as a planetary gear, which can have two or more planetary gear sets, depending on the requirement. Furthermore, the multi-speed transmission 4a includes a shifting element 14 in order to switch between three gear ratios, for example, depending on the situation and/or the operating state. Furthermore, the multi-speed transmission 4a is supported on a housing 30 of the hybrid vehicle 1 .

The differential 4b is designed as an integral differential with two planetary gear sets 13a, 13b, with the two planetary gear sets 13a, 13b being arranged either axially next to one another or radially one above the other, depending on the requirement for the differential, in particular for the translation to be achieved for the differential 4b. A first output torque can be transmitted to the second output shaft 5b by means of the first planetary gear set 13a. A support torque of the first planetary gear set 13a acting opposite to the first output torque is transmitted to the second planetary gear set 13b and can be converted in the second planetary gear set 13b in such a way that a second output torque corresponding to the first output torque can be transmitted to the first output shaft 5a. Consequently, the differential 4b is designed as a planetary gear.

An intermediate shaft 15 is arranged in the power flow between the multi-speed transmission 4a and the differential 4b of the transmission device 4 . The output on the integral differential 4b takes place via the two output shafts 5a, 5b. In the present case, the first output shaft 5a extends away from the drive train 1a and the second output shaft 5b is guided through the multi-speed gearbox 4a to the axially opposite side of the drive train 1a.

The output shafts 5a, 5b, the multi-speed transmission 4a and the differential 4b of the transmission device and the output shafts 5a, 5b are arranged coaxially to the output axis 6 of the hybrid vehicle 1, with the internal combustion engine 2 being arranged axially parallel to the output axis 6. This saves axial installation space of the drive train 1a, in particular because the internal combustion engine 2 and the transmission device 4 are arranged at least partially in a common plane 16 in the axial direction, which is aligned essentially perpendicularly to the output axis 6. In other words, the internal combustion engine 2 and the transmission device 4 are arranged next to one another in order to save axial space.

According to a first embodiment 2 the electric machine 3 and the internal combustion engine 2 are arranged together and thus coaxially on a main axis 21, the electric machine 3 being drivingly connected via its rotor shaft 20a to the second input shaft 9 of the first transmission stage 7 and the internal combustion engine 2 depending on the desired operating state via the clutch unit 10 with the second input shaft 9 is drivingly connected. The main axis 21 runs axially parallel to the output axis 6 and to the output shafts 5a, 5b.

The first transmission stage 7 is presently designed as a chain drive which, by means of a chain 22, drivingly connects a first gear wheel 23 connected in a torque-proof manner to the first input shaft 8 to a second gear wheel 24 connected in a torque-proof manner to the second input shaft 9 . The first transmission stage 7 can have a 1:1 ratio or provide any transmission ratio that is introduced into the transmission device 4 .

The two planetary gear sets 13a, 13b of the differential 4b are arranged radially one above the other in order to save additional axial space. In other words, the planetary gear sets 13a, 13b lie in a common plane perpendicular to the output shafts 5a, 5b. Consequently, the differential 4b is designed here in a radially nested design.

The intermediate shaft 15 is non-rotatably connected to a first sun gear 25a of the first planetary gear set 13a. The power transmission from the first planetary gear set 13a to the second planetary gear set 13b takes place via a first ring gear 26a of the first planetary gear set 13a. The first ring gear 26a is presently designed as a coupling shaft 27 or coupling wheel, which is also the second sun gear 25b of the second planetary gear set 13b. A plurality of first planet gears 28a are spatially arranged between the first sun gear 25a and the first ring gear 26a, which in the present case are arranged rotatably on a rotatably mounted first planet carrier 29a. Furthermore, on the same plane and radially outside of the first planetary gearset 13a, a plurality of second planetary gears 28b are arranged spatially between the second sun gear 25b and a second ring gear 26b of the second planetary gearset 13b, which in the present case are arranged rotatably on a second planetary carrier 29b fixed to the housing. The first output to the first output shaft 5a takes place via the second ring gear 26b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first planet carrier 29a connected to it in a torque-proof manner.

The second embodiment according to 3 is essentially identical to the first exemplary embodiment 2 executed. The main difference here is that the two planetary gear sets 13a, 13b of the differential 4b are arranged axially adjacent to one another.

