EP3956164A1 - Drive system for a hybrid motor vehicle with convertible direct through-drive for a wheel, and motor vehicle - Google Patents

Drive system for a hybrid motor vehicle with convertible direct through-drive for a wheel, and motor vehicle

Info

Publication number
EP3956164A1
EP3956164A1 EP20710418.3A EP20710418A EP3956164A1 EP 3956164 A1 EP3956164 A1 EP 3956164A1 EP 20710418 A EP20710418 A EP 20710418A EP 3956164 A1 EP3956164 A1 EP 3956164A1
Authority
EP
European Patent Office
Prior art keywords
gear
shaft
motor
rotor shaft
drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20710418.3A
Other languages
German (de)
French (fr)
Inventor
Marcus Hoppe
Torsten PIEPER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3956164A1 publication Critical patent/EP3956164A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a drive system for a hybrid motor vehicle, which drive system is preferably implemented as a serial hybrid drive.
  • the drive system typically has two electric motors, of which a first electric motor is mainly used as a generator and a second electric motor is mainly used as a drive motor.
  • the drive system also has a gear unit which puts an output shaft of an internal combustion engine, the electric motors and an output-side drive part in operative connection with one another.
  • the invention also relates to a motor vehicle with this drive system.
  • the electric motors are usually coupled to the internal combustion engine with a ratio that is unfavorable for serial operation.
  • Another disadvantage in the known designs is that the two front electric motors are usually arranged axially next to one another in a row, which is problematic in the case of the front-transverse construction of the internal combustion engine and, in particular, in small vehicles.
  • a drive system for a hybrid motor vehicle such as a car, truck, bus or other commercial vehicle
  • which drive system is a motor shaft that can be rotatably coupled or coupled to an output shaft of an internal combustion engine, a motor shaft having a first rotor shaft, in a main operating state operated as a generator first electric motor, a second rotor shaft arranged radially ver sets to the first rotor shaft having, in the main operating state operated as a drive motor, a second electric motor rotatably connected to the second rotor shaft and rotatably connectable to at least one wheel of the motor vehicle and a drive part between the Motor shaft, the two rotor shafts and the drive part acting inserted, switchable gear unit.
  • a switching device controlling a switching position of the transmission unit is used between the motor shaft, a first gear wheel permanently rotationally coupled to the first rotor shaft and a second gear wheel permanently rotationally coupled to the second rotor shaft via an additional planetary gear stage so that the switching device is in a first Switching position connects the motor shaft to the first rotor shaft in a rotational manner, while the second rotor shaft is rotationally decoupled from the motor shaft, in a second switching position the motor shaft is connected both to the first rotor shaft and to the two- th rotor shaft connects rotationally and in a third switching position the two Ro torwellen connects rotationally to one another, while the motor shaft is rotationally decoupled from the two rotor shafts.
  • the radial offset of the rotor shafts of the two electric motors enables a significantly more compact axial design of the drive system.
  • the gear ratios of the two electric motors can also be selected independently of one another.
  • optimized mapping between the internal combustion engine and the first electric motor, which mainly acts as a generator, is facilitated by a separate gear stage.
  • the existing switching device also provides a device which allows the motor vehicle to be operated much more efficiently. This also enables higher speeds, for example top speeds of 250 km / h.
  • the second electric motor which forms the traction motor / drive motor, can also be thrown off in a simple manner at higher speeds in order to avoid drag losses.
  • the second electric motor can also be designed simply for the maximum wheel torque, the wheel torque also being able to be designed for trailer operation.
  • the axial design of the drive system is particularly compact.
  • the planetary gear stage is formed by a partial planetary gear, of which partial planetary gear a sun gear is permanently connected directly to the second rotor shaft, a planet carrier supporting several planet gears with an intermediate gear which is in meshing engagement with the second gear , is connected and a ring gear can be arranged / supported fixed to the vehicle frame by means of a Bremsein device.
  • the second electric motor can be skilfully controlled.
  • the drive part is preferably designed as an input gear of a differential gear, the gear unit is implemented in a particularly compact manner.
  • the drive part accordingly advantageously has a toothing which is in tooth engagement un indirectly with the second gear.
  • a direct coupling of the drive part with the second gear is realized.
  • the drive part has a toothing that is directly in tooth engagement with the intermediate gear rotatably coupled to the second rotor shaft, where the intermediate gear is further rotatably coupled to the second gear.
  • the intermediate gear is again preferably in tooth engagement with the drive part.
  • the second electric motor with its rotor shaft is arranged radially between the motor shaft and the drive part.
  • the second electric motor is therefore preferably also located radially between the first rotor shaft and the drive part.
  • the intermediate gear is supported by a roller bearing relative to a housing, the roller bearing axially (preferably completely) in a cavity of the intermediate gear radially inside it (with the drive part and the second gear in meshing) toothing is inserted.
  • the roller bearing is more preferably supported on an axial projection of the housing.
  • the intermediate gear directly forms an integral component of the planet carrier of the partial planetary gear.
  • the switching device has a sliding sleeve which is blocked in the respective switching position via a locking unit, which sliding sleeve is accommodated directly in the first gearwheel so as to be displaceable.
  • the switching device is cleverly integrated within the first gear. It is also useful if the sliding sleeve is permanently recorded in each switching position with the first gear rotating test.
  • the sliding sleeve has a first connection area which can be coupled to a first transmission area on the motor shaft, and a second connection area which can be coupled to a second transmission area on the second toothed wheel, the switching device is simple and space-saving. This makes assembly easier.
  • the invention further relates to a (hybrid) motor vehicle with the drive system according to the invention according to at least one of the embodiments described above, the drive part being rotationally coupled to the wheels of the motor vehicle.
  • a particularly efficient construction of the motor vehicle is ensured if the internal combustion engine is arranged with its output shaft transversely to a vehicle longitudinal axis (of the motor vehicle) and / or the drive part is rotationally connected to wheels of a drive axle.
  • a structure for a hybrid vehicle is implemented by converting a serial hybrid with a direct drive through to the wheel.
  • An internal combustion engine is connected to a switching element (Schalteinrich device) via a shaft (motor shaft). Further inputs / outputs of the switching element are correspondingly coupled to a first gear and a second gear.
  • the internal combustion engine can be coupled to a generator via the first gear and a third gear.
  • the internal combustion engine can also be coupled to a differential or to the wheels of a motor vehicle via the second gearwheel and another gearwheel (drive part).
  • An electric (drive) machine can in turn be coupled to the differential or to the wheels of the motor vehicle, this coupling via a planetary gear train, another gear (intermediate gear), the second gear and the gear that converts the drive part using the second gear is implemented as an intermediate gear.
  • the planetary gear train (planetary sub-gear) is coupled as follows: a ring gear is operated as a brake; a plane carrier is connected to the further gear referred to as an intermediate gear and a sun gear is connected to the electrical machine.
  • the further gear referred to as an intermediate gear can also be used as a connecting gear to the drive part.
  • Fig. 1 is a schematic sectional view of a drive system according to the invention according to a first embodiment, the structure of a transmission unit coupling an internal combustion engine and two electric motors with a drive part of a differential gear can be seen particularly well,
  • Fig. 2 is a schematic sectional view of a drive system according to the invention according to a second embodiment, which differs from the first embodiment essentially by the arrangement of an intermediate gear coupled to a second electric motor,
  • Fig. 3 is a longitudinal sectional view of an example implemented according to a preferred embodiment, in the respective drive system of FIGS. 1 and 2 used switching device, wherein a sliding sleeve that specifies the switching position of the switching device is in a first displacement position in which a central motor shaft is rotationally connected to a first gear wheel coupled to a first electric motor,
  • Fig. 4 is a diagram to illustrate different, through the drive systems of FIGS. 1 and 2 implementable operating states
  • FIG. 5 shows a longitudinal sectional view of the switching device, similar to FIG. 3, where the sliding sleeve is in a two-way configuration that is changed in comparison to FIG. th shift position is in which second shift position both the motor shaft and a second gear coupled with a second electric motor are rotationally connected to the first gear,
  • Fig. 6 is a longitudinal sectional view of the switching device, similar to Fig. 3, the sliding sleeve occupying a third displacement position in which the motor shaft is rotationally decoupled from the first gear and the second gear compared to FIG.
  • Fig. 7 is a perspective view of a gear train used in the second embodiment of Figure 2, in which the drive part, the inter mediate gear, the first gear, the second gear and the third gear are illustrated in meshing engagement with each other, and
  • Fig. 8 is a detailed longitudinal sectional view of a storage area between tween the intermediate gear shown in Figure 7 and a housing.
  • a drive system 1 according to the invention according to a preferred first embodiment is first illustrated.
  • the drive system 1 is integrated in a hybrid motor vehicle, which motor vehicle is indicated by reference numeral 31.
  • a drive axle 32 of the motor vehicle 31 here front axle, alternatively also rear axle
  • wheels 9a, 9b of the drive axle 32 can be driven by various machines (internal combustion engine 3 and electric motors 6, 8) of the drive system 1 .
  • An internal combustion engine 3 of the drive system 1 is in this embodiment in a preferred front-transverse arrangement, in which a longitudinal axis of the internal combustion engine 3, ie a (first) axis of rotation 43a of an output shaft 2 (crankshaft) of the internal combustion engine 3 transversely, here perpendicular to a longitudinal axis (vehicle longitudinal axis) of the motor vehicle 31 is directed.
  • a longitudinal axis of the internal combustion engine 3 ie a (first) axis of rotation 43a of an output shaft 2 (crankshaft) of the internal combustion engine 3 transversely, here perpendicular to a longitudinal axis (vehicle longitudinal axis) of the motor vehicle 31 is directed.
  • the drive system 1 has two electric motors 6, 8 in addition to the internal combustion engine 3.
  • a first electric motor 6 is designated as a generator in FIG. 1 and is used to act as a generator in a main operating state. In principle, however, the first electric motor 6 can be switched as a drive motor, for example for purely electric reversing.
  • a second electric motor 8, which consumes an electric power generated by the first electric motor 6, is implemented as a drive motor / traction motor.
  • the two electric motors 6, 8 are arranged with axes of rotation 43b, 43c of their rotor shafts 5, 7 offset from one another in the radial direction.
  • the first electric motor 6 has a first rotor shaft 5 which is mounted rotatably about a (second) axis of rotation 43b.
  • the second electric motor 8 has a second rotor shaft 7 which is rotatably mounted about a (third) axis of rotation 43c.
  • the first electric motor 6 is integral, i.e.
  • the stator also including its stator, not shown here for the sake of clarity, and its rotor rotatably arranged relative to the stator, which is rotatably connected to the first rotor shaft 5, offset in the radial direction of the second axis of rotation 43b to the entire second electric motor 8 including its stator and his rotatably arranged relative to the stator, rotatably connected to the second rotor shaft 7 Ro tors.
  • the two electric motors 6, 8 are arranged radially offset relative to the first axis of rotation 43a of the output shaft 2 of the internal combustion engine 3. Seen along the longitudinal axis of the vehicle, the first axis of rotation 43a is located between the second axis of rotation 43b and the third axis of rotation 43c.
  • a gear unit 11 is provided between the internal combustion engine 3 / the output shaft 2, the two electric motors 6, 8 with their two rotor shafts 5, 7 and a drive part 10 of the drive system 1.
  • the gear unit 1 1 is implemented as a manual transmission and can be brought into different switching positions to implement the various operating states.
  • the gear unit 11 is by a switching device 12, which is described below with reference to FIGS. 3, 5 and
  • the gear unit 11 has a centrally arranged motor shaft 4 (also referred to in simplified terms as a shaft) which is coupled to the output shaft 2 in a rotationally fixed manner or is implemented indirectly through a region of the output shaft 2.
  • the motor shaft 4 is arranged coaxially to the output shaft 2 and is thus rotatable about the common first axis of rotation 43a.
  • the gear unit 11 also has a first gear 13, which first gear 13 is permanently connected / coupled to the first rotor shaft 5 in a rotationally fixed manner.
  • the first gear 13 is coaxial with the motor shaft 4 net angeord.
  • the first gear 13 is designed as a hollow shaft gear and is rotatably supported radially from the outside on the motor shaft 4.
  • a further (third) gear 42 is provided, which third gear 42 is non-rotatably arranged on the first rotor shaft 5 and is in meshing engagement with the first gear 13.
  • the third gear 42 is also regarded as a component part of the gear unit 11.
  • the gear unit 11 has a second gear 15, which second gear 15 is used for coupling to the second rotor shaft 7.
  • the second gear 15 is in the axial direction of the motor shaft 4, i. H. along the first axis of rotation 43a be sought, arranged next to the first gear 13.
  • the second gear 15 is also implemented as a hollow shaft gear and is rotatably mounted on the motor shaft 4 radially from the outside.
  • the second gear 15 is connected via an intermediate gear 20 to a planetary gear stage 14.
  • the planetary gear stage 14 is next to the second rotor shaft
  • the intermediate gear 20 meshing with the second gear 15 is directly connected non-rotatably to a planet carrier 19 of the planetary gear stage 14 forming a partial planetary gear 16.
  • the partial planetary gear 16 of the gear unit 11 also has a Son nenrad 17, which is directly connected to the second rotor shaft 7 in a rotationally fixed manner.
  • a ring gear 21 that is still in tooth engagement with the planetary gears 18 interacts with a braking device 22.
  • the braking device 22 which is fixed to the housing, ie fixed to the vehicle frame, holds the ring gear 21 in its activated state relative to a vehicle frame. In its deactivated state, a free rotation of the ring gear 21 relative to the vehicle frame is made possible, so that the braking device 22 releases the ring gear 21 in a rotational manner.
  • the second gear 15 is also in a rotationally fixed connection / tooth engagement with the drive part 10.
  • the drive part 10 has a toothing 24 with which the second gear 15 is in tooth engagement.
  • the drive part 10 is configured here as an input gear of a differential gear 23 of the drive axis 32.
  • the drive part 10 is consequently permanently connected to the two illustrated wheels 9a, 9b of the motor vehicle 31 in a rotational manner.
  • the switching device 12 is used between the motor shaft 4 and the two rotor shafts 5, 7, namely the two gear wheels 13 and 15 coupled to the rotor shafts 5, 7.
  • the switching device 12 shown in more detail in Fig. 3 is basically designed in such a way that in its first switching position it rotatably couples / connects the motor shaft 4 to the first rotor shaft 5, while the second rotor shaft 7 from the motor shaft 4 (as well as the first rotor shaft 5 ) is rotationally decoupled (Fig. 3).
  • the motor shaft 4 In a second switching position of the switching device 12, the motor shaft 4 is rotationally connected / coupled both to the first rotor shaft 5 and to the second rotor shaft 7 (FIG. 5).
  • the two rotor shafts 5, 7 are rotatably connected to each other / ge coupled, while the motor shaft 4 is rotationally decoupled from the two rotor shafts 5, 7 (Fig. 6).
  • the switching device 12 is at least partially integrated directly into the first gear wheel 13.
  • the switching device 12 has a sliding sleeve 26 which is axially displaceable along the central first axis of rotation 43a in the first gear 13 was taken. By moving this sliding sleeve 26 in different displacement orders, the in FIGS. 3, 5 and 6 realize different switching positions of the switching device 12 illustrated.
  • the sliding sleeve 26 has a base body 44 which is accommodated directly in a receiving hole 45 in the form of a through hole within the first gear 13 slidably.
  • the sliding sleeve 26 is also coupled directly to the first gear 13 in a rotationally fixed manner.
  • the sliding sleeve 26 has internal teeth 46 which cooperate with various transmission areas 28, 30 on the motor shaft 4 and the second gear 15.
  • the sliding sleeve 26 is assigned a sliding part 47, which sliding part 47 is connected to a first end 39 a of a lever element 38.
  • the sliding part 47 has on its radial outer side a receiving contour 40, in which the first end 39a engages positively.
  • the sliding part 47 is attached to the base body 44.
  • the internal toothing 46 which is converted as axial toothing / serration, is incorporated into the sliding part 47 and the base body 44 throughout.
  • the lever element 38 is part of a lever mechanism 37 which is used to couple an actuator 36 implemented as a linear motor to the sliding sleeve 26.
  • the lever element 38 is supported rotatably / pivotably on a housing 48 with respect to a pivot point 41.
  • a second end 39b of the lever element 38, which is opposite the first end 39a, is directly in operative connection with the actuator 36.
  • the sliding sleeve 26 can be adjusted in its sliding position by the actuator 36.
  • the sliding sleeve 26 has a first connection area 27, which here represents a first toothing area of the internal toothing 46.
  • the first connection area 27 can be positively coupled in the direction of rotation to a first transmission area 28 (also implemented as a toothed area) on the part of the motor shaft 4.
  • the motor shaft 4 is rotatably connected to the first gear 13 by tooth engagement of the first transmission area 28 in the first connection area 27.
  • Fig. 5 the second switching position of the switching device 12 (corresponding to a second displacement position of the sliding sleeve 26) is shown, in which both the first connection area 27 is rotatably connected to the first transmission area 28 and a second connection area 29 (also as a toothed area realized) of the sliding sleeve 26 rotates with a second transmission area 30 (also realized as a toothed area) of the second gear 15 is located.
  • the first connection area 27 is preferably implemented by the sliding part 47
  • the second connection area 29 is preferably implemented directly by the base body 44.
  • the third switching position of the switching device 12 shown in Fig. 6 corresponding to a third displacement position of the sliding sleeve 26
  • the two gears 13 and 15 are finally rotatably connected to each other, the motor shaft 4 from the first gear 13 and thus also from the second gear 15 is rotationally decoupled.
  • the sliding sleeve 26 is thus located with its first connection area 27 out of mesh with the first transmission area 28.
  • a locking unit 25 is provided to support the sliding sleeve 26 in the respective sliding position.
  • the locking unit 25 is also integrated in the first gear 13.
  • the locking unit 25 has a locking element 34 which is arranged ra dial in the first gear wheel 13 and interacts with a locking contour 33 in the sliding sleeve 26.
  • the latching element 34 supports the sliding sleeve 26 in its respective displacement position in a non-displaceable manner relative to the first gear wheel 13.
  • the motor shaft 4 is typically rotatably mounted relative to the housing 48 in the embodiments.
  • the two first and second gears 13, 15 are mounted on the outer side of the motor shaft 4 so as to be relatively rotatable.
  • the second gear 15 / the second transmission area 30 is located on a second axial side 35b of the first Zahnra of 13, which faces away from the first transmission area 28 arranged towards a first axial side 35a.
  • the operating states illustrated in FIG. 4 can be implemented by the drive system 1.
  • the motor shaft 4 coupled to the internal combustion engine 3 is generally referred to as the combustion engine, the first gear wheel 13 as the generator and the second gear wheel 15 as the output.
  • a typical series Driving mode in the first switching position of the switching device 12 drives the internal combustion engine 3 to the first electric motor 6, which in turn electrically supplies the second electric motor 8 with drive energy.
  • the second electric motor 8 applies torque to the wheels 9a, 9b.
  • the first electric motor 6 is used to generate a corresponding electrical energy that is temporarily stored in a battery.
  • An electrical driving state with decoupled internal combustion engine 3 (according to the third switching position of the switching device 12) is carried out by loading the second electric motor 8 (with electrical energy from the battery).
  • An internal combustion engine or hybrid driving typically takes place in the second switching position of the switching device 12 in that both the internal combustion engine 3, the first electric motor 6 and the second electric motor 8 are coupled to the first gear 13.
  • Stationary charging is typically also done in the first switch position.
  • a second exemplary embodiment according to the invention is provided, which is essentially implemented according to the first exemplary embodiment.
  • the second gear 15 is no longer in direct tooth engagement with the drive part 10, but is in an indirect rotary connection with the drive part 10 with the intermediate gear 20 being interposed.
  • the intermediate gear 20 is now in direct tooth engagement with the drive part 10 and the second gear 15.
  • FIGS. 7 and 8 show the closer connection of the intermediate gear 20.
  • the intermediate gear 20 has two tooth engagement regions 50a, 50b (its toothing 53) which are arranged offset from one another in the circumferential direction.
  • a first tooth engagement region 50a is in tooth engagement with the second gear 15 on the motor shaft side.
  • a second Zahnein grip area 50b is with the drive part 10 in tooth engagement.
  • the mutually different diameters of the drive part 10 and the second gear 15 result in different loads on the two tooth engagement areas 50a, 50b during operation.
  • second Switching position in which the internal combustion engine 3 is activated and drives the generator / first electric motor 6 and the second electric motor 8 drives the intermediate gear 20 via the plane part transmission 16, a high torque is transmitted to the tooth flanks of the corresponding tooth meshing area 50a, 50b .
  • the second gear 15 In the third switching position, the second gear 15 then typically rotates without load (/ only generates drag torque), so that a drive torque is only transmitted via the second tooth engagement region 50b.
  • the intermediate gear 20 forms a drive pinion with two tooth meshes 50a, 50b.
  • the intermediate gear 20 is coupled directly to the second electric motor 8 functioning as a traction motor.
  • the inter mediate gear 20 is therefore viewed along a gear train in the middle / within between two spaced gears (drive part 10 and second gear 15).
  • a preferred mounting of the intermediate tooth 20 together with the planet carrier 19 connected to it in a rotationally fixed manner on the housing 48 (gear housing) is also illustrated.
  • the intermediate gear 20 is rotatably mounted relative to this housing 48 via a first roller bearing 51.
  • the intermediate tooth wheel 20 has a cavity 52 which is located radially inside its toothing 53 and in which the first roller bearing 51 is inserted / received. It has been found to be a compact solution when an outer bearing ring 54 of the first roller bearing 51 is designed as a single-part component of the intermediate gear 20.
  • an inner bearing ring 55 of the first roller bearing 51 is even formed directly as a projection 56 of the housing 48 made of one piece.
  • the projection 56 is replaced by an element formed separately from the housing 48, for example by the area of a screw bolt protruding from the housing 48.
  • the bearing outer ring 54 is formed separately from the intermediate gear 20 and is connected to the intermediate gear 20 radially from the inside, radially inside the hollow space 52. Accordingly, the inner bearing ring 55 is also formed separately from the housing 48 and is fixed on the projection 56.
  • the intermediate gear 20 is an integral part of a shaft that is further connected to the planet carrier 19. Axially offset to the first roller bearing 51, another second roller bearing 57 is placed on this shaft.
  • the two electric motors 6, 8 are now arranged in opposite directions in comparison to FIG. 2 with respect to the first axis of rotation 43a, the second electric motor 8 together with the partial planetary gear 16 being arranged closer to the drive axis 32 than the first electric motor 6.
  • the drive system 1 achieves the following advantages: It can be designed for a maximum speed of 250 km / h. It is possible to drop the drive motor 8 at higher speeds to reduce drag losses.
  • the travel motor 8 can be designed for maximum wheel torque and throwing off at higher speeds.
  • the maximum wheel torque can also be designed for trailer operation. Due to the axially parallel arrangement of the electric motors 6, 8 in the inventive Ge transmission structure 11, the translations of the two electric motors 6, 8 are independent of each other, whereby the translation of the combustion engine 3 to the generator 6 can be freely selected and no longer to the Translation between the combustion engine 3 and Final Drive 10 is coupled. As a result, an optimized mapping between the combustion engine 3 and generator 6 is much easier possible, please include through the separate gear stage; 7.
  • the electric motors 6, 8 are arranged axially parallel instead of coaxially one behind the other, which makes it easier to decouple one of the two electric machines 6, 8.
  • the electric motors 6, 8 large vs. small diameter or axially long vs. short construction
  • significant advantages in terms of installation space can also be achieved, particularly for front-transverse constructions in small vehicles.
  • Another advantage is the electric boost mode, in which the drive via both electric motors 6, 8 without Ver burner 3 is possible.
  • the internal combustion engine 3 (ICE) is connected to the switching element 12 (switching device) via a shaft 4. Two more one or outputs of the switching element 12 are verbun with the gears 13 and 15, respectively.
  • the ICE 3 can be coupled to the generator 6 via the gear 13 and the gear 42.
  • the ICE 3 can be coupled to the differential 23, that is to say the wheels 9a, 9b, via the gears 15 and 10.
  • the traction motor 8 is via the planetary set 14 and the gears 20, 15 and 10 with the differential 23, ie the wheels 9a, 9b, koppel bar.
  • the gear 15 serves as an intermediate gear.
  • the planetary set 14 is connected as follows: ring gear 21: brake 22 (against fixed); Planet carrier 19: gear 20; Sun gear 17: drive motor 8.
  • the ICE 3 is connected to the generator 6, which in turn is electrically connected to the drive motor 8. As described above, this drives the wheels 9a, 9b via the planetary set 14 and the gears 20, 15, 10. This operating state is possible for driving forwards and backwards. Reversing is also possible as a pure battery mode. Since the generator 6 serves as an additional "traction motor” and is connected to the wheels 9a, 9b via the gears 42, 13, 15 and 10. At the same time the traction motor 8 is connected to the wheels 9a, 9b via the tarpaulin set 14 and the gears 13, 15 and 10. In this operating state, the ICE 3 is not connected to the wheels 9a, 9b (ICE 3 is either switched off or is idling).
  • the ICE 3 In combustion mode, the ICE 3 is connected to the gears 15 and 10 with the gears 9a, 9b via the switching element 12.
  • the traction motor 8 is also connected to the wheels 9a, 9b via the gear 20 and the planetary gear 14, but can be decoupled by opening the brake 22 at any speed.
  • Another operating state is the stationary charging.
  • the ICE As in serial operation, the ICE is connected to the generator 6 via the gears 13 and 42 and generates electrical energy that is stored in the battery.
  • FIG. 2 A further embodiment of the hybrid structure 1 is shown with FIG. 2.
  • the gear 20 serves as an intermediate gear and not, as in Fig. 1, the gear 15.
  • the functions described above can also be all Darge with this structure. List of references for the drive system

