WO2021000984A1 - Hybrid transmission having an integrated ac compressor for a motor vehicle, and motor vehicle - Google Patents

Hybrid transmission having an integrated ac compressor for a motor vehicle, and motor vehicle Download PDF

Info

Publication number
WO2021000984A1
WO2021000984A1 PCT/DE2020/100450 DE2020100450W WO2021000984A1 WO 2021000984 A1 WO2021000984 A1 WO 2021000984A1 DE 2020100450 W DE2020100450 W DE 2020100450W WO 2021000984 A1 WO2021000984 A1 WO 2021000984A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
drive
combustion engine
hybrid transmission
input shaft
Prior art date
Application number
PCT/DE2020/100450
Other languages
German (de)
French (fr)
Inventor
Marcus Hoppe
Torsten PIEPER
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN202080048818.4A priority Critical patent/CN114051566A/en
Priority to JP2021578148A priority patent/JP7453262B2/en
Publication of WO2021000984A1 publication Critical patent/WO2021000984A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a hybrid transmission for a (hybridized) motor vehicle, with an input shaft that can be rotationally coupled to a crankshaft of an internal combustion engine, a first electric motor having a first rotor shaft, a drive part that can be rotationally connected to at least one wheel of the motor vehicle and one between the input shaft, the first Rotor shaft and the drive part used, switchable gear unit.
  • the invention also relates to a motor vehicle with this hybrid transmission.
  • Hybrid transmissions of the generic type are already sufficiently known from the prior art.
  • DE 10 2017 206 510 A1 discloses a transmission structure for a serial / parallel hybrid vehicle.
  • the applicant is aware of the internal state of the art, which has already been submitted to the German Patent and Trademark Office in the form of the German patent application DE 10 2019 110 046.1 on April 16, 2019 and which combines a drive system for a hybrid motor vehicle with convertible direct drive Wheel revealed.
  • Hybrid transmissions are therefore already known which aim to support a construction that is as compact as possible. However, it is necessary to further increase this compactness and to simplify the structure of the hybrid transmission in order to also arrange a climatic compressor in a clever way.
  • an air conditioning compressor is arranged in such a way that a drive gear connected in a rotationally fixed manner to a drive shaft of the air conditioning compressor is in meshing engagement directly with an intermediate gear of the transmission unit arranged coaxially with the input shaft.
  • the air conditioning compressor is thus cleverly integrated into the hybrid transmission and is no longer connected via a separate belt drive, as was previously the case. The result is a significant saving in additional installation space.
  • the structure is also simplified by omitting the belt drive.
  • the air conditioning compressor is installed above or below (in relation to the we kende gravity) a crankshaft axis of rotation of the internal combustion engine, the air conditioning compressor is particularly cleverly integrated into a free space. In principle, however, alternative arrangements of the air conditioning compressor along a circumference of the crankshaft are also advantageous in further embodiments.
  • the drive shaft is arranged coaxially to the first rotor shaft. A space-saving arrangement of the air conditioning compressor to the side of the first electric motor is thus promoted.
  • the first electric motor is arranged offset to the internal combustion engine when viewed along the input shaft and the air conditioning compressor is arranged on a side of the first electric motor facing the internal combustion engine or on a side of the first electric motor facing away from the internal combustion engine.
  • the air conditioning compressor is arranged on a side of the first electric motor facing the internal combustion engine or on a side of the first electric motor facing away from the internal combustion engine.
  • the air conditioning compressor when it is arranged, is on the side of the first one facing the internal combustion engine Electric motor is arranged axially between the first electric motor and the drive gear or on an axial side of the drive gear facing away from the first electric motor. If the air conditioning compressor is located between the 1st Electric motor and the drive gear, the air conditioning compressor is arranged as directly offset as possible to a bearing. This results in a particularly clever low-wear design of the hybrid transmission.
  • the air conditioning compressor is arranged inside a housing of the hybrid transmission or is positioned outside the housing of the hybrid transmission and is preferably attached to the housing. This means that the air conditioning compressor is particularly easy to manufacture and assemble as a separate unit.
  • the hybrid transmission it turned out to be advantageous if it also has a second electric motor that is radially offset from the first rotor shaft and has a second rotor shaft, the first electric motor being designed and controllable in such a way that it functions as a generator in a main operating state is operated and the second electric motor is designed and controllable in such a way that it is operated as a drive motor in the main operating state.
  • a shifting device controlling a shift position of the transmission unit between the input shaft, the drive toothed wheel and a further gear wheel permanently rotationally coupled to the second rotor shaft via an additional planetary gear stage is so operative that the shifting device is in a
  • the first switching position connects the input shaft to the first rotor shaft in a rotational manner, while the second rotor shaft is rotationally decoupled from the input shaft, in a second switching position the input shaft rotatably connects both to the first rotor shaft and to the second rotor shaft and in a third switching position the two rotor shafts connects with each other rotationally, while the input shaft is rotationally decoupled from the two rotor shafts.
  • the drive part is also cleverly designed as an input gear of a differential gear.
  • the invention also relates to a (hybrid) motor vehicle with the erfindungsge MAESSEN hybrid transmission according to at least one of the embodiments described above and an internal combustion engine, the crankshaft of the internal combustion engine being non-rotatably connected to the input shaft and the drive part being rotationally coupled to the wheels of the motor vehicle.
  • a particularly efficient design of the motor vehicle is ensured if the internal combustion engine is arranged with its crankshaft transversely to a vehicle longitudinal axis (of the motor vehicle) and / or the drive part is rotationally connected to wheels of a drive axis.
  • an air conditioning compressor according to the invention, has a gear (drive gear) which is connected to an (already existing) between gear of the hybrid transmission structure. By using this gear, a gear ratio from the air conditioning compressor to the internal combustion engine can be freely selected.
  • Fig. 1 is a schematic sectional view of a hybrid transmission according to the invention bes, different positions of an integrated Klimakompres sensor can be seen according to three different embodiments,
  • Fig. 2 is a schematic sectional view of a hybrid transmission according to the invention bes according to a further embodiment, which is essentially from Fig. 1 by arranging the air conditioning compressor outside the is provided, aligned in the vehicle longitudinal direction image plane differed,
  • Fig. 3 is a simplified side view of the flybridge transmission according to FIG. 2, the relative arrangement of two rotor shafts, a crankshaft and a drive shaft of the air conditioning compressor can be seen particularly well, and
  • Fig. 4 is a simplified side view of a hybrid transmission according to the invention bes according to a further embodiment, compared to FIG. 2, the air conditioning compressor is now arranged above the plane running in the longitudinal direction of the vehicle.
  • the hybrid transmission 1 is integrated in a hybrid motor vehicle, which motor vehicle is indicated with the reference number 20.
  • a drive axle 22 of motor vehicle 20 (here front axle, alternatively also rear axle) is shown, with wheels 7a, 7b of drive axle 22 being drivable via various machines (internal combustion engine 3 and electric motors 6, 16) of hybrid transmission 1.
  • An internal combustion engine 3 of the hybrid transmission 1 is located in this embodiment in a preferred front-transverse arrangement in which a longitudinal axis of the internal combustion engine 3, d. H.