In the present case, the intermediate shaft 15 is connected in a torque-proof manner to the first sun gear 25a of the first planetary gear set 13a. The power transmission from the first planetary gear set 13a to the second planetary gear set 13b takes place via the first ring gear 26a, which is non-rotatably connected via the coupling shaft 27 to the second sun gear 25b. The connection fixed to the housing takes place via the second planet carrier 29b, which is thus arranged in a rotationally fixed manner. The first output to the first output shaft 5a takes place via the second ring gear 26b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first planet carrier 29a connected to it in a torque-proof manner.

By means of such a trained differential 4b according to the embodiments 2 and 3 ratios between i = 5 and i = 10 can be realized.

Also the third embodiment after 4 is essentially identical to the first exemplary embodiment 2 executed. A major difference is that the two planetary gear sets 13a, 13b of the differential 4b, analogous to 3 , are arranged axially adjacent to each other. However, the design and arrangement of the components of the differential 4b differs from that in 3 described embodiment.

In this exemplary embodiment, the intermediate shaft 15 is connected in a rotationally fixed manner to the first sun gear 25a of the first planetary gear set 13a. The power is transmitted from the first planetary gear set 13a to the second planetary gear set 13b via the coupling shaft 27, which is non-rotatably connected to the first planet carrier 29a of the first planetary gear set 13a and non-rotatably to the second ring gear 26b of the second planetary gear set 13b. The first output to the first output shaft 5a takes place via the second sun gear 25b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first ring gear 26a connected to it in a torque-proof manner. By means of a differential 4b designed in this way, translations between i=−3 and i=−8 can be realized.

The present differential 4b has a reversal of direction of rotation between the first input shaft 8 and the output shafts 5a, 5b. Therefore, there is another difference from the embodiment shown in FIG 1 in that the first transmission stage 7 has two mutually meshing gears 23, 24 in order to realize a second reversal of the direction of rotation, which eliminates or compensates for the first reversal of the direction of rotation of the differential 4b. In the present case, the first transmission stage 7 is designed as a spur gear stage, as a result of which the said reversal of the direction of rotation is realized. As an alternative to this, the first transmission stage 7 can provide a gear chain with an odd number of interventions in order to transfer the drive power to the transmission device 4 and to reverse the direction of rotation. The provision of a reversal of the direction of rotation in the first transmission step 7 depends, among other things, on the installation position of the drive train 1a in the motor vehicle 1 . the 2 until 11 show exemplary embodiments in which the internal combustion engine 2 and the output shafts 5a, 5b have an identical direction of rotation when the multi-speed transmission 4a has a positive transmission ratio.

This in 5 The embodiment shown is essentially identical to the embodiment shown in FIG 3 formed, the main difference being the alternative embodiment of the integral differential 4b. By means of the present differential 4b, translations between i=2.5 and i=3.5 can be realized.

In the present case, the intermediate shaft 15 is connected in a torque-proof manner to the first ring gear 26a of the first planetary gear set 13a. The power transmission from the first planetary gear set 13a to the second Planetary gear set 13b takes place via the coupling shaft 27, which on the one hand is non-rotatably connected to the first sun gear 26a and on the other hand is non-rotatably connected to the second sun gear 25b. The differential 4b is fixed to the housing via the second planet carrier 29b, which is thus arranged in a rotationally fixed manner. The first output to the first output shaft 5a takes place via the second ring gear 26b connected to it in a torque-proof manner, whereas the second output to the second output shaft 5b takes place via the first planet carrier 29a connected to it in a torque-proof manner.

6 shows a fifth exemplary embodiment of the drive train 1a, which is essentially identical to the embodiment according to FIG 2 is executed. The main difference here is that the electric machine 3 is arranged in the power flow between the multi-speed transmission 4a and the differential 4b and is drivingly connected via a second transmission stage 12b to the intermediate shaft 15, which is operatively arranged between the multi-speed transmission 4a and the differential 4b. The rotor shaft 20a of the electrical machine 3 is arranged axially parallel to the main axis 21 and to the output axis 6, the parallel axes mentioned lying radially one above the other merely for reasons of clarity. In practice it is conceivable to arrange both the main axis 21 and the rotor shaft 20a at the same or almost the same distance parallel to the drive axis 6 and thus around the drive axis 6 . This also saves axial and radial space, since the electric machine 3, in contrast to the previous exemplary embodiments, is not arranged axially adjacent to the internal combustion engine 2 and to the first transmission stage 7, but rather laterally next to the transmission device 4.