Abstract

The invention relates to a drive system (1) for a hybrid motor vehicle (31), comprising a motor shaft (4) which is rotationally coupled or can be rotationally coupled to the output shaft (2) of an internal combustion engine (3), a first electric motor (6) which has a first rotor shaft (5) and which is operated as a generator in a main operating state, a second electric motor (8) which has a second rotor shaft (7) arranged in a radially offset manner to the first rotor shaft (5) and which is operated as a drive motor in the main operating state, a drive part (10) which is rotationally connected to the second rotor shaft (7) and which can be rotationally connected to at least one wheel (9a, 9b) of the motor vehicle (31), and a transmission unit (11) which can be shifted and which is operatively installed between the motor shaft (4), the two rotor shafts (5, 7), and the drive part (10). A shift device (12) which controls the shift position of the transmission unit (11) is operatively installed between the motor shaft (4), a first gear (13), which is permanently rotationally coupled to the first rotor shaft (5), and a second gear (15), which is permanently rotationally coupled to the second rotor shaft (7) via an additional planetary transmission stage (14), such that the shift device (12) rotationally connects the motor shaft (4) to the first rotor shaft (5) while the second rotor shaft (7) is rotationally decoupled from the motor shaft (4) in a first shift position, the shift device rotationally connects the motor shaft (4) both to the first rotor shaft (5) as well as to the second rotor shaft (7) in a second shift position, and the shift device rotationally connects the two rotor shafts (5, 7) together while the motor shaft (4) is rotationally decoupled from the two rotor shafts (5, 7) in a third shift position. The invention additionally relates to a motor vehicle (31) comprising said drive system (1).

