WO2020074675A1

WO2020074675A1 - Dedicated hybrid transmission, particularly as part of a drive train, and operating method of such a drive train

Info

Publication number: WO2020074675A1
Application number: PCT/EP2019/077544
Authority: WO
Inventors: Fabian HOLLDORF; Karsten Loock; Alexander Koch
Original assignee: Hofer Powertrain Innovation Gmbh
Priority date: 2018-10-10
Filing date: 2019-10-10
Publication date: 2020-04-16
Also published as: CN111819097A; DE102018125082A1; EP3724016A1; CN111819097B

Abstract

The invention relates to a drive unit (201) having a dedicated hybrid transmission (203), comprising an internal combustion engine (211) and at least one electric machine (213), which are connected to a common output shaft (263) by means of a planetary gear (241), (243). According to the invention, the planetary gear is a (reduced) linkage (221^I), which is designed particularly based on a planetary carrier (233) for at least one planetary gear wheel (227), (229), for transmitting two torques (217) which flow over at least the one planetary gear wheel (227), (229). A dedicated hybrid transmission (203) can be equipped as a combined summation and differential gear, particularly having a Ravigneaux planetary gear set (221), having at least three shifting elements (269), (271), (273). According to the invention, connecting an internal combustion engine (211) to a ring gear (237) of the planetary gear (241), (243), preferably via a coupling shifting element (273), provides advantageous shifting state possibilities. The electric machine (213) can be fixed to a housing (303) via a brake (269). A method for shifting according to the invention operates with a maximum of two inserted shifting elements (269), (271), (273) per operating state, particularly for a hybrid operating state. By shifting an additional coupling between the ring gear (237) and an output gear (295), a hybrid operating state or, particularly, an eCVT state can be engaged. A purely electrical drive can be undertaken by opening all shifting elements (269), (271), (273).

Description

Dedicated hybrid transmission, especially as part of a

Drive train and mode of operation of such a drive train

The present invention relates to a drive unit with a dedicated hybrid transmission, in which a drive torque can optionally be transmitted both from an internal combustion engine and from at least one electric machine into a drive shaft.

Furthermore, the present invention deals with a dedicated hybrid transmission that can be installed in particular in a drive unit with two or more drive sources.

The present invention also relates to a method for shifting a dedicated hybrid transmission between different operating states.

In other words, the present invention deals with a drive unit according to the preamble of claim 1.

The present invention relates to a dedicated hybrid transmission according to the preamble of claim 13.

Furthermore, the present invention deals with a method for switching according to the preamble of claim 15.

Technical field

According to a view represented in automotive engineering, a "dedicated hybrid transmission", often abbreviated by the first letter of each word of the term as "DHT", is characterized by the fact that the at least one existing electric machine of the drive train also takes on functional tasks, whereby the DHT is only fully functional in combination with this electric machine (fully) in the drive train. Simply replacing a starting element with an electric machine does not result in a DHT. The electric machine therefore takes on a function beyond its intended use as a pure starting element. Although experts, even at specialist conferences in German, often only operate with the English expression "dedicated hybrid transmission", the term "dedicated hybrid transmission" is gradually spreading in some development groups as a "Germanized variant" for the term "DHT" or for the term "dedicated hybrid transmission".

The term “DHT” is often used as a generic term for power split DHTs and for multi-mode DHTs. Both types of DHT have now been implemented by individual series vehicles.

The term “DHT” is often used to refer to a transmission that, in addition to the internal combustion engine (ICE), only works in conjunction with one or more electric machines or electrical machines.

In the so-called “add-on concepts” for hybrid drives, a previously known transmission concept is usually expanded with an electric machine in order to enable any hybrid functions. This enables hybrid drive trains in PO, P 1, P2, P3 and / or P4 configurations. These are scalable in terms of their electrical power. They are often combined with a 48 V or even a high-voltage electrical system. This enables a hybrid to be used in different vehicle segments and implemented as a vehicle with a different degree of hybridization. It applies to P2 hybrids that they can only be realized with a comparatively poor mechanical efficiency due to the high number of gears and switching elements as well as the actuators. In addition, the concept as a parallel hybrid only allows the VKM torque to be varied by the electric machine. The speed is fixed by the gear ratio of the transmission in every driving situation.

In Powersplit DHTs and in multi-mode DHTs, in addition to the VKM torque ("internal combustion engine torque"), the VKM speed can also be varied, which leads to an optimization of the operating point of the VKM and thus a higher drive efficiency. The mechanical efficiency of the multi-mode DHTs is somewhat lower than that of the PowerSplit DHTs due to the higher number of components subject to friction. When using a VKM with identical performance and the same mileage requirements, the Powersplit DHT requires higher e-machine performance than the multi-mode DHT and the P2 hybrid. However, multi-mode DHTs offer several operating modes. This makes it possible - in addition to hybrid modes - to drive in purely electrical or VKM mode with multiple gear ratios, which gives performance and efficiency advantages over PowerSplit DHTs can be realized.

In other words, in the case of drive trains with a DHT, the e-machine is more geometrically and functionally integrated in the transmission than e.g. B. in the widely used P2 hybrids. Such an integration of the electric machine as part of the transmission consequently enables remarkable synergy effects:

For example, the electric machine can take on new or new types of transmission functions, thereby making the classic reverse gear, mechanically realized by reversing the direction of rotation via gears of an (additional) shaft, unnecessary. A frequently used separating clutch between the electric machine and the internal combustion engine can also be dispensed with, the latter machine also being commonly referred to as an internal combustion engine. And finally - as already mentioned at the beginning - thanks to the electric motor, start-up elements in the transmission can also be saved.

With a certain type of DHT, speed control is possible via at least one (the) electric motor (s). In a further embodiment, synchronizations can be implemented by the electric motor or motors.

In short, the electric motor (s) allow extended functions of the drive train. Depending on the design, a DHT goes beyond the usual PO to P4 hybrids.

The first series of DHT vehicles go back to developments that were carried out several decades ago. Nevertheless, as stated above, the conceptual world regarding DHT is still relatively new and not really established.

Older property right applications can be used as a source for the terms and the conceptual world of DHTs, on which this description text is also based and on which it is based.

For the actual transmission assembly of the DHT, different transmission types are possible (countershaft transmission, double clutch transmission, spur gear transmission, planetary transmission etc.).

A spatially particularly compact type of gear is the planetary gear, for which the components have at least one sun, at least one or more planet gears of a first type, at least one ring gear, at least one web and at least the number of Corresponding planet carriers belong to planet gears, it also being possible for a plurality of planet gears to be arranged on one planet carrier. In addition, shafts are part of such a transmission so that torque and / or drive torque can be introduced and / or discharged. Different switching states can be set using switching elements. The shifting elements influence the shifting state of the transmission depending on their shift position.

State of the art

US 2015/292 600 A1 (publication date: October 15, 2015; inventor: Xiaolin AI, Rui XUE, Zhonghe XUE, Xiaozhi AI) shows several lever models, from which a variant of a corresponding planetary gear, which is shown in different switching positions, is derived . The transmission is presented as a multi-mode electro-mechanical multi-speed transmission with a connection for an internal combustion engine and with two electrical machines (electrical machines). On the input side of the gearbox, where the internal combustion engine can be connected, a coaxial central shaft is to be provided, on the inner shaft of which a web of a two-stage planetary gearbox is to be connected. The second electric machine can be coupled to the central shaft. Between the two-stage planetary gear and a subsequent single-stage planetary gear, a single drive connection is made from a ring gear of the two-stage planetary gear to a web of the subsequent single-stage planetary gear. With such a drive configuration, according to the description of US 2015/292 600 A1, it should be possible to have a low gear ratio range, a high gear ratio range, a reverse drive, a purely electric driving style, an idling operating mode, a parking lock and an increased tightening torque for starting the internal combustion engine by switching of switching elements and different modes of operation of the electrical machines and the internal combustion engine.

DE 10 2016 204 727 A1 (filing date: March 22, 2016; applicant: ZF Friedrichshafen AG) shows four different design variants of an electrical variator with planetary gear, arranged parallel to a shaft that is to be driven from an internal combustion engine. The electric variator is referred to as a dedicated hybrid transmission with a coupling transmission, whereby the question arises whether the designations “dedicated hybrid transmission” and “coupling transmission” correspond to the usual motor vehicle nomenclature. DE 10 2016 204 727 A1 is actually the Description of a split transmission for an agricultural machine that should be able to provide part of the drive torque on a power take-off shaft.

WO 2016/075 336 A1 (publication date: May 19, 2016; applicant: AVL List GmbH) explains that a drive train with a single internal combustion engine, with a single electric motor, with two brakes and with two clutches can be switched between eight operating modes. WO 2016/075 336 A1 lists a parallel hybrid operation, a boost function, a recuperation operation and an electronically controlled CVT operation, also referred to as eCVT operation, as operating modes. All six design variants shown in WO 2016/075 336 A1 are based on two parallel input clutches in the input shaft on which the internal combustion engine is seated. The internal combustion engine must therefore be connected upstream of the input shaft. The internal combustion engine can only act on the transmission indirectly via the input shaft because the torque is to be routed through one of two clutches. The two clutches are to be arranged side by side, which requires a considerable amount of space, because the total possible drive torque of the internal combustion engine, the maximum drive torque, so to speak, is to be routed via each of the two clutches depending on the operating mode.

US 7 335 123 B2 (date of grant: February 26, 2008; patent owner: Eaton Corporation) presents a drive train in various switching states, which is equipped with two first drive machines, a generator and a torque converter through a planetary gear and another gear. In the end, the transmission is made up of two sub-transmissions, the torque converter and the downstream transmission, which certainly should not lead to a simplification of the gear changes and the operating modes.

US 8 444 516 B2 (date of issue: May 21, 2013; patent owner: Chrysler Group LLC) presents several examples in which an internal combustion engine is followed by a double clutch transmission to which a coaxial shaft is connected. Two electric motors can be connected to the drive torque via a planetary gear. In this way, an eCVT should be implemented, although with two electric machines and a combustion engine, more switching states and operating modes should actually be realizable according to the documents mentioned above.

DE 11 2008 001 322 T5 (publication date: April 16, 2009; applicants: Aisin AW Co., Ltd., Toyota Jidosha Kabushiki Kaisha) shows one of the exemplary embodiments presented a hybrid drive device with a Ravigneaux planetary gear set as the central transmission. Above all, simple coupling gears are presented, around which two so-called motor generators and an internal combustion engine are arranged. According to the first embodiment, the second motor generator is connected to the output shaft via a spur gear stage. In the second and fifth versions, two brakes provide a manual transmission stage behind the motor generator. In a further exemplary embodiment, a differential is additionally shown on the output side. Both the coupling gearboxes of the various design variants one to four and the planetary gearbox variant with the Ravigneaux planetary gear set operate with three shift elements, two clutches and a brake. If the second motor-generator is to switchably drive the output shaft, at least two further brakes should be provided for this.

