EP2542436A1

EP2542436A1 - Motor vehicle with a combined drive

Info

Publication number: EP2542436A1
Application number: EP11708194A
Authority: EP
Inventors: Guenter Hohenberg
Original assignee: IVD Prof Hohenberg GmbH
Current assignee: IVD DEUTSCHLAND GmbH; IVD Prof Hohenberg GmbH
Priority date: 2010-03-02
Filing date: 2011-03-02
Publication date: 2013-01-09
Also published as: CN102892606B; US20130046427A1; DE102010009832A1; CN102892606A; US10717352B2; DE202011110572U1; WO2011107276A1

Abstract

A motor vehicle with a combined driving system according to the invention has at least one primary prime-mover (1), wherein the latter has at least one primary driveshaft (1.1) for receiving or outputting a power, at least one secondary prime-mover (2), wherein the latter has at least one secondary driveshaft (2.1) for outputting a power, a secondary torque transmission means (8), wherein the latter has at least one input side (8.1), which is connected to said secondary driveshaft (2.1), and at least one output side (8.2). A torque which is initiated by the input side (8.1) and is discharged by the output side (8.2) can be influenced by the secondary torque transmission means (8). In addition, the combined driving system has at least one energy-storing means (5) and at least one driven means (3) which supplies the power output by the primary prime-mover (1) and/or the power output by the secondary prime-mover (2) to the vehicle in the form of driving power. Said primary prime-mover (1) can be operated at least in a first operating state, in which power for driving the vehicle is output by the primary driveshaft (1.1), and at least in a second operating state, in which power is received by the secondary driveshaft (2.1) via the primary driveshaft (1.1) and said power can be at least partially stored as energy in the energy-storing means (5).

Description

Motor vehicle with combined drive

Description

The development of road-bound vehicles with pure electric drive or mixed drives with electric motor and internal combustion engine is currently receiving great attention worldwide. This is due to efforts to reduce emissions of pollutants from current road traffic, and in particular C0 ₂ emissions. The focus is on the desire to drive completely emission-free with electric drive within the cities. Furthermore, today almost exclusively fossil liquid fuels are used for the drive of motor vehicles with combustion engine whose availability is limited. It is therefore expected that prices for such fuels will increase sharply in the future, which will also increase the need for alternative powertrains. The range of vehicles available on the market with pure electric drive is currently very low. For sale is for example the Tesla Roadster in the US, which is powered by an electric motor with 186 KW and has a battery capacity of 53 KWh. Various vehicle manufacturers carry out fleet tests with purely electric vehicles, such as BMW with the model "Mini E", according to the press releases has a drive of 150 kW and has a battery capacity of 35 kWh. The problem of all pure electric vehicles is currently the limited range. Even when using high-performance batteries, it is expensive to achieve a range of over 100 km.

The American automaker General Motors has announced (see eg the German edition of Wikipedia), the end of 2010 to bring an electric vehicle called Chevrolet Volt on the market, which is designed as an electric vehicle, but additionally has a small combustion engine that drives a generator , with which the batteries can be recharged. According to the published data, the vehicle in electric mode should have a range of up to 64 km. The combustion engine thus serves to increase the range and is therefore referred to as a "range extender". The concept is also called "serial hybrid drive".

Another type of combined drive vehicle is the so-called full hybrid vehicle. These are already available in large quantities on the market today.

It is common that new and expensive technologies are first used in expensive vehicles. Therefore, the model Lexus RX 400h from Toyota will be described below as an example of such a hybrid vehicle. This vehicle has a transversely mounted V6 petrol engine with a displacement of 331 1 cm ³ , which at 5600 U / min. a power of 155 KW and at 4400 U / min. delivers a torque of 288 Nm.

To drive the front axle also serves a front mounted electric motor, which at 4500 U / min. delivers a power of 123 KW. An electric motor provided for driving the rear axle at a speed of 4610 - 5120 U / min. a power of 50 KW. Further, the powertrain has an electric generator with a power of 109 KW and a traction battery with a capacity of 1, 9 kWh on. For summation and distribution of power in the drive train, a planetary gear with electrically continuously adjustable speed ratio, a so-called E-CVT planetary gear and a planetary gear for speed adjustment of the front electric motor, a so-called adaptation planetary gear, are used.

The powertrain is designed as follows:

The output shaft of the V6 petrol engine is via a torsional vibration damper with the web of the E-CVT planetary gear. The output shaft of the electric generator is connected to the sun gear of the E-CVT planetary gear. The output shaft of the front electric motor is connected to the sun gear of the matching planetary gear having a common ring gear with the E-CVT planetary gear connecting both planetary gears.

The planets mounted on the bridge of the E-CVT planetary gear or on the bridge of the adapter planetary gear mesh with the respective sun gear teeth and the common ring gear. The web of the adaptation planetary gear is mounted non-rotatably and can thus perform no rotational movement about its central axis.

The common ring gear has, in the radial direction outside, an external toothing, which meshes with a gear of a counter gear stage, which is connected to an output shaft with a Vorderachsdifferential. The front axle differential distributes the drive power of the V6 petrol engine and the front electric motor to the front wheels.

The drive power of the rear electric motor is directed to the rear axle. There is no torque-conducting connection between the rear axle and the front axle. The E-CVT planetary gearbox is the central element for controlling the powertrain of the RX400h. It is controlled while driving for a favorable efficiency. The speed ratio between the web and the ring gear of the E-CVT planetary gear is changeable by the speed of the sun gear. The ring gear speed of the E-CVT planetary gear is proportional to the travel speed. The V6 petrol engine is operated to maximize fuel consumption in a speed range with the highest possible efficiency. From this requirement, there is a certain rotational number ratio between the bridge and ring gear. This speed ratio is determined by the

Speed of the electric generator, which is coupled to the sun gear, set.

It follows in the case of the RX400h that, to operate the V6 gasoline engine at a high efficiency operating point, some of the drive power generated by the V6 gasoline engine is converted into electrical power in the electric generator. If the electric power thus generated to be used to drive the vehicle, it must be converted back into mechanical power. It is the object of the invention to provide a motor vehicle with an improved drive available. In particular, this drive should offer lower fuel consumption, lower emissions and increased range with the technical means available today or at short notice. This object is achieved according to the patent by the subject of claim 1. Preferred developments are subject of the dependent claims.

The prior art has been described in detail with reference to a vehicle with a curb weight of over 2000 kg and a total power of over 200 KW. Vehicles of this weight and performance class represent only a small part of the total vehicle fleet of a country. Therefore, the invention is described below in particular with reference to a vehicle construction, the percentage of a vehicle fleet in a country is usually much higher, namely a motor vehicle with a curb weight of about 800 kg up to 1200 kg. In the present case, the empty weight is to be understood as weight without batteries. Such vehicles usually have 4 to 5 adult seats and also have a reasonably acceptable trunk. They are therefore particularly suitable as vehicles for cities. These vehicles are generally and also attributed to the so-called compact class. It should be noted, however, that this reference does not limit the application of the invention. The invention is also applicable to vehicles having a lower or a higher weight.

For the purposes of the invention, a motor vehicle is to be understood as a vehicle which is provided in particular for the transport of persons and / or loads.

These include single-track and especially two-lane vehicles and vehicles with two or more axles. In particular, passenger cars range from one or two-seater small cars to heavy vehicles of the upper class, small and large buses, as well as light and heavy trucks. Especially with light trucks, which are often used for the carriage of loads in cities, the invention can be used very advantageously.

A combined drive system is understood to mean a device for driving this motor vehicle.

A primary drive machine is to be understood as a device which in particular provides drive power for the combined drive system. Preferably, the primary drive machine is designed as an electrical machine.

A secondary drive machine is to be understood as a device which in particular provides a drive power for the combined drive system. The secondary drive machine is preferably an internal combustion engine. A torque transmission device is to be understood as a device for transmitting a torque, which usually has an input side and an output side. A torque transmission device preferably has two or three operating states. In a first operating state, torque is transmitted from the input side to the output side. In a second operating state, substantially no torque is transmitted. Optionally, a torque is transmitted from the output to the input side in a third operating state.

Preferably, these at least two operating states can be influenced by internal or external control commands. External control commands are transmitted to them from outside the torque transmitting device, internal control commands are generated within the torque transmitting device. Preferably, the remote control commands are generated by the evaluation of the speeds of the input and / or the output side. Internal control commands can be superimposed by external control commands and vice versa.

An energy storage device is to be understood as a device which is intended to record a power over a certain period of time and to deliver this power again at a later time. This energy storage device preferably has three operating states. In a first operating state, energy is transferred to the energy storage device. In a second operating state, an energy content contained in the energy storage device is preferably essentially obtained. In a third operating state, power is transmitted from the energy storage device directly or indirectly, in particular to the primary drive machine.

The energy storage device is preferably a secondary battery, for example a nickel-metal hydride or a lithium-ion battery. But there are also other energy storage, such as capacitors or eg working on the flywheel kinetic memory or the like in question. In the energy supply to the energy storage device preferably three modes are distinguished. In the first mode, the power is supplied by an external source (plug in) preferably conductive and / or inductive. In the second mode, the energy storage device is preferably charged by the primary drive machine, being driven by the secondary drive machine (active charging). In the third mode, the charge is made by recuperation during braking and the like (passive charging).

An output device is to be understood as a payment which, in a motor vehicle, drives the drive power to at least one drive element of the vehicle. An output device may preferably have one or more torque-transmitting devices, a transmission device and / or a differential gear device.

A transmission device is understood to mean a device which has at least one transmission input element, one transmission output element and one transmission housing and serves to convert a rotational speed and / or a torque.

A drive element of a vehicle is an element which transmits the drive power of a motor vehicle to the ground. Preferably, a drive element of a vehicle is designed as a wheel / tire combination.

A first operating state of the primary drive machine is to be understood as a state in which it outputs power on its primary drive shaft. A second operating state of the primary drive machine is a state in which it receives a power at its primary drive shaft. For power consumption, the primary drive shaft is preferably offset by an external force in rotational movement. This external force is preferably applied to the primary drive shaft by the secondary drive machine or by the output device.

Another concern of the invention is, in addition to consumption and emissions, to improve the so-called NVH behavior of the vehicle. NVH stands for Noise, Vibrato on, Harshness or in German noise, vibration, roughness and characterizes the vehicle behavior, inter alia, with respect to vibrations from the drive train and the noise behavior of the drive. Description of the basic concept

The present invention is based on a basic concept, which can be modified within the scope of the disclosure of this application. The basic concept starts from the assumption that the battery capacity will be relatively expensive in the near future. Companies such as The Robert Bosch GmbH, call currently (early 2010) a battery price for the lithium-ion battery of 1,500, - € / kWh. It is assumed that this price will decrease to 500, - Euro / kWh if production capacity is increased, and optimistic assumptions are up to 250, - Euro / kWh. With a 50 kWh battery, a price of 25,000 to 50,000 € is currently expected, even if optimistic.

The energy content of a liter of diesel is 10 kWh, for storage is about 50 € for 50 liters, equivalent to 500 kWh, to estimate.

In addition to the cost, weight is also a problem for lithium-ion batteries. The prototype Audi e-tron, presented at the beginning of 2010 in Detroit, uses a 400 kg lithium-ion battery with a capacity of 45 kWh. Usually, it is assumed today that in a vehicle of the compact class described here preferably a battery capacity of about 20 kWh allows approximately a range of 100 km. This is also confirmed by the already mentioned model BMW Mini E, which has a battery capacity of 35 kWh a range of about 150 km, which is significantly reduced, however, with additional use of the battery by heating or cooling and frequent acceleration processes. On the other hand, it is known that - depending on the country and region - the vast majority of vehicles travel on average significantly less than 100 km per day. To electrically power a vehicle with a range of eg 400 km, would therefore require a very expensive and very heavy battery, which would also significantly affect the handling of the vehicle, without this would bring particular benefits during average daily use. On the other hand, it is problematic for the vehicle user to see the availability of his vehicle and also components, such as the heater, limited by the capacity of the battery. The latter applies in particular but not only if the user has only one vehicle. The excursion on the weekend can then not be carried out with the vehicle for lack of range.

The basic concept discussed here therefore provides, in addition to the electric drive, an internal combustion engine which extends the range as a so-called "range extender". The basic concept also envisages using this internal combustion engine to increase the drive power together with the electric motor. This has considerable advantages for the selection of both the electric motor and the internal combustion engine. Since the electric motor and internal combustion engine can act together during acceleration processes, both the electric motor and the internal combustion engine can be kept smaller in power than would be possible with an electric or only internal combustion engine drive.

Thus, both the electric motor and the engine significantly weight can be saved. However, the weight is a major problem in electrically operated vehicles, since the weight of an electric motor with the same power is about twice as high as that of an internal combustion engine and the high weight of the battery is also taken into account. However, since the weight of a vehicle is a crucial factor for its consumption, the resulting weight reduction leads to a significantly lower consumption.

The use of a smaller internal combustion engine also allows the internal combustion engine to operate frequently near its maximum power limit. Since internal combustion engines have comparatively low fuel consumption in the partial load range, is also further reduced by this measure the energy required for locomotion. Finally, a smaller electric motor and a smaller internal combustion engine also reduce the space requirement of the drive, which is of considerable importance for their usability, especially in vehicles in the compact class.

