JP7453262B2 - Hybrid transmission for cars and cars with integrated air conditioning compressor - Google Patents

Hybrid transmission for cars and cars with integrated air conditioning compressor Download PDF

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JP7453262B2
JP7453262B2 JP2021578148A JP2021578148A JP7453262B2 JP 7453262 B2 JP7453262 B2 JP 7453262B2 JP 2021578148 A JP2021578148 A JP 2021578148A JP 2021578148 A JP2021578148 A JP 2021578148A JP 7453262 B2 JP7453262 B2 JP 7453262B2
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gear
shaft
hybrid transmission
electric motor
drive
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JP2022538471A (en
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ホッペ マークス
ピーパー トアステン
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Schaeffler Technologies AG and Co KG
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    • 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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • 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
    • B60K6/42—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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members 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
    • B60K6/42—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
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Description

本発明は、内燃機関のクランクシャフトと結合可能であり回転可能な入力シャフトと、第１のロータシャフトを有する第１の電気モータと、自動車の少なくとも１つのホイールと回転可能に結合可能な駆動部分と、入力シャフトと第１のロータシャフトと駆動部分との間で作用するように構成される切換可能なギヤユニットと、を有する、（ハイブリッド化された）自動車のためのハイブリッドトランスミッションに関する。さらに本発明は、このようなハイブリッドトランスミッションを有する自動車に関する。 The invention includes a rotatable input shaft connectable to a crankshaft of an internal combustion engine, a first electric motor having a first rotor shaft, and a drive part rotatably connectable to at least one wheel of a motor vehicle. and a switchable gear unit configured to act between an input shaft, a first rotor shaft and a drive part. Furthermore, the invention relates to a motor vehicle having such a hybrid transmission.

当分野に属するハイブリッドトランスミッションは、従来技術からすでに十分に知られている。たとえばドイツ特許出願公開第１０２０１７２０６５１０Ａ１号明細書は、シリアル／パラレルハイブリッド車両のためのトランスミッション構造を開示している。さらに出願人には、ドイツ特許出願第１０２０１９１１００４６．１号明細書として２０１９年４月１６日付けをもってすでにドイツ特許・商標庁にすでに提出されている、ホイールへの変換可能な直結駆動部を有するハイブリッド自動車のための駆動システムを開示した内部的な先行技術が周知となっている。 Hybrid transmissions belonging to the field are already well known from the prior art. For example, DE 102017206510 A1 discloses a transmission structure for a serial/parallel hybrid vehicle. Furthermore, the applicant is entitled to a hybrid vehicle with a direct drive convertible to wheels, which has already been filed with the German Patent and Trademark Office as German Patent Application No. 102019110046.1 on 16 April 2019 Internal prior art disclosing drive systems for motor vehicles is well known.

このように、可能な限りコンパクトな設計形態を促進することを目的としたハイブリッドトランスミッションがすでに知られている。しかし、エアコンコンプレッサーをも巧みな方式で配置するためには、このようなコンパクト性をいっそう高め、ハイブリッドトランスミッションの構造を簡素化する必要がある。 Hybrid transmissions are thus already known which aim to promote the most compact possible design configuration. However, in order to cleverly arrange the air conditioner compressor, it is necessary to further improve this compactness and simplify the structure of the hybrid transmission.

したがって本発明の課題は、従来技術から知られている欠点を取り除き、特に、いっそうコンパクトで簡素化された構造を有するハイブリッドモジュールを提供することにある。 It is therefore an object of the invention to eliminate the drawbacks known from the prior art and, in particular, to provide a hybrid module with a more compact and simplified construction.

このことは本発明によると、エアコンコンプレッサーの駆動シャフトに対して回転不能に結合された駆動歯車が、入力シャフトに対して同軸に配置された、ギヤユニットの中間歯車と直接的に噛合係合するように、エアコンコンプレッサーが配置されることによって解決される。 According to the invention, this means that the drive gear, which is non-rotatably connected to the drive shaft of the air conditioner compressor, is in direct meshing engagement with the intermediate gear of the gear unit, which is arranged coaxially with respect to the input shaft. This is solved by arranging the air conditioner compressor.

このようにして、エアコンコンプレッサーがハイブリッドトランスミッションに巧みに統合され、従来のように別個のベルトドライブを介して結合されるのではなくなる。設計スペースの明らかな節減が、その帰結である。ベルトドライブが省略されることで、構造も簡素化される。 In this way, the air conditioner compressor is cleverly integrated into the hybrid transmission and is no longer coupled via a separate belt drive as is the case in the past. A clear saving in design space is the consequence. The structure is also simplified by omitting the belt drive.

その他の好ましい実施形態は従属請求項に記載されており、以下において詳しく説明する。 Further preferred embodiments are set out in the dependent claims and explained in more detail below.

エアコンコンプレッサーが取付位置において、内燃機関のクランクシャフト回転軸の（作用する重力を基準として見たときに）上方または下方に配置されると、エアコンコンプレッサーが空いた設計スペースへ特別に巧みに統合される。しかしながら原則として、別の実施形態では、クランクシャフトの円周に沿ったエアコンコンプレッサーの代替的な配置も好ましい。 If the air conditioner compressor is located in its installation position above or below the axis of rotation of the crankshaft of the internal combustion engine (relative to the acting gravity), the air conditioner compressor can be specially and skillfully integrated into the free design space. Ru. However, in principle, alternative arrangements of the air conditioner compressor along the circumference of the crankshaft are also preferred in further embodiments.

駆動シャフトが第１のロータシャフトに対して同軸に配置されるのも好ましい。このようにして第１の電気モータの側方への、設計スペースを節減するエアコンコンプレッサーの配置が促進される。 It is also preferred that the drive shaft is arranged coaxially with respect to the first rotor shaft. In this way, a design space-saving arrangement of the air conditioner compressor to the side of the first electric motor is facilitated.