The KR 10 201 1 0 049 401 A (publication date: May 12, 2001; applicant: HYUNDAI MOTOR COMPANY) presents a single drive train for a hybrid vehicle with a centrally arranged planetary gear in eight diagrams. The planetary gear is based on a Ravigneaux planetary gear set. In the schematic diagrams of the drive train, three drive machines are always given. The example of a drive train dealt with by KR 10 2011 0 049 401 A operates in total with four clutches and two brakes, i. that is, at least six switching elements are required to switch all states of the transmission. The switching states of the hybrid drive train shown each include at least one closed clutch or at least one closed brake. With such a transmission, it is possible to implement up to six shift states (electrical operation, power split operation, hybrid mode, an underdrive shift state, a direct gear with ratio 1: 1 and an overdrive shift state).

The names of the aforementioned publications are fully incorporated in the present description of the invention. This is to avoid having to repeatedly and repeatedly discuss generally known relationships between different, common operating modes and configurations of drive trains, such as an eCVT, a parallel hybrid operating state, a serial hybrid operating state, etc., but by referring to the documents as well defined to view for the present invention.

There have been numerous wishes and requests from specialist discussions in recent years Demands on and conceivable possible uses of hybrid drive trains can be found. In general, hybridized drive trains in a motor vehicle are considered to be advantageous drive trains, the potential of which (theoretically achievable according to specialist discussions) has not yet been fully exploited by the drive trains known to date.

Task

In order to implement as many different operating modes and modes of operation as possible with a hybrid drive train, extremely complex controls for the components of the drive train, in particular for its switching elements, are often designed, which can be compensated for by a correspondingly extensive, time-consuming and error-prone motor vehicle control unit software development. The question thus arises as to how a hybrid powertrain could be implemented which should offer at least a parallel hybrid mode with ideally several gears, an eCVT operating mode and a purely electrical mode of operation, whereby a change between the switching states should be as simple and therefore reliably realizable as possible .

In other words, it would be desirable to operate a hybrid drive train with as few switching elements as possible using a control that is as simple as possible and not complex, which certainly offers at least the three different operating modes “parallel hybrid, eCVT and (pure) electric drive”. If a gearbox design were also available that can be made comparatively compact, an interesting solution for installation in a motor vehicle would have been found.

Description of the invention

The object of the invention is achieved by a drive unit according to claim 1.

For this purpose, a suitable dedicated hybrid transmission is described in claim 13.

A suitable operating method can be found in claim 15.

Advantageous further developments can be found in the dependent claims. In the following, a coupling gear or an epicyclic gear coupling is repeatedly mentioned. In this way, in particular, reduced planetary gear coupling transmissions should be addressed. If several individual epicyclic gearboxes are connected to each other to form a composite epicyclic gearbox, there is first the (theoretical) possibility for each individual shaft of these partial gearboxes to connect them as an input or output shaft, to stop them by fastening them to the housing of the gearbox or to use any shaft to couple another sub-transmission. If at least two shafts are coupled to each other in an epicyclic gearbox comprising at least three shafts such that these two shafts are firmly connected to one another, such a gearbox can be referred to as a coupling gearbox, more precisely as a planetary coupling gearbox (or planetary coupling gearbox) . There is a non-switchable connection between the coupled shafts of the epicyclic linkage (actually) consisting of several partial transmissions, ie the connection between the coupled shafts is permanently present in the epicyclic linkage. In this context, a person skilled in the art understands that, for such a description, configurations of nested gears and of reduced (coupling) gears, such as, for. B. of planetary gears with a Ravigneaux gear set and / or a Lepelletier gear set, which operate with reused wheels or shafts. Coupling can therefore also be established by multiple use of a shaft (ie not only by a mechanical connection, but also by using a shaft in several sub-transmissions).

At least two planetary gear units, possibly also more than two planetary gear units, are considered for forming a coupled planetary gear unit, in which one shaft per planetary gear unit is coupled to the other shaft of the other planetary gear unit in the sense of a spider shaft equivalent. One shaft per planetary gear unit corresponds to a stationary gear shaft. If a common web is formed in such a coupling gear, one can speak of a single-web coupling gear, of a single-web planetary gear or of a single-web rotating coupling gear. If the structural size is reduced in a single-web planetary gear by combining two identical central and planet gears, this planetary gear can be referred to as a reduced coupling gear.

Planetary gearboxes such as a Wolfrom coupling gearbox or a Ravigneaux planetary gearbox (i.e. with a Ravigneaux planetary gear set) belong to the category of reduced planetary coupling gears. A Lepelletier planetary gear (possibly with a Ravigneaux planetary gear set and a, especially upstream, other planetary gears) can be sorted into this category. Another type of reduced planetary coupling gear is a "minuteman cover drive" gear. The gearbox with a Simpson planetary gear set also falls into the category of planetary coupling gearboxes.

As already indicated at the beginning of the description, an electrically power split transmission (eCVT) is e.g. B. by coupling gear elements with an electrical variator. At least two electrical machines can be part of the variator, an e-machine operating as a motor and an electric machine as a generator in the eCVT operating mode. A board with power electronics can also be provided to control the machines and the device. The conversion from mechanical to electrical energy makes it possible to set different speeds and torques for the shafts of the variator. With such a principle, the power generated by an internal combustion engine can be divided into a mechanical and an electrical branch. Analogous to the abbreviation CVT (“continuously variable transmission”), this type of drive is also referred to as EVT (“electrical variable transmission”) or eCVT. Due to a switching state, the transmission is in an eCVT operating state.

If a drivetrain provides an option for a parallel hybrid, direct, mechanical drive-through from an internal combustion engine to the wheel is possible. An electrical branch also present in the drive train is, so to speak, connected in parallel. The electrical branch can be switched on or off at will.

It is also advantageous if the internal combustion engine and the electric machine can be uncoupled - the vehicle can then be operated purely electrically, conventionally, in various operating states or switching states. H. combustion engine and also mixed.

With the parallel hybrid, it is possible to add up the output power. In addition to the two drive motors and the one or more energy stores, such concepts include one or more gears, clutches or freewheels. The power output from the electric and internal combustion engine can be mechanically superimposed by means of torque addition (e.g. by a spur gear, by a direct coupling or by a chain). Advantageously, from a performance perspective and for reasons of efficiency, individual gears can be selected in the "parallel hybrid" shift state. The parallel hybrid is then divided into several gears in the "parallel hybrid" shift state. Thus there is a first gear in the "parallel hybrid" switching state, a second gear in the "parallel hybrid" switching state and possibly further gears, such as a third and possibly a fourth gear in the "parallel hybrid" switching state.

A further switching state, which should be able to be switched on in a freely selectable manner by a drive train, makes it possible to set a serial hybrid operating mode which is based on the fact that the internal combustion engine is coupled to a generator. In addition, the drive train comprises an electric machine for driving wheels of a motor vehicle with a corresponding drive train. In a "serial hybrid" operating state, there is no mechanical connection between the internal combustion engine and a drive shaft. A connection is only made electrically, more precisely via two converters (or a rectifier and a converter) and possibly a so-called electrical intermediate circuit. The energy required to drive a motor vehicle is generated by a charging group formed by an internal combustion engine and a generator. This electrical energy is available to be transferred directly to drive power by a second electric machine, which is used as an electric drive motor, and to be used to recharge an electrochemical storage device (battery (s) or accumulator (s)).

It is expedient if a drive unit is able to assume different switching states, as a result of which different hybrid operating modes can be implemented.

In general, it can be said that a drive unit of the motor vehicle serves to drive it, that is to say its locomotion or at least for locomotion of a part of the motor vehicle, such as, for. B. from a boom, an arm or a crane.

The drive unit advantageously comprises a dedicated hybrid transmission, ie, in addition to the actual transmission components, part of the drive unit includes an internal combustion engine on the one hand and at least one electric machine on the other, preferably two electric machines belong to the drive unit. These motors are connected to the transmission or can be switched on (it can also be said to be switched on) in order to make the transmission a hybrid transmission. The gearbox is for torque input and output from different motors, ie for motors of different types designed. The drive unit is part of a drive train that generates a torque from either the internal combustion engine and / or from at least one electric machine to drive moving components, such as. B. from at least two road wheels, the motor vehicle. The hybrid transmission is a dedicated hybrid transmission. It can assume several switching states by switching switching elements. The existing electrical machines are used functionally, for example to supply additional torque in the drive train.

The internal combustion engine feeds its drive power and thus its drive torque directly into the dedicated hybrid transmission via a shaft. In one embodiment, the internal combustion engine is shaft-linked to other components of the dedicated hybrid transmission. But it may also be favorable to make the internal combustion engine shaft-connectable, e.g. B. using or via a clutch. The shaft, via which torque is transmitted from the internal combustion engine to transmission parts of the dedicated hybrid transmission, can be attached, for example flanged, to a rotating component of the internal combustion engine, such as, for example, on a flywheel or on a crankshaft or on a vibration damper. If the internal combustion engine is permanently connected to a shaft, i.e. connected to a shaft, it is not possible to separate the internal combustion engine from the hybrid transmission. The internal combustion engine is permanently or inseparably connected to the hybrid transmission via its input shaft.

At least one electric machine is operatively connected to the transmission to form a drive unit via a further shaft of the dedicated hybrid transmission. The electric machine can be attached to the hybrid transmission such that the shaft of the electric machine can be coupled indirectly to the planetary gear set of the transmission via a clutch. In the end, drive power of the electric machine can be introduced into the transmission, possibly only in cases where a clutch between the electric machine and the corresponding shaft of the dedicated hybrid transmission is closed. In order to express this fact precisely, one can also speak of an electrically connectable electrical machine.

A, in particular multi-stage, planetary gear is part of the dedicated hybrid transmission, whereby a common output shaft is led out of the planetary gear. The planetary gear is connected to this common output shaft. The output shaft can, for. B. be a shaft of a differential. In order to form the drive train, drive shafts may still be connected behind the differential in the direction of the road wheels.

The planetary gear is advantageously designed as a coupling gear, in particular as a reduced coupling gear. This creates the possibility of carrying out various interventions in the operating mode of the planetary transmission and thus in the dedicated hybrid transmission with just a few switching elements.

The planetary gear, which is designed as a coupling gear, in particular as a reduced coupling gear, can occupy the name coupling gear in one embodiment of the invention in that a planet carrier of the planetary gear is the only, in particular gear-uniting planet carrier.

Such a planet carrier should also represent a center of rotation for at least one planet gear.

With a planet gear designed in this way, it is possible to conduct two mutually independent torque flows over the planet gear.

A further degree of integration can be achieved by using the design of the planetary gear as a coupling gear (e.g. as a reduced coupling gear).

The dedicated hybrid transmission is part of the drive unit. The dedicated hybrid transmission, which is an independent component that is already self-contained but can be connected by waves outside, is to be presented below in terms of details worth explaining.

The next few paragraphs will focus on the dedicated hybrid transmission, which can be installed as a mechanically connecting link between a number of drive motors.

The hybrid transmission is advantageously designed as a combined summing and differentiating gear stage.

A summation gear stage is characterized - in one way - by the addition of Torques from, which are directed to an output shaft (so to speak, "summed"). A summation gear stage is - in another way - characterized by the addition of speeds (so to speak, by a "speed addition"). Depending on the configuration of the summation gear stage, one of the two types for the addition can be implemented, in particular both additions.

A differential gear stage transmits the difference between two shafts via an output shaft, be it in terms of torque or in terms of speed.