In particular, the invention provides for a mechanical coupling of the primary drive machine and the secondary drive machine, the so-called "mechanical drive-through." The basic concept described here, in which an electric motor serves as a primary drive machine, but an internal combustion engine as a secondary drive machine is mechanically connected to the primary drive machine and the output device for generating a mechanical drive through, is referred to in this application as "integrated range extender" (IRE). The term "integrated" is derived from the fact that the internal combustion engine as a secondary drive machine is integrated directly into the vehicle drive.

In the serial hybrid described in the prior art, the internal combustion engine only charges the battery without itself being involved in the generation of the driving torque. This initially has the advantage that the internal combustion engine can always be operated in the range of its best efficiency when charging. However, this is contrary to the fact that the region of best efficiency in an internal combustion engine is placed for reasons of efficiency in the range of relatively high speeds. With such a serial hybrid, the engine thus operates at high speeds even when the vehicle is at rest, e.g. while waiting at a traffic light. This could be perceived as unpleasant by the users under the aspect of NVH comfort discussed earlier.

However, it is disadvantageous in particular that, in the region of the range extension, the kinetic or mechanical energy of the internal combustion engine is first converted into electrical energy and then subsequently converted back into kinetic or mechanical energy in the electric motor. This double energy Conversion represents a significant loss of efficiency and lowers the efficiency of such a system.

In contrast, in the basic concept of the vehicle with integrated range extender (IRE) presented here, the kinetic energy generated in the internal combustion engine is used directly via the mechanical drive to drive the vehicle. This eliminates two energy conversion processes, which significantly increases the efficiency. Although this is contrary to the fact that the internal combustion engine is coupled in its output speed directly or via a transmission device with the output device of the vehicle and thus ultimately with the drive elements of the vehicle, generally the wheels. Therefore, the internal combustion engine in the IRE has to operate in a larger speed range than is the case with the serial hybrid. However, this disadvantage is offset on the one hand by the higher efficiency due to the mechanical drive. On the other hand, today known engines, in particular with appropriate variability of fuel injection, ignition timing, valve timing and possibly also displacement are controlled so that they work in a wide speed range with high efficiency.

If an operation is desired in the IRE, in which, similar to the serial hybrid, charging the battery must be possible even in the state, this can be achieved in a simple manner by between serving as the primary drive motor electric motor and the output device or at another point of the drive train a switchable coupling is installed.

The disadvantage of possibly lower efficiency over the wide speed range is also compensated for by the fact that in the case of the IRE the electric motor serving as the primary drive machine is also used as a generator for charging the battery. A separate generator, as required in the serial hybrid, thus eliminates. The basic concept further preferably provides for using a transmission device with a few gear ratios, preferably two gear ratios, and preferably also for changing the rotational speed of the electric motor by a gear device. By this measure, compared to conventional hybrid vehicles, such as the aforementioned model Lexus RX 450h, the very expensive transmission largely saved. This leads to the reduction of weight, construction costs and space requirements. Furthermore, an electric motor can be used by this measure, which has a lower torque at higher speeds, so that a further reduction of weight and space is achieved here.

The basic concept also envisages using only a single combined electric motor / generator. Also by this measure weight and space can be saved. In particular, when using a correspondingly designed gear device, it is thereby also possible to design the electric machine serving as a motor and generator so that it operates in each case in the region of the most favorable efficiency.

The design of the electric motor can - but need not - be further facilitated if, in a preferred embodiment of the invention, the internal combustion engine with a separate starter, and particularly preferably, also provided with a separate alternator. Starter and alternator can also be combined. This has the advantage that the electric machine, which represents the primary drive in the basic concept, can be optimized in terms of efficiency, without the use as a starter must be considered. This advantageously weighs the greater construction and weight costs for the additionally existing starter and / or the alternator. It should also be noted that in the context of the basic concept, a small internal combustion engine is used, so that a small-sized starter, and if a separate alternator is used, even this can be made physically small, if you do not have other tasks, such as the power supply for Drive to be assigned by ancillaries. When driving a motor vehicle with an internal combustion engine vibrations in the drive train play a significant role. These are caused, among other things, by the torque peaks that arise as a result of the temporally successive combustion processes in the individual cylinders. Furthermore, when using a reciprocating engine, the vibrations also arise due to the mass forces, which are generated in particular by the speed changes of the pistons in the upper and lower dead center. These mass forces are very well controlled in 4-cylinder engines and very well in 6-cylinder engines and V-8 engines. However, if a smaller internal combustion engine whose capacity is preferably in the range of 1 liter or less is used to increase the efficiency, the cylinder volume of a single cylinder would be 250 cc or less when formed as a 4-cylinder engine. This would reduce the efficiency of combustion. In this case, it is therefore preferable to use an engine with a smaller number of cylinders, for example, a 3-cylinder or 2-cylinder. If such a 2- or 3-cylinder engine or even a 1-cylinder engine is used, the mass forces can not be compensated as easily as with 4- or multi-cylinder engines. Furthermore, the ignition distances also decrease, if you did not want to significantly increase the speed of the engine compared to today's usual speeds. The basic concept therefore proposes a preferred embodiment of the mechanical drive through to arrange the internal combustion engine and electric motor on the same shaft and to dispense with a matching gear, which reduces the rotational speed of the electric motor. In this embodiment, the electric motor is preferably also used to dampen the vibrations in the drive train, which are caused by the internal combustion engine. For this purpose, a control device is preferably used, which calculates the resulting from the combustion and by the inertial forces torque surges of the engine, and generates corresponding compensation torques or compensation rotational movements or counter-vibrations in the electric motor. Compensation torques can be generated electrically in a simple way by applying a corresponding pulse to the winding of the electric motor. Alternatively or additionally compensation rotational movements can be generated on the housing of the electric motor by this is mounted for rotational vibration. The counter-rotation movements are then preferred generated by electrical means, in particular by induction or more preferably by piezoelectric encoder. In both types can be generated by an electrical pulse, a change in length, which leads to a corresponding rotational movement of the rotatably arranged housing of the electric motor.

It is particularly advantageous in both variants, if directly the signal of the engine control unit for the generation of the countervibration can be used. In the engine control unit, on the one hand, the time of the next injection process is determined and on the other hand, the injection quantity. From these data, it is possible to determine analytically and / or empirically how great the torque impulse excitation associated with the combustion is and calculate the corresponding countervibration.

The data from the engine control system provides a reliable picture of the torsional vibrations caused by the combustion process itself. However, torsional vibrations are also caused by other phenomena in the powertrain, in particular by resonances or resonance-like phenomena. These can be taken into account in the calculation of the vibration excitation from the engine control data by e.g. empirically recorded beforehand. However, it is also possible to arrange vibration sensors at one or more locations of the drive train and to use their signals to calculate the corresponding compensation measures. The data of this or this vibration sensor can be used together with the data of the engine control to calculate the vibration compensation, but it is within the scope of the invention also possible to use the data of these vibration damper alone, without taking into account the data of the engine control.

In addition to separately arranged vibration sensors, it is also possible to derive the vibrations directly from changes in the electric field of the primary drive machine. Further preferred embodiments

In a preferred embodiment, preferably the nominal power of the primary drive machine, usually the electric motor, and the rated power of the secondary drive Drive machine, usually the internal combustion engine, in a certain ratio to each other. In this case, a prime mover can deliver a power in the short term, which is greater than the rated power. Preferably, the drive power ratio of the primary drive machine to the secondary drive machine is in a range of 0.5 to 10, preferably in a range of 0.8 to 5 and particularly preferably in a range of 1 to 3. Particularly preferred is the nominal power of the primary Drive machine larger than the rated power of the secondary drive machine.

The drive is preferably controlled at this drive power ratio, that is used to drive the vehicle substantially the primary drive machine. As a result, the secondary drive machine is often operated in the range of its rated power or particularly preferably in the range of high efficiency.

In a further preferred embodiment, the combined drive system essentially has only a single primary drive machine, which preferably also alone makes available the actively generated energy for storage in the energy storage device. Preferably, power of the prime mover originating from potential or kinetic energy of the vehicle (passive charging) is stored in the energy storage device.

The fact that preferably only a single and not a plurality of primary drive machines are connected to the energy storage device, preferably results in a little complex, easier to control and efficient combined drive system.

In a preferred embodiment, the combined drive system preferably comprises at least one primary drive machine, a torque transmission device and a transmission device. A transmission device preferably has one and / or two transmission input elements and preferably one and / or two transmission output elements. Preferably, one or two transmission input elements are connected to a power source. Preferably, a transmission output element is provided with a power sink. prevented. Preferably, the speed of at least one transmission input element differs from the speed of at least one transmission output element. Preferably, the primary drive shaft and the output side of the torque transmitting device are each connected to a transmission input element. In particular transmission devices are available in many different designs, so that a combined drive system with a transmission device can be constructed inexpensively and / or space-saving.

In a preferred embodiment, the speed ratio between the speed of at least one transmission input element and the speed of at least one transmission output element is variable. Preferably, this speed ratio can be changed continuously at least within a certain range. Preferably, a plurality, preferably one to four and particularly preferably two to three, discrete speed ratios of a transmission device can be switched. Preferably, such a shiftable transmission device is designed as a change gear with at least two different gear pairs, as a planetary gear device or as a double clutch transmission device.

By adjusting the speed ratio of the transmission device, it is possible to adapt the rotational speeds of the drive machines in a region with high efficiency and thus preferably a low-emission and consumption-efficient operation.

In a preferred embodiment, the torque-conducting connection between the primary drive shaft and the transmission device is interruptible, so that no torque is transmitted between them. Preferably, a torque transmission device is arranged between the primary drive machine and the transmission device, which is preferably designed as a clutch and particularly preferably as a shiftable clutch or as an automatically shifting clutch.

Switchable clutches can be brought by a control command from a first operating state in which a torque is transmitted, to a second operating state in which no torque is transmitted, or vice versa. at The switchable coupling can preferably be given an external control command and thus the operating state can be changed. In the case of the automatically switching clutch, preferably an internal control command can be generated. Preferably, the rotational speed of the input side and / or the rotational speed of the output side of the torque transmission device is evaluated for this purpose. Are these speeds in a preferred ratio and / or over- and / or falls below this speed a predetermined speed, preferably, an internal control command is generated and the automatic switching clutch can change its operating state. Preferably, an automatically-shifting clutch is designed as a freewheel or a centrifugal clutch. Instead of a control over the speed can preferably also a

Control via the torque and / or via speed and torque done together.

In a preferred embodiment, the primary drive machine is an electromechanical energy converter in which electrical energy is converted into mechanical or kinetic energy and / or mechanical or kinetic energy into electrical energy.

In a preferred embodiment, the primary drive machine is an electromechanical energy converter which is operated by a magnetic field which is constantly rotating about a rotation axis. This magnetic field is preferably caused by at least one or more phase-shifted currents and / or by a plurality of mutually offset electromagnetic coils, and preferably forms a magnetic rotating field. Preferably, the axis of rotation of this rotating field and the primary drive shaft substantially coincide.

In a preferred embodiment, the speed of the primary drive shaft is equal to the speed of the rotating field. Preferably, the primary drive machine is a synchronous motor / generator. In particular, a synchronous motor / generator has greater efficiency than other induction machines. Preferably, the range of the vehicle is positively influenced by this high efficiency. The mass moment of inertia of a synchronous motor / generator is compared to other rotary field machines low. Due to this low mass moment of inertia, preferably a favorable instationary speed behavior of the combined drive train is achieved.

In a further preferred embodiment, the rotational speed of the primary drive shaft is less than the rotational speed of the rotating field. Preferably, the primary drive machine is designed as an asynchronous motor / generator. An asynchronous motor / generator can in particular be operated more simply than other induction machines in four-quadrant operation. The easy-to-implement four-quadrant operation preferably facilitates energy recovery when the vehicle is being decelerated and thus increases the range. The speed / torque control of an asynchronous motor / generator is simple compared to other induction machines.

The simplicity of this scheme, preferably a small and light power electronics used for the induction motor / generator and thus the total weight of the vehicle can be kept low.

In a further preferred embodiment, the primary drive machine is a transverse flux motor / generator. In particular, a transversal flux motor / generator has non-chained three-phase windings, which are arranged in a ring-concentric manner with respect to the shaft. Preferably, this results in a transverse magnetic circuit arrangement in individual circuits. A transverse flux motor / generator has a high power density and a good efficiency and is therefore particularly suitable for mobile applications, preferably for a combined drive system.

In a further preferred embodiment, the primary drive machine is a reluctance motor / generator. In particular, a reluctance motor / generator has a plurality of electromagnetic coils distributed around the circumference, which are aligned with their axis of symmetry substantially star-shaped on the output shaft of the reluctance motor / generator. Due to this simple construction, in particular the control of a reluctance motor / generator with respect to induction machines is simplified. This simple controllability of the reluctance motor / generator leads to a better transient speed behavior of the combined drive train than would be possible with other electromechanical energy converters. In a further preferred embodiment, the primary drive machine is designed as a DC motor / generator. A DC motor / generator in particular has a well-known and easily writable speed / torque behavior. The DC motor / generator is easier to control than other electromechanical energy converters. This simple controllability makes it possible to achieve a combined drive system with low weight and long reach.