さらにこの関連で、第１の電気モータが取付位置において、入力シャフトに沿って見たときに内燃機関に対してオフセットされて配置され、エアコンコンプレッサーは、第１の電気モータの、内燃機関と対向する側に、または、第１の電気モータの、内燃機関と反対の側に配置されると好都合である。内燃機関と対向する側への配置の場合、空いた設計スペースが効果的に利用されるという利点がある。内燃機関と反対の側への配置の場合、エアコンコンプレッサーの良好なアクセス性とモジュール性の両方を具体化可能であるという利点がある。 Further in this connection, the first electric motor is arranged in its mounting position offset with respect to the internal combustion engine when viewed along the input shaft, and the air conditioner compressor is arranged opposite to the internal combustion engine of the first electric motor. It is advantageous if the first electric motor is arranged on the side opposite to the internal combustion engine or on the side of the first electric motor facing away from the internal combustion engine. The arrangement on the side facing the internal combustion engine has the advantage that free design space is utilized effectively. The arrangement opposite the internal combustion engine has the advantage that both good accessibility and modularity of the air conditioning compressor can be implemented.

このときエアコンコンプレッサーは、第１の電気モータの、内燃機関と対向する側に配置される場合、軸方向で第１の電気モータと駆動歯車との間に配置されるか、または軸方向で駆動歯車の、第１の電気モータと反対の側に配置されると特に好ましい。第１の電気モータと駆動歯車の間へのエアコンコンプレッサーの配置の場合、エアコンコンプレッサーが支承部に対して可能な限り直接的にオフセットされて配置される。それにより、ハイブリッドトランスミッションの特別に巧みな、摩耗の少ない構成がもたらされる。 In this case, if the air conditioner compressor is arranged on the side of the first electric motor facing the internal combustion engine, it is arranged axially between the first electric motor and the drive gear, or it is driven in the axial direction. It is particularly preferred if it is arranged on the side of the gear wheel opposite the first electric motor. In the case of arranging the air conditioner compressor between the first electric motor and the drive gear, the air conditioner compressor is arranged offset as directly as possible with respect to the bearing. This results in a particularly sophisticated and low-wear configuration of the hybrid transmission.

さらに、エアコンコンプレッサーがハイブリッドトランスミッションのハウジングの内部に配置されるか、またはハイブリッドトランスミッションのハウジングの外部に位置決めされ、好ましくはハウジングに取り付けられると好ましいことが判明している。それにより、エアコンコンプレッサーを独自の設計単位として特別に容易に製造し、組み付けることができる。 Furthermore, it has proven advantageous if the air conditioner compressor is arranged inside the housing of the hybrid transmission or positioned outside the housing of the hybrid transmission, preferably attached to the housing. This makes it possible to manufacture and assemble the air conditioner compressor as a unique design unit with particular ease.

さらにハイブリッドトランスミッションの構造については、第１のロータシャフトに対して径方向にオフセットされて配置された第２のロータシャフトを有する第２の電気モータをさらに有していると好ましいことが判明しており、第１の電気モータは主動作状態のときに発電機として作動するように構成されて制御可能であり、第２の電気モータは主動作状態のときに駆動モータとして作動するように構成されて制御可能である。 Furthermore, it has proven advantageous for the construction of the hybrid transmission to further include a second electric motor with a second rotor shaft arranged radially offset with respect to the first rotor shaft. the first electric motor is configured and controllable to operate as a generator when in the main operating state, and the second electric motor is configured to operate as a drive motor when in the main operating state. controllable.

それに応じて、ギヤユニットの切換位置を制御する切換装置が、入力シャフトと、駆動歯車と、さらなるプラネタリギヤ段を介して第２のロータシャフトと恒常的に結合され回転可能なさらなる歯車と、の間で作用するように構成され、それにより、切換装置は、第１の切換位置では入力シャフトを第１のロータシャフトと回転可能に結合する一方、第２のロータシャフトは入力シャフトから回転可能に結合解除され、切換装置は、第２の切換位置では入力シャフトを第１のロータシャフトと第２のロータシャフトとの両方と回転可能に結合し、切換装置は、第３の切換位置では両方のロータシャフトを互いに回転可能に結合する一方、入力シャフトは両方のロータシャフトから回転可能な結合は解除されるのも好都合である。 Accordingly, a switching device for controlling the switching position of the gear unit is provided between the input shaft, the drive gear and a further rotatable gear permanently connected to the second rotor shaft via a further planetary gear stage. wherein the switching device is configured to rotatably couple the input shaft to the first rotor shaft in the first switching position, while the second rotor shaft rotatably couples from the input shaft. When released, the switching device rotatably couples the input shaft with both the first rotor shaft and the second rotor shaft in the second switching position, and the switching device rotatably couples the input shaft with both the first rotor shaft and the second rotor shaft in the third switching position. It is also advantageous for the input shaft to be rotatably coupled to both rotor shafts while the shafts are rotatably coupled to each other.

さらに駆動部分はディファレンシャルギヤの入力歯車として、巧みな方式で構成される。 Furthermore, the drive part is cleverly constructed as the input gear of the differential gear.

さらに本発明は、上に説明した各実施形態のうちの少なくとも１つに基づく本発明のハイブリッドトランスミッションと内燃機関とを有する（ハイブリッド）自動車に関し、内燃機関のクランクシャフトが入力シャフトに対して回転不能に結合され、駆動部分が自動車のホイールと回転可能に結合される。 Furthermore, the present invention relates to a (hybrid) vehicle having an internal combustion engine and a hybrid transmission of the present invention based on at least one of the embodiments described above, in which the crankshaft of the internal combustion engine cannot rotate relative to the input shaft. and the drive portion is rotatably coupled to the vehicle wheel.

内燃機関は、そのクランクシャフトが（自動車の）車両長軸と交差するように配置され、かつ／または駆動部分が駆動アクスルのホイールと回転可能に結合されていると、自動車の特別に効率的な設計形態が保証される。 An internal combustion engine provides a particularly efficient engine for motor vehicles if its crankshaft is arranged transversely to the longitudinal axis of the vehicle (of the motor vehicle) and/or the drive part is rotatably coupled to the wheels of the drive axle. Design form is guaranteed.