As already indicated above, the hybrid transmission advantageously includes a combination that can work as a Ravigneaux planetary gear set, e.g. B. by actually a Ravigneaux planetary gear set is one of the central component or assembly of the dedicated hybrid transmission. The drive units of the drive train are arranged centrally around a planetary gear with a Ravigneaux gear set or Ravigneaux planet gear set that can be used particularly advantageously.

The hybrid transmission has at least three switching elements for switching the different operating states. Such switching elements as the brake and / or clutch are preferably suitable as switching elements. In a particularly advantageous embodiment with two electric machines and an internal combustion engine, it is possible to use the (reduced) planetary coupling gear, such as. B. to place exactly four switching elements on the Ravigneaux planetary gear set or on the planetary gear with a Ravigneaux planetary gear set. Two of the switching elements are preferably brakes. Two of the four switching elements are preferably clutches. The switching elements can be designed as hydraulically actuated switching elements. This enables the dedicated hybrid transmission to operate with extremely short shift times. The pressure of the hydraulic fluid of the hydraulically actuated switching elements can be selected at a pressure level such that switching times in the millisecond range can be carried out. A switching element that is assigned to the actual hybrid transmission is a switching element that can influence a force or force diversion or a torque introduction or torque diversion into a component provided for rotation, such as. B. can prevent or manufacture.

The internal combustion engine advantageously has such a position in the entire drive train with a corresponding dedicated hybrid transmission that the internal combustion engine acts - be it directly or on a ring gear of the planetary gear indirectly.

A connection of the internal combustion engine to the at least one ring gear of the planetary gear is preferably not given directly, but the connection between the internal combustion engine and the ring gear can be produced - in an advantageous embodiment - via a coupling switching element. Is the coupling switching element in an inserted state, i.e. That is, if the switching element connects two components of the transmission in terms of force flow, a torque of the planetary transmission can be passed on via the ring gear. It can therefore also be said that the connection between the internal combustion engine and the ring gear is only given indirectly in an advantageous embodiment. Between the two components of the drive train or the drive unit there are, for. B. the planet carrier, alternatively at least a stretch of the existing planetary stretches. The switching element is e.g. B. arranged between the planet carrier and ring gear. In an alternative embodiment, the sun (or in particular several suns) driven by the first drive unit (for example “VKM”) can mesh with planets arranged on a web, the web being able to be uncoupled from an external ring gear of the planetary gear or is fixable. In this case, it is more appropriate to speak of an “indirect” connection.

One of the electric machines of the drive unit discussed above can be part of the drive unit via a hydraulic actuating element such as a clutch or brake. The electric machine, preferably the first of several electric machines, is designed in such a way that a hydraulically actuable brake can stop the electric machine. It is advantageous if the brake creates a coupling with respect to the housing of the hybrid transmission. In addition, switching elements that can be switched hydraulically are energetically advantageous.

Numerous attempts at which points to intervene in order to achieve advantageous changes in the switching states in the dedicated hybrid transmission led to the realization that it can be advantageous if the electrical machine can be fixed to one of the housings of the hybrid transmission by means of a brake in a switching state .

The dedicated hybrid transmission is advantageously designed such that a brake can fix one of the suns, in particular the Ravigneaux planetary gear set. When switched on, the brake acts on one of the suns of the planetary gear set, in particular the Ravigneaux planetary gear set. Here, another brake can be used, optionally to set a second sun of the planet wheel set.

As can be seen from the list of the few shift elements, the present invention shows how a compact, simple, and as reliable as possible torque converter box was designed with an inexpensive planetary gear set and with a maximum of four shift elements (if the shift elements directly connected to the hybrid transmission are counted). In other words, the statement "maximum four shift elements" refers to the torque converter box or the actual hybrid transmission.

At least one further shift element can be present in the drive unit at a distance from the actual hybrid transmission.

In addition to the maximum of four switching elements, and possibly only the three existing switching elements, another drive element can be present in the drive unit. The fifth switching element, so to speak, can be part of the shaft originating from a drive unit. The fifth switching element can be referred to as a drive unit switching element. The drive unit switching element is there to decouple a drive unit, such as the internal combustion engine (“VKM”), that is to say the first drive unit, from the rest of the drive unit. This saves the drive unit from carrying unnecessary, in particular moving masses, such as. B. of piston or such. B. of crankshafts. The drive unit switching element can serve as a separating element for uncoupling or separating a drive unit from a shaft leading into the hybrid transmission.

In a particularly favorable embodiment, four shift elements can be part of the planetary gear and the shafts leading into the planetary gear. A fifth switching element, which can also be referred to as a C ₀ clutch or K ₀ clutch, is provided for the optional disconnection of a drive unit, in particular the internal combustion engine. A separating switching element can sit directly adjacent to the flywheel, crankshaft, mass balance wheel or the like on the output side at the beginning of a shaft leading into the planetary gear.

The C ₀ or K _o clutch can be dispensed with in cases in which the inertial mass of the internal combustion engine can be moved without any compression formation, e.g. B. can be easily towed ("VKM towing").

The switching options or all states that can be switched are in one positively designed shift matrix if only a few brakes, e.g. B. only one or a maximum of only two brakes appear, through which parts of the gearbox have to be fixed relative to the housing or can be fixed. Advantageously, therefore, only a few components that can be fixed relative to the housing of the transmission become (so-called) stand components.

The dedicated hybrid transmission can be switched to various switching states. The relationships between the inserted and configured switching element and the operating state of the drive unit can be illustrated in a particularly catchy manner using a switching matrix.

The switching matrix can be further developed positively if each of the available switching states can be switched on or in by the fact that no more than two switching elements have to be inserted. A maximum of two shifting elements are to be put into the inserted state in order to assume any operating state of the hybrid transmission.

The switching matrix reflects the switching states of the switching elements. The switching states can be assumed by inserting and removing two brakes and by inserting and removing two clutches. Of these four shift elements attached to the transmission, a maximum of two shift elements are then to be inserted in order to switch to a specific hybrid operating state.

As I said, the planetary gear includes a ring gear. The ring gear as an outer gear component of a planetary gear set, such as a Ravigneaux planetary gear set, can enclose or enclose the other components of the planetary gear. A clutch can be arranged between the ring gear and an output gear of the drive unit. This can establish a connection between the ring gear and the driven gear, possibly by means of an indirect or additional component connection. If this clutch connected to the ring gear is switched on, the planetary gear or the drive unit can be converted into an eCVT or a hybrid operating state, in particular a parallel hybrid state.

Transferring these shift conditions to the "parallel hybrid" operating state, especially with its different gears, means that by inserting exactly two out of four shift elements, a gear of a "parallel hybrid operating state" can be engaged. So z. B. toggle between three different gears when each of the three gears can be taken by inserting (exactly) two shift elements, in particular four shift elements. Two switching elements are preferably in a closed state so that a state of the parallel hybrid operating state has been assumed.

In other words, each of the parallel hybrid operating states can be achieved by inserting two switching elements. Each of the parallel hybrid operating states is concretized by switching two of the switching elements. That is, each parallel hybrid operating state is formed by a combination of two shift elements from the group, which result from two brakes and two clutches.

Switching is particularly advantageous if, by changing a single switching element, it is possible to switch to that parallel hybrid operating state, i. H. can be produced from a first parallel hybrid state into a second parallel hybrid state by switching only a single switching element.

The drive unit can also be switched so that it is in a purely electrical operation. That is e.g. B. producible by opening all switching elements. The purely electrical drive of a vehicle equipped with a corresponding drive unit is achieved by opening or switching all the switching elements.

Fortunately, the solution presented also offers the possibility of a serial hybrid state, provided that two electric machines are connected to the transmission, in particular are part of the transmission. The invention teaches a drive train and a transmission to be installed therein, in which a serial hybrid state can optionally be implemented in that a further, second electric machine is provided on or in the transmission.

While the parallel hybrid operating state is engaged by two switching elements, one of the switching elements being responsible for setting one of several gears, on the other hand, an eCVT switching state and also a serial hybrid operating state can be switched on by a single switching element.

In general, it can be stated that the fewer switching elements to be actuated, the shorter the changeover times from one state to the next. In addition, it contributes to simplifying the control device that controls the switching operations because only one control device needs to be used that corresponds to the switching elements Can have number of controlling ports (number of ports identity to the number of switching elements).

If a reduced coupling planetary gear, such as a Ravigneaux planetary gear, in particular as a centrally arranged gear of the drive unit, is used, different switching states can be achieved by inserting, removing, blocking and / or unlocking at least one brake and / or at least one Bring the clutch. There are preferably two clutches and two brakes in the drive unit in connection with the Ravigneaux planetary gear, which can act on the Ravigneaux planetary gear and connect, block and / or unlock components of the Ravigneaux planetary gear.

A very compact arrangement of a transmission, which comprises a planetary gear set in the form of a coupling transmission, can be switched on, off and switched over with only an extremely small number of shifting elements. Because only a few switching elements are to be operated, very simply designed transmission control units can take over the control of the drive unit in the drive train.

Despite the small number of switching elements, the invention shows how a hybrid drive train can be implemented that can move a vehicle in a parallel hybrid operating state, in an eCVT operating state and in a purely electrical operating state. With just a single additional switching element, it is then even possible to provide an additional serial hybrid operating state.

Advantageous refinements and developments are set out below which, viewed individually, both individually and in combination, can likewise disclose inventive aspects.

In an advantageous development, the planetary gear is a reduced coupling gear. By reducing individual components of the planetary gear, the planetary gear can be further reduced in volume. So one of the wheels, a total of z. B. five or six wheels are available, the function of another wheel, z. B. by multiple use. In one embodiment, the planetary gear has six different types of wheels. With a slightly different coupling gearbox, the planetary gearbox has five wheels.

One aspect of the planetary gear is characterized by its wheels. Becomes spoken generally of wheels in a planetary gear, the number of different gears or the number of gear types is meant. Is z. B. spoken of "six wheels", a transmission developer often means six different types of wheels, but individual wheels can actually occur multiple times, e.g. B. several planetary gears of a uniform diameter. The planet gear occurs several times, it can e.g. B. three, four or six times. So z. B. six planetary gears arranged as a step in the planetary gear, ie, all similar gears or all gears that are assigned to a type of wheel appear with respect to a central axis of rotation of the gearbox equally spaced from this in the gearbox (multiple). It is also possible to use a wheel (possibly several times in the transmission) that is a stepped planet.

If, for example, it is said that the planetary gear has five or six wheels and it is also said that the planetary gear occurs six times, then when all the wheels are counted, at least nine gears or ten gears can be found in the planetary gear. These include sun gears, planet gears and ring gears.

If it is a reduced planetary gear with a reduction by the planets, it is possible to use the planets that exist more than once, e.g. B. by passing two, in particular different moments.

In connection with the counting of the types on wheels of the planetary gear, the planetary gear type may be counted twice in a reduced gear if two different torques are passed over it.