Description

Antriebssystem für ein hybrides Kraftfahrzeug mit umsetzbarem Drive system for a hybrid motor vehicle with an implementable
Direktdurchtrieb zu einem Rad; sowie Kraftfahrzeug Direct drive to a wheel; as well as motor vehicle
Die Erfindung betrifft ein Antriebssystem für ein hybrides Kraftfahrzeug, welches An triebssystem vorzugsweise als ein serieller Hybridantrieb umgesetzt ist. Das Antriebs system weist auf typische Weise zwei Elektromotoren auf, von denen ein erster Elekt romotor hauptsächlich als Generator eingesetzt ist und ein zweiter Elektromotor hauptsächlich als Antriebsmotor eingesetzt ist. Auch weist das Antriebssystem eine Getriebeeinheit auf, die eine Ausgangswelle einer Verbrennungskraftmaschine, die Elektromotoren sowie ein ausgangsseitiges Antriebsteil miteinander in Wirkverbindung setzt. Auch betrifft die Erfindung ein Kraftfahrzeug mit diesem Antriebssystem. The invention relates to a drive system for a hybrid motor vehicle, which drive system is preferably implemented as a serial hybrid drive. The drive system typically has two electric motors, of which a first electric motor is mainly used as a generator and a second electric motor is mainly used as a drive motor. The drive system also has a gear unit which puts an output shaft of an internal combustion engine, the electric motors and an output-side drive part in operative connection with one another. The invention also relates to a motor vehicle with this drive system.
Gattungsgemäße Antriebssysteme sind aus dem Stand der Technik bereits hinläng lich bekannt. Bspw. offenbart die DE 10 2017 206 510 A1 eine Getriebestruktur für ein serielles / paralleles Hybridfahrzeug. Generic drive systems are already well known from the prior art. E.g. DE 10 2017 206 510 A1 discloses a transmission structure for a serial / parallel hybrid vehicle.
Es sind somit bereits Antriebssysteme bekannt, mit denen ein serieller Hybrid um setzbar ist, wobei ein direkter Durchtrieb der Verbrennungskraftmaschine hin zu den Antriebsrädern / Rädern des Kraftfahrzeuges ausgeführt wird. Bei den aus dem Stand der Technik bekannten Ausführungen treten jedoch häufig zumindest einige der fol genden Nachteile auf. Durch die aus dem Stand der Technik bekannten Antriebssys teme ist die Höchstgeschwindigkeit des Kraftfahrzeuges beschränkt. Das entspre chende Fahrzeug kann deshalb meist nur eine Höchstgeschwindigkeit von ca. 180 km/h umsetzen. Für stärkere Motorisierungen und/oder höhere Fahrzeugklassen sind diese Antriebssysteme kaum geeignet oder gar ungeeignet. Im Weiteren besteht ein Nachteil darin, dass die vorhandene Getriebestruktur des bekannten Antriebssystems bedingt, dass beide Elektromotoren bei Höchstgeschwindigkeit mitdrehen, wenn der Hauptantrieb über die Verbrennungskraftmaschine erfolgt. Daraus folgt, dass die Elektromotoren bei hohen Fahrgeschwindigkeiten relativ hohe Schleppverluste erzeu gen. Daraus folgt wiederum, dass bzgl. der Elektromotoren ein Auslegungskompro miss zwischen maximaler Drehzahl und dem maximalen Radmoment zu finden ist. Daraus ergibt sich weiterhin, dass nur ein eingeschränkter Anhängerbetrieb mit dem Fahrzeug möglich ist. Zudem sind die Elektromotoren meist konzeptbedingt mit einer für den seriellen Betrieb ungünstigen Übersetzung an die Verbrennungskraftmaschine gekoppelt. Ein weiterer Nachteil besteht in den bekannten Ausführungen darin, dass die beiden vorderen Elektromotoren meist axial in Reihe nebeneinander angeordnet sind, was bei Front-Quer-Bauweise der Verbrennungskraftmaschine sowie insbeson dere bei kleinen Fahrzeugen problematisch ist. There are therefore already known drive systems with which a serial hybrid can be implemented, with a direct drive through the internal combustion engine to the drive wheels / wheels of the motor vehicle. In the designs known from the prior art, however, at least some of the following disadvantages often occur. The drive systems known from the prior art limit the maximum speed of the motor vehicle. The corresponding vehicle can therefore usually only implement a maximum speed of approx. 180 km / h. These drive systems are hardly suitable or even unsuitable for more powerful engines and / or higher vehicle classes. Furthermore, there is a disadvantage that the existing transmission structure of the known drive system means that both electric motors rotate at maximum speed when the main drive is via the internal combustion engine. It follows from this that the electric motors generate relatively high drag losses at high driving speeds. This in turn means that a design compromise has to be found for the electric motors between maximum speed and maximum wheel torque. This also means that only a limited trailer operation with the Vehicle is possible. In addition, due to the concept, the electric motors are usually coupled to the internal combustion engine with a ratio that is unfavorable for serial operation. Another disadvantage in the known designs is that the two front electric motors are usually arranged axially next to one another in a row, which is problematic in the case of the front-transverse construction of the internal combustion engine and, in particular, in small vehicles.
Es ist daher die Aufgabe der vorliegenden Erfindung, die aus dem Stand der Technik bekannten Nachteile zu beheben und insbesondere ein Antriebssystem zur Verfügung zu stellen, das hinsichtlich seines Wirkungsgrades verbessert ist, Fahrten mit hohen Geschwindigkeiten ermöglicht sowie kompakt aufgebaut ist. It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and, in particular, to provide a drive system which is improved in terms of its efficiency, enables journeys at high speeds and is compact.
Dies wird erfindungsgemäß durch den Gegenstand des Anspruchs 1 gelöst. Demnach ist ein Antriebssystem für ein hybrides Kraftfahrzeug, wie einen Pkw, einen Lkw, einen Bus oder ein sonstiges Nutzfahrzeug umgesetzt, welches Antriebssystem eine mit ei ner Ausgangswelle einer Verbrennungskraftmaschine rotatorisch koppelbare oder ge koppelte Motorwelle, einen eine erste Rotorwelle aufweisenden, in einem Hauptbe triebszustand als Generator betriebenen ersten Elektromotor, einen eine radial ver setzt zu der ersten Rotorwelle angeordnete zweite Rotorwelle aufweisenden, in dem Hauptbetriebszustand als Antriebsmotor betriebenen zweiten Elektromotor, einen mit der zweiten Rotorwelle rotatorisch verbundenes und mit zumindest einem Rad des Kraftfahrzeuges rotatorisch verbindbares Antriebsteil sowie eine zwischen der Motor welle, den beiden Rotorwellen und dem Antriebsteil wirkend eingesetzte, schaltbare Getriebeeinheit aufweist. Zudem ist eine eine Schaltstellung der Getriebeeinheit steu ernde Schalteinrichtung zwischen der Motorwelle, einem mit der ersten Rotorwelle permanent rotatorisch gekoppelten ersten Zahnrad und einem mit der zweiten Rotor welle über eine zusätzliche Planetengetriebestufe permanent rotatorisch gekoppelten zweiten Zahnrad derart wirkend eingesetzt, dass die Schalteinrichtung in einer ersten Schaltstellung die Motorwelle mit der ersten Rotorwelle rotatorisch verbindet, während die zweite Rotorwelle von der Motorwelle rotatorisch entkoppelt ist, in einer zweiten Schaltstellung die Motorwelle sowohl mit der ersten Rotorwelle als auch mit der zwei- ten Rotorwelle rotatorisch verbindet und in einer dritten Schaltstellung die beiden Ro torwellen miteinander rotatorisch verbindet, während die Motorwelle von den beiden Rotorwellen rotatorisch entkoppelt ist. According to the invention, this is achieved by the subject matter of claim 1. Accordingly, a drive system for a hybrid motor vehicle, such as a car, truck, bus or other commercial vehicle is implemented, which drive system is a motor shaft that can be rotatably coupled or coupled to an output shaft of an internal combustion engine, a motor shaft having a first rotor shaft, in a main operating state operated as a generator first electric motor, a second rotor shaft arranged radially ver sets to the first rotor shaft having, in the main operating state operated as a drive motor, a second electric motor rotatably connected to the second rotor shaft and rotatably connectable to at least one wheel of the motor vehicle and a drive part between the Motor shaft, the two rotor shafts and the drive part acting inserted, switchable gear unit. In addition, a switching device controlling a switching position of the transmission unit is used between the motor shaft, a first gear wheel permanently rotationally coupled to the first rotor shaft and a second gear wheel permanently rotationally coupled to the second rotor shaft via an additional planetary gear stage so that the switching device is in a first Switching position connects the motor shaft to the first rotor shaft in a rotational manner, while the second rotor shaft is rotationally decoupled from the motor shaft, in a second switching position the motor shaft is connected both to the first rotor shaft and to the two- th rotor shaft connects rotationally and in a third switching position the two Ro torwellen connects rotationally to one another, while the motor shaft is rotationally decoupled from the two rotor shafts.
Durch den radialen Versatz der Rotorwellen der beiden Elektromotoren wird eine deutlich kompaktere axiale Bauweise des Antriebssystems ermöglicht. Durch die Ge triebeeinheit sind die Übersetzungen der beiden Elektromotoren zudem unabhängig voneinander wählbar. Darüber hinaus ist eine optimierte Kennfeldabstimmung zwi schen der Verbrennungskraftmaschine und dem, hauptsächlich als Generator wirken den, ersten Elektromotor durch eine separate Zahnradstufe erleichtert. Durch die vor handene Schalteinrichtung wird weiterhin eine Einrichtung zur Verfügung gestellt, die es erlaubt, das Kraftfahrzeug deutlich effizienter zu betreiben. Auch höhere Geschwin digkeiten, bspw. Höchstgeschwindigkeiten von 250 km/h, sind dadurch möglich. Auch kann der den Fahrmotor / Antriebsmotor bildende zweite Elektromotor bei höheren Geschwindigkeiten auf einfache Weise abgeworfen werden, um Schleppverluste zu vermeiden. Auch kann der zweite Elektromotor einfach auf das maximale Radmoment ausgelegt werden, wobei das Radmoment auch für Anhängerbetrieb auslegbar ist. The radial offset of the rotor shafts of the two electric motors enables a significantly more compact axial design of the drive system. Thanks to the transmission unit, the gear ratios of the two electric motors can also be selected independently of one another. In addition, optimized mapping between the internal combustion engine and the first electric motor, which mainly acts as a generator, is facilitated by a separate gear stage. The existing switching device also provides a device which allows the motor vehicle to be operated much more efficiently. This also enables higher speeds, for example top speeds of 250 km / h. The second electric motor, which forms the traction motor / drive motor, can also be thrown off in a simple manner at higher speeds in order to avoid drag losses. The second electric motor can also be designed simply for the maximum wheel torque, the wheel torque also being able to be designed for trailer operation.
Weitere vorteilhafte Ausführungen sind mit den Unteransprüchen beansprucht und nachfolgend näher erläutert. Further advantageous embodiments are claimed with the subclaims and explained in more detail below.
Sind die beiden Elektromotoren gesamtheitlich in Bezug auf ihre Rotorwellen radial zueinander versetzt, ist die axiale Bauform des Antriebssystems besonders kompakt. If the two electric motors are as a whole offset radially with respect to their rotor shafts, the axial design of the drive system is particularly compact.
Des Weiteren ist es von Vorteil, wenn die Planetengetriebestufe durch ein Planeten teilgetriebe ausgebildet ist, von welchem Planetenteilgetriebe ein Sonnenrad unmittel bar mit der zweiten Rotorwelle permanent verbunden ist, ein mehrere Planetenräder lagernder Planetenträger mit einem Zwischenzahnrad, das sich in Zahneingriff mit dem zweiten Zahnrad befindet, verbunden ist und ein Hohlrad mittels einer Bremsein richtung fahrzeugrahmenfest anordenbar / abstützbar ist. Dadurch ist der zweite Elekt romotor geschickt ansteuerbar. Ist das Antriebsteil vorzugsweise als ein Eingangszahnrad eines Differenzialgetriebes ausgebildet, ist die Getriebeeinheit besonders kompakt umgesetzt. Furthermore, it is advantageous if the planetary gear stage is formed by a partial planetary gear, of which partial planetary gear a sun gear is permanently connected directly to the second rotor shaft, a planet carrier supporting several planet gears with an intermediate gear which is in meshing engagement with the second gear , is connected and a ring gear can be arranged / supported fixed to the vehicle frame by means of a Bremsein device. This means that the second electric motor can be skilfully controlled. If the drive part is preferably designed as an input gear of a differential gear, the gear unit is implemented in a particularly compact manner.
Das Antriebsteil weist demnach vorteilhafterweise eine Verzahnung auf, die sich un mittelbar mit dem zweiten Zahnrad in Zahneingriff befindet. Somit ist eine direkte Kop pelung des Antriebsteils mit dem zweiten Zahnrad realisiert. The drive part accordingly advantageously has a toothing which is in tooth engagement un indirectly with the second gear. Thus, a direct coupling of the drive part with the second gear is realized.
Gemäß einer weiter bevorzugten Ausführung ist es alternativ hierzu von Vorteil, wenn das Antriebsteil eine Verzahnung aufweist, die sich unmittelbar mit dem mit der zwei ten Rotorwelle rotatorisch gekoppelten Zwischenzahnrad in Zahneingriff befindet, wo bei das Zwischenzahnrad weiterhin mit dem zweiten Zahnrad rotatorisch gekoppelt ist. Das Zwischenzahnrad befindet sich dabei weiter bevorzugt wiederum direkt in Zahn eingriff mit dem Antriebsteil. According to a further preferred embodiment, it is alternatively advantageous if the drive part has a toothing that is directly in tooth engagement with the intermediate gear rotatably coupled to the second rotor shaft, where the intermediate gear is further rotatably coupled to the second gear. The intermediate gear is again preferably in tooth engagement with the drive part.