換言すれば、このようにして本発明により、統合されたエアコンコンプレッサーを有するハイブリッドトランスミッション構造が具体化される。製造コストと設計スペースを削減するために、本発明によると、エアコンエアコンコンプレッサーは、ハイブリッドトランスミッション構造の（既存の）第２の歯車と結合された歯車（駆動歯車）を有する。このような歯車を利用することで、エアコンコンプレッサーから内燃機関までのギヤ伝達比を自由に選択することができる。 In other words, the invention thus embodies a hybrid transmission structure with an integrated air conditioning compressor. In order to reduce manufacturing costs and design space, according to the invention, the air conditioner air compressor has a gear (drive gear) coupled with an (existing) second gear of the hybrid transmission structure. By using such gears, it is possible to freely select the gear transmission ratio from the air conditioner compressor to the internal combustion engine.

次に、以下において図面を参照しながら本発明について詳しく説明し、その文脈においてさまざまな実施例も示される。 The invention will now be explained in detail below with reference to the drawings, in which context also various embodiments are presented.

図１は、本発明によるハイブリッドトランスミッションの模式的な断面図を示しており、３つの異なる実施例に基づく統合されたエアコンコンプレッサーのそれぞれ異なる位置を見ることができる。FIG. 1 shows a schematic cross-sectional view of a hybrid transmission according to the invention, in which different positions of an integrated air conditioning compressor according to three different embodiments can be seen. 図２は、図示している車両長手方向に向く紙面の外部へのエアコンコンプレッサーの配置によって実質的に図１と相違する、別の実施例に基づく本発明のハイブリッドトランスミッションの模式的な断面図を示す。FIG. 2 shows a schematic sectional view of a hybrid transmission according to the invention according to another embodiment, which differs substantially from FIG. show. 図３は、図２のハイブリッドトランスミッションの簡略化した側面図を示し、２つのロータシャフト、クランクシャフト、およびエアコンコンプレッサーの駆動シャフトの相対的な配置を特別に良く見ることができる。FIG. 3 shows a simplified side view of the hybrid transmission of FIG. 2, allowing a particularly good view of the relative arrangement of the two rotor shafts, the crankshaft, and the drive shaft of the air conditioner compressor. 図４は、別の実施例に基づく本発明のハイブリッドトランスミッションの簡略化した側面図を示し、図２と比べたとき、車両内で長手方向に延びる平面の上方にエアコンコンプレッサーが配置されている。FIG. 4 shows a simplified side view of a hybrid transmission of the invention according to another embodiment, when compared to FIG. 2, in which the air conditioner compressor is arranged above a longitudinal plane in the vehicle.

各図面は模式的な性格のものにすぎず、本発明の理解にのみ資するものである。同じ部材には同じ符号が付されている。異なる実施例の異なる構成要件も、原則として互いに自由に組合せ可能である。 The drawings are only of a schematic nature and serve only for understanding the invention. Identical members are given the same reference numerals. Different constituent features of different embodiments can in principle also be freely combined with each other.

図１との関連で、それぞれ異なる実施例に基づく本発明のハイブリッドトランスミッション１の原理的な構造が図解されている。ハイブリッドトランスミッション１は、符号２０で示唆されているハイブリッド自動車に統合される。特に、自動車２０の駆動アクスル２２（ここではフロントアクスル、代替的にリヤアクスル）も共に示されており、駆動アクスル２２のホイール７ａ，７ｂを、ハイブリッドトランスミッション１のさまざまな機械（内燃機関３および電気モータ６，１６）を介して駆動可能である。ハイブリッドトランスミッション１の内燃機関３は、この実施形態では、内燃機関３の長軸が、すなわち内燃機関３のクランクシャフト２のクランクシャフト軸２４が、車両２０の長軸（車両長軸／車両長手方向）に対して横向きに、ここでは垂直にアライメントされる、好ましいフロント横置き配置になっている。 In connection with FIG. 1, the basic structure of a hybrid transmission 1 according to the invention according to different embodiments is illustrated. The hybrid transmission 1 is integrated into a hybrid vehicle indicated by the reference numeral 20 . In particular, the drive axle 22 (here the front axle, alternatively the rear axle) of the motor vehicle 20 is also shown, and the wheels 7a, 7b of the drive axle 22 can be connected to the various machines (internal combustion engine 3 and electric motor) of the hybrid transmission 1. 6, 16). In this embodiment, the internal combustion engine 3 of the hybrid transmission 1 is arranged such that the long axis of the internal combustion engine 3, that is, the crankshaft axis 24 of the crankshaft 2 of the internal combustion engine 3 is aligned with the long axis of the vehicle 20 (vehicle long axis/vehicle longitudinal direction). ) in the preferred front transverse arrangement, aligned transversely, here vertically, with respect to

シリアルハイブリッドドライブとしてのハイブリッドトランスミッション１の構成に基づき、ハイブリッドトランスミッション１は、内燃機関３に加えて２つの電気モータ６，１６も有している。第１の電気モータ６は、主動作状態のときに発電機として作用するように構成されている。しかしながら第１の電気モータ６は、原則として、たとえば純粋に電気式のリバース走行のために、駆動モータとして切換可能である。第１の電気モータ６によって生成される電気出力を消費する第２の電気モータ１６が、駆動モータ／走行モータとして具体化されている。 Due to the configuration of the hybrid transmission 1 as a serial hybrid drive, the hybrid transmission 1 has, in addition to the internal combustion engine 3, also two electric motors 6, 16. The first electric motor 6 is configured to act as a generator when in the main operating state. However, the first electric motor 6 can in principle be switched as a drive motor, for example for purely electric reverse driving. A second electric motor 16, which consumes the electrical power generated by the first electric motor 6, is embodied as a drive motor/travel motor.