The planetary gear is advantageously composed of at least two individual gears to form an overall planetary gear. If the planetary gear can be subdivided into a first planetary gear and a second planetary gear (at least in theory), the two (sub) planetary gears can be designed differently from one another. One planetary gear can be implemented as a positive gear. The other planetary gear can be implemented as a minus gear. The term plus gear is common for those planetary gears that have stationary gear shafts rotating in the same direction when the bar is stationary. In the case of a minus gear, the stationary gear shafts rotate in two different directions of rotation or sense of rotation if the web of the (partial) planetary gear is stationary. Thus, one (partial) gear of the planetary gear offers a reversal of the direction of rotation, while the other (partial) gear maintains the direction of rotation. As already mentioned above, the epicyclic gearbox, which is implemented as a coupling gearbox, can be implemented by a planetary gearbox according to Ravigneaux. The planetary gear has a Ravigneaux gear set, in particular a Ravigneaux planet set. Similar reduced coupling gearboxes can also be used instead of a Ravigenaux planetary gearbox (e.g. a planetary gearbox implemented by a Wolfrom or Simpson coupling gearbox).

Operating modes can be set by switching switching elements on or in the epicyclic gear transmission on and off. One, in particular a single, operating mode of the planetary gear can be changed via at least three switching elements. In other words, at least one operating mode can be set up or set out by inserting or setting out the switching elements. In addition to a first operating mode, the drive train naturally also has other operating modes. It should be clarified that there is not just one operating mode in the drive train, but several operating modes.

The drive unit has a planetary gear, to which various components or assemblies belong. In the following, components or assemblies are discussed which may be present in the (overall) planetary gear, in particular comprising several partial transmissions, or in the coupled planetary gears.

The planetary gear preferably has two sun or sun gears, a first sun and a second sun. The suns can be arranged spatially parallel to each other. The fact that there is parallelism can be derived on the basis of various references or relations (for details see below).

In addition, the planetary gear can be designated by its planetary path or described in more detail. One of the planetary sections in the planetary gear can be a two-stage planetary section. It is also possible that a planetary route is a single-stage planetary route. With regard to the type "planetary route", there is either a single-stage planetary route or a two-stage or higher-stage planetary route. The planetary gear preferably has both a two-stage planetary section and a one-stage planetary section.

The planets are to be guided on a planet carrier. In an advantageous embodiment, all the planets of the planetary gear are attached to the same planet carrier. A planetary gear should have a ring gear. There can be a common ring gear for the (partial) planetary gear. There is therefore a single ring gear that is available for both (partial) planetary gears. A ring gear is part of the first (partial) planetary gear and the second (partial) planetary gear.

Individual planet gears can be larger in width than other planet gears or in comparison to the width of one of the suns of the planetary gear. Two parallel power flows can be conducted over a planet gear. The width of such a planet gear can be matched to two stages arranged in parallel, which are combined in the planet gear.

The parallelism of the suns in a planetary gear described above results, for. B. by reference to the input and output shafts of the planetary gear. The shafts run axially parallel, preferably coaxially. Individual waves from the group of input and output waves each lead to one sun of the (overall) planetary gear. Thus, in the event that the waves leading to the suns are coaxial, the suns are also arranged coaxially. Especially in a gearbox with a Ravigneaux gear set, the suns are characterized by a coaxial arrangement. At least one parallel arrangement of the suns can be found in the different, advantageous implementations of the dedicated hybrid transmission. The arrangement of the suns can in particular be realized axially parallel, very preferably even coaxially. It is possible to provide the sun or sun gears with different diameters, but to arrange them in alignment with one another.

In a favorable embodiment, the drive unit is designed such that an output from the (central, possibly composed of several partial planetary gears) planetary gear is possible via the ring gear. The drive unit is designed for an output that takes place from the planetary gear via the ring gear. If the largest component of the planetary gear is provided as a component for the torque flow through the planetary gear, large torques can easily be guided through the planetary gear.

As already mentioned, configurations are conceivable in which there are only a single clutch or a maximum of two clutches in the interior of the planetary gear. Such couplings should be switchable couplings so that the couplings can be inserted and removed. Such a switchable clutch can, for. B. between the or one of the Tarpaulin carrier and the ring gear. In a switching state, the clutch establishes a connection between one of the planet carriers and the ring gear.

The drive unit has several drive machines. One of the prime movers can be referred to as the first prime mover. The first drive machine is designed for direct drive of the planet carrier. As the first prime mover, z. B. an internal combustion engine.

Another drive machine can be an electric machine, in particular a first electric machine, which is mechanically connected to a sun of the planetary gear unit directly via a shaft. In this way, the first electric machine can introduce a torque into the planetary gear via a sun of the planetary gear.

In addition, the drive unit should have a brake. As a brake are fixing objects, such. B. multi-plate clutches that can be determined against a housing. Such a brake can be designed to be hydraulically actuated. At least one electric machine and / or a sun of the planetary gear can be fixed with the aid of one of the brakes.

A second electric machine can be part of the drive unit in addition to the first electric machine. The second electric machine can advantageously apply a torque to a shaft gear or introduce it into it. The second electric machine can be connected to the shaft gear, which is located in the torque flow path to the output or to the output. Moments that come from the ring gear to the output of the drive unit can be amplified by the second electric machine or added up by the latter.

Here, a clutch arranged in the torque flow path between the ring gear and the second electric machine expands the switching options of the drive unit. In order to allow a greater variety of circuit options, the second electric machine is preferably from the ring gear through a clutch that z. B. can be a hydraulically operated clutch, separable. This clutch can be placed so that it can decouple the planetary gear from the output shaft.

From a spatial and from a perspective where a compact arrangement is an important aspect, the two electrical machines, which may be part of the dedicated Hybrid transmission are parallel to each other in the same or in opposite directions. If a housing is placed over all components including the electrical machines, this saves additional installation space because only a single housing is required. This aspect also helps to make the arrangement as compact as possible.

As already mentioned above, the drive unit has several shafts. One of the rotors of one of the two electric machines can be rotatably connected to two different shafts. The two electric machines are there to drive one shaft each, provided both electric machines are in motor operation.

In addition, various arrangements of the components have led to an optimized placement of the components and assemblies. A particularly favorable arrangement results if a width of the drive unit is essentially determined by its stator dimensions. In other words, more than 80 percent of the width of the drive unit results from the dimension of the stator of at least one of the drive units.

Through a gear ratio in a range between 2.6 and 5.7, in particular in a range around 3.8 (more precisely from approximately 3.1 to 4.5 or even only from approximately 3.3 to 4.2) one of the gear pairs is able to produce a relatively high speed on the output side. The overall gear ratio of the dedicated planetary gear can be adjusted from 0.5 to 2.0 depending on the settings of the switching elements. This results in a drive unit that can cover a very large speed range. A vehicle with a drive unit according to the invention can be accelerated from almost standing still to a range of more than 250 km / h using different operating modes of the dedicated drive train.

From a further point of view, the individual switching elements can also be numbered or counted as first, second, third and so on switching elements. In a particularly advantageous embodiment, the hybrid transmission has up to four shift elements which are formed by clutches and / or brakes. Another shifting element, which in the case that there are four shifting elements of the hybrid transmission, is the fifth shifting element is a shifting element through which the first drive unit can be uncoupled, i. H. separable from the rest of the drive train.

A first switching element is advantageously used as a switching element for influencing one Operating state of the hybrid transmission positioned on the input side of the hybrid transmission. Such a, in particular first, switching element is advantageously a brake that can fix a shaft that is guided on the planetary gear. If one of the electrical machines is attached to this shaft (indirectly or directly), the electrical machine can also be stopped in this way. A z. B. fixed to the shaft connected sun gear of the planetary gear (fixed).

In an advantageous development, a second switching element is positioned as a switching element for influencing an operating state of the hybrid transmission on the input side of the hybrid transmission. Possible locations for the arrangement of the second switching element are a connection to a further sun (more precisely to another sun wheel) of the planetary gear or a connection to a ring gear of the planetary gear. The second switching element can be implemented by a brake. The brake can fix the sun that can be influenced by it (or the sun gear) or the ring gear that it can influence in a stationary state, for. B. against a housing of the drive unit.

In an advantageous development, a further switching element, a third switching element, so to speak, is used as a switching element for influencing an operating state of the

Hybrid transmission positioned between parts of the planetary gear. The position between a web of the planetary gear and a ring gear of the planetary gear has been shown to be a favorable location for the further switching element, in particular for the third switching element.

In an advantageous development, a further switching element, a fourth switching element, so to speak, is used as a switching element for influencing an operating state of the

Hybrid transmission positioned between parts of the planetary gear. An output side of the planetary gear is considered as a favorable location. A suitable location for the positioning of the further switching element (the fourth switching element) can be the driven orbiting gear, such as a web or the ring gear, from which the output torque reaches the output assembly.

Should it be desirable to decouple the first drive unit for reasons of excessive (movable) masses of the internal combustion engine, for reasons of efficiency or for reasons of minimizing moments to be dragged (or similar reasons), then a further, so to speak fifth switching element can be provided, that the shaft can unlock from the first drive unit in the direction of the planetary gear. As already shown, a very compact DHT can be built using a reduced coupling planetary gear.

Possibilities for further increasing the degree of integration can be created by interleaving shafts to and from the planetary gear, in particular guided coaxially (striking description: “shaft-in-shaft version”). It is thus possible to realize the waves for two suns of the planetary gear by means of a double shaft consisting of a first inner shaft and a second outer shaft. In a further embodiment, it can be advantageous to enclose the shaft to a sun (or to a sun gear) from a shaft to a ring gear of the planetary gear. In one embodiment, a shaft guide is also possible in such a way that the one drive shaft, for. B. from the first drive unit, inside the output shaft, d. H. e.g. B. inside the shaft leading to the output assembly.

The combinations and exemplary embodiments described above can also be viewed in numerous other connections and combinations.

From the point of view of the number of components and parts, it is particularly advantageous if it is sufficient that only two planetary gears, in particular as a central gear, are coupled to one another. The number of planetary gears that can be divided into individual gears can advantageously be limited to the number two. Two planetary gears are combined to form a central gear, the planetary gears are advantageously coupled to one another by rigid shaft connections. Here it is possible to implement the coupling in a nested or entangled manner.

A person skilled in the art is of course familiar with the fact that a coupling gear realized by two planetary gears also by more than two planetary gears, such as. B. can be realized functionally by three planetary gears. Such a realization, which is worse in terms of the number of parts and possibly the overall efficiency, can of course lead to a function similar to the idealized solution with only two planetary gears, but is - if a production technician considers it to be the priority to have to manufacture and install as few parts as possible - a more disadvantageous approach.

All shafts that lead into the planetary gear from one side can be designed as coaxial shafts. The waves coming from an opposite side into the Leading in planetary gears can also be designed as coaxial shafts. Advantageously, an outer shaft is formed at one end as a sun gear, in particular with an integrated sun gear.

It is also possible to implement the electric machines with hollow rotors, through whose inner cavities at least one further shaft, ideally even more than one shaft, is carried out. If such a construction is provided for the drive unit, there are several shafts in the center of the electric machines, each shaft rotating at its own speed, at least one of which is realized as a hollow shaft, by means of which different moments can be transmitted to and from the planetary gear. In this case, the one shaft of a multiple or multiple shaft, embodied as a coaxial shaft, can be a torque-introducing shaft and another a torque-discharging shaft.

If now it is considered how individual switching changes can be carried out, a switching device brought about by the switching change, such as, for. B. an electronic control unit, a coordinated timing with opening and closing of individual brakes and clutches.