Diesbezüglich ist es insbesondere von Vorteil, wenn der zweite Elektromotor mit sei ner Rotorwelle radial zwischen der Motorwelle und dem Antriebsteil angeordnet ist.In this regard, it is particularly advantageous if the second electric motor with its rotor shaft is arranged radially between the motor shaft and the drive part.
Der zweite Elektromotor befindet sich demnach bevorzugt auch radial zwischen der ersten Rotorwelle und dem Antriebsteil. The second electric motor is therefore preferably also located radially between the first rotor shaft and the drive part.
Als bauraumsparend hat es sich in diesem Zusammenhang auch herausgestellt, wenn das Zwischenzahnrad über ein Wälzlager relativ zu einem Gehäuse abgestützt ist, wobei das Wälzlager axial (vorzugsweise vollständig) in einen Hohlraum des Zwi schenzahnrades radial innerhalb seiner (mit dem Antriebsteil und dem zweiten Zahn rad in Zahneingriff stehenden) Verzahnung eingeschoben ist. Das Wälzlager ist weiter bevorzugt an einem axialen Vorsprung des Gehäuses abgestützt. In this context, it has also proven to be space-saving if the intermediate gear is supported by a roller bearing relative to a housing, the roller bearing axially (preferably completely) in a cavity of the intermediate gear radially inside it (with the drive part and the second gear in meshing) toothing is inserted. The roller bearing is more preferably supported on an axial projection of the housing.
Auch ist es von Vorteil, wenn das Zwischenzahnrad unmittelbar einen stoffeinteiligen Bestandteil des Planetenträgers des Planetenteilgetriebes ausbildet. It is also advantageous if the intermediate gear directly forms an integral component of the planet carrier of the partial planetary gear.
Des Weiteren ist es vorteilhaft, wenn die Schalteinrichtung eine in der jeweiligen Schaltstellung über eine Rastiereinheit blockierte Schiebehülse aufweist, welche Schiebehülse unmittelbar in dem ersten Zahnrad verschiebbar aufgenommen ist. So mit wird die Schalteinrichtung geschickt innerhalb des ersten Zahnrades integriert. Dabei ist es ebenfalls zweckmäßig, wenn die Schiebehülse permanent in jeder Schalt stellung mit dem ersten Zahnrad drehtest aufgenommen ist. Furthermore, it is advantageous if the switching device has a sliding sleeve which is blocked in the respective switching position via a locking unit, which sliding sleeve is accommodated directly in the first gearwheel so as to be displaceable. The switching device is cleverly integrated within the first gear. It is also useful if the sliding sleeve is permanently recorded in each switching position with the first gear rotating test.
Weist die Schiebehülse einen ersten Verbindungsbereich auf, der mit einem ersten Übertragungsbereich an der Motorwelle koppelbar ist, und einen zweiten Verbin dungsbereich auf, der mit einem zweiten Übertragungsbereich an dem zweiten Zahn rad koppelbar ist, ist die Schalteinrichtung einfach sowie platzsparend aufgebaut. Dadurch wird die Montage erleichtert. If the sliding sleeve has a first connection area which can be coupled to a first transmission area on the motor shaft, and a second connection area which can be coupled to a second transmission area on the second toothed wheel, the switching device is simple and space-saving. This makes assembly easier.
Des Weiteren betrifft die Erfindung ein (Hybrid-)Kraftfahrzeug mit dem erfindungsge mäßen Antriebssystem nach zumindest einer der zuvor beschriebenen Ausführungen, wobei das Antriebsteil mit den Rädern des Kraftfahrzeuges rotatorisch gekoppelt ist. The invention further relates to a (hybrid) motor vehicle with the drive system according to the invention according to at least one of the embodiments described above, the drive part being rotationally coupled to the wheels of the motor vehicle.
Eine besonders effiziente Bauweise des Kraftfahrzeuges ist gewährleistet, wenn die Verbrennungskraftmaschine mit ihrer Ausgangswelle quer zu einer Fahrzeuglängs achse (des Kraftfahrzeuges) angeordnet ist und/oder der Antriebsteil mit Rädern einer Antriebsachse rotatorisch verbunden ist. A particularly efficient construction of the motor vehicle is ensured if the internal combustion engine is arranged with its output shaft transversely to a vehicle longitudinal axis (of the motor vehicle) and / or the drive part is rotationally connected to wheels of a drive axle.
In anderen Worten ausgedrückt, ist somit erfindungsgemäß eine Struktur für ein Hyb ridfahrzeug unter Umsetzen eines seriellen Hybrids mit Direktdurchtrieb zum Rad rea lisiert. Eine Verbrennungskraftmaschine ist mit einem Schaltelement (Schalteinrich tung) über eine Welle (Motorwelle) verbunden. Weitere Ein- / Ausgänge des Schalt elementes sind mit einem ersten Zahnrad und einem zweiten Zahnrad entsprechend gekoppelt. Die Verbrennungskraftmaschine kann mit einem Generator über das erste Zahnrad und ein drittes Zahnrad gekoppelt werden. Die Verbrennungskraftmaschine kann auch mit einem Differential bzw. mit Rädern eines Kraftfahrzeuges über das zweite Zahnrad und ein weiteres Zahnrad (Antriebsteil) gekoppelt werden. Eine elekt rische (Antriebs-)Maschine kann wiederum mit dem Differential bzw. mit den Rädern des Kraftfahrzeuges gekoppelt werden, wobei diese Kopplung über einen Planetenge triebestrang, ein weiteres Zahnrad (Zwischenzahnrad), das zweite Zahnrad und das das Antriebsteil umsetzende Zahnrad unter Verwendung des zweiten Zahnrades als Zwischenzahnrad umgesetzt wird. Der Planetengetriebestrang (Planetenteilgetriebe) ist folgendermaßen gekoppelt: ein Hohlrad wird als eine Bremse bedient; ein Plane tenträger ist mit dem als Zwischenzahnrad bezeichneten weiteren Zahnrad verbunden und ein Sonnenrad ist mit der elektrischen Maschine verbunden. Anstatt des zweiten Zahnrades kann auch das als Zwischenzahnrad bezeichnete weitere Zahnrad als Ver bindungszahnrad hin zu dem Antriebsteil eingesetzt werden. In other words, according to the invention, a structure for a hybrid vehicle is implemented by converting a serial hybrid with a direct drive through to the wheel. An internal combustion engine is connected to a switching element (Schalteinrich device) via a shaft (motor shaft). Further inputs / outputs of the switching element are correspondingly coupled to a first gear and a second gear. The internal combustion engine can be coupled to a generator via the first gear and a third gear. The internal combustion engine can also be coupled to a differential or to the wheels of a motor vehicle via the second gearwheel and another gearwheel (drive part). An electric (drive) machine can in turn be coupled to the differential or to the wheels of the motor vehicle, this coupling via a planetary gear train, another gear (intermediate gear), the second gear and the gear that converts the drive part using the second gear is implemented as an intermediate gear. The planetary gear train (planetary sub-gear) is coupled as follows: a ring gear is operated as a brake; a plane carrier is connected to the further gear referred to as an intermediate gear and a sun gear is connected to the electrical machine. Instead of the second gear, the further gear referred to as an intermediate gear can also be used as a connecting gear to the drive part.
Die Erfindung wird nun nachfolgend anhand von Figuren näher erläutert, in welchem Zusammenhang auch verschiedene Ausführungsbeispiele dargestellt sind. The invention will now be explained in more detail below with reference to figures, in which context various exemplary embodiments are also shown.
Es zeigen: Show it:
Fig. 1 eine schematische Schnittansicht eines erfindungsgemäßen Antriebssys tems nach einem ersten Ausführungsbeispiel, wobei besonders gut der Aufbau einer eine Verbrennungskraftmaschine sowie zwei Elektromotoren mit einem Antriebsteil eines Differentialgetriebes koppelnden Getriebeein heit zu erkennen ist, Fig. 1 is a schematic sectional view of a drive system according to the invention according to a first embodiment, the structure of a transmission unit coupling an internal combustion engine and two electric motors with a drive part of a differential gear can be seen particularly well,
Fig. 2 eine schematische Schnittansicht eines erfindungsgemäßen Antriebssys tems nach einem zweiten Ausführungsbeispiel, das sich von dem ersten Ausführungsbeispiel im Wesentlichen durch Anordnung eines mit einem zweiten Elektromotor gekoppelten Zwischenzahnrades unterscheidet, Fig. 2 is a schematic sectional view of a drive system according to the invention according to a second embodiment, which differs from the first embodiment essentially by the arrangement of an intermediate gear coupled to a second electric motor,
Fig. 3 eine Längsschnittdarstellung einer nach einem bevorzugten Ausführungs beispiel umgesetzten, in dem jeweiligen Antriebssystem der Fign. 1 und 2 eingesetzten Schalteinrichtung, wobei sich eine die Schaltstellung der Schalteinrichtung vorgebende Schiebehülse in einer ersten Verschiebestel lung befindet, in der eine zentrale Motorwelle mit einem mit einem ersten Elektromotor gekoppelten ersten Zahnrad rotatorisch verbunden ist, Fig. 3 is a longitudinal sectional view of an example implemented according to a preferred embodiment, in the respective drive system of FIGS. 1 and 2 used switching device, wherein a sliding sleeve that specifies the switching position of the switching device is in a first displacement position in which a central motor shaft is rotationally connected to a first gear wheel coupled to a first electric motor,
Fig. 4 ein Diagramm zur Veranschaulichung unterschiedlicher, durch die Antriebs systeme der Fign. 1 und 2 umsetzbarer Betriebszustände, Fig. 4 is a diagram to illustrate different, through the drive systems of FIGS. 1 and 2 implementable operating states,
Fig. 5 eine Längsschnittdarstellung der Schalteinrichtung, ähnlich zur Fig. 3, wo bei sich die Schiebehülse in einer im Vergleich zu Fig. 3 geänderten zwei- ten Verschiebestellung befindet, in welcher zweiten Verschiebestellung so wohl die Motorwelle als auch ein mit einem zweiten Elektromotor gekoppel tes zweites Zahnrad mit dem ersten Zahnrad rotatorisch verbunden sind, FIG. 5 shows a longitudinal sectional view of the switching device, similar to FIG. 3, where the sliding sleeve is in a two-way configuration that is changed in comparison to FIG. th shift position is in which second shift position both the motor shaft and a second gear coupled with a second electric motor are rotationally connected to the first gear,
Fig. 6 eine Längsschnittdarstellung der Schalteinrichtung, ähnlich zu Fig. 3, wobei die Schiebehülse eine dritte Verschiebestellung einnimmt, in der die Motor welle im Vergleich zu Fig. 5 von dem ersten Zahnrad sowie dem zweiten Zahnrad rotatorisch entkoppelt ist, Fig. 6 is a longitudinal sectional view of the switching device, similar to Fig. 3, the sliding sleeve occupying a third displacement position in which the motor shaft is rotationally decoupled from the first gear and the second gear compared to FIG.
Fig. 7 eine perspektivische Darstellung eines in dem zweiten Ausführungsbeispiel nach Figur 2 eingesetzten Zahnradzuges, in dem das Antriebsteil, das Zwi schenzahnrad, das erste Zahnrad, das zweite Zahnrad sowie das dritte Zahnrad miteinander in Zahneingriff stehend veranschaulicht sind, sowie Fig. 7 is a perspective view of a gear train used in the second embodiment of Figure 2, in which the drive part, the inter mediate gear, the first gear, the second gear and the third gear are illustrated in meshing engagement with each other, and
Fig. 8 eine detailliertere Längsschnittdarstellung eines Lagerungsbereiches zwi schen dem in Figur 7 dargestellten Zwischenzahnrad und einem Gehäuse. Fig. 8 is a detailed longitudinal sectional view of a storage area between tween the intermediate gear shown in Figure 7 and a housing.
Die Figuren sind lediglich schematischer Natur und dienen ausschließlich dem Ver ständnis der Erfindung. Die gleichen Elemente sind mit denselben Bezugszeichen ver sehen. Auch sind die unterschiedlichen Merkmale der verschiedenen Ausführungsbei spiele prinzipiell frei miteinander kombinierbar. The figures are only of a schematic nature and are used exclusively for understanding the invention. The same elements are provided with the same reference numerals. In principle, the different features of the various exemplary embodiments can also be freely combined with one another.
In Verbindung mit Fig. 1 ist zunächst ein erfindungsgemäßes Antriebssystem 1 nach einem bevorzugten ersten Ausführungsbeispiel veranschaulicht. Das Antriebssystem 1 ist in einem hybriden Kraftfahrzeug integriert, welches Kraftfahrzeug mit dem Be zugszeichen 31 angedeutet ist. Insbesondere ist in dieser Ausführung eine An triebsachse 32 des Kraftfahrzeuges 31 (hier Vorderachse, alternativ auch Hinter achse) mit dargestellt, wobei Räder 9a, 9b der Antriebsachse 32 über verschiedene Maschinen (Verbrennungskraftmaschine 3 sowie Elektromotoren 6, 8) des Antriebs systems 1 antreibbar ist. Eine Verbrennungskraftmaschine 3 des Antriebssystems 1 befindet sich in dieser Ausführung in einer bevorzugten Front-Quer-Anordnung, in der eine Längsachse der Verbrennungskraftmaschine 3, d. h. eine (erste) Drehachse 43a einer Ausgangswelle 2 (Kurbelwelle) der Verbrennungskraftmaschine 3 quer, hier senkrecht, zu einer Längsachse (Fahrzeuglängsachse) des Kraftfahrzeuges 31 aus gerichtet ist. In connection with FIG. 1, a drive system 1 according to the invention according to a preferred first embodiment is first illustrated. The drive system 1 is integrated in a hybrid motor vehicle, which motor vehicle is indicated by reference numeral 31. In particular, a drive axle 32 of the motor vehicle 31 (here front axle, alternatively also rear axle) is shown in this embodiment, whereby wheels 9a, 9b of the drive axle 32 can be driven by various machines (internal combustion engine 3 and electric motors 6, 8) of the drive system 1 . An internal combustion engine 3 of the drive system 1 is in this embodiment in a preferred front-transverse arrangement, in which a longitudinal axis of the internal combustion engine 3, ie a (first) axis of rotation 43a of an output shaft 2 (crankshaft) of the internal combustion engine 3 transversely, here perpendicular to a longitudinal axis (vehicle longitudinal axis) of the motor vehicle 31 is directed.