The second transmission stage 12b is designed as a chain drive analogously to the first transmission stage 7, with a third gear 31 non-rotatably connected to the intermediate shaft 15 being drivingly connected via a chain 33 to a fourth gear 32 non-rotatably connected to the rotor shaft 20a. In other words, the rotor shaft 20a is designed here as an input shaft of the second transmission stage 12b. The advantage here is that the electric machine 3 can also use the integrated translation of the differential 4b. Depending on the installation space required for the transmission device 4 , the electric machine 3 can also be arranged directly on the intermediate shaft 15 . In this case, the rotor shaft 20a is arranged coaxially with the intermediate shaft 15 or is integrally connected thereto.

7 until 9 show three different connection options for the electrical machine 3 to the second input shaft 9 of the first transmission stage 7, the electrical machine 3 being drivingly connected to the second input shaft 9 via a second transmission stage 12a. The second transmission stage 12a is designed as a planetary gear with a planetary gear set in order to transmit a drive power to the second input shaft 9 with a transmission ratio by means of the electric machine 3 . The planetary gear can also be designed with two or more planetary gear sets. The rest of the design of the drive train 1a takes place in accordance with the exemplary embodiment 2 .

According to 7 the rotor 20 of the electrical machine 3 is connected in a torque-proof manner to a third ring gear 26c of the second transmission stage 12a, with the drive power being transmitted to the rotor shaft 20a or the second input shaft 9 via a rotatable third planetary carrier 29c, on which a plurality of third planetary gears 28c can be rotated are arranged. The third planet gears 28c mesh with both the third ring gear 26c and a third sun gear 25c and are spatially arranged in between, with the third sun gear 25c being arranged fixed to the housing. A pre-translation between i=1.5 and i=1.7 can thus be implemented by means of the second transmission stage 12a.

To 8th the rotor 20 of the electrical machine 3 is connected in a torque-proof manner to the third sun gear 25c of the second transmission stage 12a, with the drive power being transmitted to the rotor shaft 20a or the second input shaft 9 via the rotatable third planetary carrier 29c, on which the third planetary gears 28c are rotatably arranged . The third planet gears 28c mesh with the third ring gear 26c as well as with a third sun gear 25c and are spatially arranged in between, with the third ring gear 26c being arranged fixed to the housing. A pre-translation between i=2.5 and i=1.5 can thus be implemented by means of the second transmission stage 12a.

The rotor 20 of the electric machine 3 according to FIG 9 is non-rotatably connected to the third sun gear 25c of the second transmission stage 12a, with the drive power being transmitted to the rotor shaft 20a or the second input shaft 9 via the rotatable third ring gear 26c. The third planetary carrier 29c is here fixed to the housing. A pre-ratio between i=−1.5 and i=−3.5 can thus be implemented by means of the second transmission stage 12a, with the direction of rotation of the input shaft also being reversed. This is eliminated in that the electric machine 3 compared to the embodiments according to 7 and 8th with an opposite Torque is claimed and the rotor 20 thus rotates in an opposite direction.

The exemplary embodiments 10 and 11 show further options for connecting the electrical machine 3 to the second input shaft 9 of the first transmission stage 7, the electrical machine 3 being drivingly connected to the second input shaft 9 via a second transmission stage 12a.

The second transmission stage 12a is in 10 analogous to the second transmission stage 12b 6 designed as a chain drive, a third gear wheel 31 connected in a torque-proof manner to the second input shaft 9 being drivingly connected via a chain 33 to a fourth gear wheel 32 connected in a torque-proof manner to the rotor shaft 20a. In other words, the rotor shaft 20a is designed here as an input shaft of the second transmission stage 12a. Depending on the arrangement and size of the electric machine 3, axial installation space can thereby be saved. The rest of the design of the drive train 1a takes place in accordance with the exemplary embodiment 2 .

To 11 is the second translation stage 12a analogous to the first translation stage 7 after 4 designed as a pair of spur gears. The second transmission step 12a has a third gear wheel 31 connected in a torque-proof manner to the second input shaft 9 and a fourth gear wheel 32 connected in a torque-proof manner to the rotor shaft 20a, the two gear wheels 31, 32 meshing with one another. In other words, the second transmission stage 12a is designed as a spur gear stage, as a result of which a reversal of the direction of rotation is realized, which is eliminated by rotating the rotor 20 in the opposite direction. Alternatively, a gear chain can be provided in order to transmit the drive power to the second input shaft 9 of the first transmission stage 7 . Depending on the arrangement and size of the electrical machine 3, additional axial installation space can thereby be saved. The rest of the design of the drive train 1a is analogous to the embodiment shown in FIG 2 .