An example is a change from the serial hybrid state in - e.g. B.- the first gear of the parallel hybrid switching state presented. A change from the serial hybrid state to the parallel hybrid switching state can be carried out if a clutch, in particular the first clutch, is opened (that between the planet carrier and ring gear) and then, after completion of an engagement process of one of the brakes, in particular an engagement process of the first brake , a synchronization of a speed to be driven is carried out via the other clutch, that is to say via the second clutch. The other clutch, in particular the second clutch, is preferably to be locked in a synchronizing manner after the first clutch has been opened beforehand.

As can be seen from the example, very fast switching changes, e.g. B. executable in periods of less than 50 ms.

Brief description of the figures

The present invention can be better understood when referring to FIG enclosed figures are taken, which exemplify particularly advantageous design options without restricting the present invention to these, wherein

FIG. 1 shows a first embodiment of a dedicated hybrid transmission with coupled partial transmissions,

FIG. 2 shows an embodiment of a dedicated hybrid transmission with a Ravigneaux wheel set,

FIG. 3 shows a development of the embodiment according to FIG. 2, in which there is at least one further drive machine, consequently three drive machines are present,

FIG. 4 shows a development of the embodiment according to FIG. 3, which has an additional clutch on the output side of the first drive unit,

FIG. 5 shows an embodiment of a dedicated hybrid transmission with coupled partial transmissions and step planets, the output being provided for a transmission side assigned to the second drive unit,

FIG. 6 shows a further development according to FIG. 5, which has an additional clutch for the first drive unit, and

FIG. 7 shows an embodiment of a dedicated hybrid transmission with coupled partial transmissions and planetary gears, the output being provided for a transmission side assigned to the first drive unit.

Figure description

The various exemplary embodiments are based on identical, identical or at least similar objects, assemblies, components, components and parts, so that the individual parts, components, components, assemblies and objects have been numbered from embodiment to embodiment with 200 reference numerals each. Explanations and explanations for individual objects, assemblies, components, parts and parts can be transferred from one embodiment to the other embodiment accordingly (possibly in an adapted form) by increasing the reference numerals between the exemplary embodiments by a corresponding multiple of 200 or be humiliated. In other words, many of the explanations for one of the first exemplary embodiments can also be applied to the last presented exemplary embodiments, so that for reasons of the more compact and clearer representation of the following exemplary embodiments, only special aspects are presented and the more general explanations from the first Embodiments (in adapted form) are also (conceptually) to be transferred to the rear embodiments.

FIG. 1 shows a drive unit 1 in a schematic representation.

The drive unit 1 comprises a first drive unit 1 1, a second drive unit 13 and a third drive unit 15. The three drive units 1 1, 13, 15 are connected to centrally running shafts 51, 53, 55, such as. B. on the shaft 51 of the internal combustion engine 1 1. The internal combustion engine takes over the task of the first drive unit 1 1. The second drive unit 13 is realized by a first electric machine. The third drive unit 15 is realized by a second electric machine.

The drive units 1 1, 13, 15 are part of the drive assembly 5 of the hybrid transmission 3. The hybrid transmission 3 includes the torque converter 7. The drive unit 1 also has the output assembly 9. The hybrid transmission 3 and the output assembly 9 are part of the drive unit 1 to the drive unit 1 with its three drive units 1 1, 13, 15, the three assemblies drive assembly 5,

Torque converter 7 and output assembly 9. Part of drive unit 1 is hybrid transmission 3.

The internal combustion engine 11 has a crankshaft 105. The internal combustion engine 11 drives its own connected shaft 51 via the crankshaft 105. The first electric machine 13 has a rotor 107. With the help of the rotor 107, the first electric machine 13 can drive the shaft 53 for rotation. The electric machine 13 drives its own shaft 53, connected to the first electric machine 13. Both shafts 51, 53 are each part of one of two coaxial multi-shafts or coaxial shafts 65, 67 running centrally in the transmission 3 over a length of the hybrid transmission 3. A shaft 51 of the plurality of shafts 51, 55, 57 of the coaxial, parallel, parallel, nested shaft 65, which is combined to form a multiple shaft 65, is connected to the internal combustion engine 11. Another shaft 53 is connected to the first electric machine 13, more precisely to its rotor 107. This shaft 53 is part of a multiple shaft 67, which can also be referred to as a coaxial, nested double shaft. This shaft 53 from the first electric machine 13 is an outer shaft to a second shaft 59 running in its interior. The shaft 57 connected to a housing brake 69 leads through an interior of the second electric machine 15 a coupling-free implementation can be spoken. The second electric machine 15 also has a rotor 109 which is hollow in the center in order to provide space for further shafts 51, 57. The shaft 51 of the internal combustion engine 11, the shaft 57 leading to the brake 69 and the shaft 55 driven by the second electric machine 15 together form the multiple shaft 65 of the two multiple shafts 65, 67 of the drive unit 1. These multiple shafts 51, 53, 55 , 57, 59 represent the connection components of the hybrid transmission 3. If the electrical machines 13, 15 are considered part of the hybrid transmission 3, the shafts 53, 55 driven by the electrical machines 13, 15 do not extend out of a housing 103 of the hybrid transmission 3.

Torques of the internal combustion engine 11 can be forwarded to a planetary gear-type coupling gear 21, wherein the internal combustion engine 11 can deliver variable torques. The coupling gear 21 is composed of a first planetary gear 41 and a second planetary gear 43. A part of the shaft 65, into which the internal combustion engine 11 also initiates, can be fixed via a brake 69. As a result, a second ring gear 39 can be fixed relative to the housing 103 of the hybrid transmission 3.

In addition to the switching element of the brake 69, the diagram according to FIG. 1 has a first clutch 73 and a second clutch 75. An output can be decoupled by means of the one clutch 73. The output assembly 9 can be coupled or uncoupled from the ring gear 37. In suitable switching states, a drive torque 17 arrives at the gear 101 arranged on the output side.

The first planetary gear unit 41 has the first ring gear 37. The ring gear 37 meshes with second planets such as the planet 29 shown in FIG. 1. This second planet 29 in turn meshes with a first planet 27. The ring gear 37 is a separate gear type 91. Teeth of the gear type 91 are for meshing with teeth of a gear type 87 designed, which corresponds to the second planet 29. The first planet 27 meshes with a sun 23 that drives it, if necessary. The sun 23 represents the mouth of the shaft 55 that comes from the second electric machine 15. Consequently, the second electric machine 15 can introduce a torque into the first planet 27 of the first planetary gear 41 via the sun 23. In the opposite direction of the torque flow, the sun 23 can transmit a torque via the shaft 55 to the rotor 109 of the second electric machine 15.

The planetary gear 41 is on the one hand from the ring gear 37 via the clutch 73 to one Web 35 of the second planetary gear 43 is coupled or can be coupled. On the other hand, a web 33 of the first planetary (partial) gear 41 is coupled or can be coupled to the latter through the ring gear 39 of the second planetary (partial) gear 43. The two planetary gears 41, 43 are thus coupled twice.

The ring gear 39 of the second planetary gear 43 meshes with planets, such as the planet 31, of the second planetary gear 43. A torque flow path leads from the planet 31 to the sun 25 of the second planetary gear 43.

The first planetary gear 41 is designed as a planetary gear with a two-stage planetary section 77. The second planetary gear 43 is designed as a planetary gear with a single-stage planetary path 79. That is, a planetary gear 41 with a two-stage planetary path 77 is coupled to a planetary gear 43 with a one-stage planetary path 79.

The shaft 59, which passes through the first electric machine 13, is provided as an output shaft from the coupling gear 21. The shaft 59 has a gear on the output side; it can also be said that a gear type 95 is provided at one end of the shaft 59. To mesh with another gear type 97, gear type 95 has a number of teeth matched to gear type 97. This enables a quick translation. Another translation by two gearwheels of different types, namely a tenth gearwheel type 99 and an eleventh gearwheel type 101 takes place at another end of that shaft 61. In other words, both ends of the shaft 61 are decided by gear types 97, 99, which are spur gears. As a result, a torque or output torque can be transmitted from the shaft 59, which connects to the one clutch 73, via the gear types 95, 97, via a further shaft 61, via two further gear types 99, 101 to an output shaft 63. The output torque 17 is available on the output shaft 63.

If a torque section is viewed starting from the first sun 23, the first sun 23 can be regarded as the first gearwheel type 81. Another, second gear type 83 is present as a second sun 25. A power and torque transmission takes place from the first sun 23 to a third gear 85, from which the first planets 27 and the first planet gears 27 are composed. The adjoining planets 29 or second planet gears 29 can be referred to as the fourth gear type 87. A fifth gear wheel type 89 forms the third planet 31, which is the planet gear 31 of the second planetary gear 43. The fifth gear type 89 is designed for meshing with a seventh gear type 93, the seventh gear type 93 forming the first ring gear 39. The second sun 25 is available as a second gear type 83 for introducing a torque from the second electric machine 15 into the coupling gear 21.

The radii of the individual gear types 81, 83, 85, 87, 89, 91, 93, 95, 97, 99, 101 express the principle of relative relationships with one another. If other translations are to be implemented, their diameters can easily be adjusted.

As can be seen from FIG. 1, the shaft 51 connected to the one ring gear 37 can be driven by a motor. The web 33 can be fixed with the aid of the brake 69 in relation to the housing 103.

The second clutch 75 allows the two electric machines 13, 15 or their rotors 107, 109 to be blocked.

The two planets 27, 29 sit on the same planet carrier or web 33 and rotate about their planet axes. The planet carrier or the web 33 thus offers several centers of rotation. A torque flow can take place via the planets 27, 29. It is particularly advantageous that at least one of the planets 29 can transmit two torques or torque flows. Different moments can be introduced into the first planetary gear 41 by the internal combustion engine 11 and by the second electric machine 15. To lead out of the coupling gear 21 formed from the two planetary gears 41, 43, the output shaft 59 is provided, which is followed by gears of four different gear types 95, 97, 99, 101.

Thanks to the existing second clutch 73, a torque or part of the torque can be transmitted to the output shaft 59 either via the second web 35 or via the first ring gear 37. The two planetary gears 41, 43 are toothed and interlocked with one another, they can also be referred to as reduced coupling gears 21.

However, as can be seen from the following three FIGS. 2, 3 and 4, the already very compact coupling gear 21 according to FIG. 1 can be made even more compact if a Ravigneaux planetary gear set 221, 221 '(or comparable reduced one

Coupling gear) is used. Furthermore, it can be derived from FIG. 2 that FIGS. 1 and 3 or 4 also only have two drive units 11, 13 or 21 1 'or 21 1 " can be built together with 213 '.

Because of the high degree of similarity between the exemplary embodiments according to FIG. 2, according to FIG. 3 and according to FIG. 4, these three figures can be presented and dealt with simultaneously in many respects.

The drive unit 201 according to FIG. 2 or the drive unit 201 'according to FIG. 3 or the drive unit 201 "according to FIG. 4 comprises the hybrid transmission 203 or 203' and can be divided into further assemblies and components such as the drive assembly 205 or 205 'or 205 ", the torque converter 207 and 207 'and the output assembly 209 are divided. A width of the drive units 201, 201 'or 201' 'is mainly determined by the dimensions of the drive assembly 205 or 205' or 205 '', that is to say in particular by the stator dimensions of the drive units 213, 213 ', 215.