  • crankshaft axis of rotation 24 of a crankshaft 2 of the internal combustion engine 3 transversely, here perpendicular, to a longitudinal axis (vehicle longitudinal axis / vehicle longitudinal direction) of the motor vehicle 20 is aligned.
  • the hybrid transmission 1 also has two electric motors in addition to the internal combustion engine 3 6, 16 on.
  • a first electric motor 6 is used to act as a generator in a main operating state. In principle, however, the first electric motor 6 can be switched as a drive motor, for example for purely electric reversing.
  • a second electric motor 16, which consumes electrical power generated by the first electric motor 6, is implemented as a drive motor / traction motor.
  • the two electric motors 6, 16 are arranged with the axes of rotation 23a, 23b of their rotor shafts 5, 15 offset to one another in the radial direction.
  • the first electric motor 6 has a first rotor shaft 5 which is mounted rotatably about a (first) axis of rotation 23a.
  • the second electric motor 16 has a second rotor shaft 15 which is mounted rotatably about a (second) axis of rotation 23b.
  • the first electric motor 6 is as a whole, ie also including its stator, not shown here for the sake of clarity, and its rotor which is rotatably arranged relative to the stator and which is connected fixedly to the first rotor shaft 5 in the radial direction of the first axis of rotation 23a to the entire second electric motor 16 including its stator and its rela tiv rotatably arranged to the stator, with the second rotor shaft 15 non-rotatably connected rotor arranged.
  • the two electric motors 6, 16 are arranged in the installation position is provided relative to the crankshaft axis of rotation 24 is radially offset. Viewed along the longitudinal axis of the vehicle, the crankshaft axis of rotation 24 is located between the first axis of rotation 23a and the second axis of rotation 23b.
  • a transmission unit 9 is provided see.
  • the transmission unit 9 is implemented as a manual transmission and can be brought into various shift positions to implement the various operating states.
  • the transmission unit 9 can be controlled by a switching device 17.
  • the gear unit 9 has the centrally arranged input shaft 4 (also referred to in simplified form as a shaft), which is coupled to the crankshaft 2 in a rotationally fixed manner or is implemented directly by a region of the crankshaft 2.
  • the input shaft 4 is arranged coaxially to the crankshaft 2 and thus rotatable about the common crankshaft axis of rotation 24.
  • the transmission unit 9 also has an intermediate gear 13 which is permanently connected / coupled to the first rotor shaft 5 in a rotationally test.
  • the intermediate gear 13 is arranged coaxially with the input shaft 4.
  • the inter mediate gear 13 is designed as a hollow shaft gear and rotatably mounted radially from the outside on the input shaft 4.
  • a drive gear 12 is provided, which drive gear 12 is connected to the first rotor shaft 5 and is in meshing engagement with the intermediate gear 13.
  • the gear unit 9 has a gear 19 which is used for coupling to the second rotor shaft 15.
  • the gear 19 is arranged next to the intermediate gear 13 in the axial direction of the input shaft 4.
  • the gear 19 is also implemented as a hollow shaft gear and is rotatably mounted on the input shaft 4 radially from the outside.
  • the gear 19 is connected to a planetary gear stage 18 via a further (second) inter mediate gear 25.
  • the planetary gear unit 18 is further connected to the second rotor shaft 15 in a rotational manner.
  • the meshing with the gear 19 further inter mediate gear 25 is directly rotatably connected to a planet carrier 26 of the planetary gear stage 18 forming a partial planetary gear.
  • the partial planetary gear of the gear unit 9 also typically has a sun gear 27 that is indirectly connected to the second rotor shaft 15 in a rotationally fixed manner.
  • a sun gear 27 With the sun gear 27 there are, in turn, a plurality of planet wheels 28, which are arranged distributed in the circumferential direction and which are rotatably received on the planet carrier 26, in tooth engagement.
  • a ring gear 29 which is still in meshing engagement with the planetary gears 28 cooperates with a braking device 30.
  • the gear 19 is also, with the interposition of the further intermediate gear 25, in a rotationally fixed connection with the drive part 8.
  • the drive part 8 is designed here as an input gear of a differential gear 21 of the drive axle 22 from.
  • the drive part 8 is consequently permanently connected to the two illustrated wheels 7a, 7b of the motor vehicle 20 in a rotational manner.
  • the switching device 17 is basically designed in such a way that in its first switching position it rotatably couples / connects the input shaft 4 to the first rotor shaft 5, while the second rotor shaft 15 is rotatably decoupled from the input shaft 4 (and the first rotor shaft 5). In a second switching position of the switching device 17, the input shaft 4 is rotationally connected / coupled to both the first rotor shaft 5 and the second rotor shaft 15.
  • the two Rotorwel len 5, 15 are rotatably connected / coupled to one another, while the input shaft 4 is rotatably decoupled from the two rotor shafts 5, 15.
  • the switching device 17 is at least partially integrated directly into the intermediate gear 13.
  • the air conditioning compressor 10 is in principle integrated according to the invention in the hybrid transmission 1 and is preferably arranged within a housing of the hybrid transmission 1, which is not shown further for the sake of clarity. According to further developments, it is in principle also provided to arrange the air conditioning compressor 10 outside the housing of the hybrid transmission 1 and preferably to attach it to the housing.
  • the air conditioning compressor 10 can be seen in FIG. 1, in particular its housing and its drive shaft 11 protruding from this housing.
  • the Klimakompres sor 10 is on the part of its drive shaft 1 1 always on the drive gear 12 immediacy bar with the intermediate gear 13 in mesh.
  • the drive shaft 1 1, which is arranged in Fig. 1 coaxially to the first rotor shaft 5, is consequently located radially offset to the crankshaft axis of rotation 24 and is permanently in meshing engagement with the intermediate Schen leopardrad 13.
  • the air conditioning macompressor 10 is arranged in a first embodiment on a side of the drive gear 12 facing away from the first electric motor 6 axially.
  • the air conditioning compressor 10 is arranged axially between the drive gear 12 and the first electric motor 6 in a two-th embodiment. According to a third preferred position according to FIG. 1, the air conditioning compressor 10 in a third embodiment is not, as in the first and second embodiment, on an axial side 14a of the first electric motor 6 facing the internal combustion engine 3, but on one of the internal combustion engine 3 facing away from side 14b of the first electric motor 6 is arranged.
  • FIGS. 2 to 4 two further preferred exemplary embodiments are implemented, which are essentially implemented according to the first exemplary embodiment.
  • the air conditioning compressor 10 it is in principle also possible to position the air conditioning compressor 10 above (FIG. 4) or below (FIG. 3) an image plane 31 of FIGS. 1 and 2 running in the longitudinal direction of the vehicle (reference arrow 32) to arrange.
  • the air conditioning compressor 10 is then preferably coupled via a separate drive gear 12 of the first embodiment, formed separately from the drive gear, which meshes with the intermediate gear 13 in tooth.
  • the inventive solution to the problem consists in connecting the air conditioning compressor 10 to an already existing intermediate gear 13 of the transmission structure 9 by means of a gear (drive gear 12).
  • a gear drive gear 12
  • the functionality of the previous front-end belt drive (FEAD) can be fully represented in the hybrid transmission structure 1.
  • the gear 12 the implementation can take place at least cost-neutral; It can be assumed that this will even save costs.