両方の電気モータ６，１６は、それぞれのロータシャフト５，１５の回転軸２３ａ，２３ｂをもって、径方向で互いにオフセットされて配置されている。第１の電気モータ６は、（第１の）回転軸２３ａを中心として回転可能に支承された第１のロータシャフト５を有する。第２の電気モータ１６は、（第２の）回転軸２３ｂを中心として回転可能に支承された第２のロータシャフト１５を有する。第１の電気モータ６は総体として、すなわち図面の見やすさのためにここには示さないステータ、およびステータに対して回転可能に配置されて第１のロータシャフト５に対して回転不能に結合されるロータを含めて、第１の回転軸２３ａの径方向で、ステータおよびステータに対して相対的に回転可能に配置されて第２のロータシャフト１５と回転不能に結合されたロータも含めた第２の電気モータ１６に対して、オフセットされて配置されている。両方の電気モータ６，１６は、図示している取付位置では、クランクシャフト回転軸２４に対しても相対的に径方向にオフセットされて配置される。車両長軸に沿って見たとき、クランクシャフト回転軸２４は第１の回転軸２３ａと第２の回転軸２３ｂとの間にある。 The two electric motors 6, 16 are arranged radially offset from each other with the rotation axes 23a, 23b of the respective rotor shafts 5, 15. The first electric motor 6 has a first rotor shaft 5 rotatably supported around a (first) rotating shaft 23a. The second electric motor 16 has a second rotor shaft 15 rotatably supported around a (second) rotation axis 23b. The first electric motor 6 as a whole, i.e. the stator, which is not shown here for clarity of the drawing, is rotatably arranged relative to the stator and non-rotatably coupled to the first rotor shaft 5. The rotor includes a stator and a rotor that is rotatably arranged relative to the stator in the radial direction of the first rotating shaft 23a and is non-rotatably coupled to the second rotor shaft 15. The two electric motors 16 are offset from each other. In the illustrated mounting position, the two electric motors 6, 16 are also arranged radially offset relative to the crankshaft axis of rotation 24. When viewed along the vehicle longitudinal axis, the crankshaft rotation axis 24 is located between the first rotation axis 23a and the second rotation axis 23b.

ハイブリッドトランスミッション１のさまざまに異なる動作状態を具体化するために、内燃機関３／クランクシャフト２に対して回転不能に結合された入力シャフト４と、両方の電気モータ６，１６およびこれらの両方のロータシャフト５，１５と、ハイブリッドトランスミッション１の駆動部分８との間に、ギヤユニット９が設けられている。ギヤユニット９は切換ギヤとして具体化されており、さまざまな動作状態を具体化するためにさまざまな切換位置にすることが可能である。ギヤユニット９は、切換装置１７によって制御可能である。 In order to realize different operating states of the hybrid transmission 1, an input shaft 4 is connected non-rotatably to the internal combustion engine 3/crankshaft 2 and both electric motors 6, 16 and their two rotors. A gear unit 9 is provided between the shafts 5 , 15 and the drive part 8 of the hybrid transmission 1 . The gear unit 9 is embodied as a switching gear and can be placed in different switching positions in order to implement different operating states. Gear unit 9 can be controlled by a switching device 17 .

ギヤユニット９は、クランクシャフト２と回転不能に連結される、もしくはクランクシャフト２の１つの領域によって直接的に具体化される、中央に配置された入力シャフト４（簡略にシャフトとも呼ぶ）を有する。入力シャフト４はクランクシャフト２に対して同軸に配置され、したがって、共通のクランクシャフト回転軸２４を中心として回転可能である。さらにギヤユニット９は、第１のロータシャフト５と恒常的に回転不能に結合／連結された中間歯車１３を有する。中間歯車１３は、入力軸４に対して同軸に配置されている。中間歯車１３は中空軸歯車として構成されており、入力軸４に径方向外側から回転可能に支承されている。第１のロータ軸５と中間歯車１３を回転不能に結合するために駆動歯車１２が設けられており、この駆動歯車１２は第１のロータシャフト５と回転不能に結合されるとともに、中間歯車１３と噛合係合している。 The gear unit 9 has a centrally arranged input shaft 4 (also simply referred to as shaft) which is non-rotatably connected to the crankshaft 2 or is directly embodied by one region of the crankshaft 2. . The input shaft 4 is arranged coaxially with respect to the crankshaft 2 and is therefore rotatable about a common crankshaft rotation axis 24 . Furthermore, the gear unit 9 has an intermediate gear 13 which is permanently and non-rotatably connected to the first rotor shaft 5 . The intermediate gear 13 is arranged coaxially with the input shaft 4. The intermediate gear 13 is configured as a hollow shaft gear, and is rotatably supported on the input shaft 4 from the outside in the radial direction. A drive gear 12 is provided for non-rotatably coupling the first rotor shaft 5 and the intermediate gear 13. It is meshingly engaged with.

さらにギヤユニット９は、第２のロータシャフト１５との連結のための役目を果たす歯車１９を有する。歯車１９は、入力シャフト４の軸方向で中間歯車１３と並んで配置されている。歯車１９も中空軸歯車として具体化されており、入力軸４に径方向外側から回転可能に支承されている。歯車１９は、この実施形態では、さらなる（第２の）中間歯車２５を介してプラネタリギヤ段１８と結合されている。プラネタリギヤ段１８は、さらに第２のロータシャフト１５と回転結合されている。さらに図１に見られるとおり、歯車１９と噛み合うさらなる中間歯車２５は、プラネタリ部分ギヤを形成するプラネタリギヤ段１８のプラネタリキャリア２６と直接的に回転不能に結合されている。さらにギヤユニット９のプラネタリ部分ギヤは、典型的には、第２のロータシャフト１５と直接的に回転不能に結合されるサンギヤ２７を有する。プラネタリキャリア２６の上で回転可能に受容された、円周方向に配分されて配置されているプラネタリピニオン２８が、サンギヤ２７とさらに噛合係合している。プラネタリピニオン２８とさらに噛合係合するリングギヤ２９が、ブレーキ装置３０と協同作用する。ハウジング固定された、すなわち車両フレーム固定されたブレーキ装置３０は、作動化した状態にあるとき、リングギヤ２９を車両フレームに対して相対的に固定する。不作動化した状態では、車両フレームに対するリングギヤ２９の自由回転が可能となり、それにより、ブレーキ装置３０がリングギヤ２９を回転に関してリリースする。 Furthermore, the gear unit 9 has a gear wheel 19 which serves for the connection with the second rotor shaft 15 . The gear 19 is arranged in line with the intermediate gear 13 in the axial direction of the input shaft 4. The gear 19 is also embodied as a hollow shaft gear and is rotatably supported on the input shaft 4 from the outside in the radial direction. The gearwheel 19 is connected in this embodiment to the planetary gear stage 18 via a further (second) intermediate gearwheel 25 . The planetary gear stage 18 is also rotationally connected to the second rotor shaft 15 . As can also be seen in FIG. 1, a further intermediate gear 25 meshing with the gear 19 is directly and non-rotatably connected to the planetary carrier 26 of the planetary gear stage 18 forming a planetary sub-gear. Furthermore, the planetary subgear of the gear unit 9 typically has a sun gear 27 which is directly non-rotatably connected to the second rotor shaft 15 . A circumferentially distributed planetary pinion 28 , which is rotatably received on the planetary carrier 26 , is also in meshing engagement with the sun gear 27 . A ring gear 29 which also meshes with the planetary pinion 28 cooperates with a brake device 30 . The housing-fixed, ie vehicle frame-fixed, brake device 30 fixes the ring gear 29 relative to the vehicle frame when in the activated state. In the deactivated state, free rotation of the ring gear 29 relative to the vehicle frame is allowed, whereby the braking device 30 releases the ring gear 29 in rotation.