The torque converter 207 or 207 ', which is realized by a coupling gear 221 or 221' with a Ravigneaux planetary gear set (that is, by a selected form of a reduced planetary gear coupling gear), can be regarded as the central assembly. Torques of drive units, such as the first drive unit 21 1 or 21 1 'or 21 1 ", the second drive unit 213 or 213' and possibly the third drive unit 215 (see FIGS. 3, 4) are transmitted via the torque converter 207 or 207 'and the output assembly 209 as torque or output torque 217 of further components of the motor vehicle carrying the drive unit 201 or 201' or 201 '', such as wheel axles (not shown).

In FIGS. 2 and 3 and FIG. 4, a differential arranged on the output side is only symbolically represented by a gear of the eleventh gear type 301. It is understandable for a specialist that the vehicle half axles can connect to the differential.

In Figure 2, the drive assembly 205 is realized by two drive units 21 1, 213. The drive assembly 205 'according to FIG. 3 is composed of the three drive units 21 1', 213 ', 215. The drive assembly 205 "according to FIG. 4 is composed of the three drive units 21 1", 213 ', 215.

The first drive unit 21 1 or 21 1 'or 21 1 "is an internal combustion engine. The second drive unit 213 or 213' is a first electric machine. The third drive unit 215 is realized by a second electric machine. The coupling gear 221 according to FIG. 2 can be actuated hydraulically by the three shifting elements 269, 271, 273, whereby gear assemblies are fixed or coupled to further components. The coupling gear 221 'according to FIG. 3 or FIG. 4 can be actuated by four switching elements 269, 271, 273, 275, at least in part being fixed or coupled to further components. For example, the internal combustion engine 211, 211 ', 21 1 "can be activated by the coupling switching element 273.

The two switching elements 269, 271 are brakes, each of which can fix a shaft 253, 257 relative to a housing 303. In a further switching position or switching option, these can inhibit the shafts 253, 257 and thus slow them down or brake them relative to the housing 303. So z. B. an electric machine 213, 213 'and / or a sun 223, 225 are fixed. As can be seen particularly well from FIG. 3 and FIG. 4, the switching elements 273, 275 are clutches which the ring gear 237 of the

Coupling the coupling gear 221, 221 'to further shafts 251, 259 directly or indirectly or being able to separate a power flow. Thus, the ring gear 237 in particular is driven. On the other hand, the output shaft 263 can be separated from the planetary gear 221 '.

The drive unit 21 1 or 21 1 'or 21 1 "has a crankshaft 305 or 305' to which a shaft 251 is flanged as a torque input shaft. The drive unit 213 or 213 'has a rotor 307. The rotor 307 goes in the shaft 253. The fastening between the rotor 307 and the shaft 253 is designed such that both a torque can be introduced into the coupling gear 221 or 221 'and a torque can be extracted from the coupling gear 221 or 221' 3 and FIG. 4 show, the drive unit 215 has a rotor 309. The rotor 309 merges into the shaft 255, through which the twelfth gearwheel of the twelfth gearwheel type 302 can be driven. The gearwheel of the twelfth gearwheel type 302 is in engagement with the ninth Gear type 297. The ninth gear type 297 has two meshing gears meshing with it, the gear of the eighth gear type 295 and the gear of the twelfth type 302. Thus, in the gear of the ninth gear adtyps 297 Sum torques from different torque sources.

The shaft 253, which is connected to the second drive unit 213 and 213 ', opens into one of the two suns 223, 225. It can also be said that the shaft 253 is passed through a center of the second sun 225 and with the first sun 223 rotation test is connected. The first sun 223 meshes with a first set of planet gears, such as the planet gear 227. The second sun 225 meshes with a second set of planet gears, such as the planet gear 229. The planet gear 229 is a double gear. The double gear 229 meshes with the planet gears of the first set 227. The double planet gear 229 also meshes with the ring gear 237. The planet gear 229 has at least twice the tooth width, that is to say it is at least twice as wide, in comparison with a planet gear 227 of the first set. This creates sufficient space to mesh with two gears, such as a sun gear 225 and a planet gear of the first type 227. Two stages of the planet paths 277, 279 arranged next to one another are thus brought together. The wider planet gear 229 can - depending on the torque flow direction - distribute and / or distribute moments in a summing and / or dividing manner.

A clutch 273 of the two clutches 273, 275 is located between the ring gear 237 and the web 233. The first clutch 273 can block the web 233 and the ring gear 237.

The second sun 225 is guided to the second brake 271 via a shaft 257. The sun 225 can be fixed with the aid of the brake 271 in relation to the housing 303. The shaft 257 can be referred to as a locking shaft. With the aid of the brake 271 and the shaft 257, the sun 225 is stopped in a switching state.

The shaft 253 from the first electric machine or the first drive unit 213 or 213 'and the blocking shaft 257 are designed as a coaxial double shaft 265, i. H. one shaft 253 is guided in the other shaft 257. Another coaxial double shaft 267 or 267 'is present, which is composed of the one output shaft 259 and the shaft 251 or 251' of the internal combustion engine 21 1 or 21 1 'or 21 1 ".

Torques can be conducted via the double planet 229 both in connection with the first sun 223 and in connection with the second sun 225.

The web 233 can be driven by the first drive unit 21 1 or 21 1 'or 21 1 ".

The first output shaft 259 is provided as the output from the coupling gear 221 or 221 ′. Output from the first output shaft 259 passes through a gear of the eighth gear type 295 to a gear of the ninth gear type 297. The gear of the ninth Gear type 297 is fixed to one end of the second output shaft 261. The output shaft 261 has another gear of the tenth gear type 299. An output torque is introduced into the gear of the eleventh gear type 301 via the gear of the tenth gear type 299. The torque is finally output via the output shaft 263. The output assembly 209 thus comprises a plurality of shafts 259, 261, 263 used for forwarding the output. The third drive unit 215 engages in the output assembly 209. The intervention advantageously takes place via a translation by means of a twelfth gear wheel 302 and a ninth gear wheel 297 onto the output shaft 261 operating as an output shaft.

The coupling gear 221 and 221 'is composed of two planetary gear units 241, 243, which together or coupled form a Ravigneaux planetary gear set. For this reason, the planetary gear unit 241 has a single-stage planetary gear 279. In accordance with the implementation as a Ravigneaux planetary gear set, a second planetary gear unit 243 has a two-stage planetary gear 277.

In other words, the drive units 201, 201 'shown in FIGS. 2 and 3 with a dedicated hybrid transmission 203, 203' comprise an internal combustion engine 21 1, 21 1 'and at least one electric machine 213, 213' which are operated by means of a planetary gear 241 , 243 are connected to a common output shaft 263. The planetary gear is a (reduced) coupling gear 221, 221 ', which is designed in particular due to a planet carrier 233 for at least one planet gear 227, 229, for transmitting two torque flows 217 flowing via at least one planet gear 227, 229. A dedicated hybrid transmission 203, 203 'can be used as a combined summing and

Differential gear stage, in particular with a Ravigneaux planetary gear set 221, 221 ', can be equipped with at least three shifting elements 269, 271, 273. A connection of an internal combustion engine 21 1, 21 1 ', preferably via a coupling switching element 273, to a ring gear 237 of the planetary gear 241, 243 offers advantageous switching status options. The electric machine 213, 213 'can be fixed on the housing 303 via the brake 269. In a switching method, a maximum of two inserted switching elements 269, 271, 273 are used per operating state, in particular for a hybrid operating state. A hybrid operating state or in particular an eCVT state can be set by switching a (further) clutch 275 between the ring gear 237 and an output gear 295. A purely electric drive can be assumed by opening all switching elements 269, 271, 273, 275. If FIGS. 2 and 3 or 4 are compared with FIG. 1, it is noticeable that the transmission 203 or 203 'manages with significantly fewer gears than the hybrid transmission 3 in order to provide the same function. The two sun gears 223, 225 can be referred to as the first gearwheel type 281 or as the second gearwheel type 283. The planetary gears of the coupling gear 221 or 221 'represent the third gear type 285 and fourth gear type 287. The sixth gear type 291 is present as the ring gear 237. An eighth gear type 295 is provided on the first output shaft 259 by an output gear. The gearwheel types fifth gearwheel type 89 and seventh gearwheel type 93 shown in FIG. 1 can no longer be found in the gear set diagrams of FIGS. 2 and 3 or 4. For a freely selectable application of a drive torque from the second electric machine 215, there is instead a twelfth gear type 302. The output path, via which the output torque 217 can be delivered or forwarded, is further determined by the eighth gear type 295, the ninth gear type 297 and the tenth Gear type 299 formed.

4 preferably includes the same hybrid transmission 203, which was already explained in connection with the presentation of FIG. 3. In contrast to FIG. 3, FIG. 4 shows an inner shaft 251 'of the second coaxial shaft 267', which is also known as Post-clutch shaft 251 'can be referred to, or connectable to a shaft 251 with the internal combustion engine 21 1 "via a third clutch 276 (as it were, as a fifth or further switching element). The clutch shaft 251 'is connected to the web 233 in a rotationally fixed manner. The first web 233 of the hybrid transmission 203 'or of the coupling mechanism 221' can be uncoupled from the internal combustion engine 21 1 ", which forms the first drive unit, by means of the clutch 276. The clutch 276 makes it possible, in the case of purely electrical operation (such as, for example, a generator operation or recuperation operation) with the first drive unit 213 'and / or the second drive unit 215, the first drive unit 21 1 "additionally as a motor brake, eg. B. on slopes of mountain passes to switch on. Energy that cannot be recuperated can thus be “destroyed” or temporarily stored via a crankshaft 305 ′ connected to the shaft 251 ′ by moving masses inside the first drive unit 21 1 ″ (in the sense of inner masses).

If the hybrid transmission 203 or 203 'is described on the basis of the shift elements 269, 271, 273, 275 (and possibly also the (fifth) shift element 276) available for the selection of operating states, there is a first shift element 269 and a second shift element 271 between the second drive unit 213 'and the second planetary section 279. A third switching element 273 and possibly a fourth switching element 275 are arranged between the first planetary path 277 and the first drive unit 21 1 'or 21 1 "or between the first planetary path 277 and the third drive unit 215. The first switching element 269 and the second switching element 271 serve to selectively fix the shafts 253 and 257 of a coaxial Double shaft 265 on the housing. The ring gear 237 can be coupled or coupled to the web 233 by the third switching element 273. The first drive unit 21 1 'or 21 1 "and the second drive unit 213' are connected to the fourth switch element 275 or can be connected or disconnected from the output assembly 209. In the opened or uncoupled state of the switching elements 269, 271, 273, 275 (and possibly 276), at least one component of the drive unit 201 or 201 'or 201' or respectively connected to the switching element 269, 271, 273, 275 (and possibly 276) .201 '' relative to another component of the drive unit 201 or 201 'or 201''connected to the switching element 269, 271, 273, 275 (and possibly 276). When the switching elements 269, 271, 273, 275, 276 are closed or coupled, there is a rotationally fixed connection of the components. The fifth switching element 276 present according to FIG. 4 serves to create a wave bridge between two waves 251, 251 'of an entire shaft. The switching elements 269, 271, 273, 275 (and possibly 276) each operate during the closing process with a transition means for adjusting speed differences between the components of the drive unit 201 or 201 'or 201 "to be connected to one another. Such a transition means can also be called synchronization.