In a further preferred embodiment, the primary drive machine is an AC motor / generator, preferably a single-phase synchronous motor /

-generator. An AC motor / generator has a simple structure over other electromechanical energy converters. By this simple construction, a low weight of the vehicle is achieved.

By allowing the electromechanical energy converter to convert energy from electrical to kinetic energy and back, drive power, which is initially supplied to the vehicle and stored in it as kinetic and / or potential energy, may return to electrical energy at a later time be converted and stored. Thus, the consumption of the vehicle is lowered and the range increased.

In a preferred embodiment, the secondary drive machine is an internal combustion engine. Under an internal combustion engine is an energy converter to understand in which chemically bound energy is converted into kinetic energy. This energy conversion is preferably based on an exothermic combustion. This exothermic combustion is preferably carried out as external or internal combustion.

Preferably, the maximum volume of a single combustion chamber ranges from 100 cubic centimeters (cc) to 2000 cc, preferably from 300 cc to 800 cc, and most preferably substantially 500 cc.

This results in certain engine designs, a particularly favorable ratio of combustion chamber volume to combustion chamber surface. By a preferred volume variable combustion chamber, a low-emission combustion is achieved. In a preferred embodiment, the secondary drive machine is designed as a reciprocating engine. The reciprocating engine preferably has a cylinder number less than or equal to four, preferably less than or equal to three or more preferably two or one. Four or two cylinders have the advantage of good mass balance. With three cylinders results in a favorable ignition interval. Preferably, the cylinders of the reciprocating engine move in a plane and / or in opposite directions. Preferably, this counter-rotating movement compensates for the mass forces arising essentially by the pistons without additional masses.

Such a piston engine is particularly preferably designed as a two-cylinder boxer engine or as a V engine with a cylinder bank angle of substantially 180 °.

If a small and thus lighter reciprocating engine is used, the weight of the combined drive system remains low and thus a large range of the vehicle is favored.

In a further preferred embodiment, the secondary drive machine is an internal combustion engine with a freely movable piston, wherein this piston moves within a cylinder. This movement of the piston is preferably not influenced substantially from the outside. In essence, this piston can thus move without mechanical positive guidance from the outside. Such a combustion engine with freely movable piston is preferably a free-piston engine. To compensate for the occurring mass forces of a piston of the free-piston engine, a second, in opposite directions moving piston is preferably used or preferably another suitable device. A free-piston engine is a compact drive machine with high efficiency and low weight.

In a further preferred embodiment, the secondary drive machine is a rotary engine, preferably a Wankel engine. Preferably, the rotary engine has one or two rotary pistons. By a rotary engine, a smooth running of the secondary drive machine is preferably achieved, so that preferably only a slight additional means for damping vibrations and the noise the secondary drive machine are provided. As a result, a low weight of the combined drive system is preferably achieved and thus a lower

Consumption. In a further preferred embodiment, the secondary propulsion engine is a turbomachine with internal combustion. An internal combustion flow or turbomachine includes at least a compressor and a combustion chamber. Preferably, the secondary drive machine is a gas turbine. By a gas turbine can be achieved preferably a low-vibration conversion of the chemically bonded energy into mechanical energy. Compared with other internal combustion engines, the gas turbine has in particular a favorable emission behavior and a high power density.

In a further preferred embodiment, the secondary drive machine is a turbomachine with external combustion. Such a flow machine has at least a first region in which chemically bound energy is converted into thermal energy and transferred to a working medium and a second region in which the working medium its energy is at least partially withdrawn. The secondary drive machine with external combustion is preferably a steam turbine with a steam generator. A steam turbine can preferably be used to achieve a low-vibration conversion of the chemically bound energy into mechanical energy. Compared to other internal combustion engines, the steam turbine in particular has a favorable emission behavior. In a further preferred embodiment, the secondary drive machine is a heat engine with external combustion. On the basis of the charge cycle behavior, at least two types of such heat engines with external combustion can be distinguished. On the one hand, the conversion of thermal into mechanical energy can be done by a charge change. On the other hand, the conversion of thermal into mechanical energy can take place without a charge change. If the thermal energy is converted into mechanical energy without a charge change, the secondary drive machine essentially has at least one cavity with at least two regions. In a first area of this cavity Thermal energy is supplied to a working medium and in a second region of this cavity, thermal energy is extracted from this working medium. Such a heat engine without charge change is preferably a hot gas engine, in particular a Stirling engine.

In a further preferred embodiment, the thermal energy is converted into mechanical energy in a heat engine with external combustion and with a charge exchange. Such a heat engine preferably has at least one cylinder, at least one piston and a working medium. Preferably, this piston is set in motion by the working medium in the cylinder. In this piston movement, the working fluid is preferably expelled regularly from the cylinder. Preferably, such a heat engine is a piston steam engine. The drive power additionally required in discontinuous driving situations, for example during start-up or overtaking operations, can advantageously be provided by the primary drive machine in a combined drive system, while the secondary drive machine is preferably operated at its optimum operating point with low pollutant emissions.

In a preferred embodiment, the secondary drive machine, and in particular an internal combustion engine to a starting device. Preferably, a starting device is an electromechanical energy converter, in particular a starter. Preferably, the starting device is operable independently of the primary drive machine. Preferably, the secondary drive machine is accelerated by the starting device to a certain speed.

In a preferred embodiment, a motor vehicle having a combined propulsion system preferably achieves in-plane primary range in the range of substantially 10 km to 400 km, preferably substantially 20 to 200 km, and more preferably substantially 40 to 100 km and full more preferably of substantially 100 km. The primary range is to be understood as meaning the range which the motor vehicle reaches when no power is supplied to the motor vehicle from outside and when the secondary drive machine is not used for energy generation. In a preferred embodiment, electrical energy is preferably stored in chemically bound form in an electrical energy storage device. This electrical energy storage device is preferably designed as a secondary battery (ie accumulator). The electrical energy storage device preferably has a storage capacity of substantially two to 80 kWh, preferably of essentially three to 30 kWh and particularly preferably of substantially four to ten kWh.

In a preferred embodiment, energy can be supplied to the motor vehicle with a combined drive system from outside the vehicle. Preferably, this deliverable energy is electrical energy. The motor vehicle preferably has an interface for supplying the electrical energy. The energy supply preferably takes place conductively, in particular by a plug connection or, likewise preferably, inductively, preferably when the vehicle is at a standstill or else during its movement, in particular by induction devices which are arranged in, beside or above the roadway. This induction device preferably have electrical conductors.

In a preferred embodiment, the primary and secondary drive machines are operated substantially in a high efficiency range. The efficiency of the drive machines generally depends on the speed of their drive shaft. For adapting the rotational speeds of the drive shafts to the travel speed and the efficiency requirements, the combined drive system preferably has a transmission device, preferably with a plurality of fixed gear ratios. A ratio stage is preferably characterized by the ratio of the rotational speeds between at least one transmission input element and at least one transmission output element. Preferably, this transmission device has four, preferably three and more preferably two transmission stages. In a further preferred embodiment, the transmission device is designed as a planetary gear. An epicyclic gear is preferably a planetary gear with preferably three shafts, which preferably has a sun gear, a ring gear, a planetary gear carrier and at least one planet. As these three shafts of the planetary gear are preferably the sun gear, the ring gear and the planet carrier to be understood.

When using a planetary gear, the primary drive shaft is either directly or indirectly connectable to the sun gear and / or to the planet carrier. Preferably, the secondary drive shaft selectively drives the planet carrier and / or the sun gear or is decoupled from the planetary gear. The connection of the primary drive shaft with the sun gear and / or the planet carrier is preferably influenced by at least one torque transmission device. The power flow from the secondary drive shaft to the planet carrier and / or to the sun gear is preferably influenced by a torque transmission device.

Preferably, the ring gear of the planetary gear serves as a transmission output element.

In a further preferred embodiment, the transmission device is also designed as a planetary gear. The planet carrier is used here but as a transmission output element. Preferably, the ring gear is rotatably mounted and can not perform rotational movement about its central axis. Preferably, the primary drive shaft is selectively connectable to the sun gear and / or to the planet carrier. Preferably, the secondary drive shaft selectively drives the sun gear or does not direct power to the planetary gear. The connection of the primary drive shaft with the sun gear and / or the planet carrier is preferably influenced by at least one torque transmission device. The power flow from the secondary drive shaft to the planet carrier is preferably influenced by a torque transmission device.

In a further preferred embodiment, a motor vehicle with a combined drive system has a transmission device with at least one transmission stage with a high degree of efficiency. Preferably, this transmission device is used as a planetary gear executed. In a planetary gear, preferably at least two shafts can be connected to each other. As waves are preferably the sun or the sun gear, the ring gear or the ring gear and the planet carrier to be understood. Preferably, the ring gear is connected to the sun gear or preferably the ring gear to the planet carrier or the sun gear to the planet carrier. In particular, the planetary gear has a high efficiency when two of these waves move at the same speed and the transmission ratio between a transmission input element and a transmission output element of the planetary gear 1: 1.

In a further preferred embodiment, the motor vehicle with a combined drive system has a transmission device with a variable speed ratio. The transmission device preferably has a first transmission input rotational speed, a second transmission input rotational speed and a transmission output rotational speed. The speed ratio between the second transmission input speed and the transmission output speed is preferably determined by the first transmission input speed. Preferably, the second transmission input speed is superimposed with the first transmission input speed. By this speed superposition, a continuous adjustment of the speed ratio is preferably made possible. The changeable speed ratio transmission device has at least a first transmission input element, a second transmission input element and a transmission output element. The first transmission input element is preferably connectable to the primary drive shaft. The second transmission input element is preferably connectable to the secondary drive shaft. Due to the continuously adjustable speed ratio, the secondary drive machine can preferably be operated in an operating range with high efficiency. By operating in a low-efficiency operating range, a low-emission operation of the motor vehicle is preferably made possible. In a preferred embodiment, the primary drive shaft and the secondary drive shaft are arranged coaxially and / or in alignment with each other. By this type of shaft alignment, a simple construction of the combined drive system is preferably made possible. Due to the simple and thus weight-saving design of the Combined drive system, an efficient operation of the motor vehicle is preferably achieved.

In a preferred embodiment, the power is transmitted from the primary drive shaft to a drive element of the vehicle or vice versa without conversion. Preferably, the power is transmitted from the secondary drive shaft without conversion to at least one drive element of the vehicle.

Under the conversion-free transmission of the power is to be understood that a mechanical power during its transmission is not converted into another form of power, in particular not into electrical power. The mechanical power is preferably transmitted without conversion when the product of torque and speed during transmission remains substantially constant. Preferably, the secondary drive shaft is connectable by a transmission device and / or by a torque transmission device with a drive element of the vehicle, thereby preferably a complete mechanical drive is produced and achieved a high efficiency for the combined drive system.

In a preferred embodiment, the torque fluxes of the combined drive system can be influenced by torque-transmitting devices so that a high efficiency of the drive system results. For this purpose, the combined drive system preferably has one, two, three or more torque transmission devices. The torque transmission devices are preferably selected from a group of different torque transmission devices. This group includes mechanical clutches and brakes which at least partially transmit forces due to solid friction or due to hydrodynamic or hydrostatic effects, and / or non-contact clutches and brakes which transmit forces due to magnetic or electrical effects.

Mechanical couplings and brakes are preferably those clutches which operate according to the principle of positive or frictional engagement. friction conclusive couplings can be divided in particular after the formation of the friction surfaces. Preferably, the group of mechanical clutches includes jaw, cone, disc (single disc, multi-disc, multi-disc) and loop band couplings, and both wet and dry torque transmission devices.

The torque transmission devices may also be slip-controlled. The slip is to be understood as meaning the rotation of the input side of the torque transmission device relative to the output side.

The clutches and brakes may also be selected from a group of hydraulic clutches. Hydraulic clutches include in particular hydrodynamic torque converters with and without lock-up clutch. Hydraulic couplings are preferably also understood to mean couplings which transmit torques at least partially due to the shear friction of liquids. Preferably, hydraulic clutches may have a capacity control.

A mechanical clutch or brake can fill with a ferromagnetic medium. Flowing a current results in a magnetic flux which changes the properties of the ferromagnetic medium. Preferably, the group of magnetic torque transmitting devices also includes magnetic particle clutches and brakes.

The group of non-contact torque transmission devices preferably has clutches and brakes, in which an electrical current and / or a magnetic flux is induced in another area of the torque transmission device by a permanent or electromagnetic region of the torque transmission device, in particular an eddy current. Preferably, by these induced current, these two areas exert forces on each other. Preferably, a torque can thus be transmitted from the input side to the output side of the torque transmission device. Preferably, the group of non-contact torque transmission devices on clutches and brakes, which are at least partially filled with a medium which changes the torque transmission behavior of the torque transmission device by the application of a voltage. Preferably, the non-contact torque transmitting device group includes clutches and brakes which contain electrorheological fluids.