Reference List

1

hybrid vehicle

1 a

powertrain

2

internal combustion engine

3

electrical machine

4

gear mechanism

4a

multi-speed gearbox

4b

differential

5a

First output shaft

5b

Second output shaft

6

output axis

7

First stage of translation

8th

First input shaft of the transmission device

9

Second input shaft of the first gear ratio

10

clutch unit

11

torsional damper

12a

Second gear ratio on the input shaft of the first gear ratio

12b

Second gear ratio on the intermediate shaft

13a

First planetary gear set

13b

Second planetary gear set

14

switching element

15

intermediate shaft

16

level

17a

First axis

17b

second axis

18

wheel

19

stator

20

rotor

20a

rotor shaft

21

main axis

22

first chain

23

First gear

24

Second gear

25a

First sun gear of the first planetary gear set

25b

Second sun gear of the second planetary gear set

25c

Third sun gear of the second transmission stage

26a

First ring gear of the first planetary gear set

26b

Second ring gear of the second planetary gear set

26c

Third ring gear of the second gear ratio

27

coupling shaft

28a

First planet gear of the first planetary gear set

28b

Second planet gear of the second planetary gear set

28c

Third planet gear of the second gear stage

29a

First planet carrier of the first planetary gear set

29b

Second planet carrier of the second planetary gear set

29c

Third planet carrier of the second gear ratio

30

Housing

31

Third gear

32

Fourth gear

33

second chain

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was 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.

Patent Literature Cited

• DE 102011079975 A1 [0002]

Claims (12)

Drive train (1a) for a hybrid vehicle (1), comprising an internal combustion engine (2), at least one electric machine (3) and a transmission device (4) with a multi-speed transmission (4a) and an integral differential (4b), the multi-speed transmission (4a ) can be connected to at least the internal combustion engine (2) in a drivingly effective manner and is arranged in the power flow upstream of the differential (4b), the differential (4b) being designed with two planetary gear sets (13a, 13b), each planetary gear set (13a, 13b) having a respective output shaft (5a, 5b) is drivingly connected, wherein the multi-speed gearbox (4a), the differential (4b) and the respective output shaft (5a, 5b) are set up to be arranged coaxially to an output axle (6) of the hybrid vehicle (1). The internal combustion engine (2) is arranged axially parallel to the output shaft (6) and is driven by at least one first transmission stage (7) with a first input shaft (8) of the transmission device (4). can be effectively connected, with the internal combustion engine (2) and the transmission device (4) being arranged axially at least partially in a common plane (16), with a first output torque being able to be transmitted to the second output shaft (5b) by means of the first planetary gear set (13a), wherein a support torque of the first planetary gear set (13a) can be changed in the second planetary gear set (13b) such that a second output torque corresponding to the first output torque can be transmitted to the first output shaft (5a). Drive train (1a) after claim 1 , wherein the at least one electric machine (3) and the internal combustion engine (2) can be connected or are connected to a second input shaft (9) of the at least first transmission stage (7) in a drivingly effective manner. Drive train (1a) after claim 2 , wherein the respective electrical machine (3) is drivingly connected to the input shaft (9) via at least one second transmission stage (12a). Drive train (1a) after claim 1 , wherein the at least one electric machine (3) is arranged in the power flow between the multi-speed transmission (4a) and the differential (4b). Drive train (1a) after claim 4 , wherein the respective electrical machine (3) is drivingly connected via at least a second transmission stage (12b) to an intermediate shaft (15) operatively arranged between the multi-speed transmission (4a) and the differential (4b). Drive train (1a) according to one of the preceding claims, wherein a clutch unit (10) is arranged in the power flow between the internal combustion engine (2) and the at least first transmission stage (7). Drive train (1a) according to one of the preceding claims, wherein a torsion damper (11) is arranged in the power flow between the internal combustion engine (2) and the at least first transmission stage (7). Drive train (1a) according to one of the preceding claims, wherein the two planetary gear sets (13a, 13b) are arranged axially next to one another. Drive train (1a) according to one of Claims 1 until 7 , wherein the two planetary gear sets (13a, 13b) are arranged radially one above the other. Drive train (1a) according to one of the preceding claims, wherein the multi-speed gearbox (4a) is designed as a planetary gearbox with at least two planetary gear sets. Drive train (1a) according to one of the preceding claims, wherein the multi-speed transmission (4a) comprises at least one shifting element (14). Hybrid vehicle (1), comprising at least one drive train (1a) according to one of Claims 1 until 11 .

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