FIG. 5 shows a drive unit 401 with a drive assembly 405, which comprises a first drive unit 41 1, a second drive unit 413 and a third drive unit 415. The first drive unit 41 1 drives with its crankshaft 505 a drive shaft 451, which can also be referred to as a transmission input shaft and on which a sun gear 425 is seated in a rotationally fixed manner. 5, a drive unit 401 'like in FIG. 6 has a drive assembly 405' which comprises a first drive unit 41 1 ', a second drive unit 413' and a third drive unit 415. The first drive unit 41 1 'in FIG. 6 drives an internal combustion engine shaft 451, which is connected or can be connected to a post-coupling shaft 451' via a coupling 476. A torque can be transmitted to the sun gear 425 through the clutch 476. The sun gear 425 is arranged on the post-coupling shaft 451 'in a rotationally fixed manner. Furthermore, the drive units, that drive unit 401, which is shown in FIG. 5, and that drive unit 401 ', which is shown in FIG. 6, are constructed in the same way, which is why these drive units 401, 401' are explained together below.

The coupling gear 421 shown in Figure 5, which an internal combustion engine 41 1 and two electrical machines 413, 415 can interact, can also be referred to as a hybrid transmission 403. The coupling gear 421 includes, among other things, a first planetary path 477, which is formed from a second planetary gear part 443, and a second planetary path 479, which is formed from a first planetary gear part 441. The planetary paths 477, 479 are coupled to one another via a first web 433 and the step gears, such as the step gear 480, carried by the web 433. The sun gear 425 is arranged as a second sun gear 425 opposite a first sun gear 423 with a smaller radius. The second sun gear 425 is in engagement with the step gear 480 in the region of a first step gear radius. Driven by the first drive unit 411, torque is transmitted from the second sun gear 425 via the step gear 480 to a second step gear radius 480 '. In the area of the second step gear radius 480 ′, the step gear 480 is in engagement with a ring gear 437, which is designed as a sixth gear type 491, and with the first sun gear 423. The first planet 427 formed by the step gear 480 thus runs in a sun gear toothing 481. The first sun gear 423 can be supplied with torque from the second drive unit 413 via a drive shaft 457. A shaft 453 of the first electric machine 413 is driven by an electric machine rotor 507 for torque input. The shaft 453 is rotatably connected to the shaft 457. This shaft 457 can also be referred to as a locking shaft 457 because the shaft 457 can be fixed to a housing 503 via a first brake 469. The first brake 469 can brake or prevent rotation of the first sun gear 423. On the other hand, the rotor 507 of the first electric machine 413 can be fixed by the brake 469.

In the coupling gear 421, the ring gear 437 can be fixed to a housing 503 ′ by a second brake 471. The web 433 can be coupled to the ring gear 437, which can also be referred to as a ring gear, via a first coupling 473. A second clutch 475 is used to couple the web 433 to a first output shaft 459 or to separate it. The first output shaft 459 lies as a coaxial shaft 465 or hollow shaft around a central region of the blocking shaft 457. The first output shaft 459 drives the output assembly 409 via an eighth gear 495, which can also be referred to as an output assembly gear 495, the eighth gear type 495 being in mesh with a ninth gear type 497. The output assembly 409 is arranged on a side of the coupling gear 421 facing the first electrical machine 413. The gearwheel of the ninth type 497 also acts as a coupling gearwheel 497 with a drive gearwheel 502, which is connected via a shaft 455 to a rotor 509 of the second drive unit 415. The gear of the ninth type 497 rotates a gear of the tenth type 499 via a shaft 461 Tenth type 499 gear meshes with an eleventh type gear 501, which drives output differential 419, which is part of output assembly 409 (if there is no recuperation mode of operation in which torque flows in the opposite direction). A torque conversion thus takes place in the output assembly 409. Via the output differential 419, the torque of the drive unit 401 or 401 '(see also FIG. 6) is supplied to the road wheels (not shown) via output shafts, such as an output shaft 463.

The hybrid transmission 403 comprises the coupling transmission 421 and acts as a torque converter 407 u. a. for torques that are supplied by the first drive unit 411 and by the second drive unit 413.

The hybrid transmission 403 can also be described on the basis of the shift elements 469, 471, 473, 475 available for the selection of operating or shift states (and possibly also shift element 476). A first switching element 469 is arranged between the second drive unit 413 or 413 'and the first planetary gear unit 441 on a shaft 453 which can be fixed against the housing 503. A second switching element 471 is arranged on the ring gear 437, which can thus be fixed against the housing 503 '. A third switching element 473 and a fourth switching element 475 are located between the first switching element 469 and the first planetary gear unit 441. The third switching element 473 serves to couple the planet carrier 433 to the output assembly 409 or to decouple it. The fourth switching element 475 is used to couple the planet carrier 433 to the ring gear 437 or to decouple it. If, as shown in FIG. 6, a fifth shift element 476 is additionally present, this is located between the first drive unit 41 1 ′ and the second planetary gear unit 443 and serves to couple or decouple it.

In the case of a drive unit 601 shown in FIG. 7, there is an output to the output assembly 609 on a transmission side which is assigned to the first drive unit 611. The coupling gear 621 is constructed similarly to the coupling gear 421, which is shown in FIG. 5. A first output shaft 659 of the coupling gear 621 runs around the shaft 651 of the internal combustion engine 611 and lies coaxially with that shaft 651. It can be driven via the web 633 of the coupling gear 621. Coupling gear 621 combines, as hybrid gear 603, torques from internal combustion engine 611 (on one side) and a first electric machine 613 and a second electric machine 615 (on the other side), which together form a drive assembly 605. What drive unit Internal combustion engine 61 1 or first electric machine 613 or second electric machine 615 that supplies drive energy depends on the selected switching state. The coupling gear 621 comprises four switchable units, the so-called switching elements, namely a first brake 669, a second brake 671, a first clutch 673 and a second clutch 675. The switching elements 669, 671, 673, 675 are used for at least two components of the drive unit 601 to be connected to one another in a rotationally fixed manner, the connection being able to take place with a braking process in the manner of a synchronization. The brakes 669, 671 act against a housing 703, 703 ', which is to be regarded as a fixed component in relation to a vehicle chassis (not shown). The first brake 669 can retard the rotations of the first sun gear 623 in the second planetary path 679. In other words, braking of the first sun gear 623 via the first sun gear toothing 681 acts on the planets, such as the planet 627, in particular via the second step gear radius 680 ', also on the web 633. The first sun gear 623 is via the shaft 653 from the rotor 707, which is arranged in the stator 711, can be driven by the first electric machine 613. Torque of the second drive unit 613 is thus supplied to a first planetary gear unit 641. The first planetary gear unit 641 has the second planetary section 679, which is a single-stage planetary section 679 and which runs in a ring gear 637, which can also be referred to as the sixth gear type 691. A first planetary section 677 is likewise designed in one step and comprises a first area of the step gear 680. The first area of the step gear 680 has a radius that is smaller than the second step gear radius 680 ′. The step gears, such as step gear 680, are rotatably arranged on the web 633. The web 633 can be connected or coupled to the ring gear 637 in a rotationally fixed manner via the first coupling 673. The second brake 671 allows the ring gear 637 to be fixed in relation to the housing 703 '. On the first planetary path 677, the stepped planet gears, like the stepped planet gear 680, receive a torque from the second sun gear 625 via a second sun gear toothing 683. This torque is combined with the second

Planetary gearbox 643 via shaft 651 of internal combustion engine 611, i. H. supplied by the crankshaft 705. Immediately next to the second planetary gear unit 643 are the first clutch 673 and the second clutch 675. The second clutch 675 makes it possible to close or break a connection between the web 633 and a first output shaft 659. The output shaft 659 carries an output gear 695 which over two gear stages, including the eighth gear type 695, a ninth

Gear type 697, a tenth gear 699 and an eleventh gear 701, a differential 619 drives. The differential 619 distributes an output torque via output shafts, such as the output shaft 663 with the torque 617, to vehicle wheels (not shown). The second electric machine 615, which has a rotor 709 and a stator 713, is arranged in a region of the output assembly 609. The eighth gear 697, which is arranged on a second output shaft 661 and is drivingly connected to the differential 619, can also be referred to as a recuperation gear, since the gear 697 is rotationally coupled to the second electric machine 615, more precisely the rotor 709, via a drive gear 702 on the shaft 655 . Thus, preferably when the second clutch 675 is open, drive energy can be converted into electrical current in the second electric machine 615 and collected in a connected electrical storage device. If the drive unit 601 is divided into assemblies, the drive unit 601 thus has a drive assembly 605, an output assembly 609 and one

Torque converter assembly 607. A parking lock in the drive unit 601 can be implemented by simultaneously closing the second brake 671 and the clutches 673, 675.

The hybrid transmission 603 (in accordance with FIG. 7) can also be described starting from the shift elements 669, 671, 673, 675. The first switching element 669 is arranged between the second drive unit 613 and the first sun gear 623 and can thus fix both, which are connected to one another via a shaft 653, to the housing 703 at the same time. The other shift elements 671, 673, 675 are arranged between the first partial transmission 641 on one side and the first drive unit 611 or the second drive unit 615 or the output assembly 609 on the other side. Of these other switching elements 671, 673, 675, a second switching element 671 is located between the ring gear 637 and the housing 703 '. A third switching element 673 is located between the second switching element 671 and the web 633. A fourth switching element 675 is located between the web 633 and the third drive unit or the output assembly 609.

The switching options are to be shown using FIG. 3 (or FIG. 4).

By inserting a “clutch 2” (see clutch 275 in FIG. 3), compare the shift matrix, either a parallel hybrid operating state or an eCVT operating state can be set. In the parallel hybrid, gears 1 to 3 are set by switching the other shift elements such as brakes 269, 271 and further clutch 273, only one of the three shift elements 269, 271, 273 being engaged for each gear. If only the second brake 271 or the first clutch 273 is engaged, two serial hybrid operating states can be set.

If not a single shift element 269, 271, 273, 275 is inserted, the hybrid transmission 203 or 203 'is in a purely electric motor mode of operation.

Because of the further motor, the second electric machine 215, which is present in an embodiment according to FIG. 3, the remaining two drive units 21 1 'and 213' can have different dimensions, e.g. B. smaller than the two drive units 211, 213 in a drive unit 201 according to FIG. 2.

The additional switching options due to the additional "clutch 2" switching element (see reference number 275) are highlighted by a border. The switching options presented above can be described in a very catchy manner, in particular for a device according to FIG. 3, using the following switching diagrams, in particular the following switching matrix III. For the further switching matrices I, II and IV shown, reference is made below to the underlying drive units or figures:

The switching matrix III, which is presented with reference to FIGS. 3 and 4, can also be applied to a drive unit 201 according to FIG. 2 from various points of view.

The specified gear ratios or translations express a possible dimensioning of the gear stages. If a motor vehicle is to be operated faster or slower, other ratios and gear ratios can also be found.

The design options shown in the individual figures can also be connected to one another in any form.

So of course it is also possible and advantageous to replace the double shafts 265, 267 with shafts with even more inner shafts.