Gemäß der Ausbildung des Antriebssystems 1 als serieller Hybridantrieb, weist das Antriebssystem 1 neben der Verbrennungskraftmaschine 3 auch zwei Elektromotoren 6, 8 auf. Ein erster Elektromotor 6 ist in der Fig. 1 mit Generator bezeichnet und dem nach in einem Hauptbetriebszustand als Generator wirkend eingesetzt. Der erste Elektromotor 6 ist jedoch prinzipiell, etwa für ein rein elektrisches Rückwärtsfahren als Antriebsmotor schaltbar. Ein zweiter Elektromotor 8, der eine durch den ersten Elekt romotor 6 generierte elektrische Leistung verbraucht, ist als Antriebsmotor / Fahrmotor umgesetzt. According to the design of the drive system 1 as a serial hybrid drive, the drive system 1 has two electric motors 6, 8 in addition to the internal combustion engine 3. A first electric motor 6 is designated as a generator in FIG. 1 and is used to act as a generator in a main operating state. In principle, however, the first electric motor 6 can be switched as a drive motor, for example for purely electric reversing. A second electric motor 8, which consumes an electric power generated by the first electric motor 6, is implemented as a drive motor / traction motor.
Die beiden Elektromotoren 6, 8 sind mit Drehachsen 43b, 43c ihrer Rotorwellen 5, 7 in radialer Richtung versetzt zueinander angeordnet. Der erste Elektromotor 6 weist eine erste Rotorwelle 5 auf, die um eine (zweite) Drehachse 43b drehbar gelagert ist. Der zweite Elektromotor 8 weist eine zweite Rotorwelle 7 auf, die um eine (dritte) Dreh achse 43c drehbar gelagert ist. Der erste Elektromotor 6 ist gesamtheitlich, d.h. auch samt seines hier der Übersichtlichkeit halber nicht dargestellten Stators und seines re lativ zu dem Stator drehbar angeordneten Rotors, der mit der ersten Rotorwelle 5 drehfest verbunden ist, in radialer Richtung der zweiten Drehachse 43b versetzt zu dem gesamten zweiten Elektromotor 8 samt seines Stators und seines relativ zu dem Stator drehbar angeordneten, mit der zweiten Rotorwelle 7 drehfest verbundenen Ro tors angeordnet. Auch sind die beiden Elektromotoren 6, 8 relativ zu der ersten Dreh achse 43a der Ausgangswelle 2 der Verbrennungskraftmaschine 3 radial versetzt an geordnet. Entlang der Fahrzeuglängsachse gesehen, befindet sich die erste Dreh achse 43a zwischen der zweiten Drehachse 43b und der dritten Drehachse 43c. The two electric motors 6, 8 are arranged with axes of rotation 43b, 43c of their rotor shafts 5, 7 offset from one another in the radial direction. The first electric motor 6 has a first rotor shaft 5 which is mounted rotatably about a (second) axis of rotation 43b. The second electric motor 8 has a second rotor shaft 7 which is rotatably mounted about a (third) axis of rotation 43c. The first electric motor 6 is integral, i.e. also including its stator, not shown here for the sake of clarity, and its rotor rotatably arranged relative to the stator, which is rotatably connected to the first rotor shaft 5, offset in the radial direction of the second axis of rotation 43b to the entire second electric motor 8 including its stator and his rotatably arranged relative to the stator, rotatably connected to the second rotor shaft 7 Ro tors. Also, the two electric motors 6, 8 are arranged radially offset relative to the first axis of rotation 43a of the output shaft 2 of the internal combustion engine 3. Seen along the longitudinal axis of the vehicle, the first axis of rotation 43a is located between the second axis of rotation 43b and the third axis of rotation 43c.
Zum Umsetzen der unterschiedlichen in Fig. 4 angedeuteten Betriebszustände des Antriebssystems 1 ist zwischen der Verbrennungskraftmaschine 3 / der Ausgangs welle 2, den beiden Elektromotoren 6, 8 mit ihren beiden Rotorwellen 5, 7 und einem Antriebsteil 10 des Antriebssystems 1 eine Getriebeeinheit 1 1 vorgesehen. Die Getrie beeinheit 1 1 ist als Schaltgetriebe realisiert und zur Umsetzung der verschiedenen Betriebszustände in verschiedene Schaltstellungen verbringbar. Die Getriebeeinheit 11 ist durch eine Schalteinrichtung 12, die nachfolgend in Bezug auf die Fign. 3, 5 undTo implement the different operating states of the drive system 1 indicated in FIG. 4, a gear unit 11 is provided between the internal combustion engine 3 / the output shaft 2, the two electric motors 6, 8 with their two rotor shafts 5, 7 and a drive part 10 of the drive system 1. The gear unit 1 1 is implemented as a manual transmission and can be brought into different switching positions to implement the various operating states. The gear unit 11 is by a switching device 12, which is described below with reference to FIGS. 3, 5 and
6 näher beschrieben ist, ansteuerbar. 6 is described in more detail, controllable.
Die Getriebeeinheit 11 weist eine zentral angeordnete Motorwelle 4 (auch vereinfacht als Welle bezeichnet) auf, die mit der Ausgangswelle 2 drehfest gekoppelt ist bzw. un mittelbar durch einen Bereich der Ausgangswelle 2 umgesetzt ist. Die Motorwelle 4 ist koaxial zu der Ausgangswelle 2 angeordnet und somit um die gemeinsame erste Drehachse 43a drehbar. Die Getriebeeinheit 11 weist zudem ein erstes Zahnrad 13 auf, welches erste Zahnrad 13 permanent mit der ersten Rotorwelle 5 drehfest ver bunden / gekoppelt ist. Das erste Zahnrad 13 ist koaxial zu der Motorwelle 4 angeord net. Das erste Zahnrad 13 ist als Hohlwellenzahnrad ausgebildet und radial von au ßen auf der Motorwelle 4 drehbar gelagert. Zur drehfesten Verbindung / Koppelung des ersten Zahnrades 13 mit der ersten Rotorwelle 5 ist ein weiteres (drittes) Zahnrad 42 vorgesehen, welches dritte Zahnrad 42 drehfest auf der ersten Rotorwelle 5 ange ordnet ist und sich in Zahneingriff mit dem ersten Zahnrad 13 befindet. Das dritte Zahnrad 42 wird ebenfalls als Bestandteil der Getriebeeinheit 11 angesehen. The gear unit 11 has a centrally arranged motor shaft 4 (also referred to in simplified terms as a shaft) which is coupled to the output shaft 2 in a rotationally fixed manner or is implemented indirectly through a region of the output shaft 2. The motor shaft 4 is arranged coaxially to the output shaft 2 and is thus rotatable about the common first axis of rotation 43a. The gear unit 11 also has a first gear 13, which first gear 13 is permanently connected / coupled to the first rotor shaft 5 in a rotationally fixed manner. The first gear 13 is coaxial with the motor shaft 4 net angeord. The first gear 13 is designed as a hollow shaft gear and is rotatably supported radially from the outside on the motor shaft 4. For the non-rotatable connection / coupling of the first gear 13 with the first rotor shaft 5, a further (third) gear 42 is provided, which third gear 42 is non-rotatably arranged on the first rotor shaft 5 and is in meshing engagement with the first gear 13. The third gear 42 is also regarded as a component part of the gear unit 11.
Des Weiteren weist die Getriebeeinheit 11 ein zweites Zahnrad 15 auf, welches zweite Zahnrad 15 zur Koppelung mit der zweiten Rotorwelle 7 dient. Das zweite Zahnrad 15 ist in axialer Richtung der Motorwelle 4, d. h. entlang der ersten Drehachse 43a be trachtet, neben dem ersten Zahnrad 13 angeordnet. Auch das zweite Zahnrad 15 ist als Hohlwellenzahnrad realisiert und radial von außen auf der Motorwelle 4 drehbar gelagert. Furthermore, the gear unit 11 has a second gear 15, which second gear 15 is used for coupling to the second rotor shaft 7. The second gear 15 is in the axial direction of the motor shaft 4, i. H. along the first axis of rotation 43a be sought, arranged next to the first gear 13. The second gear 15 is also implemented as a hollow shaft gear and is rotatably mounted on the motor shaft 4 radially from the outside.
Das zweite Zahnrad 15 ist über ein Zwischenzahnrad 20 mit einer Planetengetriebe stufe 14 verbunden. Die Planetengetriebestufe 14 ist weiter mit der zweiten RotorwelleThe second gear 15 is connected via an intermediate gear 20 to a planetary gear stage 14. The planetary gear stage 14 is next to the second rotor shaft
7 rotatorisch verbunden. Wie aus Fig. 1 insbesondere zu erkennen ist, ist das mit dem zweiten Zahnrad 15 kämmende Zwischenzahnrad 20 unmittelbar drehfest mit einem Planetenträger 19 der ein Planetenteilgetriebe 16 bildenden Planetengetriebestufe 14 verbunden. Das Planetenteilgetriebe 16 der Getriebeeinheit 11 weist zudem ein Son nenrad 17 auf, das unmittelbar drehfest mit der zweiten Rotorwelle 7 verbunden ist.7 rotationally connected. As can be seen in particular from FIG. 1, the intermediate gear 20 meshing with the second gear 15 is directly connected non-rotatably to a planet carrier 19 of the planetary gear stage 14 forming a partial planetary gear 16. The partial planetary gear 16 of the gear unit 11 also has a Son nenrad 17, which is directly connected to the second rotor shaft 7 in a rotationally fixed manner.
Mit dem Sonnenrad 17 befinden sich wiederum mehrere in Umfangsrichtung verteilt angeordnete Planetenräder 18, die auf dem Planetenträger 19 drehbar aufgenommen sind, in Zahneingriff. Ein mit den Planetenrädern 18 weiterhin in Zahneingriff stehen des Hohlrad 21 wirkt mit einer Bremseinrichtung 22 zusammen. Die gehäusefeste, d. h. fahrzeugrahmenfeste, Bremseinrichtung 22 hält in ihrem aktivierten Zustand das Hohlrad 21 relativ zu einem Fahrzeugrahmen fest. In ihrem deaktivierten Zustand ist eine freie Verdrehung des Hohlrades 21 gegenüber dem Fahrzeugrahmen ermöglicht, sodass die Bremseinrichtung 22 das Hohlrad 21 rotatorisch freigibt. With the sun gear 17 there are in turn a plurality of planet gears 18 distributed in the circumferential direction, which are rotatably received on the planet carrier 19 are in mesh. A ring gear 21 that is still in tooth engagement with the planetary gears 18 interacts with a braking device 22. The braking device 22 which is fixed to the housing, ie fixed to the vehicle frame, holds the ring gear 21 in its activated state relative to a vehicle frame. In its deactivated state, a free rotation of the ring gear 21 relative to the vehicle frame is made possible, so that the braking device 22 releases the ring gear 21 in a rotational manner.
Das zweite Zahnrad 15 befindet sich in dem ersten Ausführungsbeispiel zudem in drehfester Verbindung / Zahneingriff mit dem Antriebsteil 10. Das Antriebsteil 10 weist eine Verzahnung 24 auf, mit der sich das zweite Zahnrad 15 in Zahneingriff befindet. Das Antriebsteil 10 ist hier als ein Eingangsrad eines Differentialgetriebes 23 der An triebsachse 32 ausgestaltet. Das Antriebsteil 10 ist folglich permanent mit den beiden dargestellten Rädern 9a, 9b des Kraftfahrzeuges 31 rotatorisch weiter verbunden. In the first exemplary embodiment, the second gear 15 is also in a rotationally fixed connection / tooth engagement with the drive part 10. The drive part 10 has a toothing 24 with which the second gear 15 is in tooth engagement. The drive part 10 is configured here as an input gear of a differential gear 23 of the drive axis 32. The drive part 10 is consequently permanently connected to the two illustrated wheels 9a, 9b of the motor vehicle 31 in a rotational manner.
Erfindungsgemäß ist zwischen der Motorwelle 4 und den beiden Rotorwellen 5, 7, nämlich den beiden mit den Rotorwellen 5, 7 gekoppelten Zahnrädern 13 und 15, die Schalteinrichtung 12 wirkend eingesetzt. Die in Fig. 3 näher dargestellte Schalteinrich tung 12 ist prinzipiell derart ausgebildet, dass sie in ihrer ersten Schaltstellung die Mo torwelle 4 mit der ersten Rotorwelle 5 rotatorisch koppelt / verbindet, während die zweite Rotorwelle 7 von der Motorwelle 4 (sowie der ersten Rotorwelle 5) rotatorisch entkoppelt ist (Fig. 3). In einer zweiten Schaltstellung der Schalteinrichtung 12 ist die Motorwelle 4 sowohl mit der ersten Rotorwelle 5 als auch mit der zweiten Rotorwelle 7 rotatorisch verbunden / gekoppelt (Fig. 5). In einer dritten Schaltstellung der Schaltein richtung 12 sind die beiden Rotorwellen 5, 7 miteinander rotatorisch verbunden / ge koppelt, während die Motorwelle 4 von den beiden Rotorwellen 5, 7 rotatorisch ent koppelt ist (Fig. 6). According to the invention, the switching device 12 is used between the motor shaft 4 and the two rotor shafts 5, 7, namely the two gear wheels 13 and 15 coupled to the rotor shafts 5, 7. The switching device 12 shown in more detail in Fig. 3 is basically designed in such a way that in its first switching position it rotatably couples / connects the motor shaft 4 to the first rotor shaft 5, while the second rotor shaft 7 from the motor shaft 4 (as well as the first rotor shaft 5 ) is rotationally decoupled (Fig. 3). In a second switching position of the switching device 12, the motor shaft 4 is rotationally connected / coupled both to the first rotor shaft 5 and to the second rotor shaft 7 (FIG. 5). In a third switching position of Schaltein direction 12, the two rotor shafts 5, 7 are rotatably connected to each other / ge coupled, while the motor shaft 4 is rotationally decoupled from the two rotor shafts 5, 7 (Fig. 6).
Die Schalteinrichtung 12 ist zumindest teilweise unmittelbar in dem ersten Zahnrad 13 integriert. Die Schalteinrichtung 12 weist eine Schiebehülse 26 auf, die entlang der zentralen ersten Drehachse 43a axial verschiebbar in dem ersten Zahnrad 13 aufge nommen ist. Durch Verschieben dieser Schiebehülse 26 in unterschiedliche Verschie bestellungen lassen sich die in den Fign. 3, 5 und 6 veranschaulichten unterschiedli chen Schaltstellungen der Schalteinrichtung 12 verwirklichen. Die Schiebehülse 26 weist einen Grundkörper 44 auf, der unmittelbar in einem Aufnahmeloch 45 in Form eines Durchgangsloches innerhalb des ersten Zahnrades 13 verschiebbar aufgenom men ist. Die Schiebehülse 26 ist zudem unmittelbar drehfest mit dem ersten Zahnrad 13 gekoppelt. Die Schiebehülse 26 weist eine Innenverzahnung 46 auf, die mit ver schiedenen Übertragungsbereichen 28, 30 an der Motorwelle 4 und dem zweiten Zahnrad 15 zusammenwirkt. Neben dem Grundkörper 44 ist der Schiebehülse 26 ein Schiebeteil 47 zugeordnet, welches Schiebeteil 47 mit einem ersten Ende 39a eines Hebelelementes 38 verbunden ist. Das Schiebeteil 47 weist zu seiner radialen Außen seite hin eine Aufnahmekontur 40 auf, in der das erste Ende 39a formschlüssig ein greift. Das Schiebeteil 47 ist an dem Grundkörper 44 befestigt. Die als Axialverzah nung / Kerbverzahnung umgesetzte Innenverzahnung 46 ist in dem Schiebeteil 47 und dem Grundkörper 44 durchgängig eingebracht. The switching device 12 is at least partially integrated directly into the first gear wheel 13. The switching device 12 has a sliding sleeve 26 which is axially displaceable along the central first axis of rotation 43a in the first gear 13 was taken. By moving this sliding sleeve 26 in different displacement orders, the in FIGS. 3, 5 and 6 realize different switching positions of the switching device 12 illustrated. The sliding sleeve 26 has a base body 44 which is accommodated directly in a receiving hole 45 in the form of a through hole within the first gear 13 slidably. The sliding sleeve 26 is also coupled directly to the first gear 13 in a rotationally fixed manner. The sliding sleeve 26 has internal teeth 46 which cooperate with various transmission areas 28, 30 on the motor shaft 4 and the second gear 15. In addition to the base body 44, the sliding sleeve 26 is assigned a sliding part 47, which sliding part 47 is connected to a first end 39 a of a lever element 38. The sliding part 47 has on its radial outer side a receiving contour 40, in which the first end 39a engages positively. The sliding part 47 is attached to the base body 44. The internal toothing 46, which is converted as axial toothing / serration, is incorporated into the sliding part 47 and the base body 44 throughout.