  • the transmission ratio of the air conditioning compressor 10 to the combustion engine 3 can be freely selected.
  • the air conditioning compressor 10 can also be arranged in different positions. In a first embodiment (Fig.
  • the air conditioning compressor 10 on the intermediate gear 13 - is arranged at the bottom:
  • the air conditioning compressor 10 is thus located below one of the electric motors 6, 16. If you see the Flybrid transmission structure 1 laterally from the driver's side (Linkslen When viewed from ker), the air conditioning compressor 10 is located below an imaginary horizontal axis (plane 31) through the crankshaft 2 of the internal combustion engine 3.
  • the air conditioning compressor 10 is connected to the illustrated gear 13.
  • the Klimakompres sor 10 is above the imaginary horizontal axis 31 through the crankshaft 2 of the internal combustion engine 3 ("intermediate gear 13 - above”).
  • the air conditioning compressor 10 is connected to the gear 13 shown.
  • all other positions around the crankshaft axis 24 on the gear wheel 13 are also conceivable.
  • Another embodiment is the connection of the air conditioning compressor 10 to the generator shaft 5 (Fig. 1). This can be done coaxially or axially parallel. Since a further gear and a new bearing would be required for an axially parallel variant, the coaxial arrangement is considered to be more advantageous.
  • a distinction can be made between three positions on the shaft 5.
  • the air conditioning compressor 10 is positioned on the generator axis 5 in the direction of the engine 3. This position offers the advantage that the generator 6 can use the installation space that has become free due to the omission of the starter. Since the air conditioning compressor 10 is located outside of the gear housing, it is designed as a separate structural unit, which ensures good modularity. The accessibility for the piping is also easier to realize at this position than in the gearbox / housing itself.
  • the air conditioning compressor 10 is arranged on the generator axis 5, between the gear 12 and the generator 6. With regard to the storage and the design of the shaft 5, this position has advantages, since the gear 12 is located at the end of the shaft 5 directly next to a bearing. In addition, and in contrast to the third embodiment, this position avoids installation space bottlenecks with a possibly present dual mass flywheel.
  • the air conditioning compressor 10 is arranged on the generator axis 5, behind the generator 6 on the side facing away from the combustion engine 3. This position combines the good accessibility and modularity of the third embodiment with the avoidance of installation space bottlenecks for the dual-mass flywheel from the fourth embodiment.

Landscapes

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

Abstract

The invention relates to a hybrid transmission (1) for a motor vehicle (20), comprising an input shaft (4) that can be rotationally coupled to a crankshaft (2) of a internal combustion engine (3), a first electric motor (6) having a first rotor shaft (5), a drive part (8) that can be rotationally connected to at least one wheel (7a, 7b) of the motor vehicle (20), and a switchable transmission unit (9) that is operatively introduced between the input shaft (4), the first rotor shaft (5) and the drive part (8), wherein an AC compressor (10) is arranged in such a way that a drive gearwheel (12) rotationally fixed to a driveshaft (11) of the AC compressor (10) is in direct toothed engagement with an intermediate gearwheel (13) of the transmission unit (9) arranged coaxially to the input shaft (4). The invention also relates to a motor vehicle (31) comprising said hybrid transmission (1).

Description

Hvbridqetriebe mit integriertem Klimakompressor für ein Kraftfahrzeug; Hybrid transmission with integrated air conditioning compressor for a motor vehicle;
sowie Kraftfahrzeug as well as motor vehicle
Die Erfindung betrifft ein Hybridgetriebe für ein (hybridisiertes) Kraftfahrzeug, mit einer mit einer Kurbelwelle einer Verbrennungskraftmaschine rotatorisch koppelbaren Ein gangswelle, einem eine erste Rotorwelle aufweisenden ersten Elektromotor, einem mit zumindest einem Rad des Kraftfahrzeuges rotatorisch verbindbaren Antriebsteil sowie einer zwischen der Eingangswelle, der ersten Rotorwelle und dem Antriebsteil wirkend eingesetzten, schaltbaren Getriebeeinheit. Zudem betrifft die Erfindung ein Kraftfahrzeug mit diesem Hybridgetriebe. The invention relates to a hybrid transmission for a (hybridized) motor vehicle, with an input shaft that can be rotationally coupled to a crankshaft of an internal combustion engine, a first electric motor having a first rotor shaft, a drive part that can be rotationally connected to at least one wheel of the motor vehicle and one between the input shaft, the first Rotor shaft and the drive part used, switchable gear unit. The invention also relates to a motor vehicle with this hybrid transmission.
Gattungsgemäße Hybridgetriebe sind aus dem Stand der Technik bereits hinlänglich bekannt. Bspw. offenbart die DE 10 2017 206 510 A1 eine Getriebestruktur für ein se rielles / paralleles Hybridfahrzeug. Des Weiteren ist der Anmelderin interner Stand der Technik bekannt, der in Form der deutschen Patentanmeldung DE 10 2019 110 046.1 am 16.4.2019 bereits beim Deutschen Patent- und Markenamt eingereicht worden ist und ein Antriebssystem für ein hybrides Kraftfahrzeug mit umsetzbarem Direktdurch- trieb zu einem Rad offenbart. Hybrid transmissions of the generic type are already sufficiently known from the prior art. For example, DE 10 2017 206 510 A1 discloses a transmission structure for a serial / parallel hybrid vehicle. Furthermore, the applicant is aware of the internal state of the art, which has already been submitted to the German Patent and Trademark Office in the form of the German patent application DE 10 2019 110 046.1 on April 16, 2019 and which combines a drive system for a hybrid motor vehicle with convertible direct drive Wheel revealed.
Es sind somit bereits Hybridgetriebe bekannt, die das Ziel haben, eine möglichst kom pakte Bauweise zu unterstützen. Es gilt jedoch diese Kompaktheit weiter zu erhöhen sowie den Aufbau des Hybridgetriebes zu vereinfachen, um auch einen Klimakom pressor auf geschickte Weise anzuordnen. Hybrid transmissions are therefore already known which aim to support a construction that is as compact as possible. However, it is necessary to further increase this compactness and to simplify the structure of the hybrid transmission in order to also arrange a climatic compressor in a clever way.
Es ist daher die Aufgabe der vorliegenden Erfindung, die aus dem Stand der Technik bekannten Nachteile zu beheben und insbesondere ein Hybridmodul zur Verfügung zu stellen, das einen kompakteren sowie vereinfachten Aufbau aufweist. It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and, in particular, to provide a hybrid module which has a more compact and simplified structure.
Dies wird erfindungsgemäß dadurch gelöst, ein Klimakompressor derart angeordnet ist, dass sich ein mit einer Antriebswelle des Klimakompressors drehfest verbundenes Antriebszahnrad direkt mit einem koaxial zu der Eingangswelle angeordneten Zwi schenzahnrad der Getriebeeinheit in Zahneingriff befindet. Somit ist der Klimakompressor geschickt in dem Hybridgetriebe integriert und nicht mehr wie bisher über einen separaten Riementrieb angebunden. Eine deutliche Ein sparung weiteren Bauraums ist die Folge. Auch wird der Aufbau durch Weglassen des Riementriebs vereinfacht. This is achieved according to the invention in that an air conditioning compressor is arranged in such a way that a drive gear connected in a rotationally fixed manner to a drive shaft of the air conditioning compressor is in meshing engagement directly with an intermediate gear of the transmission unit arranged coaxially with the input shaft. The air conditioning compressor is thus cleverly integrated into the hybrid transmission and is no longer connected via a separate belt drive, as was previously the case. The result is a significant saving in additional installation space. The structure is also simplified by omitting the belt drive.