It is shown in FIG. 1 that the rotors 107, 109 can be hollow rotors for the passage of further shafts 51, 57, 59. The drive units 21 1, 21 1 ', 213, 213', 215 can, for. B. for reasons of space or to allow unilateral diversion or equilateral torque input and output, also be constructed with hollow rotors 307, 309.

It has been shown that only one brake 69 can be operated. It has also been shown that only one clutch 273 can be used. Most shift variants result when the number of brakes 69, 269, 271 installed in the hybrid transmission 3, 303 or 303 'and the number of clutches 73, 75, 273, 275 installed is each greater than 1.

The well-considered switching matrix makes it possible to switch from one operating mode to the next operating mode with very few switching operations, e.g. For example, a hybrid transmission according to the invention in a hybrid drive train can cover as many different operating states as eCVT, serial hybrid of different gear stages, parallel hybrid of different gear stages, pure electrical operation, boost operation, reduced exhaust gas operation, (electrical) recuperation, etc. This requires only a few switching processes, some of which can be carried out in parallel or simultaneously. Reference list

Claims

Claims:

1. drive unit (1, 201, 201 ', 201 ", 401, 401', 601) with a dedicated hybrid transmission (3, 203, 203 ', 403, 603),

comprising a first drive unit (11, 211, 211 ', 211 ", 411, 411', 611) and a second drive unit (13, 213, 213 ', 413, 413', 613),

the motors are of different types such as internal combustion engines (11, 211, 211 ', 211 ", 411, 411', 611) and electric machines (13, 15, 213, 213 ', 215, 413, 415, 413', 613, 615) and

by means of a planetary gear (21, 41, 43, 221, 241, 243, 221 ', 421, 621) on a common output shaft (63, 263, 463, 663), in particular a differential (101, 301, 419, 501, 619, 701), are connected,

wherein the second drive unit (13, 213, 213 ', 413, 413', 613) has at least one electric machine (13, 15, 213,) which is operatively connected or operably connected via a shaft of the hybrid transmission (3, 203, 203 ', 403, 603). 213 ', 215, 413, 415, 413', 613, 615),

characterized in that the planetary gear is a coupling gear (21, 221, 221 ', 401, 601), in particular of the reduced coupling planetary gear type such as a Ravigneaux planetary gear (221, 221'),

that in particular due to one, preferably a single, e.g. B. gear uniting, planet carrier (33, 35, 233, 433, 633),

which serves as a center of rotation for at least one planet gear (27, 29, 31, 227, 229, 480, 680),

is designed to transmit two torque flows (17, 217, 617) flowing through at least one planetary gear (27, 29, 31, 227, 229, 480, 680),

switching elements (69, 269, 469, 669, 271, 471, 671, 73, 273, 473, 673, 75, 275, 475, 675, 276, 476) in the drive unit (1, 201, 201 ', 201 " , 401, 601) are provided, of which a maximum of four switching elements (69, 269, 469, 669, 271, 471, 671, 73, 273, 473, 673, 75, 275, 475, 675), preferably at least three switching elements ( 69, 269, 469, 669, 271, 471, 671, 73, 273, 473, 673), for switching the hybrid transmission (3, 203, 203 ', 403, 603) and

If necessary, a switching element (276, 476), in particular a further one, is provided for separating the first drive unit (211 ", 411 ') from the hybrid transmission (203', 403) or possibly the first drive unit (11, 21 1, 21 1 ', 411, 61 1) is a shaft-connected internal combustion engine.

2. Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to claim 1,

characterized in that

the planetary gear is a reduced coupling gear (21, 41, 43, 221, 221 ', 421, 621) with at least five, in particular with six, wheels (81, 85, 87, 91, 93, 281, 283, 285, 287, 291 , 481, 681, 683)

preferably a planet as a double planet (29, 229, 480, 680), e.g. B. is designed to pass two torques,

a double planet (29, 229, 480, 680) being counted as two wheels (87, 287).

3. Drive unit (201, 201 ', 201 ") according to one of the preceding claims,

characterized in that

the planetary gear (221, 221 ') is composed of a plus gear and a minus gear.

4. Drive unit (201, 201 ', 201 ") according to one of the preceding claims,

characterized in that

the planetary gear (221, 221 ') is created by a Ravigneaux planetary gear set, with an operating mode of preferably over at least three shift elements (269, 271, 273, 275), in particular however at most four shift elements (269, 271, 273, 275) Planetary gear (221, 221 ') is changeable.

5. Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to one of the preceding claims,

characterized in that

the planetary gear (21, 221, 221 ', 421, 621) comprises at least one of the following components or assemblies:

a) two suns (23, 25, 223, 225, 423, 425, 623, 625), which are preferably arranged parallel to each other,

b) a two-stage planetary path (77, 277),

c) a single-stage planetary route (79, 279, 477, 479, 677, 679),

d) an attachment of all planets (227, 229, 480, 680) on the same planet carrier (233, 433, 633),

e) a common ring gear (37, 39, 237, 437, 637), and / or

f) planetary gears (229, 287, 480, 680), the width of two parallel arranged Levels (277, 279, 477, 479, 677, 679) can combine.

6. Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to claim 5,

characterized in that

the drive unit (1, 201, 201 ', 201 ", 401, 401', 601) for an output from the planetary gear (21, 221, 221 ', 421, 621) via the ring gear (37, 237, 437, 637) is designed.

7. drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to claim 5 or 6,

characterized in that

a, in particular switchable, clutch (73, 273, 473, 673) is present between the planet carrier (35, 233, 433, 633) and the ring gear (37, 237, 437, 637).

8. Drive unit (201, 201 ', 401, 601) according to one of the preceding claims,

characterized in that

a first drive machine (21 1, 21 1 ', 411, 61 1), in particular the internal combustion engine, is designed for direct drive of the planet carrier (233).

9. Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to one of the preceding claims,

characterized in that

a first electric machine (13, 15, 213, 213 ', 413, 413', 613) via a shaft (53, 55, 253, 453, 653) directly for driving a sun (23, 25, 223, 423, 623) of the planetary gear (21, 221, 221 ', 421, 621) is mechanically fixed to it.

10. Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to one of the preceding claims,

characterized in that

At least one electric machine (13, 15, 213, 213 ', 213 ", 413, 413', 613) and / or via at least one brake (69, 269, 271, 469, 669), in particular a housing-fixed and / or hydraulically actuable brake. or a sun (223, 225, 423, 623) of the planetary gear (21, 221, 221 ', 421, 621) can be fixed.

1 1. drive unit (201 ', 201 ", 401, 401', 601) according to any one of claims 5 to 10,

characterized in that

one, in particular second, electric machine (215, 415, 615) on the output side on one Shaft gear (297, 497, 697) of an output shaft (261, 461, 661) is connected to a torque flow path,

which is connected to the planetary gear (221 ', 421, 621) in particular via the ring gear (291, 491, 691),

preferably the ring gear (291, 491, 691) and the, in particular second, electric machine (215, 415, 615) can be separated in the power flow by means of a, preferably hydraulically actuated, clutch (275, 475, 675),

advantageously for decoupling the planetary gear (221 ', 421, 621) from the output shaft (263, 463, 663).

12. Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to claim 11,

characterized in that

both electrical machines (13, 15, 213, 213 ', 215, 413, 413', 415, 613, 615) extending parallel to each other, in the same housing (103, 303, 503, 503 ', 703, 703') Drive unit (1, 201, 201 ', 201 ", 401, 401', 601) on two different shafts (53, 55, 253, 255, 453, 455, 653, 655) by rotors (107, 109, 307 , 309, 507, 509, 707, 709) of the electrical machines (13, 15, 213, 213 ', 215, 413, 413', 415, 613, 615) are rotatable, are attached and

a width of the drive unit (1, 201, 201 ', 201 ", 401, 401', 601) is largely determined by its stator dimensions.

13. Dedicated hybrid transmission (203, 203 ', 403, 603),

in particular for a drive unit (1, 201, 201 ', 201 ", 401, 401', 601) according to one of the preceding claims, characterized in that the hybrid transmission (203, 203 ', 403, 603) as a combined summing and differentiating gear stage a planetary gear (241, 243, 441, 443, 641, 643), in particular with a Ravigneaux planetary gear set (221, 221 '),

that with at least three switching elements (69, 73, 75, 269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675), preferably with exactly four switching elements (269, 271, 273, 275 ) such as brakes (269, 271) and / or clutches (273, 275), in particular with hydraulically actuated switching elements,

and in which a connection of an internal combustion engine (21 1, 21 1 '), preferably via a coupling switching element (273) of the hybrid transmission (203, 203I), possibly via an intermediate component, preferably rotatable about a central axis Planet carrier (233) of the Ravigneaux planetary gear set (221, 221 '), is provided in this way,

that a torque flow of the internal combustion engine (211, 21 1 ') to be connected can be conducted to a ring gear (237) of the planetary gear (241, 243),

and the hybrid transmission (203, 203 ') preferably comprises a brake (269) via which one of the suns (223) of the Ravigneaux planetary gear set (221, 221') can be fixed

and / or an, in particular first, electric machine (213, 213 ', 413, 413', 613) which can be connected to the hybrid transmission (203, 203 ', 403, 603),

the brake (269, 469, 669) advantageously being a hydraulically actuable brake (269, 469, 669) for fixing to a housing (303, 503, 503 ', 703, 703') of the hybrid transmission (203, 203 ', 403 , 603).

14. Dedicated hybrid transmission (203, 203 ', 403, 603) according to claim 13,

characterized in that

in a hybrid drive shift position, the hybrid transmission (203, 203 ', 403, 603) at least one of the gear ratios 2.6, 3.8 or 5.7,

especially in a translation range of +/- 0.5 around the specified

Gear ratio around,

having,

the gear ratios of the planetary gear (241, 243, 441, 443, 641, 643), in particular depending on the position of the switching elements (269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675 ), are between 0.5 and 2.

15. Switching method,

in particular for switching operating states in a dedicated hybrid transmission (203, 203 ', 403, 603) with a maximum of two in each case

Switching elements (269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675) per operating state,

and advantageously for switching a drive unit (201, 201 ', 201 ", 401, 401', 601) according to one of claims 1 to 12 and / or a dedicated hybrid transmission (203, 203 ', 403, 603) according to one of claims 13 or 14, characterized in that a purely electric drive can be ingested by opening all switching elements (269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675), wherein a serial hybrid switching state or in particular an eCVT switching state can be assumed by inserting only a single switching element (269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675),

and that in particular by switching a clutch (275) between a ring gear (237) of a Ravigneaux planetary gear set (221, 221 ') and an output gear (295) a hybrid operating state or an eCVT state can be set,

wherein an, in particular parallel, hybrid operating state, in particular each parallel hybrid operating state, can be assumed by inserting exactly two of four switching elements (269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675),

and preferably by changing a switching state of a single switching element (269, 271, 273, 275, 469, 471, 473, 475, 669, 671, 673, 675) a change from a first switching state to a second switching state between all switching states, associated with a parallel hybrid mode of operation is made possible

in particular individual components of the Ravigneaux planetary gear (221, 221 ') by at least one clutch (273, 275), preferably by two clutches (273, 275), and / or by at least one brake (269, 271), preferably by two Brakes (269, 271), connectable, lockable or unlockable.