Das Hebelelement 38 ist Bestandteil eines Hebelmechanismus 37, der zum Koppeln eines als Linearmotor umgesetzten Aktuators 36 mit der Schiebehülse 26 dient. Das Hebelelement 38 ist in Bezug auf einen Schwenkpunkt 41 an einem Gehäuse 48 drehbar / schwenkbar abgestützt. Ein dem ersten Ende 39a entgegengesetztes zwei tes Ende 39b des Hebelelementes 38 befindet sich unmittelbar mit dem Aktuator 36 in Wirkzusammenhang. Somit ist die Schiebehülse 26 durch den Aktuator 36 in ihrer Verschiebestellung einstellbar. The lever element 38 is part of a lever mechanism 37 which is used to couple an actuator 36 implemented as a linear motor to the sliding sleeve 26. The lever element 38 is supported rotatably / pivotably on a housing 48 with respect to a pivot point 41. A second end 39b of the lever element 38, which is opposite the first end 39a, is directly in operative connection with the actuator 36. Thus, the sliding sleeve 26 can be adjusted in its sliding position by the actuator 36.
Die Schiebehülse 26 weist einen ersten Verbindungsbereich 27 auf, der hier einen ersten Verzahnungsbereich der Innenverzahnung 46 darstellt. Der erste Verbindungs bereich 27 ist mit einem ersten Übertragungsbereich 28 (ebenfalls als Verzahnungs bereich realisiert) seitens der Motorwelle 4 formschlüssig in Drehrichtung koppelbar.The sliding sleeve 26 has a first connection area 27, which here represents a first toothing area of the internal toothing 46. The first connection area 27 can be positively coupled in the direction of rotation to a first transmission area 28 (also implemented as a toothed area) on the part of the motor shaft 4.
In der in Fig. 3 dargestellten ersten Schaltstellung (entsprechend erster Verschiebe stellung der Schiebehülse 26) ist die Motorwelle 4 durch Zahneingriff des ersten Über tragungsbereichs 28 in dem ersten Verbindungsbereich 27 drehfest mit dem ersten Zahnrad 13 verbunden. In Fig. 5 ist die zweite Schaltstellung der Schalteinrichtung 12 (entsprechend einer zweiten Verschiebestellung der Schiebehülse 26) dargestellt, in der sowohl der erste Verbindungsbereich 27 drehfest mit dem ersten Übertragungsbe reich 28 verbunden ist als auch ein zweiter Verbindungsbereich 29 (ebenfalls als Ver- zahnungsbereich realisiert) der Schiebehülse 26 drehtest mit einem zweiten Übertra gungsbereich 30 (ebenfalls als Verzahnungsbereich realisiert) des zweiten Zahnrades 15 befindet. Während der erste Verbindungsbereich 27 vorzugsweise durch das Schiebeteil 47 realisiert ist, ist der zweite Verbindungsbereich 29 vorzugsweise unmit telbar durch den Grundkörper 44 realisiert. Gemäß der in Fig. 6 gezeigten dritten Schaltstellung der Schalteinrichtung 12 (entsprechend einer dritten Verschiebestellung der Schiebehülse 26) sind die beiden Zahnräder 13 und 15 schließlich drehfest mitei nander verbunden, wobei die Motorwelle 4 von dem ersten Zahnrad 13 und somit auch von dem zweiten Zahnrad 15 rotatorisch entkoppelt ist. Die Schiebehülse 26 be findet sich somit mit ihrem ersten Verbindungsbereich 27 außer Zahneingriff mit dem ersten Übertragungsbereich 28. In the first switching position shown in Fig. 3 (corresponding to the first displacement position of the sliding sleeve 26), the motor shaft 4 is rotatably connected to the first gear 13 by tooth engagement of the first transmission area 28 in the first connection area 27. In Fig. 5 the second switching position of the switching device 12 (corresponding to a second displacement position of the sliding sleeve 26) is shown, in which both the first connection area 27 is rotatably connected to the first transmission area 28 and a second connection area 29 (also as a toothed area realized) of the sliding sleeve 26 rotates with a second transmission area 30 (also realized as a toothed area) of the second gear 15 is located. While the first connection area 27 is preferably implemented by the sliding part 47, the second connection area 29 is preferably implemented directly by the base body 44. According to the third switching position of the switching device 12 shown in Fig. 6 (corresponding to a third displacement position of the sliding sleeve 26), the two gears 13 and 15 are finally rotatably connected to each other, the motor shaft 4 from the first gear 13 and thus also from the second gear 15 is rotationally decoupled. The sliding sleeve 26 is thus located with its first connection area 27 out of mesh with the first transmission area 28.
In Verbindung mit den Fign. 3, 5 und 6 ist zudem zu erkennen, dass zur Abstützung der Schiebehülse 26 in der jeweiligen Verschiebestellung eine Rastiereinheit 25 vor gesehen ist. Die Rastiereinheit 25 ist ebenfalls in dem ersten Zahnrad 13 integriert.In connection with FIGS. 3, 5 and 6 it can also be seen that a locking unit 25 is provided to support the sliding sleeve 26 in the respective sliding position. The locking unit 25 is also integrated in the first gear 13.
Die Rastiereinheit 25 weist ein Rastelement 34 auf, das in dem ersten Zahnrad 13 ra dial verschiebbar angeordnet ist und mit einer Rastkontur 33 in der Schiebehülse 26 zusammenwirkt. Das Rastelement 34 stützt die Schiebehülse 26 in ihrer jeweiligen Verschiebestellung verschiebefest relativ zu dem ersten Zahnrad 13 ab. The locking unit 25 has a locking element 34 which is arranged ra dial in the first gear wheel 13 and interacts with a locking contour 33 in the sliding sleeve 26. The latching element 34 supports the sliding sleeve 26 in its respective displacement position in a non-displaceable manner relative to the first gear wheel 13.
Wie zudem in den Fign. 3, 5 und 6 erkennbar, ist in den Ausführungen die Motorwelle 4 auf typische Weise relativ zu dem Gehäuse 48 drehbar gelagert. Zwischen zwei Stützlagern 49, an denen die Motorwelle 4 relativ zu dem Gehäuse 48 abgestützt ist, sind die beiden ersten und zweiten Zahnräder 13, 15 relativ verdrehbar auf der Au ßenseite der Motorwelle 4 gelagert. Das zweite Zahnrad 15 / der zweite Übertra gungsbereich 30 befindet sich auf einer zweiten axialen Seite 35b des ersten Zahnra des 13, die dem zu einer ersten axialen Seite 35a hin angeordneten ersten Übertra gungsbereich 28 abgewandt ist. As also shown in FIGS. 3, 5 and 6, the motor shaft 4 is typically rotatably mounted relative to the housing 48 in the embodiments. Between two support bearings 49, on which the motor shaft 4 is supported relative to the housing 48, the two first and second gears 13, 15 are mounted on the outer side of the motor shaft 4 so as to be relatively rotatable. The second gear 15 / the second transmission area 30 is located on a second axial side 35b of the first Zahnra of 13, which faces away from the first transmission area 28 arranged towards a first axial side 35a.
Somit sind erfindungsgemäß die in Fig. 4 veranschaulichten Betriebszustände durch das Antriebssystem 1 realisierbar. In Fig. 4 ist mit Verbrenner allgemein die mit der Verbrennungskraftmaschine 3 gekoppelte Motorwelle 4 bezeichnet, als Generator das erste Zahnrad 13 und als Abtrieb das zweite Zahnrad 15. In einem typischen seriellen Fahrbetrieb (in der ersten Schaltstellung der Schalteinrichtung 12) treibt die Verbren nungskraftmaschine 3 den ersten Elektromotor 6 an, der wiederum elektrisch den zweiten Elektromotor 8 mit Antriebsenergie versorgt. Der zweite Elektromotor 8 bringt ein Drehmoment auf die Räder 9a, 9b auf. Der erste Elektromotor 6 dient dabei zur Erzeugung einer entsprechenden elektrischen Energie, die in einer Batterie zwischen gespeichert wird. Ein elektrischer Fahrzustand bei entkoppelter Verbrennungskraftma schine 3 (gemäß der dritten Schaltstellung der Schalteinrichtung 12) erfolgt durch Be trieb des zweiten Elektromotors 8 (mit einer elektrischen Energie aus der Batterie). Ein verbrennungsmotorisches oder hybrides Fahren erfolgt typischerweise in der zweiten Schaltstellung der Schalteinrichtung 12, indem sowohl die Verbrennungskraftma schine 3, der erste Elektromotor 6 als auch der zweite Elektromotor 8 mit dem ersten Zahnrad 13 gekoppelt sind. Ein Standladen erfolgt typischerweise ebenfalls in der ers ten Schaltstellung. Thus, according to the invention, the operating states illustrated in FIG. 4 can be implemented by the drive system 1. In FIG. 4, the motor shaft 4 coupled to the internal combustion engine 3 is generally referred to as the combustion engine, the first gear wheel 13 as the generator and the second gear wheel 15 as the output. In a typical series Driving mode (in the first switching position of the switching device 12) drives the internal combustion engine 3 to the first electric motor 6, which in turn electrically supplies the second electric motor 8 with drive energy. The second electric motor 8 applies torque to the wheels 9a, 9b. The first electric motor 6 is used to generate a corresponding electrical energy that is temporarily stored in a battery. An electrical driving state with decoupled internal combustion engine 3 (according to the third switching position of the switching device 12) is carried out by loading the second electric motor 8 (with electrical energy from the battery). An internal combustion engine or hybrid driving typically takes place in the second switching position of the switching device 12 in that both the internal combustion engine 3, the first electric motor 6 and the second electric motor 8 are coupled to the first gear 13. Stationary charging is typically also done in the first switch position.
In Verbindung mit Fig. 2 ist ein zweites erfindungsgemäßes Ausführungsbeispiel dar gestellt, das im Wesentlichen gemäß dem ersten Ausführungsbeispiel umgesetzt ist. Der Kürze wegen wird daher lediglich auf die Unterschiede zwischen diesen beiden Ausführungsbeispielen eingegangen. Wie in Fig. 2 ersichtlich, befindet sich nun nicht mehr das zweite Zahnrad 15 in direktem Zahneingriff mit dem Antriebsteil 10, sondern befindet sich unter Zwischenschaltung des Zwischenzahnrads 20 in indirekter Dreh verbindung mit dem Antriebsteil 10. In connection with FIG. 2, a second exemplary embodiment according to the invention is provided, which is essentially implemented according to the first exemplary embodiment. For the sake of brevity, only the differences between these two exemplary embodiments will be discussed. As can be seen in FIG. 2, the second gear 15 is no longer in direct tooth engagement with the drive part 10, but is in an indirect rotary connection with the drive part 10 with the intermediate gear 20 being interposed.
Folglich befindet sich nun das Zwischenzahnrad 20 in direktem Zahneingriff mit dem Antriebsteil 10 sowie dem zweiten Zahnrad 15. In diesem Zusammenhang sei auch auf die Figuren 7 und 8 verwiesen, die die nähere Anbindung des Zwischenzahnrades 20 erkennen lassen. Aus Figur 7 geht hervor, dass das Zwischenzahnrad 20 zwei in Umfangsrichtung versetzt zueinander angeordnete Zahneingriffsbereiche 50a, 50b (seiner Verzahnung 53) aufweist. Ein erster Zahneingriffsbereich 50a befindet sich mit dem motorwellenseitigen zweiten Zahnrad 15 in Zahneingriff. Ein zweiter Zahnein griffsbereich 50b befindet sich mit dem Antriebsteil 10 in Zahneingriff. Durch die sich gegenseitig unterscheidenden Durchmesser des Antriebsteils 10 und des zweiten Zahnrades 15 ergibt sich im Betrieb eine unterschiedliche Belastung der beiden Zahneingriffsbereiche 50a, 50b. Insbesondere in einem Betriebszustand (zweite Schaltstellung), in dem die Verbrennungskraftmaschine 3 aktiviert ist und den Genera tor / ersten Elektromotor 6 antreibt sowie der zweite Elektromotor 8 über das Plane tenteilgetriebe 16 das Zwischenzahnrad 20 antreibt, kommt es zum Übertragen eines hohen Moments an den Zahnflanken des entsprechenden Zahneingriffsbereichs 50a, 50b. In der dritten Schaltstellung dreht dann auf typischerweise das zweite Zahnrad 15 lastfrei (/ erzeugt nur Schleppmoment), sodass ein Antriebsmoment lediglich über den zweiten Zahneingriffsbereich 50b übertragen wird. As a result, the intermediate gear 20 is now in direct tooth engagement with the drive part 10 and the second gear 15. In this context, reference is also made to FIGS. 7 and 8, which show the closer connection of the intermediate gear 20. It can be seen from FIG. 7 that the intermediate gear 20 has two tooth engagement regions 50a, 50b (its toothing 53) which are arranged offset from one another in the circumferential direction. A first tooth engagement region 50a is in tooth engagement with the second gear 15 on the motor shaft side. A second Zahnein grip area 50b is with the drive part 10 in tooth engagement. The mutually different diameters of the drive part 10 and the second gear 15 result in different loads on the two tooth engagement areas 50a, 50b during operation. In particular in one operating state (second Switching position), in which the internal combustion engine 3 is activated and drives the generator / first electric motor 6 and the second electric motor 8 drives the intermediate gear 20 via the plane part transmission 16, a high torque is transmitted to the tooth flanks of the corresponding tooth meshing area 50a, 50b . In the third switching position, the second gear 15 then typically rotates without load (/ only generates drag torque), so that a drive torque is only transmitted via the second tooth engagement region 50b.