Preferably, a torque transmitting device may be selected from a group of overrunning clutches. Overrunning clutches are in particular free runs. A freewheel means a device which allows the rotation of an element of the combined drive system only in one direction of rotation. Preferably, it may be switchable and non-switchable freewheels. A switchable freewheel has in particular two operating states. In a first operating state, the freewheel preferably allows rotational movement of an element of the combined drive system only in at least one direction of rotation. The freewheel unfolds a blocking effect in this operating state. In a second operating state, the blocking effect of the switchable freewheel for at least one direction of rotation can be canceled by a control command. Freewheels can be distinguished in particular by the way they achieve their blocking effect. Preferably freewheels can be classified in groups with positive and frictional locking function.

The group of positive freewheels has pawl freewheels with internal or external teeth and rotationally actuated tooth or dog clutches.

In the group of frictional freewheels freewheels can be classified with axial and radial clamping function. The group of freewheels with radial clamping function has clamping roller freewheels with inner or outer star, sprag clutches, spring belt free runs. The group of freewheels with axial clamping function has axial freewheels, such as screw friction clutches, and axial freewheels with cone. Freewheels can also be constructed from a combination of the mentioned functional principles. The clutches mentioned today are well-known torque transmission devices. By using these torque transmission devices, in particular from at least one of the groups mentioned, a combined drive system can be set up at short notice.

In a preferred embodiment, the torque transmission from the secondary drive shaft to an output device can be influenced, preferably interruptible. This interruption of the torque transmission is achieved in particular by a torque transmission device. The torque-conducting connection between the secondary drive machine and the output device may in particular have two states.

In a first state, a torque is preferably transmitted from the secondary drive machine to the output device. In a second state, preferably no torque is transmitted from the secondary drive machine to the output device.

In this second state, preferably the entire or at least the predominant part of the energy stored in the vehicle can be transmitted to the primary drive machine. This ensures that the energy stored in the vehicle, at least partially, can be stored in the energy storage device. Thus, in particular the range of the motor vehicle is increased and the emissions caused reduced.

In a further preferred embodiment, the torque transmission device between the secondary drive machine and the output device is designed as an overrunning clutch. Preferably, this torque transmission device is a freewheel and particularly preferably a switchable freewheel. Preferably, it is achieved by a freewheel that the secondary drive machine transmits power to the output device only in the case when the rotational speed of the secondary drive shaft is greater than the rotational speed of an input element of the output device. A power flow from the output device to the secondary Drive machine is prevented in particular by a freewheel, preferably by a switchable freewheel. By a freewheel between the secondary drive machine and the output device, the possibilities for controlling the combined drive system are preferably improved.

In a preferred embodiment, a transmission shaft of a transmission device is held non-rotatably, i. that this transmission shaft can no longer rotate with respect to another element, in particular with respect to the transmission housing. A gear shaft is to be understood in particular as a sun gear or a sun gear shaft, a hollow wheel or a ring gear shaft, a planet wheel or a planet wheel shaft or a planetary gear carrier. This transmission shaft is preferably held against rotation by a torque transmission device. Preferably, this torque transmission device is a multi-disc brake. By rotationally holding a transmission shaft, in particular the speed ratio of a transmission device can be influenced. The influenceable speed ratio of a transmission device operation with low consumption and long range of the combined drive system is achieved.

In a preferred embodiment, a transmission shaft of a transmission device is connected to a second transmission shaft, whereby these two transmission shafts have the same speed. The connection of the two transmission shafts is preferably achieved by a torque transmission device. By connecting two transmission shafts with each other, in particular the speed ratio of a transmission device can be influenced.

In a preferred embodiment, in particular between the secondary drive machine and the output device at least one torsional vibration damper is arranged, which is intended to reduce torsional vibrations. A torsional vibration is to be understood in particular as meaning a mechanical vibration which takes place by one degree of freedom of a rotary system. The damping of the torsional vibrations reduces dynamic stress on combined drive system equipment, improves NVH performance and increases user comfort. The one or more torsional vibration dampers are preferably selected from a group of mechanical and / or electrical torsional vibration dampers which damp vibrations due to different physical effects. In particular, a torsional vibration damper reduces the amplitude of the torque oscillation which is applied by the secondary drive machine to the output device. Preferably, the torsional vibration damper reduces the amplitude of this torque oscillation by more than 10%, preferably by more than 50%, and more preferably by more than 90%.

The group of the preferred torsional vibration damper preferably includes one-, two-, three- or multi-mass flywheels, in which preferably also the resonance behavior for damping is used. Further, the group includes torsional vibration dampers which preferably damp a torsional vibration by producing a mechanical vibration having a certain phase relationship with this torsional vibration. Preferably, the mechanical vibration of the

Torsional vibration damper essentially in phase opposition to this torsional vibration.

The group of preferred torsional vibration dampers also includes torsional vibration dampers whose natural frequency can be changed. Preferably, the natural frequency of a torsional vibration damper is variable by a centrifugal pendulum and / or by another device which responds to the rotational speed of the torsional vibration damper. The group of preferred torsional vibration dampers also includes dampers in which torsional vibrations are damped by an electromechanical actuator device. Preferably, an electromechanical actuator device and / or by the primary drive machine generates a mechanical vibration with a specific phase relationship to this torsional vibration.

With the aid of these electromechanical torsional vibration dampers, compensation oscillations can preferably also be generated, as has already been explained above with reference to the primary drive machine. This can either be the data the engine control and / or data obtained from vibration sensors which are arranged at one or more locations of the drive train to absorb vibrations. It is also possible, alternatively or additionally, to detect the oscillations in the electric field of the primary drive machine. From these detected vibrations, compensatory vibration movements can be calculated, which are then generated by torsional vibration dampers.

Such active torsional vibration damping is particularly advantageous when an internal combustion engine is used as a secondary drive machine, which has only two or even only one cylinder and is designed as a reciprocating engine.

The group of preferred torsional vibration dampers also includes dampers which, as a physical operating principle, use the internal friction of elastic materials. In particular, elastomer dampers damp vibrations with the internal friction of an elastic material.

The group of preferred torsional vibration dampers also includes dampers in which the fluid friction or the flow resistance of a fluid is used as a physical operating principle. Preferably gas spring and viscous dampen vibrations with fluid friction, in particular by flow resistance.

According to the invention, a motor vehicle with a combined drive system has a second energy storage device, in particular for storing energy for the secondary drive machine. In this second energy storage device energy is preferably stored in chemically bound form.

The chemically bound energy is preferably bound in a liquid, gaseous or solid fuel. The fuel is preferably stored at a storage pressure which is increased relative to the ambient pressure or preferably at a pressure substantially corresponding to the ambient pressure. The fuel preferably contains at least a proportion of hydrocarbon. Such a fuel preferably has at least a proportion of petrol, diesel, turbine fuel (petroleum), vegetable oil, esterified vegetable oil (bio-diesel), alcohol (methanol, ethanol, butanol) and benzene, liquefied natural gas (liquefied petroleum gas), Xtl fuel (Coal, Gas, Biomass to Liquid), Natural Gas (Compressed Natural Gas), Methane, Ethane, Biogas (Synthetic Natural Gas), Dimethyl Ether and Hydrogen or a mixture of at least two of these fuels. This fuel is preferably stored in a container and preferably converted into thermal energy in an exothermic reaction, which thermal energy can preferably be used indirectly for driving the motor vehicle and / or for controlling the temperature of the motor vehicle.

Due to the presence of a supply of a fuel, preferably no energy is withdrawn from the energy store connected to the primary drive machine for generating thermal energy, thereby increasing the primary range. In a preferred embodiment, various devices of the combined drive system have a common temperature-conductive connection. In a combined drive system, thermal energy is generated at various facilities. This thermal energy arises in particular during operation of a primary drive machine, a secondary drive machine, a transmission device, an energy storage device and a control device for controlling the combined drive system.

The various devices of a combined drive system have a particularly dependent on the temperature efficiency. In particular, the efficiency of an energy storage device is low when it is operated at a low temperature. In particular, at the control device generates thermal energy, due to an efficiency less than one. The temperature-conducting connection can preferably be used to transmit thermal energy from the control device to the energy storage device. The thermal energy is preferably transferred to the temperature line to a fluid. This fluid is preferably passed through an open or closed device. The line of thermal energy is preferably based on the fact that the thermal energy is dissipated by a device at which it is produced and fed to a device, which achieves better efficiency at a temperature higher than their present one.

In particular, by the transmission of the thermal energy of the control device to the energy storage device, the efficiency of the same is preferably increased and thus increases the efficiency of the combined drive system and thus the range of the motor vehicle.

In a preferred embodiment, the combined drive system comprises at least one primary drive machine, a secondary drive machine and a transmission device. Preferably, at least two of these components or all of a common fluid flow flows through or through. Heat energy from at least one of these components is preferably transferred to at least one other by this common flow of fluid. The fluid of the common fluid stream is preferably a lubricating oil, preferably a mineral oil or a synthetic oil. By a common heat and / or lubricant circuit, a drive system with a low weight and high efficiency is preferably realized.

In a preferred embodiment, the reversal of the direction of travel of the motor vehicle is achieved by reversing the direction of rotation of the primary drive machine. By eliminating a realized by transmission ratios reverse gear weight is saved and thus preferably allows a high range of the motor vehicle. In a preferred embodiment, a transmission shaft connected to the output device, in particular directly or indirectly, is held in a rotationally fixed manner by a torque transmission device. Preferably, this transmission shaft can not be held by the torque transmission device rotatably. This torque-transmitting device is preferably a self-retaining torque-transmitting device or a torque-transmitting device in which no external force is supplied to maintain at least one operating state. A self-retaining torque transmission device is understood to mean a torque transmission device which engages without the action of an external force Torque transfers. This torque transmission device is preferably a detent connection or a claw coupling. In particular, a parking brake can be realized in a simple and energy-efficient manner by means of a self-holding torque transmission device, and thus an improved drive system can be represented.

A method for operating a combined drive system for a motor vehicle is preferably used to achieve high energy efficiency combined with good performance. The combined drive system has at least one primary drive machine, a secondary drive machine, an energy storage device and an output device. By this method, at least the following operating states of the combined drive system are realized:

- The services of the secondary drive machine and the primary drive machine are used together to drive the vehicle, the secondary drive machine is mechanically coupled into the drive;

- The secondary drive machine drives and the primary drive machine is driven by the primary drive shaft and the energy generated thereby is at least partially stored;

- The primary drive machine drives and the secondary drive machine is at a standstill;

- The primary drive machine is driven by the primary drive shaft and the secondary drive machine is at a standstill or idle;

This method preferably places the combined drive system in different operating states as a function of different boundary conditions. Preferably, to control the combined drive system by a controller, the operating state of the combined drive system and the operating requirements by the user are used. Such boundary conditions are, in particular, the state of charge of the energy store, the driving intention of the user, such as, for example, acceleration or travel speed, information about the route which should be placed, such as slope, slope and distance and information on other environmental wine flows, such as the ambient temperature.

In a preferred embodiment, this method is carried out by at least one control device. A control device is preferably to be understood as a device which has at least one arithmetic unit for comparing data. Preferably, a control device has at least one data memory for storing data and at least one device for reading in or inputting data. This control device preferably detects at least one of the following operating variables directly or indirectly:

- The speed and / or acceleration of the primary drive shaft and / or

- At least one temperature of the primary drive machine and / or

- The speed and / or acceleration of the secondary drive shaft and / or - at least one temperature of the secondary drive machine and / or

- The speed and / or acceleration of the output device and / or

- The speed and / or acceleration of at least one transmission input shaft and / or

- At least one temperature of the transmission device and / or

- The speed and / or acceleration of at least one drive element of the vehicle and / or

- The speed and / or acceleration of the secondary drive machine and / or

- The degree of filling of at least one energy storage and / or

at least one temperature of at least one energy store and / or at least one current and / or voltage of at least one energy store and / or

- the rate of pitching and / or

- the rate of staggering and / or

- the rate of greed and / or

at least one distance from at least one other road user, and / or

- At least the jounce state of a suspension device. In particular, information about the individual components of the combined drive system is stored in the control device or the data memory. Such information preferably contains information on technical data, preferably on the efficiencies of the components of the combined drive system.

Furthermore, the control device may also preferably process information which is supplied externally by radio by external transmitters and in particular by the Internet. This information preferably contains data on the current and expected traffic situation, in particular on traffic congestion, the weather or weather development and the like.

Preferably, the combined drive system is controlled taking into account the detected values. Preferably, the operation quantities are detected, compared with stored data and a control command created.

By taking into account, in particular, multiple operating variables in the control of the combined drive system, operation of the drive system with low emissions and with low consumption is achieved.

In a preferred embodiment, the difference between the rotational speed of the secondary drive shaft and the rotational speed of a transmission input shaft or the rotational speed of the primary drive shaft is detected. In particular, these speeds are compared. If this difference is greater than or equal to zero, in particular the power is transmitted from the secondary drive machine to the output device. This power transmission is made possible in particular by a torque transmission device. The torque transmission device is actuated or engaged in particular after the comparison of the rotational speeds and at a rotational speed difference which is substantially zero or greater than zero.

In a preferred embodiment, in particular the state of charge of the energy storage device is detected. Preferably, a power flow from the secondary drive machine to the primary drive machine is only allowed if the state of charge the energy storage device falls below a limit stored in the control device. Preferably, this limit value depends on at least one of the following variables:

- the route, for example gradients and descents and the length of the route still to be covered,

- The state of charge of the energy storage device, in particular the still storable amount of energy or

- The operating state of at least one prime mover, in particular at least the speed or the torque.