Weitere vorteilhafte Ausführungen sind mit den Unteransprüchen beansprucht und nachfolgend näher erläutert. Further advantageous embodiments are claimed with the subclaims and explained in more detail below.
Ist der Klimakompressor in Einbaulage oberhalb oder unterhalb (in Bezug auf die wir kende Schwerkraft gesehen) einer Kurbelwellendrehachse der Verbrennungskraftma schine angeordnet, wird der Klimakompressor besonders geschickt in einen freiwer denden Bauraum integriert. Prinzipiell sind jedoch in weiteren Ausführungen auch al ternative Anordnungen des Klimakompressors entlang eines Umfangs der Kurbelwelle vorteilhaft. If the air conditioning compressor is installed above or below (in relation to the we kende gravity) a crankshaft axis of rotation of the internal combustion engine, the air conditioning compressor is particularly cleverly integrated into a free space. In principle, however, alternative arrangements of the air conditioning compressor along a circumference of the crankshaft are also advantageous in further embodiments.
Auch ist es vorteilhaft, wenn die Antriebswelle koaxial zu der ersten Rotorwelle an geordnet ist. Somit wird eine Bauraum sparende Anordnung des Klimakompressors seitlich des ersten Elektromotors gefördert. It is also advantageous if the drive shaft is arranged coaxially to the first rotor shaft. A space-saving arrangement of the air conditioning compressor to the side of the first electric motor is thus promoted.
In diesem Zusammenhang ist es zudem zweckmäßig, wenn der erste Elektromotor in Einbaulage entlang der Eingangswelle betrachtet versetzt zu der Verbrennungs kraftmaschine angeordnet ist und der Klimakompressor auf einer der Verbren nungskraftmaschine zugewandten Seite oder auf einer der Verbrennungskraftma schine abgewandten Seite des ersten Elektromotors angeordnet ist. Bei der Anord nung auf der der Verbrennungskraftmaschine zugewandten Seite besteht der Vor teil, dass frei werdender Bauraum effektiv genutzt wird. Bei der Anordnung auf der der Verbrennungskraftmaschine abgewandten Seite besteht der Vorteil, dass so wohl eine gute Zugänglichkeit als auch eine Modularität des Klimakompressors re alisierbar ist. In this context, it is also useful if the first electric motor is arranged offset to the internal combustion engine when viewed along the input shaft and the air conditioning compressor is arranged on a side of the first electric motor facing the internal combustion engine or on a side of the first electric motor facing away from the internal combustion engine. With the arrangement on the side facing the internal combustion engine, there is the advantage that the installation space that is freed up is effectively used. The arrangement on the side facing away from the internal combustion engine has the advantage that both good accessibility and modularity of the air conditioning compressor can be realized.
Dabei ist es insbesondere von Vorteil, wenn der Klimakompressor bei seiner An ordnung auf der der Verbrennungskraftmaschine zugewandten Seite des ersten Elektromotors axial zwischen dem ersten Elektromotor und dem Antriebszahnrad oder auf einer dem ersten Elektromotor abgewandten axialen Seite des Antriebs zahnrades angeordnet ist. Bei Anordnung des Klimakompressors zwischen dem 1 . Elektromotor und dem Antriebszahnrad ist der Klimakompressor möglichst direkt versetzt zu einer Lagerung angeordnet. Dadurch ergibt sich eine besonders ge schickte verschleißarme Ausbildung des Hybridgetriebes. It is particularly advantageous if the air conditioning compressor, when it is arranged, is on the side of the first one facing the internal combustion engine Electric motor is arranged axially between the first electric motor and the drive gear or on an axial side of the drive gear facing away from the first electric motor. If the air conditioning compressor is located between the 1st Electric motor and the drive gear, the air conditioning compressor is arranged as directly offset as possible to a bearing. This results in a particularly clever low-wear design of the hybrid transmission.
Des Weiteren hat es sich als vorteilhaft herausgestellt, wenn der Klimakompressor innerhalb eines Gehäuses des Hybridgetriebes angeordnet ist oder außerhalb des Gehäuses des Hybridgetriebes positioniert ist und vorzugsweise an dem Gehäuse befestigt ist. Dadurch lässt sich der Klimakompressor als eigene Baueinheit beson ders einfach hersteilen sowie montieren. Furthermore, it has been found to be advantageous if the air conditioning compressor is arranged inside a housing of the hybrid transmission or is positioned outside the housing of the hybrid transmission and is preferably attached to the housing. This means that the air conditioning compressor is particularly easy to manufacture and assemble as a separate unit.
Für den Aufbau des Hybridgetriebes hatte sich weiterhin als vorteilhaft herausge stellt, wenn dieses weiterhin einen eine radial versetzt zu der ersten Rotorwelle an geordnete zweite Rotorwelle aufweisenden zweiten Elektromotor aufweist, wobei der erste Elektromotor derart ausgebildet und ansteuerbar ist, dass er in einem Hauptbetriebszustand als Generator betrieben ist und der zweite Elektromotor der art ausgebildet und ansteuerbar ist, dass er in dem Hauptbetriebszustand als An triebsmotor betrieben ist. For the construction of the hybrid transmission, it turned out to be advantageous if it also has a second electric motor that is radially offset from the first rotor shaft and has a second rotor shaft, the first electric motor being designed and controllable in such a way that it functions as a generator in a main operating state is operated and the second electric motor is designed and controllable in such a way that it is operated as a drive motor in the main operating state.
Demnach ist es auch zweckmäßig, wenn eine, eine Schaltstellung der Getriebeein heit steuernde Schalteinrichtung zwischen der Eingangswelle, dem Antriebszahn rad und einem mit der zweiten Rotorwelle über eine zusätzliche Planetengetriebe stufe permanent rotatorisch gekoppelten weiteren Zahnrad derart wirkend einge setzt ist, dass die Schalteinrichtung in einer ersten Schaltstellung die Eingangswelle mit der ersten Rotorwelle rotatorisch verbindet, während die zweite Rotorwelle von der Eingangswelle rotatorisch entkoppelt ist, in einer zweiten Schaltstellung die Ein gangswelle sowohl mit der ersten Rotorwelle als auch mit der zweiten Rotorwelle rotatorisch verbindet und in einer dritten Schaltstellung die beiden Rotorwellen mit einander rotatorisch verbindet, während die Eingangswelle von den beiden Rotor wellen rotatorisch entkoppelt ist. Das Antriebsteil ist weiterhin auf geschickte Weise als ein Eingangszahnrad eines Dif ferentialgetriebes ausgebildet. Accordingly, it is also expedient if a shifting device controlling a shift position of the transmission unit between the input shaft, the drive toothed wheel and a further gear wheel permanently rotationally coupled to the second rotor shaft via an additional planetary gear stage is so operative that the shifting device is in a The first switching position connects the input shaft to the first rotor shaft in a rotational manner, while the second rotor shaft is rotationally decoupled from the input shaft, in a second switching position the input shaft rotatably connects both to the first rotor shaft and to the second rotor shaft and in a third switching position the two rotor shafts connects with each other rotationally, while the input shaft is rotationally decoupled from the two rotor shafts. The drive part is also cleverly designed as an input gear of a differential gear.