In anderen Worten ausgedrückt, bildet das Zwischenzahnrad 20 ein Antriebsritzel mit zwei Zahneingriffen 50a, 50b. Das Zwischenzahnrad 20 ist, wie bereits erwähnt, direkt mit dem als Traktionsmotor fungierenden zweiten Elektromotor 8 gekoppelt. Das Zwi schenzahnrad 20 befindet sich daher entlang eines Zahnräderzuges betrachtet mittig / innerhalb zwischen zwei beanstandeten Zahnrädern (Antriebsteil 10 und zweites Zahnrad 15). In other words, the intermediate gear 20 forms a drive pinion with two tooth meshes 50a, 50b. As already mentioned, the intermediate gear 20 is coupled directly to the second electric motor 8 functioning as a traction motor. The inter mediate gear 20 is therefore viewed along a gear train in the middle / within between two spaced gears (drive part 10 and second gear 15).
In Verbindung mit Figur 8 ist zudem eine bevorzugte Lagerung des Zwischenzahnra des 20 samt des mit ihm drehfest verbundenen Planetenträgers 19 an dem Gehäuse 48 (Getriebegehäuse) veranschaulicht. Das Zwischenzahnrad 20 ist über ein erstes Wälzlager 51 relativ zu diesem Gehäuse 48 verdrehbar gelagert. Das Zwischenzahn rad 20 weist einen Hohlraum 52 auf, der sich radial innerhalb seiner Verzahnung 53 befindet und in dem das erste Wälzlager 51 eingeschoben / aufgenommen ist. Als kompakte Lösung hat es sich herausgestellt, wenn ein Lageraußenring 54 des ersten Wälzlagers 51 als stoffeinteiliger Bestandteil des Zwischenzahnrades 20 ausgebildet ist. Ein Lagerinnenring 55 des ersten Wälzlagers 51 ist in dieser Ausführung gar direkt als stoffeinteiliger Vorsprung 56 des Gehäuses 48 ausgebildet. Alternativ hierzu ist in weiteren Ausbildungen der Vorsprung 56 durch ein separat zu dem Gehäuse 48 aus gebildetes Element, beispielsweise durch einen aus dem Gehäuse 48 hinausragen den Bereich eines Schraubenbolzens, ersetzt. In connection with FIG. 8, a preferred mounting of the intermediate tooth 20 together with the planet carrier 19 connected to it in a rotationally fixed manner on the housing 48 (gear housing) is also illustrated. The intermediate gear 20 is rotatably mounted relative to this housing 48 via a first roller bearing 51. The intermediate tooth wheel 20 has a cavity 52 which is located radially inside its toothing 53 and in which the first roller bearing 51 is inserted / received. It has been found to be a compact solution when an outer bearing ring 54 of the first roller bearing 51 is designed as a single-part component of the intermediate gear 20. In this embodiment, an inner bearing ring 55 of the first roller bearing 51 is even formed directly as a projection 56 of the housing 48 made of one piece. As an alternative to this, in further embodiments, the projection 56 is replaced by an element formed separately from the housing 48, for example by the area of a screw bolt protruding from the housing 48.
In weiteren Ausführungen, wie in Fig. 7 gezeigt, ist der Lageraußenring 54 separat zu dem Zwischenzahnrad 20 ausgeformt und radial von innen, radial innerhalb des Hohl raums 52, mit dem Zwischenzahnrad 20 verbunden. Demnach ist der Lagerinnenring 55 auch separat zu dem Gehäuse 48 ausgebildet und auf dem Vorsprung 56 fixiert. Zudem geht aus Figur 8 hervor, dass das Zwischenzahnrad 20 ein stoffeinteiliger Be standteil einer mit dem Planetenträger 19 weiter verbundenen Welle ist. Axial versetzt zu dem ersten Wälzlager 51 ist ein weiteres zweites Wälzlager 57 an dieser Welle an gebracht. In further embodiments, as shown in FIG. 7, the bearing outer ring 54 is formed separately from the intermediate gear 20 and is connected to the intermediate gear 20 radially from the inside, radially inside the hollow space 52. Accordingly, the inner bearing ring 55 is also formed separately from the housing 48 and is fixed on the projection 56. In addition, it can be seen from FIG. 8 that the intermediate gear 20 is an integral part of a shaft that is further connected to the planet carrier 19. Axially offset to the first roller bearing 51, another second roller bearing 57 is placed on this shaft.
Auch sind die beiden Elektromotoren 6, 8 nun gegensinnig im Vergleich zu Fig. 2 in Bezug auf die erste Drehachse 43a angeordnet, wobei der zweite Elektromotor 8 samt dem Planetenteilgetriebe 16 näher zur Antriebsachse 32 hin angeordnet ist als der erste Elektromotor 6. The two electric motors 6, 8 are now arranged in opposite directions in comparison to FIG. 2 with respect to the first axis of rotation 43a, the second electric motor 8 together with the partial planetary gear 16 being arranged closer to the drive axis 32 than the first electric motor 6.
In anderen Worten ausgedrückt, werden durch das erfindungsgemäße Antriebssystem 1 folgende Vorteile erzielt: Eine Auslegung auf eine Flöchstgeschwindigkeit von 250 km/h ist möglich. Ein Abwurf des Fahrmotors 8 bei höheren Geschwindigkeiten zur Verringerung von Schleppverlusten ist möglich. Eine Auslegung des Fahrmotors 8 auf maximales Radmoment und Abwerfen bei höheren Geschwindigkeiten ist möglich. Eine Auslegung des maximalen Radmoments auch für Anhängerbetrieb ist möglich. Durch die achsparallele Anordnung der E-Motoren 6, 8 in der erfindungsgemäßen Ge triebestruktur 11 sind die Übersetzungen der beiden E-Motoren 6, 8 unabhängig von einander, wodurch die Übersetzung von Verbrenner 3 zu Generator 6 frei gewählt werden kann und nicht mehr an die Übersetzung zwischen Verbrenner 3 und Final Drive 10 gekoppelt ist. Dadurch ist eine optimierte Kennfeldabstimmung zwischen Verbrenner 3 und Generator 6 durch die separate Zahnradstufe deutlich leichter mög lich; 7. Die E-Motoren 6, 8 sind achsparallel anstatt koaxial hintereinander angeordnet, wodurch ein Abkoppeln einer der beiden E-Maschinen 6, 8 erleichtert wird. Je nach Verwendung der E-Motoren 6, 8 (großer vs. kleiner Durchmesser bzw. axial lang vs. kurz bauend) können dadurch auch deutliche Bauraumvorteile besonders für Front- Quer-Bauweisen in kleinen Fahrzeugen erreicht werden. Ein weiterer Vorteil ist der elektrische Boost-Betrieb, bei dem der Antrieb über beide E-Motoren 6, 8 ohne Ver brenner 3 möglich ist. In other words, the drive system 1 according to the invention achieves the following advantages: It can be designed for a maximum speed of 250 km / h. It is possible to drop the drive motor 8 at higher speeds to reduce drag losses. The travel motor 8 can be designed for maximum wheel torque and throwing off at higher speeds. The maximum wheel torque can also be designed for trailer operation. Due to the axially parallel arrangement of the electric motors 6, 8 in the inventive Ge transmission structure 11, the translations of the two electric motors 6, 8 are independent of each other, whereby the translation of the combustion engine 3 to the generator 6 can be freely selected and no longer to the Translation between the combustion engine 3 and Final Drive 10 is coupled. As a result, an optimized mapping between the combustion engine 3 and generator 6 is much easier possible, please include through the separate gear stage; 7. The electric motors 6, 8 are arranged axially parallel instead of coaxially one behind the other, which makes it easier to decouple one of the two electric machines 6, 8. Depending on the use of the electric motors 6, 8 (large vs. small diameter or axially long vs. short construction), significant advantages in terms of installation space can also be achieved, particularly for front-transverse constructions in small vehicles. Another advantage is the electric boost mode, in which the drive via both electric motors 6, 8 without Ver burner 3 is possible.
In einer bevorzugten Ausführung ist die Verbrennungskraftmaschine 3 (ICE) über eine Welle 4 mit dem Schaltelement 12 (Schalteinrichtung) verbunden. Zwei weitere Ein- bzw. Ausgänge des Schaltelements 12 sind mit den Zahnrädern 13 bzw. 15 verbun den. Über das Zahnrad 13 und das Zahnrad 42 kann der ICE 3 mit dem Generator 6 gekoppelt werden. Über die Zahnräder 15 und 10 ist der ICE 3 mit dem Differential 23, also den Rädern 9a, 9b, koppelbar. Der Fahrmotor 8 ist über den Planetensatz 14 und die Zahnräder 20, 15 und 10 mit dem Differential 23, also den Rädern 9a, 9b, koppel bar. Dabei dient das Zahnrad 15 als Zwischenrad. Der Planetensatz 14 ist dabei wie folgt angebunden: Hohlrad 21 : Bremse 22 (gegen fest); Planetenträger 19: Zahnrad 20; Sonnenrad 17: Fahrmotor 8. Im seriellen Fährbetrieb wird der ICE 3 mit dem Ge nerator 6 verbunden, welcher wiederrum elektrisch mit dem Fahrmotor 8 verbunden ist. Dieser treibt, wie oben beschrieben, über den Planetensatz 14 und die Zahnräder 20, 15, 10 die Räder 9a, 9b an. Dieser Betriebszustand ist für Vorwärts- und Rück wärtsfahren möglich. Rückwärtsfahren ist auch als reiner Batteriemodus möglich. Da bei dient der Generator 6 als zusätzlicher "Fahrmotor" und ist über die Zahnräder 42, 13, 15 und 10 mit den Rädern 9a, 9b verbunden. Gleichzeitig ist der Fahrmotor 8 über den Planentensatz 14 und die Zahnräder 13, 15 und 10 mit den Rädern 9a, 9b ver bunden. Der ICE 3 ist in diesem Betriebszustand nicht mit den Rädern 9a, 9b verbun den (ICE 3 ist entweder ausgeschaltet oder läuft im Leerlauf). Im Verbrennerbetrieb ist der ICE 3 über das Schaltelement 12 mit den Zahnrädern 15 und 10 mit den Rädern 9a, 9b verbunden. Dabei ist der Fahrmotor 8 über das Zahnrad 20 und das Planeten getriebe 14 ebenfalls mit den Rädern 9a, 9b verbunden, kann aber durch das Öffnen der Bremse 22 bei einer beliebigen Geschwindigkeit abgekoppelt werden. Ein weiterer Betriebszustand ist das Standladen. Dabei ist der ICE wie im seriellen Betrieb über die Zahnräder 13 und 42 mit dem Generator 6 verbunden und erzeugt elektrische Ener gie, die in der Batterie gespeichert wird. In a preferred embodiment, the internal combustion engine 3 (ICE) is connected to the switching element 12 (switching device) via a shaft 4. Two more one or outputs of the switching element 12 are verbun with the gears 13 and 15, respectively. The ICE 3 can be coupled to the generator 6 via the gear 13 and the gear 42. The ICE 3 can be coupled to the differential 23, that is to say the wheels 9a, 9b, via the gears 15 and 10. The traction motor 8 is via the planetary set 14 and the gears 20, 15 and 10 with the differential 23, ie the wheels 9a, 9b, koppel bar. The gear 15 serves as an intermediate gear. The planetary set 14 is connected as follows: ring gear 21: brake 22 (against fixed); Planet carrier 19: gear 20; Sun gear 17: drive motor 8. In serial ferry operation, the ICE 3 is connected to the generator 6, which in turn is electrically connected to the drive motor 8. As described above, this drives the wheels 9a, 9b via the planetary set 14 and the gears 20, 15, 10. This operating state is possible for driving forwards and backwards. Reversing is also possible as a pure battery mode. Since the generator 6 serves as an additional "traction motor" and is connected to the wheels 9a, 9b via the gears 42, 13, 15 and 10. At the same time the traction motor 8 is connected to the wheels 9a, 9b via the tarpaulin set 14 and the gears 13, 15 and 10. In this operating state, the ICE 3 is not connected to the wheels 9a, 9b (ICE 3 is either switched off or is idling). In combustion mode, the ICE 3 is connected to the gears 15 and 10 with the gears 9a, 9b via the switching element 12. The traction motor 8 is also connected to the wheels 9a, 9b via the gear 20 and the planetary gear 14, but can be decoupled by opening the brake 22 at any speed. Another operating state is the stationary charging. As in serial operation, the ICE is connected to the generator 6 via the gears 13 and 42 and generates electrical energy that is stored in the battery.
Mit Fig. 2 ist eine weitere Ausführungsform der Hybrid-Struktur 1 dargestellt. In die sem Fall dient das Zahnrad 20 als Zwischenrad und nicht wie in Fig. 1 das Zahnrad 15. Die oben beschriebenen Funktionen können mit dieser Struktur ebenso alle darge stellt werden. Bezuqszeichenliste Antriebssystem A further embodiment of the hybrid structure 1 is shown with FIG. 2. In this case, the gear 20 serves as an intermediate gear and not, as in Fig. 1, the gear 15. The functions described above can also be all Darge with this structure. List of references for the drive system
Ausgangswelle Output shaft
Verbrennungskraftmaschine Internal combustion engine
Motorwelle Motor shaft
erste Rotorwelle first rotor shaft
erster Elektromotor first electric motor
zweite Rotorwelle second rotor shaft
zweiter Elektromotor second electric motor
a erstes Rada first wheel
b zweites Radb second wheel
0 Antriebsteil 0 drive part
1 Getriebeeinheit1 gear unit
2 Schalteinrichtung 2 switching device
3 erstes Zahnrad 3 first gear
4 P lanetengetriebestufe 4 planetary gear stage
5 zweites Zahnrad5 second gear
6 Planetenteilgetriebe6 planetary gearboxes
7 Sonnenrad7 sun gear
8 Planetenrad8 planetary gear
9 Planetenträger9 planet carriers
0 Zwischenzahnrad0 idler gear
1 Hohlrad1 ring gear
2 Bremseinrichtung2 braking device
3 Differentialgetriebe3 differential gears
4 Verzahnung4 teeth
5 Rastiereinheit5 locking unit
6 Schiebehülse6 sliding sleeve
7 erster Verbindungsbereich7 first connection area
8 erster Übertragungsbereich8 first transmission range
9 zweiter Verbindungsbereich9 second connection area
0 zweiter Übertragungsbereich Kraftfahrzeug 0 second transmission range Motor vehicle
Antriebsachse Drive axle
Rastkontur Locking contour
Rastelement Locking element
a erste Seitea first page
b zweite Seite b second page
Aktuator Actuator
Hebelmechanismus Lever mechanism
Hebelelement Lever element
a erstes Endea first end
b zweites Ende b second end
Aufnahmekontur Receiving contour
Schwenkpunkt Pivot point
drittes Zahnrad third gear
a erste Drehachsea first axis of rotation
b zweite Drehachsec dritte Drehachse b second axis of rotation sec third axis of rotation
Grundkörper Base body
Aufnahmeloch Receiving hole
Innenverzahnung Internal gearing
Schiebeteil Sliding part
Gehäuse casing
Stützlager Support bearing
a erster Zahneingriffsbereichb zweiter Zahneingriffsbereich erstes Wälzlager a first tooth engagement area b second tooth engagement area first roller bearing
Hohlraum cavity
Verzahnung Interlocking
Lageraußenring Bearing outer ring
Lagerinnenring Bearing inner ring
Vorsprung head Start
zweites Wälzlager second roller bearing