Preferably, the power flow from the secondary drive machine to the primary drive machine is controlled so that the secondary drive machine is operated by the additional output power in a region with more favorable efficiency.

By shifting the operating state of the secondary drive machine in the direction of a more favorable efficiency, a lower-emission operation of the combined drive system is preferably achieved.

Other features, advantages and embodiments of the present invention will become apparent from the following description of the accompanying drawings.

Showing:

1 shows a characterization of drive systems based on the installed power of the primary drive machine and the secondary drive machine;

2 shows the energy content of the electrical energy storage device for different combined drive systems; 3 shows the number of gear ratios and the range achievable with the primary drive machine for combined drive systems;

4 shows an embodiment of a combined drive system with a primary drive machine and a secondary drive machine;

5 shows an embodiment of a combined drive system with a relative to the secondary drive machine coaxially aligned primary drive machine;

6 shows a combined drive system with a matching transmission device for adapting the rotational speed of the primary drive machine to the rotational speed of the secondary drive machine;

Fig.7: a combined drive system with a torsional vibration damper, a

Overrunning clutch and a torque transmitting device between the primary drive machine and the secondary drive machine;

8 shows a combined drive system with a switchable transmission device and a matching transmission device;

9 shows a combined drive system with a planetary gear device as

shiftable transmission device with output via the planet carrier;

Fig.10: a combined drive system with a planetary gear device as

shiftable transmission device with output via the ring gear, wherein the secondary drive machine is connectable to the planet carrier;

Fig.11: a combined drive system with a planetary gear device as

shiftable transmission means with output via the planet carrier, wherein the primary drive machine and the secondary drive machine are coaxially aligned with each other; 12 shows a combined drive system with a planetary gear device, the

Output is via the ring gear, the planet carrier is supported by an overrunning clutch and / or torque transmitting device on the housing of the planetary gear device; Fig. 13: a combined drive system as in the current state of the art (mild hybrid);

FIG. 14 shows some possible arrangements and combinations of secondary drive machine, vibration damper, torque transmission device and overrunning clutch; FIG. FIG. 15 shows the relationships between the rotational speed adaptation between the primary drive machine and the secondary drive machine; FIG.

16 shows the relationship between weight, installation space and costs and the rotational speed adaptation of the rotational speeds of the primary drive machine and the secondary drive machine; 17 shows the urgency of charging the electrical energy storage device in FIG

Dependence on the efficiency of a combined drive system;

FIG. 18 shows the rotational speed relationships for a combined drive system with planetary gear device between the rotational speed of the planet carrier and the rotational speed of the ring gear; FIG. 19 shows the power requirement and the speed of a motor vehicle with a combined drive system, with a small secondary drive machine, in the Extra Urban Driving Cycle (EUDC);

FIG. 20 shows the power requirement and the speed of a motor vehicle with a combined drive system, with a secondary drive machine enlarged in comparison with FIG. 18, in the Extra Urban Driving Cycle (EUDC); FIG. FIG. 21: energy demand as a function of the output of the secondary drive machine for a motor vehicle with a combined drive system during the Extra Urban Driving Cycle (EUDC); FIG.

FIG. 22 shows a comparison of the deliverable power of a combined drive system without switchable transmission device for the electrical path (serial hybrid) with the mechanical path (mechanical drive-through); FIG.

FIG. 23 shows a comparison of the deliverable power of a combined drive system with switchable transmission device (, in) for the electrical path (serial hybrid) with the mechanical path (mechanical drive-through); FIG.

Fig.24: a comparison of the efficiencies of the electrical drive path (serial

Hybrid) and the mechanical drive path (mechanical through drive), with shiftable transmission device, for combined drive systems;

FIG. 25 shows the course of the electrical range over the nominal battery capacity taking into account the battery weight for a motor vehicle with a combined drive system; FIG.

Fig.26: a combined drive system with a planetary gear device as

shiftable transmission device with output via the planet carrier, wherein the primary drive machine and the secondary drive machine are coaxially aligned with each other.

FIG. 1 shows the characterization of combined drive systems, this characterization being based on the distribution of the total drive power between the primary drive machine and the secondary drive machine. Based on this classification, four drive systems can be characterized today.

In the area A, these are today conventional motor vehicles with an internal combustion engine essentially without an electric drive machine. In these vehicles with an internal combustion engine, the entire power required for driving is generated by combustion. combustion engine, which is referred to here as a secondary drive machine provided. Even with such vehicles today already a low degree of electrification is present, for example, by the alternator and the electric starter. In the right part of FIG. 1, in the area marked E, motor vehicles with pure electric drive are shown. In these motor vehicles, the entire, necessary for the drive power is provided by an electromechanical energy converter, which is referred to here as the primary drive machine available.

In the area marked B in FIG. 1, today conventional hybrid drives are to be classified. In terms of performance, smaller electric motors are used in conjunction with larger combustion engines in these hybrid drives. Typically, the electric motor of such a hybrid drive has a power of 15 kW - 30 kW. Such vehicle concepts are today referred to as micro or mild hybrid.

In the region C of Figure 1 so-called full-hybrid drive concepts are shown, in these, the electric drive machine and the internal combustion engine based on their performance in about the same size. These drive concepts require a relatively complicated drive system since two drive units of approximately the same size are combined.

The area D _M in FIG. 1 identifies the area in which a combined drive system according to the invention can be arranged. Preferably, the primary drive machine of the drive concept according to the invention, based on their performance, larger than the secondary drive machine. This characterization is shown in the restricted area Di. In a particularly preferred embodiment, the combined drive system according to the invention has a power split between the secondary drive machine and the primary drive machine, which is characterized by the range Di. Here, the primary drive machine is larger than the secondary drive machine. This power distribution can be a compact, lightweight and highly efficient drive system. FIG. 2 shows the preferred storage capacity, also referred to as the battery size, of the electrical energy storage device for a combined drive system plotted against the power split between the secondary drive machine and the primary drive machine. It is preferable to assume that the battery size is between 2 kWh and 50 kWh. Here, Figure 2 shows that it is crucial for the battery size, as the drive power is distributed between the secondary drive machine and primary drive machine. The larger the primary drive machine and the smaller the secondary drive machine, the greater the battery capacity.

The electrical energy storage device is a device which systemically has a high specific gravity. It follows that the vehicle weight increases sharply with increasing electrical energy storage device. FIG. 2 shows that the battery capacity of a drive system according to the invention lies between 4 kWh and 20 kWh. Figure 2 it can be seen that the battery capacity of today's conventional electric vehicles, so 100% prime mover, at about 20 kWh - 60 kWh, these vehicles have systemic due to a higher weight than a motor vehicle according to the invention. With regard to the vehicle weight, a combined drive system thus represents an efficient solution for driving a motor vehicle, in particular if this motor vehicle is to be able to operate emission-free over longer distances.

In Figure 3, both the usual today number of switching stages of a transmission device is shown, as well as the primary range, each on the power distribution between see the secondary and the primary drive machine for a motor vehicle with a combined drive system. Figure 3 it can be seen that today common motor vehicles with pure internal combustion engine drive (100% secondary drive machine) have between 6 and 8 switching stages. Today, however, conventional motor vehicles with pure electric drive (100% primary drive machines), usually have gear devices without switching stages. FIG. 3 shows that the combined drive system according to the invention is advantageously designed with two to four gear shift stages. As a result, a primary drive machine can be used which reduces its drive power when the vehicle is driving continuously at high speed and with low torque. gives. This power delivery allows the use of a small and lightweight primary drive machine.

For starting from standstill or for overcoming large starting resistances, such as when driving over a curb, at least one second switching stage is available, so that a motor vehicle with a combined drive system according to the invention can also be operated in these driving situations. The primary range is to be understood as the range which a motor vehicle with a combined drive system can achieve if it is driven exclusively by the primary drive machine. A motor vehicle with a combined drive system according to the invention achieves with its small and light energy storage device a primary range of substantially 100 km.

FIG. 4 shows the basic concept of a combined drive system according to the invention. 4 has a primary drive machine 1 with a primary drive shaft 1.1, a secondary drive machine 2 with a secondary drive shaft 2.1, an output unit 3, wherein this output unit 3 can have a switchable transmission device, a drive element of the vehicle 4, an energy storage device 5 and a power electronics 6.

The energy storage device 5 supplies via the power electronics 6, the primary drive machine 1 with electrical energy. In the primary drive machine 1, the electrical energy is converted into drive power and delivered to the primary drive shaft 1.1. By the output unit 3, the drive power of the primary drive machine 1 is passed to the drive element of the vehicle 4. The secondary drive machine 2 can be connected to the output unit 3 and the drive element of the vehicle 4 via a torque transmission device 8, here preferably designed as a clutch. In the secondary drive machine 2 chemically bound energy is converted into mechanical drive power and delivered to the secondary drive shaft 2.1. From the secondary drive machine 2 and from the primary drive machine 1, the mechanical drive through to the drive element of the vehicle 4 is possible in each case. This mechanical drive ensures high efficiency of the combined drive system.

FIG. 5 shows a further exemplary embodiment of a combined drive system according to the invention. The energy storage device and the power electronics are not shown. This combined drive system according to the invention has a secondary drive machine 2, a torsional vibration damper 7, a torque transmission device 8, here preferably designed as a clutch, a primary drive machine 1, which with its primary drive shaft 1 .1 connected to the output unit 3 is and a drive element of the vehicle. 4

The secondary drive machine 2 and the primary drive machine 1 are coaxially aligned coaxially with each other. At the secondary drive shaft 2.1 a torsional vibration damper 7 is attached. The torsional vibration damper 7 is connected to the input side of the torque transmission device 8.1. The output side of the torque transmitting device 8.2 is connected to the primary drive shaft. With this torsional vibration damper 7 mechanical torsional vibrations are damped. Thus, the mechanical components between this torsional vibration damper 7 and the drive element of the vehicle 4 are less heavily loaded. Due to the lower load, the mechanical components can be made smaller and lighter. With the torque transmission device 8, the power flow from the secondary drive machine 2 to the primary drive machine 1, and vice versa, can be interrupted. The power flow to the secondary drive machine 2 is interrupted in particular in overrun operation of the motor vehicle. This is characterized in that not the drive power of the prime mover is used to overcome the driving resistance (driving), but that the potential and / or kinetic energy stored in the motor vehicle is directed to at least one of the drive machines (1, 2), preferably to the primary prime mover. In the primary drive machine 1, the potential and / or kinetic energy of the motor vehicle in to drive the Vehicle reusable energy converted and stored in the energy storage device (not shown). By interrupting the power flow to the secondary drive machine, the proportion of energy that can be stored in the energy storage device is preferably increased, thereby increasing the efficiency of the motor vehicle with the combined drive system according to the invention.

FIG. 6 shows a further exemplary embodiment of a drive system according to the invention. The energy storage device and the power electronics are not shown. This combined drive system according to the invention comprises a secondary drive machine 2, a torsional vibration damper 7, a torque transmission device 8, here preferably designed as a clutch, a fitting gear device 10a, a primary drive machine 1, an output unit 3 and a drive element of the vehicle. Deviating from the combined drive system shown in FIG. 5, the primary drive machine 1 is connected to the secondary drive machine 2 via the matching transmission device 10 a in this combined drive system.

The secondary drive shaft 2.1 is connected via the torsional vibration damper 7 to the input side of the torque transmission device 8.1. The output side of the torque transmitting device 8.2 is connected to the matching gear device. Depending on the system, the speeds are different, in which the primary drive machine 1 or the secondary drive machine 2 deliver their drive power with a high degree of efficiency. By the configuration of the combined drive system shown in Figure 6, it is possible to adjust the rotational speed of the primary drive shaft 1.1 to the rotational speed of the secondary drive shaft 2.1. It should be understood by adjusting the speeds that the primary drive machine 1 and the secondary drive machine 2 can deliver their drive power for driving the motor vehicle in wide operating ranges near their optimum efficiency. This speed adaptation thus results in a lightweight and efficient combined drive system. FIG. 7 shows a further exemplary embodiment of a drive system according to the invention. The energy storage device and the power electronics are not shown. The combined drive system shown in FIG. 7 largely corresponds to the combined drive system shown in FIG. The secondary drive shaft 2.1 is coupled via a torsional vibration damper 7, an overrunning clutch 9, a torque transmission device 8, here preferably designed as a clutch, with an input side 8.1 and an output side 8.2 with the primary drive shaft 1.1. By an overrunning clutch 9, the power flow from the primary drive machine 1 and / or the drive element of the vehicle 4 to the secondary drive machine 2 or vice versa can be prevented in a simple manner.

This combined drive system has a shiftable transmission device 10c with two gear ratios, a transmission input element 10.1 and a transmission output element 10.2. The primary drive machine 1 is connected via the shiftable transmission device 10 c to the drive element of the vehicle 4. By the shiftable transmission device 10c results on the one hand the advantage of adapting the power delivery of the primary drive machine 1 and / or the secondary drive machine 2 to the load requirements of the motor vehicle. On the other hand there is the advantage of operating the combined drive system with a particularly high efficiency in a second switching stage.