Des Weiteren betrifft die Erfindung ein (Hybrid-)Kraftfahrzeug mit dem erfindungsge mäßen Hybridgetriebe nach zumindest einer der zuvor beschriebenen Ausführungen sowie einer Verbrennungskraftmaschine, wobei die Kurbelwelle der Verbrennungs kraftmaschine drehfest mit der Eingangswelle verbunden ist und das Antriebsteil mit Rädern des Kraftfahrzeuges rotatorisch gekoppelt ist. The invention also relates to a (hybrid) motor vehicle with the erfindungsge MAESSEN hybrid transmission according to at least one of the embodiments described above and an internal combustion engine, the crankshaft of the internal combustion engine being non-rotatably connected to the input shaft and the drive part being rotationally coupled to the wheels of the motor vehicle.
Eine besonders effiziente Bauweise des Kraftfahrzeuges ist gewährleistet, wenn die Verbrennungskraftmaschine mit ihrer Kurbelwelle quer zu einer Fahrzeuglängsachse (des Kraftfahrzeuges) angeordnet ist und/oder der Antriebsteil mit Rädern einer An triebsachse rotatorisch verbunden ist. A particularly efficient design of the motor vehicle is ensured if the internal combustion engine is arranged with its crankshaft transversely to a vehicle longitudinal axis (of the motor vehicle) and / or the drive part is rotationally connected to wheels of a drive axis.
In anderen Worten ausgedrückt, ist somit erfindungsgemäß eine Hybrid-Getriebes- truktur mit integriertem Klimakompressor realisiert. Um den Herstelleraufwand sowie Bauraum zu reduzieren, weist erfindungsgemäß ein Klimakompressor ein Zahnrad (Antriebszahnrad) auf, das mit einem (bereits bestehenden) zwischen Zahnrad der Hybrid-Getriebestruktur verbunden ist. Durch Einsatz dieses Zahnrades kann eine Ge triebeübersetzung von dem Klimakompressor hin zu der Verbrennungskraftmaschine frei gewählt werden. In other words, according to the invention, a hybrid transmission structure with an integrated air conditioning compressor is implemented. In order to reduce the manufacturer's effort and installation space, an air conditioning compressor according to the invention has a gear (drive gear) which is connected to an (already existing) between gear of the hybrid transmission structure. By using this gear, a gear ratio from the air conditioning compressor to the internal combustion engine can be freely selected.
Die Erfindung wird nun nachfolgend anhand von Figuren näher erläutert, in welchem Zusammenhang auch verschiedene Ausführungsbeispiele dargestellt sind. The invention will now be explained in more detail below with reference to figures, in which context various exemplary embodiments are also shown.
Es zeigen: Show it:
Fig. 1 eine schematische Schnittansicht eines erfindungsgemäßen Hybridgetrie bes, wobei unterschiedliche Positionen eines integrierten Klimakompres sors gemäß drei unterschiedlichen Ausführungsbeispielen zu erkennen sind, Fig. 1 is a schematic sectional view of a hybrid transmission according to the invention bes, different positions of an integrated Klimakompres sensor can be seen according to three different embodiments,
Fig. 2 eine schematische Schnittansicht eines erfindungsgemäßen Hybridgetrie bes nach einem weiteren Ausführungsbeispiel, das sich im Wesentlichen von der Fig. 1 durch Anordnen des Klimakompressors außerhalb der dar gestellten, in Fahrzeuglängsrichtung ausgerichteten Bildebene unterschei det, Fig. 2 is a schematic sectional view of a hybrid transmission according to the invention bes according to a further embodiment, which is essentially from Fig. 1 by arranging the air conditioning compressor outside the is provided, aligned in the vehicle longitudinal direction image plane differed,
Fig. 3 eine vereinfachte Seitendarstellung des Flybridgetriebes nach Fig. 2, wobei besonders gut die relative Anordnung zweier Rotorwellen, einer Kurbel welle und einer Antriebswelle des Klimakompressors zu erkennen ist, und Fig. 3 is a simplified side view of the flybridge transmission according to FIG. 2, the relative arrangement of two rotor shafts, a crankshaft and a drive shaft of the air conditioning compressor can be seen particularly well, and
Fig. 4 eine vereinfachte Seitendarstellung eines erfindungsgemäßen Hybridgetrie bes nach einem weiteren Ausführungsbeispiel, wobei gegenüber Fig. 2 der Klimakompressor nun oberhalb der in Fahrzeug Längsrichtung laufenden Ebene angeordnet ist. Fig. 4 is a simplified side view of a hybrid transmission according to the invention bes according to a further embodiment, compared to FIG. 2, the air conditioning compressor is now arranged above the plane running in the longitudinal direction of the vehicle.
Die Figuren sind lediglich schematischer Natur und dienen ausschließlich dem Ver ständnis der Erfindung. Die gleichen Elemente sind mit denselben Bezugszeichen ver sehen. Auch sind die unterschiedlichen Merkmale der verschiedenen Ausführungsbei spiele prinzipiell frei miteinander kombinierbar. The figures are only of a schematic nature and are used exclusively for understanding the invention. The same elements are provided with the same reference numerals. In principle, the different features of the various exemplary embodiments can also be freely combined with one another.
In Verbindung mit den Fign. 1 und ist ein prinzipieller Aufbau eines erfindungsgemä ßen Hybridgetriebes 1 nach unterschiedlichen Ausführungsbeispielen veranschaulicht. Das Hybridgetriebe 1 ist in einem hybriden Kraftfahrzeug integriert, welches Kraftfahr zeug mit dem Bezugszeichen 20 angedeutet ist. Insbesondere ist eine Antriebsachse 22 des Kraftfahrzeuges 20 (hier Vorderachse, alternativ auch Hinterachse) mit darge stellt, wobei Räder 7a, 7b der Antriebsachse 22 über verschiedene Maschinen (Ver brennungskraftmaschine 3 sowie Elektromotoren 6, 16) des Hybridgetriebes 1 antreib- bar ist. Eine Verbrennungskraftmaschine 3 des Hybridgetriebes 1 befindet sich in die ser Ausführung in einer bevorzugten Front-Quer-Anordnung, in der eine Längsachse der Verbrennungskraftmaschine 3, d. h. eine Kurbelwellendrehachse 24 einer Kurbel welle 2 der Verbrennungskraftmaschine 3 quer, hier senkrecht, zu einer Längsachse (Fahrzeuglängsachse / Fahrzeuglängsrichtung) des Kraftfahrzeuges 20 ausgerichtet ist. In connection with FIGS. 1 and shows a basic structure of a hybrid transmission 1 according to the invention according to different exemplary embodiments. The hybrid transmission 1 is integrated in a hybrid motor vehicle, which motor vehicle is indicated with the reference number 20. In particular, a drive axle 22 of motor vehicle 20 (here front axle, alternatively also rear axle) is shown, with wheels 7a, 7b of drive axle 22 being drivable via various machines (internal combustion engine 3 and electric motors 6, 16) of hybrid transmission 1. An internal combustion engine 3 of the hybrid transmission 1 is located in this embodiment in a preferred front-transverse arrangement in which a longitudinal axis of the internal combustion engine 3, d. H. a crankshaft axis of rotation 24 of a crankshaft 2 of the internal combustion engine 3 transversely, here perpendicular, to a longitudinal axis (vehicle longitudinal axis / vehicle longitudinal direction) of the motor vehicle 20 is aligned.