さらに歯車１９は、さらなる中間歯車２５を介在させたうえで、駆動部分８と回転不能に結合されている。駆動部分８は、ここでは駆動アクスル２２のディファレンシャルギヤ２１の入力歯車として構成されている。したがって駆動部分８は、自動車２０の２つの図示するホイール７ａ，７ｂと恒常的に回転可能に結合される。 Furthermore, the gearwheel 19 is non-rotatably connected to the drive part 8 via a further intermediate gearwheel 25 . The drive part 8 is configured here as an input gear of a differential gear 21 of a drive axle 22 . The drive part 8 is thus permanently and rotatably connected to the two illustrated wheels 7a, 7b of the motor vehicle 20.

入力シャフト４と、両方のロータシャフト５，１５との間で、すなわちロータシャフト５，１５と連結された両方の歯車１３および１９との間で、切換装置１７が作用するように構成されている。切換装置１７は、原理的に、第１の切換位置では入力シャフト４を第１のロータシャフト５と回転連結／結合する一方、第２のロータシャフト１５が入力シャフト４（および第１のロータシャフト５）から回転可能な結合は解除されるように構成されている。切換装置１７の第２の切換位置では、入力シャフト４が第１のロータシャフト５と第２のロータシャフト１５との両方に回転可能に結合／連結される。切換装置１７の第３の切換位置では、両方のロータシャフト５，１５が互いに回転可能に結合／連結される一方、入力シャフト４は両方のロータシャフト５，１５から回転可能な結合は解除される。切換装置１７は、少なくとも部分的に中間ギヤ１３に直接的に統合される。 A switching device 17 is configured to act between the input shaft 4 and both rotor shafts 5, 15, that is to say between the two gear wheels 13 and 19 connected to the rotor shafts 5, 15. . In principle, the switching device 17 rotates/couples the input shaft 4 with the first rotor shaft 5 in the first switching position, while the second rotor shaft 15 connects/couples the input shaft 4 with the first rotor shaft 5 (and with the first rotor shaft 5). The rotatable coupling is configured to be released from 5). In the second switching position of the switching device 17, the input shaft 4 is rotatably coupled/coupled to both the first rotor shaft 5 and the second rotor shaft 15. In the third switching position of the switching device 17, both rotor shafts 5, 15 are rotatably coupled/coupled to each other, while the input shaft 4 is rotatably uncoupled from both rotor shafts 5, 15. . The switching device 17 is at least partially integrated directly into the intermediate gear 13 .

本発明による構成に関して、図１との関連では、ハイブリッドトランスミッション１に追加的に統合されたエアコンコンプレッサー１０の３つの異なる配設位置が示唆されている。エアコンコンプレッサー１０は、原則として、本発明に基づいてハイブリッドトランスミッション１に統合され、好ましくは、図面の見やすさのために詳しくは図示しないハイブリッドトランスミッション１のハウジングの内部に配置される。さらに別の構成では、エアコンコンプレッサー１０をハイブリッドトランスミッション１のハウジングの外部に配置し、好ましくはハウジングに取り付けることも原則としてできる。 Regarding the configuration according to the invention, three different installation positions of the air conditioning compressor 10 additionally integrated in the hybrid transmission 1 are suggested in connection with FIG. The air conditioner compressor 10 is in principle integrated into the hybrid transmission 1 according to the invention and is preferably arranged inside the housing of the hybrid transmission 1, which is not shown in detail for reasons of clarity of the drawing. In a further configuration, the air conditioner compressor 10 could in principle be arranged outside the housing of the hybrid transmission 1, preferably attached to the housing.

エアコンコンプレッサー１０は、特にそのハウジングおよび当該ハウジングから突出する駆動シャフト１１を示す図１に見ることができる。エアコンコンプレッサー１０はその駆動シャフト１１の側で、常に駆動歯車１２を介して中間歯車１３と直接的に噛み合う。したがって、図１では第１のロータシャフト５に対して同軸に配置されている駆動シャフト１１は、クランクシャフト回転軸２４に対して径方向にオフセットされるとともに、中間歯車１３と恒常的に噛合係合している。図１に示す第１の好ましい位置では、エアコンコンプレッサー１０は第１の実施例において、駆動歯車１２の、軸方向で第１の電気モータ６と反対の側に配置される。図１に示す第２の好ましい位置では、エアコンコンプレッサー１０は第２の実施例において、軸方向で駆動歯車１２と第１の電気モータ６との間に配置される。図１に示す第３の好ましい位置では、エアコンコンプレッサー１０は第３の実施形態において、第１および第２の実施形態のように第１の電気モータ６の、内燃機関３と対向する軸方向の側１４ａにではなく、第１の電気モータ６の、内燃機関３と反対の側１４ｂに配置される。 An air conditioner compressor 10 can be seen in FIG. 1 which shows in particular its housing and a drive shaft 11 projecting from the housing. On the side of its drive shaft 11, the air conditioner compressor 10 always meshes directly with an intermediate gear 13 via a drive gear 12. Therefore, the drive shaft 11, which is arranged coaxially with the first rotor shaft 5 in FIG. It matches. In a first preferred position shown in FIG. 1, the air conditioner compressor 10 is arranged in the first embodiment on the axially opposite side of the drive gear 12 from the first electric motor 6. In the second preferred position shown in FIG. 1, the air conditioner compressor 10 is arranged axially between the drive gear 12 and the first electric motor 6 in the second embodiment. In the third preferred position shown in FIG. Instead of being arranged on the side 14a, it is arranged on the side 14b of the first electric motor 6 facing away from the internal combustion engine 3.