The combination of an overrunning clutch 9 with a torque transmission device 8 between the secondary drive machine 2 and the primary drive machine 1 affords the advantage that in overrun operation it is possible to convert the power exclusively in the primary drive machine 1 and into the energy storage device (not shown) to save.

FIG. 8 shows a further exemplary embodiment of a drive system according to the invention. The energy storage device and the power electronics are not shown. This combined drive system according to the invention has a secondary drive machine 2, a torsional vibration damper 7, a torque transmission device 8, here preferably designed as a clutch, a matching transmission device 10a, a primary drive machine 1, a switchable transmission unit. direction 10c, an output unit 3 and a drive element of the vehicle 4. In contrast to FIG. 6, this combined drive system has a shiftable transmission device 10c, in order to be able to preferably adapt the drive torque in several stages to the travel resistances.

The secondary drive shaft 2.1 is connected via the torsional vibration damper 7 to the input side of the torque transmission device 8.1. The output side of the torque transmitting device 8.2 is connected to the matching gear device. The matching transmission device 10a allows an adaptation of the rotational speeds of the primary drive shaft 1.1 and the secondary drive shaft 2.1 to one another. Depending on the system, the speeds are different, in which the primary drive machine 1 or the secondary drive machine 2 deliver their drive power with a high degree of efficiency. The configuration of the combined drive system shown in FIG. 8 makes it possible to better match the torque of the drive machines (2, 1) with the switchable transmission device to the load requirements from the travel resistances. This adaptation thus results in a lightweight and efficient combined drive system.

FIG. 9 shows a further exemplary embodiment of a drive system according to the invention. The energy storage device and the power electronics are not shown. The combined drive system shown in FIG. 9 essentially corresponds to the combined drive system illustrated in FIG. In this case, the shiftable transmission device is designed as a planetary gear device 10b. This has a gear housing 10.3, a ring gear 10b.3, a sun gear 10b.1, a planet carrier 10b.2 and planet gears 10b.4.

The sun gear 10b.1 is connected via a torque transmission device 8, preferably designed here as a clutch, with the planet 10b.2. By connecting the sun gear 10b.1 with the planet carrier 10b.2, this is achieved by the torque transmission device 8, sets a speed ratio between the transmission input member 10.1 and the transmission output member 10.2 of 1: 1. The ring gear 10b.3 is rotated by an overrunning clutch 9 in a direction of rotation supported on the gear housing 10.3 of the planetary gear device 10b. The transmission input element 10.1 is connected to the sun gear 10b.1. The transmission output element 10.2 is connected to the planet 10b.2. The ring gear 10b.3 is connected via a further torque-transmitting device 8a, here preferably designed as a braking device with the transmission housing 10.3 connectable.

By the planetary gear device 10b shown in Figure 9 can be a switchable transmission device in a simple manner, here a two-speed manual transmission. In this case, the first switching stage is provided to overcome when driving the motor vehicle large driving resistances. In this first switching stage, the torque transmission device 8 is opened between the planet carrier 10b.2 and the sun gear 10b.1.

The second switching stage has a ratio of 1: 1. By this ratio, a particularly high efficiency in the power transmission is achieved. In the 1: 1 ratio of the planetary gear device 10b, the torque transmitting device 8 is closed between the planet carrier 10b.2 and the sun gear 10b.1, i. the planet carrier 10b.2 and the sun gear 10b.1 can not rotate relative to each other. The secondary drive shaft 2.1 is connected via a torsional vibration damper 7 to the input side 8b.1 of a further torque transmission device 8b, here preferably designed as a clutch. The output side of the torque transmitting device 8b.2 is connected to the matching gear device 10a.

FIG. 10 shows a further exemplary embodiment of a drive system according to the invention. The energy storage device and the power electronics are not shown.

In the combined drive system shown in Figure 10, the secondary drive shaft 2.1 with the planet 10b.2 of the planetary gear device 10b by a torque transmission device 8, preferably designed here as a clutch, and a torsional vibration damper 7 connectable. The input side of the torque transmission device 8.1 is connected to the torsional vibration damper 7. The output side of the torque transmitting device is 8.2 with a second transmission input element 10.4 and thus connected to the planet carrier 10b.2. The planet 10b.2 is supported by an overrunning clutch 9 in a rotational direction on the gear housing 10.3 of the planetary gear device 10b. The planet 10b.2 is connected via a further torque-transmitting device 8a, here preferably designed as a braking device with the transmission housing 10.3 connectable. The planet carrier 10b.2 is connected to the primary drive shaft 1.1 via a further torque transmission device 8b, here preferably designed as a clutch connected. By this configuration of the combined drive system according to the invention, a continuous adjustment of the speed ratio of the planetary gear device 10b is possible in a certain range. The primary drive shaft 1.1 is connected to a transmission input element 10.1 and thus to the sun gear 10b.1. The drive element of the vehicle 4 is connected to a transmission output element 10.2 and thus to the ring gear 10b.3.

Due to the possibility of continuous adjustment of the speed ratio by speed superposition, the combined drive system can be flexibly controlled. FIG. 16 shows the corresponding speed ratios for the combined drive system in FIG. Due to the variable adjustment of the speed ratio of the planetary gear device 10b, the secondary drive machine 2 can be operated by a load point shift in a respective favorable operating point and thus an increase in efficiency of the combined drive system can be achieved. In addition, at standstill of the vehicle, the energy storage device (not shown) via the primary drive machine to be filled with energy.

FIG. 11 shows a further combined drive system. The energy storage device and the power electronics are not shown. In this combined drive system, the secondary drive shaft 2 via a torsional vibration damper 7 and a torque transmission device 8, preferably designed here as a clutch, with a second transmission input element, here the sun gear 10b.1, the planetary gear device 10b connectable. The power flow between the secondary drive machine 2 and a second transmission input element 10b.1 of the planetary gear device 10b is through the torque transmission device 8 with a Input side 8.1 and an output page 8.2 interruptible. The primary drive shaft 1.1 is connected to a transmission input element 10.2 and thus to the sun gear 10b.1 of the planetary gear device 10b. The drive element of the vehicle 4 is connected to the transmission output element 10.2 and thus to the planet carrier 10b.2. The ring gear 10b.3 of the planetary gear device 10b is supported on the transmission housing 10.3 of the planetary gear 10b via an overrunning clutch 9 or via a further torque transmission device 8a, here preferably designed as a braking device. The primary drive shaft 1.1 is connected via a further torque transmission device 8b, here preferably designed as a clutch, with the planet 10b.2 connected. By connecting the sun gear 10b.1 with the planet carrier 10b.2, the planetary gear device 10b can be operated with a particularly high efficiency and a speed ratio of 1: 1 and thus a high efficiency of the combined drive system can be achieved.

FIG. 12 shows a further exemplary embodiment of a drive system according to the invention. The energy storage device and the power electronics are not shown. The combined drive system shown in FIG. 12 essentially has the same elements as the combined drive system shown in FIG. 11. In the combined drive system shown in FIG. 12, the secondary drive machine 2 and the primary drive machine 1 are aligned coaxially in alignment with one another. The secondary drive machine 2 and the primary drive machine 1 can be connected to the drive element of the vehicle 4 by a planetary gear device 10b.

The secondary drive shaft 2.1 is provided with a torque transmission device 8, here preferably designed as a clutch, which has an input side 8.1 and an output side 8.2, connectable to the primary drive shaft 1.1. The primary drive shaft 1.1 is connected to the sun gear 10b.1 by the transmission input element 10.1. The planet 10b.2 is connected to a further torque transmission device 8a, here preferably designed as a clutch with the sun gear 10b.1 connectable. The ring gear 10b.3 forms the transmission output element 10.2 and is connected via the output device 3 to the drive element of the vehicle 4. The planet 10b.2 is connected via an overrunning clutch 9 and another torque transmission device 8b, here preferably designed as a braking device, with the transmission housing 10.3 of the planetary gear device 10b connectable.

If the torque transmission device 8a is closed between the sun gear 10b.1 and the planet carrier 10b.2, the planetary gear device 10b has a speed ratio of 1: 1. In contrast to the combined drive system shown in FIG. 9, the combined drive system illustrated in FIG. 12 has no matching transmission device 10a. Due to the omission of the matching transmission device 10a is to assume that the efficiency in the power transmission increases and that at the same time the moment of inertia of the primary drive machine can be advantageously used for the vibration damping of the secondary drive machine. However, it should be noted that the possibilities for speed adaptation between the secondary drive shaft 2.1 and the primary drive shaft 1.1 are worse due to the connection of the secondary drive machine 2 and the primary drive machine 1 to a common planetary gear device 10b and disadvantages with respect to the efficiency of the overall combined drive system can result.

In FIG. 13, a full-hybrid drive which is customary today is shown systematically as state of the art. This combined drive system has an energy storage device 5, two power electronics units 6, a primary drive machine 1, a generator 1 1, a secondary drive machine 2, a torque transmission device 8, an output unit 3 and a drive element of the vehicle Full hybrid drive system results on the one hand the advantage that two complete drive systems are combined and thus very high performance can be realized.

On the other hand, there is the disadvantage that these two complete drive systems increase vehicle weight and costs. Compared to the combined drive system according to the invention provides the full hybrid drive system Thus, a relatively heavy and thus less efficient solution variant dar. It should be noted that, although theoretically, the total stored in the vehicle performance in

Push operation can be recovered (recuperate), that in practice, this proportion but less fails, since recuperation a multiple energy conversion is necessary. It follows that, despite the possibility of recuperation, a light motor vehicle can be operated more efficiently than a heavy motor vehicle.

FIG. 14 shows various possibilities of how the secondary drive machine 2 can be combined with torque transmission devices 8, here preferably as a clutch, or with torsional vibration dampers 7. When the secondary drive machine 2 is implemented as a prime mover with torsional vibration output torque, e.g. in today usual reciprocating engines is the case, so it makes sense to combine the secondary drive machine 2 with a torsional vibration damper 7. It should be noted that the mass moment of inertia of the primary drive machine can be advantageously used for vibration damping. Preferably, the prime mover is used as a mass of a two-mass flywheel.

The secondary drive machine 2 is combined with a torsional vibration damper 7 for torsional vibration damping in FIGS. 14 a, 14 b and 14 d. If the greatest possible part of the potential and / or kinetic energy stored in the motor vehicle is to be recovered and stored in the energy storage device (not shown), then it makes sense to be able to interrupt the power flow to the secondary drive machine 2 by a torque transmission device 8. This interruption of the power transmission to the secondary drive machine 2 can be achieved by a torque transmission device 8.

The secondary drive machine 2 is combined with a torque transmission device 8 in FIGS. 14a, 14b and 14c. By combining the secondary drive machine 2 with an overrunning clutch 9 and a further torque transmission device 8, additional possibilities for increasing the efficiency or for increasing the comfort of the combined drive system can be achieved. The combination possibilities of the secondary drive machine 2 shown in FIGS. 14a-14d with further devices (7, 8, 9) can in principle be combined with any combined drive system according to the invention. Depending on the remaining combined drive system, however, there are preferable embodiments of the secondary drive machine 2 with the further devices (7, 8, 9). A certain selection of these preferable combination possibilities is shown in FIGS. 5-12.

FIG. 15 shows the relationship between the rotational speed of the primary and secondary drive machine and the vehicle speed for a combined drive system according to the invention. The illustration in FIG. 15 is based on the assumption that the combined drive system has no shiftable transmission device. However, the basic considerations of Figure 15 also apply to combined drive systems with a switchable transmission device. Preferably, the primary drive machine is selected so that its maximum speed n _{pri max is} higher than the maximum speed of the secondary drive machine n _se k_ _m ax-

For the speed of both prime mover applies according to Figure 15 that they are proportional to the vehicle speed. In FIG. 15, it is assumed that the secondary drive machine is a drive machine which does not start from the speed

n _se k_var = 0 torque delivered can. This applies, for example, to today's conventional reciprocating engines. This area is marked with n ₀ . Due to the proportional relationship of the two rotational speeds n _pr i_ _va r and n _se k_ _va r in each case with the vehicle speed, the rotational speed of the secondary drive machine n _se k_var can be reduced to the rotational speed of the primary drive machine n _pr j_ by a transmission device with only one discrete gear ratio. _var , or vice versa.

Combined drive systems in which such speed adjustments are performed by a matching transmission device are shown, for example, in FIG. 6 and FIG. Due to the property of the secondary drive machine in the range n ₀ , a torque transmission device for separating the power transmission of the secondary drive machine to the combined drive system is necessary. Combined Neten drive system with a torque transmission device for separating the power transmission are shown for example in Figure 5 to 12.

FIG. 16 shows the relationship between the rotational speed difference between the primary npri max and the secondary drive machine n _se k_max with the weight, the installation space and the costs which an adaptive transmission device necessary for adapting these rotational speeds causes. This area is marked IG. It can be seen in Figure 16 that a low rotational speed of the primary n _pri _ _m ax and the secondary mover n _se k_max tends to result in high weight, space requirements and cost of the transmission mechanism, since a transmission device comprising (a constant power PC ) transmits, with decreasing speed, the torque increases.