Gemäß der Ausbildung des Hybridgetriebes 1 als serieller Hybridantrieb weist das Hybridgetriebe 1 neben der Verbrennungskraftmaschine 3 auch zwei Elektromotoren 6, 16 auf. Ein erster Elektromotor 6 ist in einem Hauptbetriebszustand als Generator wirkend eingesetzt. Der erste Elektromotor 6 ist jedoch prinzipiell, etwa für ein rein elektrisches Rückwärtsfahren als Antriebsmotor schaltbar. Ein zweiter Elektromotor 16, der eine durch den ersten Elektromotor 6 generierte elektrische Leistung ver braucht, ist als Antriebsmotor / Fahrmotor umgesetzt. According to the design of the hybrid transmission 1 as a serial hybrid drive, the hybrid transmission 1 also has two electric motors in addition to the internal combustion engine 3 6, 16 on. A first electric motor 6 is used to act as a generator in a main operating state. In principle, however, the first electric motor 6 can be switched as a drive motor, for example for purely electric reversing. A second electric motor 16, which consumes electrical power generated by the first electric motor 6, is implemented as a drive motor / traction motor.
Die beiden Elektromotoren 6, 16 sind mit den Drehachsen 23a, 23b ihrer Rotorwellen 5, 15 in radialer Richtung versetzt zueinander angeordnet. Der erste Elektromotor 6 weist eine erste Rotorwelle 5 auf, die um eine (erste) Drehachse 23a drehbar gelagert ist. Der zweite Elektromotor 16 weist eine zweite Rotorwelle 15 auf, die um eine (zweite) Drehachse 23b drehbar gelagert ist. Der erste Elektromotor 6 ist gesamtheit- lich, d.h. auch samt seines hier der Übersichtlichkeit halber nicht dargestellten Stators und seines relativ zu dem Stator drehbar angeordneten Rotor, der mit der ersten Ro torwelle 5 drehfest verbunden ist, in radialer Richtung der ersten Drehachse 23a ver setzt zu dem gesamten zweiten Elektromotor 16 samt seines Stators und seines rela tiv zu dem Stator drehbar angeordneten, mit der zweiten Rotorwelle 15 drehfest ver bundenen Rotors angeordnet. Auch sind die beiden Elektromotoren 6, 16 in der dar gestellten Einbaulage relativ zu der Kurbelwellendrehachse 24 radial versetzt ange ordnet. Entlang der Fahrzeuglängsachse gesehen, befindet sich die Kurbelwellen drehachse 24 zwischen der ersten Drehachse 23a und der zweiten Drehachse 23b. The two electric motors 6, 16 are arranged with the axes of rotation 23a, 23b of their rotor shafts 5, 15 offset to one another in the radial direction. The first electric motor 6 has a first rotor shaft 5 which is mounted rotatably about a (first) axis of rotation 23a. The second electric motor 16 has a second rotor shaft 15 which is mounted rotatably about a (second) axis of rotation 23b. The first electric motor 6 is as a whole, ie also including its stator, not shown here for the sake of clarity, and its rotor which is rotatably arranged relative to the stator and which is connected fixedly to the first rotor shaft 5 in the radial direction of the first axis of rotation 23a to the entire second electric motor 16 including its stator and its rela tiv rotatably arranged to the stator, with the second rotor shaft 15 non-rotatably connected rotor arranged. The two electric motors 6, 16 are arranged in the installation position is provided relative to the crankshaft axis of rotation 24 is radially offset. Viewed along the longitudinal axis of the vehicle, the crankshaft axis of rotation 24 is located between the first axis of rotation 23a and the second axis of rotation 23b.
Zum Umsetzen unterschiedlicher Betriebszustände des Hybridgetriebes 1 ist zwi schen einer mit der Verbrennungskraftmaschine 3 / der Kurbelwelle 2 drehfest verbun denen Eingangswelle 4, den beiden Elektromotoren 6, 16 mit ihren beiden Rotorwel len 5, 15 und einem Antriebsteil 8 des Hybridgetriebes 1 eine Getriebeeinheit 9 vorge sehen. Die Getriebeeinheit 9 ist als Schaltgetriebe realisiert und zur Umsetzung der verschiedenen Betriebszustände in verschiedene Schaltstellungen verbringbar. Die Getriebeeinheit 9 ist durch eine Schalteinrichtung 17 ansteuerbar. To implement different operating states of the hybrid transmission 1 is tween one with the internal combustion engine 3 / the crankshaft 2 non-rotatably verbun which input shaft 4, the two electric motors 6, 16 with their two rotor shafts 5, 15 and a drive part 8 of the hybrid transmission 1, a transmission unit 9 is provided see. The transmission unit 9 is implemented as a manual transmission and can be brought into various shift positions to implement the various operating states. The transmission unit 9 can be controlled by a switching device 17.
Die Getriebeeinheit 9 weist die zentral angeordnete Eingangswelle 4 (auch vereinfacht als Welle bezeichnet) auf, die mit der Kurbelwelle 2 drehfest gekoppelt ist bzw. unmit telbar durch einen Bereich der Kurbelwelle 2 umgesetzt ist. Die Eingangswelle 4 ist koaxial zu der Kurbelwelle 2 angeordnet und somit um die gemeinsame Kurbelwellen drehachse 24 drehbar. Die Getriebeeinheit 9 weist zudem ein Zwischenzahnrad 13 auf, das permanent mit der ersten Rotorwelle 5 drehtest verbunden / gekoppelt ist.The gear unit 9 has the centrally arranged input shaft 4 (also referred to in simplified form as a shaft), which is coupled to the crankshaft 2 in a rotationally fixed manner or is implemented directly by a region of the crankshaft 2. The input shaft 4 is arranged coaxially to the crankshaft 2 and thus rotatable about the common crankshaft axis of rotation 24. The transmission unit 9 also has an intermediate gear 13 which is permanently connected / coupled to the first rotor shaft 5 in a rotationally test.
Das Zwischenzahnrad 13 ist koaxial zu der Eingangswelle 4 angeordnet. Das Zwi schenzahnrad 13 ist als Hohlwellenzahnrad ausgebildet und radial von außen auf der Eingangswelle 4 drehbar gelagert. Zur drehfesten Verbindung des Zwischenzahnra des 13 mit der ersten Rotorwelle 5 ist ein Antriebszahnrad 12 vorgesehen, welches Antriebszahnrad 12 drehtest mit der ersten Rotorwelle 5 verbunden ist und sich in Zahneingriff mit dem Zwischenzahnrad 13 befindet. The intermediate gear 13 is arranged coaxially with the input shaft 4. The inter mediate gear 13 is designed as a hollow shaft gear and rotatably mounted radially from the outside on the input shaft 4. For the rotationally fixed connection of the intermediate gear 13 to the first rotor shaft 5, a drive gear 12 is provided, which drive gear 12 is connected to the first rotor shaft 5 and is in meshing engagement with the intermediate gear 13.