Claims

Patentansprüche Claims
1. Antriebssystem (1 ) für ein hybrides Kraftfahrzeug (31 ), mit einer mit einer Aus gangwelle (2) einer Verbrennungskraftmaschine (3) rotatorisch koppelbaren oder gekoppelten Motorwelle (4), einem eine erste Rotorwelle (5) aufweisen den, in einem Hauptbetriebszustand als Generator betriebenen ersten Elekt romotor (6), einem eine radial versetzt zu der ersten Rotorwelle (5) angeord nete zweite Rotorwelle (7) aufweisenden, in dem Hauptbetriebszustand als Antriebsmotor betriebenen zweiten Elektromotor (8), einem mit der zweiten Rotorwelle (7) rotatorisch verbundenen und mit zumindest einem Rad (9a, 9b) des Kraftfahrzeuges (31 ) rotatorisch verbindbaren Antriebsteil (10) sowie ei ner zwischen der Motorwelle (4), den beiden Rotorwellen (5, 7) und dem An triebsteil (10) wirkend eingesetzten, schaltbaren Getriebeeinheit (11 ), wobei eine eine Schaltstellung der Getriebeeinheit (11 ) steuernde Schalteinrichtung (12) zwischen der Motorwelle (4), einem mit der ersten Rotorwelle (5) perma nent rotatorisch gekoppelten ersten Zahnrad (13) und einem mit der zweiten Rotorwelle (7) über eine zusätzliche Planetengetriebestufe (14) permanent ro tatorisch gekoppelten zweiten Zahnrad (15) derart wirkend eingesetzt ist, dass die Schalteinrichtung (12) in einer ersten Schaltstellung die Motorwelle (4) mit der ersten Rotorwelle (5) rotatorisch verbindet, während die zweite Rotorwelle (7) von der Motorwelle (4) rotatorisch entkoppelt ist, in einer zweiten Schalt stellung die Motorwelle (4) sowohl mit der ersten Rotorwelle (5) als auch mit der zweiten Rotorwelle (7) rotatorisch verbindet und in einer dritten Schaltstel lung die beiden Rotorwellen (5, 7) miteinander rotatorisch verbindet, während die Motorwelle (4) von den beiden Rotorwellen (5, 7) rotatorisch entkoppelt ist. 1. Drive system (1) for a hybrid motor vehicle (31), with an output shaft (2) from an internal combustion engine (3) rotatably couplable or coupled motor shaft (4), a first rotor shaft (5) have the, in a main operating state first electric motor (6) operated as a generator, one having a second rotor shaft (7) arranged radially offset from the first rotor shaft (5), operated as a drive motor in the main operating state, one with the second rotor shaft (7) rotatably connected and with at least one wheel (9a, 9b) of the motor vehicle (31) rotatably connectable drive part (10) and egg ner between the motor shaft (4), the two rotor shafts (5, 7) and the drive part (10) used , switchable transmission unit (11), wherein a switching device (12) controlling a switching position of the transmission unit (11) between the motor shaft (4), one with the first rotor shaft (5) perma nent r otatorically coupled first gearwheel (13) and a second gearwheel (15) which is permanently rotationally coupled to the second rotor shaft (7) via an additional planetary gear stage (14) is used so that the switching device (12) in a first switching position the motor shaft ( 4) rotatably connects to the first rotor shaft (5), while the second rotor shaft (7) is rotationally decoupled from the motor shaft (4), in a second switching position the motor shaft (4) both with the first rotor shaft (5) and with the second rotor shaft (7) rotatably connects and in a third switching position the two rotor shafts (5, 7) rotatably connects with each other, while the motor shaft (4) is rotatably decoupled from the two rotor shafts (5, 7).
2. Antriebssystem (1 ) nach Anspruch 1 , dadurch gekennzeichnet, dass die Planetengetriebestufe (14) durch ein Planetenteilgetriebe (16) ausgebildet ist, von welchem Planetenteilgetriebe (16) ein Sonnenrad (17) unmittelbar mit der zweiten Rotorwelle (7) permanent verbunden ist, ein mehrere Planetenräder (18) lagernder Planetenträger (19) mit einem Zwischenzahnrad (20), das sich in Zahneingriff mit dem zweiten Zahnrad (15) befindet, verbunden ist und ein Hohlrad (21 ) mittels einer Bremseinrichtung (22) fahrzeugrahmenfest anordenbar ist. 2. Drive system (1) according to claim 1, characterized in that the planetary gear stage (14) is formed by a partial planetary gear (16), of which partial planetary gear (16) a sun gear (17) is permanently connected directly to the second rotor shaft (7) , a planet carrier (19) supporting several planet gears (18) is connected to an intermediate gear (20) which is in meshing engagement with the second gear (15) and a ring gear (21) can be arranged fixed to the vehicle frame by means of a braking device (22).
3. Antriebssystem (1 ) nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Antriebsteil (10) als ein Eingangszahnrad eines Differentialgetriebes (23) ausgebildet ist. 3. Drive system (1) according to claim 1 or 2, characterized in that the drive part (10) is designed as an input gear of a differential gear (23).
4. Antriebssystem (1 ) nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das Antriebsteil (10) eine Verzahnung (24) aufweist, welche4. Drive system (1) according to one of claims 1 to 3, characterized in that the drive part (10) has a toothing (24) which
Verzahnung (24) sich unmittelbar mit dem zweiten Zahnrad (15) in Zahnein griff befindet. Toothing (24) is directly engaged with the second gear (15) in Zahnein.
5. Antriebssystem (1 ) nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass das Antriebsteil (10) eine Verzahnung (24) aufweist, welche5. Drive system (1) according to one of claims 1 to 4, characterized in that the drive part (10) has a toothing (24) which
Verzahnung (24) sich unmittelbar mit dem mit der zweiten Rotorwelle (7) ro tatorisch gekoppelten Zwischenzahnrad (20) in Zahneingriff befindet, und wo bei das Zwischenzahnrad (20) weiterhin mit dem zweiten Zahnrad (15) rota torisch gekoppelt ist. Toothing (24) is directly in mesh with the intermediate gear (20), which is rotationally coupled to the second rotor shaft (7), and where the intermediate gear (20) continues to be rotationally coupled to the second gear (15).
6. Antriebssystem (1 ) nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Schalteinrichtung (12) eine in der jeweiligen Schaltstellung über eine Rastiereinheit (25) blockierte Schiebehülse (26) aufweist, welche Schiebehülse (26) unmittelbar in dem ersten Zahnrad (13) verschiebbar auf genommen ist. 6. Drive system (1) according to one of claims 1 to 5, characterized in that the switching device (12) has a sliding sleeve (26) blocked in the respective switching position via a locking unit (25), which sliding sleeve (26) is directly in the first Gear (13) is slidably taken on.
7. Antriebssystem (1 ) nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass die Schiebehülse (26) permanent in jeder Schaltstellung mit dem ersten Zahnrad (13) drehfest aufgenommen ist. 7. Drive system (1) according to one of claims 1 to 6, characterized in that the sliding sleeve (26) is permanently received in a rotationally fixed manner in each switching position with the first gear wheel (13).
8. Antriebssystem (1 ) nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die Schiebehülse (26) einen ersten Verbindungsbereich (27) aufweist, der mit einem ersten Übertragungsbereich (28) an der Motorwelle (4) koppelbar ist, und einen zweiten Verbindungsbereich (29) aufweist, der mit einem zweiten Übertragungsbereich (30) an dem zweiten Zahnrad (15) kop pelbar ist. 8. Drive system (1) according to one of claims 1 to 7, characterized in that the sliding sleeve (26) has a first connection area (27) which can be coupled to a first transmission area (28) on the motor shaft (4), and one second connection area (29) which can be coupled with a second transmission area (30) on the second gear (15).
9. Kraftfahrzeug (31 ) mit einem Antriebssystem (1 ) nach einem der Ansprüche 1 bis 8, wobei das Antriebsteil (10) mit den Rädern (9a, 9b) des Kraftfahrzeuges (31 ) rotatorisch gekoppelt ist. 9. Motor vehicle (31) with a drive system (1) according to one of claims 1 to 8, wherein the drive part (10) is rotatably coupled to the wheels (9a, 9b) of the motor vehicle (31).
10. Kraftfahrzeug (31 ) nach Anspruch 9, dadurch gekennzeichnet, dass die Ver brennungskraftmaschine (3) mit ihrer Ausgangswelle (2) quer zu einer Fahr zeuglängsachse angeordnet ist und/oder das Antriebsteil (10) mit Rädern (9a, 9b) einer Antriebsachse (32) rotatorisch verbunden ist. 10. Motor vehicle (31) according to claim 9, characterized in that the internal combustion engine (3) with its output shaft (2) is arranged transversely to a vehicle longitudinal axis and / or the drive part (10) with wheels (9a, 9b) of a drive axle (32) is rotationally connected.
EP20710418.3A 2019-04-16 2020-02-25 Drive system for a hybrid motor vehicle with convertible direct through-drive for a wheel, and motor vehicle Withdrawn EP3956164A1 (en)

Applications Claiming Priority (3)

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DE102019110046 2019-04-16
DE102019131956.0A DE102019131956A1 (en) 2019-04-16 2019-11-26 Drive system for a hybrid motor vehicle with convertible direct drive to a wheel; as well as motor vehicle
PCT/DE2020/100132 WO2020211892A1 (en) 2019-04-16 2020-02-25 Drive system for a hybrid motor vehicle with convertible direct through-drive for a wheel, and motor vehicle

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EP3956164A1 true EP3956164A1 (en) 2022-02-23

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EP (1) EP3956164A1 (en)
KR (1) KR20210153602A (en)
CN (1) CN113710524A (en)
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WO (1) WO2020211892A1 (en)

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US20220176801A1 (en) 2022-06-09
DE102019131956A1 (en) 2020-10-22
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CN113710524A (en) 2021-11-26
WO2020211892A1 (en) 2020-10-22

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