In general, the power-transmitting components in the transmission device are dimensioned with regard to the torque to be transmitted. Therefore, high speeds tend to lead to lighter components. As stated, a light motor vehicle with a combined drive system can be operated more efficiently than a heavy one. However, it should be noted that the system-related power losses increase with increasing speeds. These in turn worsen the efficiency of a combined drive system.

FIG. 17 shows the relationship between the efficiency n _{ges of} the combined drive system and the urgency Q for the active generation of electrical energy. Under the active generation of electrical energy is to be understood that the secondary drive engine delivers both power to overcome the driving resistance, as well as the primary drive machine for generating electrical energy drives. In the active generation of electrical energy, the energy generated in the primary prime mover is stored in the energy storage device. The urgency Q depends on various parameters. Such parameters are preferably the current state of charge of the energy storage device, route information and environmental parameters as well as input possibilities of vehicle occupants. The thingness Q preferably increases when the energy content of the energy supply chereinrichtung is low and vice versa. At a low urgency Q - the energy content of the energy storage device is high - preferably electrical energy is only generated actively if this generation can be carried out at a high efficiency n _{ges of} the combined drive system. If the urgency Q high, the combined drive system is controlled so that the power is actively generated, although this _ge in a poor efficiency x] s occurs.

These fundamental relationships are covered by the η threshold. In the η-threshold, the aforementioned conditions are linked to a charging strategy with the possibility of active energy generation. The η-threshold is preferably limited by a lower value η ₂ and / or an upper value ι. By the upper ri value and the lower r | ₂ value prevents the constant switching between an operating state with active power generation and an operating state without active power generation.

FIG. 18 shows qualitatively speed ratios of a planetary gear device, as shown by way of example in FIG. The line marked with a in FIG. 18 represents the rotational speed for the ring gear. The line marked b represents the speed of the planet carrier. The ring gear is connected to the drive element of the vehicle. The planet carrier can optionally be connected to the secondary drive machine and / or to the output shaft of the primary drive machine.

By superimposing the speed of the secondary drive machine with the speed of the primary drive machine, the planetary gear device can be operated in the speed range marked with c with continuously variable speed ratio. Optionally, the planetary gear device can also be operated with a discrete speed ratio of 1: 1. The speed range c is limited n _se k_max and n _pri _ _m ax according o- ben by the maximum possible speeds of the drive machine and down through the variably adjustable rotational speed of the secondary drive machine n _se k_var and the lowest with the secondary mover representable speed n _se k_min- The speed n _se k_min is, for example, the idling speed of a reciprocating engine. In this case, the speed n _se k_var the secondary drive machine preferably adjusted so that sets a high efficiency for the combined drive system. By superimposing the rotational speeds of the primary drive machine and the secondary drive machine, it is possible, in particular, to operate the secondary drive machine in a favorable efficiency range.

With a torque transmission device, the sun gear of the planetary gear device can be connected to the planet carrier. As a result, a speed ratio of 1: 1 is achieved for the planetary gear device. In FIG. 18, the switching points d | and you for the planetary gear device from the variable speed ratio to the 1: 1 ratio. The upshift point d ii and the switch-back point d | chosen differently to avoid frequent switching operations and to enable energy-efficient operation.

The switching points d | and you have to choose such that in the first translation range, especially large driving resistances, such as approaching on a gradient route or driving over a curb, are overcome. The changeover to the range of the ratio 1: 1 is carried out in particular when constant driving resistances are overcome, as for example in the case of a constant speed overland journey. The superposition of the two speeds of the drive machines and the possibility of a 1: 1 ratio of the planetary gear device thus enables energy-efficient operation of the combined drive system.

In Figure 19, the power demand P and the speed V of a motor vehicle with a vehicle weight of about 1000 kg for a predetermined driving cycle (Extra Urban Driving Cycle, EUDC) are plotted against time. This driving cycle includes in particular the extra-urban driving with acceleration, constant driving and deceleration phases. In addition, FIG. 19 shows the secondary power PS which is generated by the secondary drive machine in this drive cycle.

It can be seen in FIG. 19 that the secondary power PS is below the power requirement P of the motor vehicle during the acceleration and constant-speed phases. A motor vehicle with a combined drive system which has a Having the secondary drive power shown in FIG. 19 can not actively generate electrical energy during the illustrated drive cycle. The nominal secondary power is to be understood as the power which a secondary drive machine can deliver permanently. Because there are no charging potentials due to the low nominal secondary power during normal driving, the achievable driving distance is highly dependent on the size of the energy storage device. Under the charging potential is to be understood that with the secondary drive machine, not only the necessary for the drive of the motor vehicle power is delivered, but that at the same time electrical energy can be actively generated. Active energy generation means that the energy store can be refilled while the vehicle is in motion, thus extending the range of the vehicle.

In FIG. 20, the same driving cycle is shown as in FIG. 19. In FIG. 20, a motor vehicle with a vehicle weight of 1000 kg and with a combined drive system passes through this driving cycle, the secondary drive machine having a higher nominal secondary power compared to the motor vehicle illustrated in FIG. Due to the larger nominal secondary power, charging potentials R are produced during the driving cycle in FIG. 20. These charging potentials R preferably result during the constant-speed phases, in particular when the speed V is not high. Here, the secondary power PS is preferably greater than the power requirement P. With a combined drive system, which is configured according to the teaching of FIG. 20, electrical energy can be actively generated during the journey. In Figure 21, the energy requirements EN and the energy recovery potentials (ES, MED, EED, EM) are plotted against the power of the secondary drive machine for the EUDC. It can be seen that with increasing secondary power, the possibility of actively generating electrical energy (EED) while driving increases. If the total electrical energy required for the driving request (EN) is the same as the energy (ES) already stored in the energy storage device at the start of the journey, no electric power for active energy generation has to be emitted by the secondary drive machine. This would be for example the Case for pure electric vehicles. It will be appreciated that for such a motor vehicle, the range is limited by the size of the electrical energy storage.

If essentially no electrical energy (ES) is stored in the electrical energy storage device at the beginning of the journey, and if there is no possibility of generating electrical energy, then the entire energy requirement (EN) must be covered by the secondary drive machine. This would be the case for a purely internal combustion engine powered vehicle. The secondary drive engine outputs the energy (MED) directly to the drive of the motor vehicle. Although the range is only dependent on the tank contents for a motor vehicle operated exclusively by combustion engines. However, emission-free operation, as it increasingly comes into focus, is not possible.

The combined drive system according to the invention therefore has, on the one hand, an electrical energy storage device which can already be filled with electrical energy (ES) at the start of the journey of the vehicle. In addition, such a combined drive system has a secondary drive machine, which directly provides energy for driving the vehicle (MED) and can deliver power to the active electrical power generation while driving. At most, with such a system, the electric power (EM) can be generated. The correct choice of the secondary drive machine and the electrical energy storage device decisively influences the efficiency of a combined drive system according to the invention.

In FIG. 22, the drive power, which can be provided by different combined drive systems for driving a motor vehicle, is shown above the speed which a motor vehicle achieves with such a drive system. Here, two fundamentally different operating states of combined drive systems are compared.

On the one hand, this is an operating state of a combined drive system in which all drive elements of the vehicle are supplied with drive power exclusively by the primary drive machine, this drive power being generated in the secondary drive machine and being converted into electrical energy in a generator. This electrical energy is passed either to the primary drive machine and / or stored in an electrical energy storage device. This operation ^¬ state of a combined drive system is known as serial hybrid drive mode. A serial hybrid drive mode offers the advantage that the speed of the motor vehicle is largely independent of the speed of the secondary drive machine. Thus, the secondary drive machine can be operated in a low-efficiency range. For low speeds of the motor vehicle, additional noise emission and vibration damping requirements of the combined drive system result, so that the full power of the secondary drive machine for driving the motor vehicle can not be used for this speed range. The power theoretically usable with such a drive system for driving a motor vehicle is marked with a in FIG.

The described multiple energy conversion from the secondary drive machine to the drive element of the vehicle is associated with an efficiency η. This efficiency η results in less than the theoretically possible power a being available for driving the vehicle, so that the actual course of the power indicated by b results in the drive of the motor vehicle. On the other hand, the power for driving a motor vehicle, which can preferably be provided with a combined drive system according to the invention, is shown in FIG. 22 and labeled with c. In a combined drive system according to the invention, it is possible to directly control the power generated in the secondary drive machine, i. without further transformation of the energy form, to be guided to the drive element of the vehicle. This particularly advantageous mode is referred to as mechanical drive.

In this case, the curve marked c shows the power for driving a motor vehicle with a combined drive system according to the invention with only one fixed gear ratio of the gear direction, which is operated in this drive-through mode. It follows that the rotational speed of the secondary drive machine is largely dependent on the speed of the motor vehicle in a wide range, to a first approximation is proportional to this. If one compares the performance of the two combined drive systems (curves e and b), it can be seen that more power can be provided by a combined drive system in the serial hybrid drive mode than by a drive system according to the invention in drive-through mode for driving the motor vehicle in the low-speed range , Areas to which this performance relationship applies are indicated by d. In the range of medium and high speeds, the combined drive system according to the invention has throughput mode efficiency advantages over the combined drive system in the serial hybrid drive mode. The power which can be provided by the drive system according to the invention for driving the motor vehicle is greater in the areas marked with e than in the combined drive system in the serial hybrid drive mode.

FIG. 23 shows the largely identical combined drive systems as in FIG. 22. The difference between FIG. 22 and FIG. 23 is that the combined drive system according to the invention in FIG. 23 has a switchable transmission device with two switching stages and i _M.

By two switching stages of the switchable transmission device, it is possible to adjust the output speed of the secondary drive machine in two stages to the speed of the motor vehicle. These two areas are indicated by and i _M. Due to the switchable transmission device, the performance curves C | and C ||. These represent the deliverable by the secondary drive machine for driving the motor vehicle power.

Due to the switchable transmission device, the areas to be preferred e are increased and the areas d are reduced. As a result, more gear stages of a shiftable transmission device lead to a poorer efficiency and to a higher weight of the combined drive system, so that, as also shown in FIG. 3, the number of gear ratios of the transmission device of a drive system according to the invention is between one and four. ln Figure 24 is a comparison of the efficiency r | mech_Durchtrieb and _ηβΐβΜ, the two described in FIG 23 combined drive systems εβπβΐι respectively to the speed of the motor vehicle shown applied. In this case, the efficiency of a combined drive system, which is located in a serial hybrid drive mode, in iekt._serieii with n _e. The efficiency of the combined drive system to ^¬ invention with a switchable transmission device with two gear ratios with r | designated mech_Durchtrieb. The efficiency of the combined drive system r | _m ech_Durchtrieb is consistently higher than the efficiency a combined propulsion system which is in the serial hybrid propulsion mode. The combined drive system according to the invention thus represents an efficient way to drive a motor vehicle.

FIG. 25 shows the profile of the electric range a of a motor vehicle with a combined drive system plotted against the nominal battery size. The amount of energy actually available for driving the motor vehicle of the electrical energy storage device is less than this nominal battery size, since an electrical energy storage device according to the current state of the art should not be completely discharged. Basically, the relationship applies that an electrical energy storage device with a larger nominal battery capacity leads to a greater achievable electrical range of the motor vehicle. However, it should be noted that a larger nominal battery capacity will increase vehicle weight. With regard to the vehicle weight, the fundamental relationship applies that with a larger vehicle weight, the achievable range of the motor vehicle is lower, with otherwise constant boundary conditions. FIG. 25 accordingly shows that the electric range a of a motor vehicle initially increases progressively with the nominal battery capacity. With a constant increase in the nominal size of the battery capacity, however, the electrical outreach will progressively degressive at a certain point. Preferably, the nominal battery size of the electrical energy storage device is selected so that it is substantially in the range of the maximum slope b of the illustrated function a, ie in the region c. For a motor vehicle with a total weight of approx. 1000 kg, today's conventional electrical energy storage devices result in a nominal battery size for a combined drive system according to the invention in a range of 5 to 15 kWh.

FIG. 26 illustrates a combined drive system, as shown substantially in FIG. The energy storage device and the Leistungselectronics are not shown.

In this combined drive system, the secondary drive shaft 2.1 via a torsional vibration damper 7, here preferably designed as a flywheel, and a torque transmission device 8, preferably designed here as a clutch, with a transmission input element 10.1 and thus with the sun gear 10b.1 connectable. The power flow between the secondary drive machine 2 and this transmission input element 10.1 of the planetary gear device 10b can thus be influenced by the torque transmission device 8 with an input side 8.1 and an output side 8.2.

The primary drive shaft 1.1 is connected to a transmission input element 10.1 and thus to the sun gear 10b.1 of the planetary gear device 10b. The primary drive machine 1 and the secondary drive machine 2 are thus arranged coaxially aligned with each other. The drive element of the vehicle 4 is connected to the transmission output element 10.2 and thus to the planet carrier 10b.2 by means of an output unit 3, preferably a differential gear device.

The ring gear 10b.3, by means of another torque transmission device 8a, here preferably designed as a braking device, are set to be silent with respect to the transmission housing 10.3. In this stopped state, the ring gear 10b.3 no rotational movement relative to the gear housing 10.3. The planetary gear mechanism 10b has a first gear ratio when the ring gear 10b.3 is still set and the further torque transmission device 8b is open, here preferably designed as a clutch, which is arranged between the planet carrier 10b.2 and ring gear 10b.3.