Des Weiteren weist die Getriebeeinheit 9 ein Zahnrad 19 auf, das zur Koppelung mit der zweiten Rotorwelle 15 dient. Das Zahnrad 19 ist in axialer Richtung der Eingangs welle 4 neben dem Zwischenzahnrad 13 angeordnet. Auch das Zahnrad 19 ist als Hohlwellenzahnrad realisiert und radial von außen auf der Eingangswelle 4 drehbar gelagert. Das Zahnrad 19 ist in dieser Ausführung über ein weiteres (zweites) Zwi schenzahnrad 25 mit einer Planetengetriebestufe 18 verbunden. Die Planetengetrie bestufe 18 ist weiter mit der zweiten Rotorwelle 15 rotatorisch verbunden. Wie aus Fig. 1 weiterhin zu erkennen ist, ist das mit dem Zahnrad 19 kämmende weitere Zwi schenzahnrad 25 unmittelbar drehfest mit einem Planetenträger 26 der ein Planeten teilgetriebe bildenden Planetengetriebestufe 18 verbunden. Das Planetenteilgetriebe der Getriebeeinheit 9 weist zudem auf typische Weise ein Sonnenrad 27 auf, das un mittelbar drehfest mit der zweiten Rotorwelle 15 verbunden ist. Mit dem Sonnenrad 27 befinden sich wiederum mehrere in Umfangsrichtung verteilt angeordnete Planetenrä der 28, die auf dem Planetenträger 26 drehbar aufgenommen sind, in Zahneingriff. Ein mit den Planetenrädern 28 weiterhin in Zahneingriff stehendes Hohlrad 29 wirkt mit ei ner Bremseinrichtung 30 zusammen. Die gehäusefeste, d. h. fahrzeugrahmenfeste, Bremseinrichtung 30 hält in ihrem aktivierten Zustand das Hohlrad 29 relativ zu einem Fahrzeugrahmen fest. In ihrem deaktivierten Zustand ist eine freie Verdrehung des Hohlrades 29 gegenüber dem Fahrzeugrahmen ermöglicht, sodass die Bremseinrich tung 30 das Hohlrad 29 rotatorisch freigibt. Furthermore, the gear unit 9 has a gear 19 which is used for coupling to the second rotor shaft 15. The gear 19 is arranged next to the intermediate gear 13 in the axial direction of the input shaft 4. The gear 19 is also implemented as a hollow shaft gear and is rotatably mounted on the input shaft 4 radially from the outside. In this embodiment, the gear 19 is connected to a planetary gear stage 18 via a further (second) inter mediate gear 25. The planetary gear unit 18 is further connected to the second rotor shaft 15 in a rotational manner. As can also be seen from Fig. 1, the meshing with the gear 19 further inter mediate gear 25 is directly rotatably connected to a planet carrier 26 of the planetary gear stage 18 forming a partial planetary gear. The partial planetary gear of the gear unit 9 also typically has a sun gear 27 that is indirectly connected to the second rotor shaft 15 in a rotationally fixed manner. With the sun gear 27 there are, in turn, a plurality of planet wheels 28, which are arranged distributed in the circumferential direction and which are rotatably received on the planet carrier 26, in tooth engagement. A ring gear 29 which is still in meshing engagement with the planetary gears 28 cooperates with a braking device 30. The housing-fixed, d. H. Braking device 30, which is fixed to the vehicle frame, holds the ring gear 29 in its activated state relative to a vehicle frame. In its deactivated state, a free rotation of the ring gear 29 relative to the vehicle frame is made possible, so that the braking device 30 releases the ring gear 29 in a rotational manner.
Das Zahnrad 19 befindet sich zudem, unter Zwischenschaltung des weiteren Zwi schenzahnrades 25 in drehfester Verbindung mit dem Antriebsteil 8. Das Antriebsteil 8 ist hier als ein Eingangsrad eines Differentialgetriebes 21 der Antriebsachse 22 aus gestaltet. Das Antriebsteil 8 ist folglich permanent mit den beiden dargestellten Rä dern 7a, 7b des Kraftfahrzeuges 20 rotatorisch verbunden. The gear 19 is also, with the interposition of the further intermediate gear 25, in a rotationally fixed connection with the drive part 8. The drive part 8 is designed here as an input gear of a differential gear 21 of the drive axle 22 from. The drive part 8 is consequently permanently connected to the two illustrated wheels 7a, 7b of the motor vehicle 20 in a rotational manner.
Zwischen der Eingangswelle 4 und den beiden Rotorwellen 5, 15, nämlich den beiden mit den Rotorwellen 5, 15 gekoppelten Zahnrädern 13 und 19, ist die Schalteinrich tung 17 wirkend eingesetzt. Die Schalteinrichtung 17 ist prinzipiell derart ausgebildet, dass sie in ihrer ersten Schaltstellung die Eingangswelle 4 mit der ersten Rotorwelle 5 rotatorisch koppelt / verbindet, während die zweite Rotorwelle 15 von der Eingangs welle 4 (sowie der ersten Rotorwelle 5) rotatorisch entkoppelt ist. In einer zweiten Schaltstellung der Schalteinrichtung 17 ist die Eingangswelle 4 sowohl mit der ersten Rotorwelle 5 als auch mit der zweiten Rotorwelle 15 rotatorisch verbunden / gekop pelt. In einer dritten Schaltstellung der Schalteinrichtung 17 sind die beiden Rotorwel len 5, 15 miteinander rotatorisch verbunden / gekoppelt, während die Eingangswelle 4 von den beiden Rotorwellen 5, 15 rotatorisch entkoppelt ist. Die Schalteinrichtung 17 ist zumindest teilweise unmittelbar in dem Zwischenzahnrad 13 integriert. Between the input shaft 4 and the two rotor shafts 5, 15, namely the two gears 13 and 19 coupled to the rotor shafts 5, 15, the switching device 17 is used to act. The switching device 17 is basically designed in such a way that in its first switching position it rotatably couples / connects the input shaft 4 to the first rotor shaft 5, while the second rotor shaft 15 is rotatably decoupled from the input shaft 4 (and the first rotor shaft 5). In a second switching position of the switching device 17, the input shaft 4 is rotationally connected / coupled to both the first rotor shaft 5 and the second rotor shaft 15. In a third switching position of the switching device 17, the two Rotorwel len 5, 15 are rotatably connected / coupled to one another, while the input shaft 4 is rotatably decoupled from the two rotor shafts 5, 15. The switching device 17 is at least partially integrated directly into the intermediate gear 13.