最後に図２から４との関連で、実質的に第１の実施例に準じて具体化される、２つの別の好ましい実施例が具体化される。したがって簡略化のために、第１の実施例との相違点のみを説明する。図３および図４に詳細に見られるように、原則として、車両長手方向（符号矢印３２）に延びている図１および図２の紙面３１の上方（図４）または下方（図３）に、エアコンコンプレッサー１０を配置することも可能である。その場合にエアコンコンプレッサー１０は、第１の実施例の駆動歯車１２とは別個に構成される、中間歯車１３と噛合係合するさらなる駆動歯車を介して連結されるのが好ましい。 Finally, in connection with FIGS. 2 to 4, two further preferred embodiments are embodied, which are embodied substantially according to the first embodiment. Therefore, for the sake of brevity, only the differences from the first embodiment will be described. As can be seen in detail in FIGS. 3 and 4, above (FIG. 4) or below (FIG. 3) the page 31 of FIGS. 1 and 2 extending in the longitudinal direction of the vehicle (arrow 32) It is also possible to arrange an air conditioner compressor 10. In that case, the air conditioner compressor 10 is preferably coupled via a further drive gear which is constructed separately from the drive gear 12 of the first embodiment and which meshes with an intermediate gear 13 .

換言すると、本発明による課題の解決法は、エアコンコンプレッサー１０を歯車（駆動歯車１２）によって、トランスミッション構造９の既存の中間歯車１３に結合することにある。それにより、従来のフロントエンド側のベルトドライブ（ＦＥＡＤ）の機能を、ハイブリッドトランスミッション構造１で完全に表現することができる。歯車１２によって少なくともコスト中立的に具体化を行うことができる；それにより、さらに費用も節減されると想定される。さらに歯車１２を利用することで、内燃機関３に対するエアコンコンプレッサー１０の伝達比を自由に選択することができる。 In other words, the solution to the problem according to the invention consists in connecting the air conditioner compressor 10 by means of a gear (drive gear 12) to the existing intermediate gear 13 of the transmission structure 9. Thereby, the functions of a conventional front-end belt drive (FEAD) can be completely expressed in the hybrid transmission structure 1. The gear wheel 12 allows an at least cost-neutral implementation; it is envisaged that further cost savings are thereby achieved. Further, by using the gear 12, the transmission ratio of the air conditioner compressor 10 to the internal combustion engine 3 can be freely selected.

電気モータ６，１６の配置に応じて（スタータ／発電機および走行モータ）、エアコンコンプレッサー１０がさまざまに異なる位置に配置されていてよい。第１の実施形態（図３）では、エアコンコンプレッサー１０は中間歯車１３－下側に配置される：したがってエアコンコンプレッサー１０は、電気モータ６，１６のうちの１つの下方にある。ハイブリッドトランスミッション構造１を運転席側から横方向に見た場合（左ハンドル車）、エアコンコンプレッサー１０は、内燃機関３のクランクシャフト２を通る仮想的な水平軸（平面３１）の下方に配置される。このとき、エアコンコンプレッサー１０は図示した歯車１３に連結される。 Depending on the arrangement of the electric motors 6, 16 (starter/generator and traction motor), the air conditioner compressor 10 can be arranged in different positions. In the first embodiment (FIG. 3), the air conditioner compressor 10 is arranged below the intermediate gear 13: the air conditioner compressor 10 is therefore below one of the electric motors 6, 16. When the hybrid transmission structure 1 is viewed laterally from the driver's seat side (left-hand drive vehicle), the air conditioner compressor 10 is arranged below a virtual horizontal axis (plane 31) passing through the crankshaft 2 of the internal combustion engine 3. . At this time, the air conditioner compressor 10 is connected to the illustrated gear 13.

考えられる第２の実施形態（図４）では、エアコンコンプレッサー１０は、内燃機関３のクランクシャフト２を通る仮想的な水平軸３１の上方にある（「中間歯車１３－上側」）。ここでも、エアコンコンプレッサー１０は図示する歯車１３に連結される。あるいは原則として歯車１３での、クランクシャフト軸２４の全周にわたるその他のあらゆる位置が考えられる。 In a second possible embodiment (FIG. 4), the air conditioner compressor 10 is located above a virtual horizontal axis 31 passing through the crankshaft 2 of the internal combustion engine 3 ("intermediate gear 13-upper"). Again, the air conditioner compressor 10 is connected to the illustrated gear 13. Alternatively, in principle any other position on the gear wheel 13 over the entire circumference of the crankshaft axis 24 is conceivable.

さらに別の実施形態は、エアコンコンプレッサー１０の発電機シャフト５への連結である（図１）。これは同軸に、または軸平行に行うことができる。軸平行の態様については、さらなる歯車と新たな支承部が必要になるため、同軸の配置のほうが好ましいと考えられる。このとき、シャフト５の上での３つの位置を区別することができる。第３の実施形態では、エアコンコンプレッサー１０は発電機軸５でエンジン３の方向に位置決めされる。この位置は、スタータの省略によって空いた設計スペースを発電機６が利用できるという利点を提供する。エアコンコンプレッサー１０は、このようにトランスミッションハウジングの外部にあるので別個の構造ユニットとして製作され、このことは良好なモジュール性を保証する。配管のためのアクセスも、この位置ではギヤボックス／ギヤハウジング自体の中よりも容易に具体化される。第４の実施形態では、エアコンコンプレッサー１０は発電機軸５に歯車１２と発電機６との間で配置される。この位置は、シャフト５の支承と施工に関して利点を有する。歯車１２がシャフト５の端部で軸受のすぐ隣であるからである。これに加えて、かつ第３の実施形態とは対照的に、この位置は、場合により存在するダブルマスフライホイールによる設計スペースのボトルネックを回避する。第５の実施形態では、エアコンコンプレッサー１０は発電機軸５に、発電機６の後側で内燃機関３と反対の側に配置される。この位置は、第３の実施形態の良好なアクセス性およびモジュール性と、第４の実施形態のダブルマスフライホイールへの設計スペースのボトルネックの回避とを組み合わせる。 Yet another embodiment is the connection of an air conditioner compressor 10 to a generator shaft 5 (FIG. 1). This can be done coaxially or axis-parallel. For the axis-parallel embodiment, a coaxial arrangement is considered preferable since additional gears and new bearings are required. At this time, three positions on the shaft 5 can be distinguished. In the third embodiment, the air conditioner compressor 10 is positioned on the generator shaft 5 in the direction of the engine 3. This position offers the advantage that the generator 6 can utilize the design space freed by the omission of the starter. The air conditioner compressor 10 is thus external to the transmission housing and is therefore manufactured as a separate structural unit, which ensures good modularity. Access for piping is also more easily realized in this location than in the gearbox/gear housing itself. In the fourth embodiment, the air conditioner compressor 10 is arranged on the generator shaft 5 between the gear 12 and the generator 6. This position has advantages regarding the bearing and installation of the shaft 5. This is because the gear 12 is immediately adjacent to the bearing at the end of the shaft 5. In addition to this, and in contrast to the third embodiment, this position avoids the design space bottleneck due to the possibly existing double mass flywheel. In the fifth embodiment, the air conditioner compressor 10 is arranged on the generator shaft 5 on the rear side of the generator 6 and on the opposite side from the internal combustion engine 3 . This position combines the good accessibility and modularity of the third embodiment with the avoidance of design space bottlenecks to the double mass flywheel of the fourth embodiment.