The planet carrier 10b.2 and the ring gear 10b.3 can be non-rotatably connected to one another via a torque transmission device 8b arranged between them, alternatively it is also possible, as shown in FIG. 11, for the planet carrier 10b.2 and the sun gear 10b .1 are connected to each other in the same way by means of a torque transmission device. If the planet carrier 10b.2 and the ring gear 10b.3 are connected to each other and the ring gear 10b.3 is not set still further, the planetary gear device has a second gear ratio of 1: 1.

Reference numerals:

1 primary drive machine

1.1 primary drive shaft

2 secondary drive machine

2.1 secondary drive shaft

3 output unit

4 drive element of the vehicle

5 energy storage device

6 power electronics

7 torsional vibration damper

8 torque transmission device

8.1 input side (the torque transmission device)

8.2 Output side (the torque transmission device)

9 overrunning clutch

10 gear device

10.1 Transmission input element 10.2 Transmission output element

10.3 Gearbox housing

10.4 second transmission input element

10a fitting transmission device

10b planetary gear device

10b.1 sun

10b.2 planet carrier

10b.3 ring gear

10b.4 planet gears

10c shiftable transmission device

11 generator

Abbreviations:

P Power requirement in EUDC (power)

V velocity in the EUDC (velocity)

PS Power of the secondary drive machine (power secondary)

R charging potential in EUDC (recharge)

ES Energy stored at the start of the journey

EN Energy required for the EUDC at 1000 kg vehicle weight (energy need)

EM Maximum energy that can be generated (energy maximum)

MED Direct mechanically applied energy while driving (mechanical energy drive)

EED Electrically generated energy while driving (electrical energy drive)

PPA performance of the primary propulsion engine

PSA power of the secondary drive machine

Claims

P a t e n t a n s p r u c h e

Motor vehicle with a combined drive system with: at least one primary drive machine (1), which has at least one primary drive shaft (1.1) for receiving or outputting power, at least one secondary drive machine (2), which has at least one secondary drive shaft ( 2.1) for delivering power, a secondary torque transmission device (8) which has at least one input side (8.1) which is connected to this secondary drive shaft (2.1) and at least one output side (8.2), with this secondary Torque transmission device (8) which makes it possible to influence a torque introduced from the input side (8.1) and discharged from the output side (8.2), at least one energy storage device (5) at least one output device (3) which is used by the primary drive machine (1) and/or supplies the power delivered by the secondary drive machine (2) to the vehicle as drive power, characterized in that this at least one primary drive machine (1) can be operated at least in a first operating state, in which the primary drive shaft (1 .1) power is delivered to drive the vehicle, and at least in a second operating state, in which power absorbed by the secondary drive shaft (2.1) via the primary drive shaft (1.1) can be at least partially stored as energy in the energy storage device (5).

Motor vehicle with a combined drive system according to claim 1, characterized in that

the ratio between the nominal power of the primary drive machine (1) (PPA) and the nominal power of the secondary drive machine (2) (PSA) in the range 0.5 <PPA/PSA <10, preferably in the range 0.8 <PPA/PSA <5 and particularly preferably in the range 1 <PPA/PSA <3.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that essentially only a single primary drive machine (1) is provided to store energy in the energy storage device (5).

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the primary drive machine (1) and the output side of the secondary torque transmission device (8.2) are each connected to at least one transmission input element (10.1) of at least one transmission device (10). , wherein this transmission device (10) further has at least one transmission output element (10.2).

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the primary drive machine (1) and the output side of the secondary torque transmission device (8.2) each have at least one transmission input element (10.1) of at least one transmission device (10) are connected with variable gear ratio, this gear device (10) with variable gear ratio being designed so that at least two different gear ratios between at least one gear input element (10.1) and at least one gear output element (10.2) can be set.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that

the secondary torque transmission device (8) arranged between this secondary drive shaft (1.1) and this transmission device (10) is designed as a clutch, preferably as a switchable or automatically switching clutch.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the primary drive machine (1) is an energy converter in which electrical energy is converted into kinetic or mechanical energy or kinetic or mechanical energy is converted into electrical energy.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the secondary drive machine (2) is an internal combustion engine in which chemically bound energy is converted into kinetic or mechanical energy by internal or external combustion.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the internal combustion engine is a reciprocating piston engine,

especially with a number of cylinders less than or equal to four, preferably wise with a number of cylinders less than or equal to three or particularly preferably with a number of cylinders of two or one.

Motor vehicle with a combined drive system according to at least one of claims 1 to 8, characterized in that

the secondary drive machine (2) is a rotary piston engine, in particular a rotary piston engine with a rotary piston.

Motor vehicle with a combined drive system according to at least one of claims 8 to 10, characterized in that

the internal combustion engine has a starting device, which preferably has an electrical starter that is separate from the primary drive machine and can be operated independently, and which is intended to accelerate the internal combustion engine for starting.

the energy storage device (5) has a storage capacity which has a vehicle range on the plane using the primary drive machine (1) and without using the secondary drive machine (2), of approx. 10 to 400 km, preferably of approx.

20 to 200 km and particularly preferably from approx. 40 to 100 km and very particularly preferably from approx. 100 km.

Motor vehicle with a combined drive system at least one of the preceding claims, characterized in that

the energy storage device (5) stores electrical energy as a storage battery or accumulator in chemically bound form and preferably has a storage capacity of 2 to 40 kWh, preferably 3 to 30 kWh and particularly preferably 4 to 20 kWh. Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the energy storage device (5) can be connected to an energy supply device, through which energy can be supplied to the energy storage device (5) from outside the motor vehicle.

Motor vehicle with a combined drive system according to at least one of claims 5 to 14, characterized in that

the transmission device (10) has several fixed gear ratios, namely preferably four, particularly preferably three and very particularly preferably two.

Motor vehicle with a combined drive system according to claims 5 to 15, characterized in that

the gear device (10) is an epicyclic gear, in particular a Pia net gear (10b), preferably with at least one sun gear (10b.1), at least one ring gear (10b.3), at least one planetary gear carrier (10b.2) and at least one Planetary gear (10b.4).

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the primary drive shaft (1.1) and the secondary drive shaft (1.1) are arranged coaxially and/or aligned with one another.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that the torque flow can be influenced by one, two, three or more torque transmission devices (8) and that

the torque transmission devices (8) are selected from a group which

mechanical clutches and brakes with positive or frictional locking, which are in particular slip-controlled, in particular wet or dry-running multi-plate and shoe clutches and brakes or claw clutches and locking connections,

hydraulic clutches, in particular hydrodynamic torque converters with and without lock-up clutch, clutches that transmit torque at least partially due to the shear friction of liquids and clutches with filling quantity control and

Overhaul clutches, in particular non-switchable and switchable freewheels.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that this secondary torque transmission device (8) is a hollow clutch (9), preferably a freewheel and particularly preferably a switchable freewheel.

Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that at least one torsional vibration damper (7) is attached at least between the secondary drive machine (2) and the output device (3) and that this torsional vibration damper (7) is from a group of mechanical vibration dampers is selected, this group in particular

Vibration dampers, which dampen vibrations due to a spring-mass system,

Vibration dampers, which dampen vibrations due to internal friction, and

Vibration dampers, which dampen vibrations due to fluid friction or flow resistance,

active vibration dampers, which cause compensation vibrations based on previously measured and/or calculated data and thereby dampen vibrations, Vibration dampers which dampen vibrations by means of a natural frequency behavior that varies with the speed

having.

21. Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that in the primary drive machine (1) and / or

the secondary drive machine (2) and/or

the transmission device (10) and/or

the energy storage device (5) and/or

a control device for controlling this combined drive system

existing thermal energy is supplied to a fluid suitable for heat transfer and that this directly or indirectly for temperature control of a passenger cell and/or for temperature control of at least the secondary drive machine (2) and/or the transmission device (10) and/or the energy storage device (5) and /or the power electronics is used.

22. Motor vehicle with a combined drive system according to at least one of the preceding claims, characterized in that

forward and reverse travel can be achieved by reversing the direction of rotation of the primary drive machine (1).

23. Motor vehicle with a combined drive system according to at least one of claims 1 to 22, characterized in that

the sum of the nominal power of the primary drive machine (1) and the nominal power of the secondary drive machine (2) is greater than the power requirement (EN) of the motor vehicle in a given driving cycle, and in particular is greater than the power requirements according to the NEDC driving cycle and/or EUDC and/or IUDC and/or real driving operation.

Motor vehicle with a combined drive system according to claim 23, characterized in that

the nominal power of the primary drive machine (1) and secondary drive machine (2) are selected so that while driving through a driving cycle, in particular a NEDC and/or EUDC driving cycle, the ratio of the charging time in which the power of the secondary Drive machine (2) can be stored by the primary drive machine (1) in the energy storage device (5), between 20% and 80%, preferably between 30% and 70% and particularly preferably between 40% and 60% of the total cycle time.

Motor vehicle according to one of claims 1 to 24, characterized in that

the transmission device (10) has two or three switching stages and that the transmission ratios are dimensioned such that when driving through a driving cycle, and in particular when driving through the NEDC driving cycle and / or the EUDC driving cycle, the highest possible amount of energy comes from the secondary drive machine ( 2) is transferred to the primary drive machine (1) and stored in the energy storage device (5).

Motor vehicle with a combined drive system according to at least one of claims 1 to 25, characterized in that

the control of the charging of the energy storage device (5) is controlled by a control device which, based on a group of parameters which contains at least the energy content of the energy storage device (5), determines a characteristic value for the urgency (Q) with which the energy storage device (5) needs to be charged and that the control device further calculates the efficiency of a possible charging process based on parameters, which include at least one parameter that is characteristic of the operation of the secondary drive machine (2), and controls the charging process of a predetermined function so that at high Urgency (Q) is charged independently of the efficiency and that with low urgency (Q) charging takes place depending on the respective efficiency.

Motor vehicle according to at least one of claims 1 to 26, characterized in that

an input device is provided in which the user can specify a distance during which the energy storage device (5) cannot be charged by external energy supply, and that this distance information is taken into account when calculating the urgency (Q) of charging the energy storage device (5). .

Motor vehicle according to claim 27, characterized in that the input device for the route information interacts with a navigation system.

Method for operating a combined drive system in particular according to at least one of the preceding claims for vehicles to achieve high energy efficiency, this combined drive system having at least one primary drive machine (1), a secondary drive machine (2), an energy storage device (5) and has an output device (3), characterized in that at least three of the following operating states are realized:

- the performance of the secondary drive machine (2) and the primary drive machine (1) are used together to drive the motor vehicle; wherein the secondary drive machine (2) mechanically in the drive is coupled,

- the secondary drive machine (2) drives and the primary drive machine (1) is driven via the primary drive shaft (1.1) and the energy generated by the primary drive machine (1) is at least partially stored;

- the primary drive machine (1) drives and the secondary drive machine (2) is at a standstill;

- The primary drive machine (1) is driven via the primary drive shaft (1.1) and the secondary drive machine (2) is at a standstill or idle, with this method putting the combined drive system into different operating states depending on different boundary conditions, under The drive system can be controlled by the user taking into account the operating status and operating requirements.

Method according to claim 29, characterized in that

at least one control device is provided, which directly or directly at least one of the following operating variables, the speed and / or acceleration of the primary drive shaft (1.1) and / or at least one temperature of the primary drive machine (1) and / or the speed and / or acceleration the secondary drive shaft (2.1) and/or at least one temperature of the secondary drive machine (2) and or

the speed and/or acceleration of the output device (3) and/or the speed and/or acceleration of at least one transmission input element (10.1) and/or at least one temperature of the transmission device (10) and/or the speed and/or acceleration of at least one drive element of the Vehicle (4) and/or the speed and/or acceleration of the secondary drive machine (2), the degree of filling of at least one energy storage device (5) and/or at least one temperature of at least one energy storage device (5) and/or at least one current intensity and/or or a voltage at least energy storage device (5) and / or the rate of pitch and / or the rate of roll and / or the rate of yaw and / or

at least a distance to at least one other road user, at least the deflection state of a chassis device, whereby information is stored in this control device and that this data is linked in such a way,

that the combined drive system is controlled taking the recorded values into account.

Method according to at least one of claims 29 or 30, characterized in that

the difference between the speed of the secondary drive shaft (2.1) and the speed of a transmission input element (10.1) or the speed of the primary drive shaft (1.1) is determined,

and if this difference is greater than or equal to zero,

a torque transmission device (8) is actuated or engages, so that power flows from the secondary drive machine (2) to the output device (3).

Method according to at least one of claims 29 to 31, characterized in that

the state of charge of the energy storage device (5) is detected, and that a power flow from the secondary drive machine (2) to the primary drive machine (1) is only permitted if the state of charge of the energy storage device (5) falls below a limit value stored in the control device , whereby this limit value depends at least on the route, the state of charge of the energy storage device and preferably the operating state of at least one drive machine.

33. Motor vehicle with a combined drive system according to the invention which is operated according to the method according to at least one of claims 29 to 32.