１ ハイブリッドトランスミッション
２ クランクシャフト
３ 内燃機関
４ 入力シャフト
５ 第１のロータシャフト
６ 第１の電気モータ
７ａ 第１のホイール
７ｂ 第２のホイール
８ 駆動部分
９ ギヤユニット
１０ エアコンコンプレッサー
１１ 駆動シャフト
１２ 駆動歯車
１２ 切換装置
１３ 中間歯車
１４ａ 第１の軸方向の側
１４ｂ 第２の軸方向の側
１５ 第２のロータシャフト
１６ 第２の電気モータ
１７ 切換装置
１８ プラネタリギヤ段
１９ 歯車
２０ 自動車
２１ ディファレンシャルギヤ
２２ 駆動アクスル
２３ａ 第１の回転軸
２３ｂ 第２の回転軸
２４ クランクシャフト回転軸
２５ 中間歯車
２６ プラネタリキャリア
２７ サンギヤ
２８ プラネタリピニオン
２９ リングギヤ
３０ ブレーキ装置
３１ 平面
３２ 符号矢印
３３ ディファレンシャル軸／駆動部分の軸 1 Hybrid Transmission 2 Crankshaft 3 Internal Combustion Engine 4 Input Shaft 5 First Rotor Shaft 6 First Electric Motor 7a First Wheel 7b Second Wheel 8 Drive Part 9 Gear Unit 10 Air Conditioner Compressor 11 Drive Shaft 12 Drive Gear 12 Switching device 13 Intermediate gear 14a First axial side 14b Second axial side 15 Second rotor shaft 16 Second electric motor 17 Switching device 18 Planetary gear 19 Gear 20 Automobile 21 Differential gear 22 Drive axle 23a First rotating shaft 23b Second rotating shaft 24 Crankshaft rotating shaft 25 Intermediate gear 26 Planetary carrier 27 Sun gear 28 Planetary pinion 29 Ring gear 30 Brake device 31 Plane 32 Symbol arrow 33 Differential shaft/axis of drive part

Claims (9)

内燃機関（３）のクランクシャフト（２）と回転可能に結合可能な入力シャフト（４）と、
第１のロータシャフト（５）を有する第１の電気モータ（６）と、
自動車（２０）の少なくとも１つのホイール（７ａ，７ｂ）と回転可能に結合可能な駆動部分（８）と、
前記第１のロータシャフト（５）に対して径方向にオフセットされて配置された第２のロータシャフト（１５）を有する第２の電気モータ（１６）と、
前記入力シャフト（４）に径方向外側から回転可能に支承されている中空軸歯車として構成される第１の中間歯車（１３）と、前記入力シャフト（４）の軸方向で前記第１の中間歯車（１３）と並んで配置され、中空軸歯車として前記入力シャフト（４）に径方向外側から回転可能に支承されているさらなる歯車（１９）と、前記駆動部分（８）に接続される第２の中間歯車（２５）を介して前記さらなる歯車（１９）に結合され、さらに前記第２のロータシャフト（１５）と回転可能に結合されているプラネタリギヤ段（１８）と、を有するギヤユニット（９）と、
を有する、前記自動車（２０）のためのハイブリッドトランスミッション（１）において、
前記第１の電気モータ（６）は主動作状態のときに発電機として作動するように構成されて制御可能であり、前記第２の電気モータ（１６）は主動作状態のときに駆動モータとして作動するように構成されて制御可能であり、
前記クランクシャフト（２）、前記第１のロータシャフト（５）、および前記第２のロータシャフト（１５）の回転軸は車両長軸と交差するように配置され、
エアコンコンプレッサー（１０）の駆動シャフト（１１）に対して回転不能に結合された駆動歯車（１２）が、前記ギヤユニット（９）の前記第１の中間歯車（１３）と直接的に噛合係合するように、前記エアコンコンプレッサー（１０）が配置されることを特徴とする、ハイブリッドトランスミッション（１）。 an input shaft (4) rotatably connectable to a crankshaft (2) of an internal combustion engine (3);
a first electric motor (6) having a first rotor shaft (5);
a drive part (8) rotatably connectable to at least one wheel (7a, 7b) of a motor vehicle (20);
a second electric motor (16) having a second rotor shaft (15) arranged radially offset with respect to the first rotor shaft (5);
a first intermediate gear (13) configured as a hollow shaft gear rotatably supported on the input shaft (4) from the outside in the radial direction; a further gear (19) arranged alongside the gear (13) and rotatably supported from the radially outside on said input shaft (4) as a hollow shaft gear; a planetary gear stage (18) connected via a second intermediate gear (25) to said further gear (19) and further rotatably connected to said second rotor shaft (15); 9) and
In the hybrid transmission (1) for the automobile (20), the hybrid transmission (1) has:
Said first electric motor (6) is configured and controllable to operate as a generator when in the main operating state, and said second electric motor (16) is configured and controllable to operate as a drive motor when in the main operating state. configured to operate and controllable;
The rotational axes of the crankshaft (2), the first rotor shaft (5), and the second rotor shaft (15) are arranged to intersect the longitudinal axis of the vehicle,
A drive gear (12) non-rotatably coupled to the drive shaft (11) of the air conditioner compressor (10) is in direct meshing engagement with the first intermediate gear (13) of the gear unit (9). A hybrid transmission (1) characterized in that the air conditioner compressor (10) is arranged so as to match the air conditioner compressor (10). 前記エアコンコンプレッサー（１０）は取付位置において、前記内燃機関（３）のクランクシャフト回転軸（２４）の上方または下方に配置されることを特徴とする、請求項１に記載のハイブリッドトランスミッション（１）。 The hybrid transmission (1) according to claim 1, characterized in that the air conditioner compressor (10) is arranged above or below the crankshaft rotation axis (24) of the internal combustion engine (3) in its mounting position. . 前記駆動シャフト（１１）は前記第１のロータシャフト（５）に対して同軸に配置されることを特徴とする、請求項１または２に記載のハイブリッドトランスミッション（１）。 Hybrid transmission (1) according to claim 1 or 2, characterized in that the drive shaft (11) is arranged coaxially with respect to the first rotor shaft (5). 前記第１の電気モータ（６）は取付位置において、前記入力シャフト（４）に沿って見たときに前記内燃機関（３）に対してオフセットされて配置され、前記エアコンコンプレッサー（１０）は、前記第１の電気モータ（６）の、前記内燃機関（３）と対向する側（１４ａ）に、または、前記第１の電気モータ（６）の、前記内燃機関（３）と反対の側（１４ｂ）に配置されることを特徴とする、請求項１から３のいずれか１項に記載のハイブリッドトランスミッション（１）。 The first electric motor (6) is arranged in its mounting position offset with respect to the internal combustion engine (3) when viewed along the input shaft (4), and the air conditioner compressor (10) on the side (14a) of the first electric motor (6) facing the internal combustion engine (3) or on the side (14a) of the first electric motor (6) facing away from the internal combustion engine (3); Hybrid transmission (1) according to any one of claims 1 to 3, characterized in that it is arranged at 14b). 前記エアコンコンプレッサー（１０）は、前記第１の電気モータ（６）の、前記内燃機関（３）と対向する前記側（１４ａ）に配置される場合、軸方向で前記第１の電気モータ（６）と前記駆動歯車（１２）との間に配置されるか、または軸方向で前記駆動歯車（１２）の、前記第１の電気モータ（６）と反対の側に配置されることを特徴とする、請求項４に記載のハイブリッドトランスミッション（１）。 When the air conditioner compressor (10) is arranged on the side (14a) of the first electric motor (6) facing the internal combustion engine (3), the air conditioner compressor (10) is axially connected to the first electric motor (6). ) and the drive gear (12), or axially on the side of the drive gear (12) opposite to the first electric motor (6). The hybrid transmission (1) according to claim 4. 前記ギヤユニット（９）の切換位置を制御する切換装置（１７）が、入力シャフト（４）と、前記駆動歯車（１２）と、前記プラネタリギヤ段（１８）を介して前記第２のロータシャフト（１５）と恒常的に回転可能に結合された前記さらなる歯車（１９）と、の間で作用するように構成され、それにより、前記切換装置（１７）は、第１の切換位置では前記入力シャフト（４）を前記第１のロータシャフト（５）と回転可能に結合する一方、前記第２のロータシャフト（１５）は前記入力シャフト（４）から回転可能な結合は解除され、前記切換装置（１７）は、第２の切換位置では前記入力シャフト（４）を前記第１のロータシャフト（５）と前記第２のロータシャフト（１５）との両方と回転可能に結合し、前記切換装置（１７）は、第３の切換位置では両方の前記ロータシャフト（５，１５）を互いに回転可能に結合する一方、前記入力シャフト（４）は両方の前記ロータシャフト（５，１５）から回転可能な結合は解除されることを特徴とする、請求項１から５のいずれか１項に記載のハイブリッドトランスミッション（１）。 A switching device (17) that controls the switching position of the gear unit (9) connects the input shaft (4), the drive gear (12), and the second rotor shaft ( 15) and said further gearwheel (19) permanently rotatably coupled, whereby said switching device (17) is configured to act between said input shaft (4) is rotatably coupled to the first rotor shaft (5), while the second rotor shaft (15) is rotatably coupled to the input shaft (4), and the switching device ( 17) rotatably couples said input shaft (4) with both said first rotor shaft (5) and said second rotor shaft (15) in a second switching position; 17) rotatably couples both said rotor shafts (5, 15) to each other in a third switching position, while said input shaft (4) is rotatable from both said rotor shafts (5, 15). Hybrid transmission (1) according to any one of claims 1 to 5, characterized in that the coupling is released. 前記駆動部分（８）はディファレンシャルギヤ（２１）の入力歯車として構成されることを特徴とする、請求項１から６のいずれか１項に記載のハイブリッドトランスミッション（１）。 Hybrid transmission (1) according to any one of claims 1 to 6, characterized in that the drive part (8) is configured as an input gear of a differential gear (21). 請求項１から７のいずれか１項に記載のハイブリッドトランスミッション（１）と内燃機関（３）とを有する自動車（２０）において、前記内燃機関（３）の前記クランクシャフト（２）が前記入力シャフト（４）に対して回転不能に結合され、前記駆動部分（８）が前記自動車（２０）のホイール（７ａ，７ｂ）と回転可能に結合されている、自動車（２０）。 A motor vehicle (20) comprising a hybrid transmission (1) and an internal combustion engine (3) according to any one of claims 1 to 7, wherein the crankshaft (2) of the internal combustion engine (3) is connected to the input shaft. (4), said drive part (8) being rotatably connected to wheels (7a, 7b) of said motor vehicle (20). 前記駆動部分（８）は駆動アクスル（２２）のホイール（７ａ，７ｂ）と回転可能に結合されることを特徴とする、請求項８に記載の自動車（２０）。 Motor vehicle (20) according to claim 8, characterized in that the drive part (8) is rotatably connected to the wheels (7a, 7b) of the drive axle (22).
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