Hinsichtlich der erfindungsgemäßen Ausbildung sind in Verbindung mit Fig. 1 drei un terschiedliche Anordnungspositionen eines zusätzlich in dem Hybridgetriebes 1 inte grierten Klimakompressors 10 angedeutet. Der Klimakompressor 10 ist prinzipiell er findungsgemäß in dem Hybridgetriebes 1 integriert und vorzugsweise innerhalb eines der Übersichtlichkeit halber nicht weiter dargestellten Gehäuses des Hybridgetriebes 1 angeordnet. Gemäß weiteren Ausbildungen ist es prinzipiell auch verschafft, den Kli makompressor 10 außerhalb des Gehäuses des Hybridgetriebes 1 anzuordnen und vorzugsweise an dem Gehäuse zu befestigen. With regard to the design according to the invention, three un different arrangement positions of an air conditioning compressor 10 additionally integrated in the hybrid transmission 1 are indicated in connection with FIG. The air conditioning compressor 10 is in principle integrated according to the invention in the hybrid transmission 1 and is preferably arranged within a housing of the hybrid transmission 1, which is not shown further for the sake of clarity. According to further developments, it is in principle also provided to arrange the air conditioning compressor 10 outside the housing of the hybrid transmission 1 and preferably to attach it to the housing.
Der Klimakompressor 10 ist in Fig. 1 insbesondere seines Gehäuses und seiner aus diesem Gehäuse hinausragenden Antriebswelle 1 1 zu erkennen. Der Klimakompres sor 10 ist seitens seiner Antriebswelle 1 1 stets über das Antriebszahnrad 12 unmittel bar mit dem Zwischenzahnrad 13 im Zahneingriff. Die Antriebswelle 1 1 , die in Fig. 1 koaxial zu der ersten Rotorwelle 5 angeordnet ist, befindet sich folglich radial versetzt zu der Kurbelwellendrehachse 24 sowie permanent im Zahneingriff mit dem Zwi- schenzahnrad 13. Gemäß einer ersten bevorzugten Position gemäß Fig. 1 , ist der Kli makompressor 10 in einem ersten Ausführungsbeispiel auf einer dem ersten Elektro motor 6 axial abgewandten Seite des Antriebszahnrads 12 angeordnet. Gemäß einer zweiten bevorzugten Position gemäß Fig. 1 ist der Klimakompressor 10 in einem zwei ten Ausführungsbeispiel axial zwischen dem Antriebszahnrad 12 und dem ersten Elektromotor 6 angeordnet. Gemäß einer dritten bevorzugten Position gemäß Fig. 1 ist der Klimakompressor 10 in einem dritten Ausführungsbeispiel nicht, wie in dem ers ten und zweiten Ausführungsbeispiel, auf einer der Verbrennungskraftmaschine 3 zu gewandten axialen Seite 14a des ersten Elektromotors 6, sondern auf einer der Ver brennungskraftmaschine 3 abgewandten Seite 14b des ersten Elektromotors 6 ange ordnet. The air conditioning compressor 10 can be seen in FIG. 1, in particular its housing and its drive shaft 11 protruding from this housing. The Klimakompres sor 10 is on the part of its drive shaft 1 1 always on the drive gear 12 immediacy bar with the intermediate gear 13 in mesh. The drive shaft 1 1, which is arranged in Fig. 1 coaxially to the first rotor shaft 5, is consequently located radially offset to the crankshaft axis of rotation 24 and is permanently in meshing engagement with the intermediate Schenzahnrad 13. According to a first preferred position according to FIG. 1, the air conditioning macompressor 10 is arranged in a first embodiment on a side of the drive gear 12 facing away from the first electric motor 6 axially. According to a second preferred position according to FIG. 1, the air conditioning compressor 10 is arranged axially between the drive gear 12 and the first electric motor 6 in a two-th embodiment. According to a third preferred position according to FIG. 1, the air conditioning compressor 10 in a third embodiment is not, as in the first and second embodiment, on an axial side 14a of the first electric motor 6 facing the internal combustion engine 3, but on one of the internal combustion engine 3 facing away from side 14b of the first electric motor 6 is arranged.
In Verbindung mit den Fig. 2 bis 4 sind schließlich zwei weitere bevorzugte Ausfüh rungsbeispiele realisiert, die im Wesentlichen gemäß dem ersten Ausführungsbeispiel umgesetzt sind. Der Kürze wegen wird daher lediglich auf die Unterschiede zu dem ersten Ausführungsbeispiel eingegangen. Wie in den Figuren 3 und 4 näher zu erken nen, ist es prinzipiell auch möglich, den Klimakompressor 10 oberhalb (Fig. 4) oder unterhalb (Fig. 3) einer in Fahrzeuglängsrichtung (Bezugspfeil 32) verlaufenden Bild ebene 31 der Figuren 1 und 2 anzuordnen. Der Klimakompressor 10 ist dann bevor zugt über ein separat zu dem Antriebszahnrad 12 des ersten Ausführungsbeispiels ausgebildetes, weiteres Antriebszahnrad, das mit dem Zwischenzahnrad 13 in Zahn eingriff steht, gekoppelt. Finally, in conjunction with FIGS. 2 to 4, two further preferred exemplary embodiments are implemented, which are essentially implemented according to the first exemplary embodiment. For the sake of brevity, only the differences from the first exemplary embodiment will be discussed. As can be seen in more detail in FIGS. 3 and 4, it is in principle also possible to position the air conditioning compressor 10 above (FIG. 4) or below (FIG. 3) an image plane 31 of FIGS. 1 and 2 running in the longitudinal direction of the vehicle (reference arrow 32) to arrange. The air conditioning compressor 10 is then preferably coupled via a separate drive gear 12 of the first embodiment, formed separately from the drive gear, which meshes with the intermediate gear 13 in tooth.
In anderen Worten ausgedrückt, besteht die erfinderische Lösung der Aufgabe darin, den Klimakompressor 10 durch ein Zahnrad (Antriebszahnrad 12) an einem bereits vorhandenen Zwischenrad 13 der Getriebestruktur 9 anzubinden. Dadurch kann die Funktionalität des bisherigen front-end-seitigen Riementriebes (FEAD) vollständig in der Hybrid-Getriebestruktur 1 dargestellt werden. Durch das Zahnrad 12 kann die Um setzung mindestens kostenneutral erfolgen; anzunehmen ist, dass dadurch sogar Kosten eingespart werden. Des Weiteren ist durch die Verwendung des Zahnrades 12 die Übersetzung des Klimakompressors 10 zum Verbrenner 3 frei wählbar. Je nach Anordnung der E-Motoren 6, 16 (Starter/Generator und Fahrmotor) kann auch der Klimakompressor 10 an verschiedenen Positionen angeordnet sein. In einer ersten Ausführung (Fig. 3) ist der Klimakompressor 10 am Zwischenrad 13 - unten an geordnet: Der Klimakompressor 10 befindet sich somit unterhalb einer der E-Motoren 6, 16. Wenn man die Flybrid-Getriebestruktur 1 seitlich von der Fahrerseite (Linkslen ker) aus betrachtet, befindet sich der Klimakompressor 10 unterhalb einer gedachten horizontalen Achse (Ebene 31 ) durch die Kurbelwelle 2 des Verbrennungsmotors 3. Dabei ist der Klimakompressor 10 an das dargestellte Zahnrad 13 angebunden. In other words, the inventive solution to the problem consists in connecting the air conditioning compressor 10 to an already existing intermediate gear 13 of the transmission structure 9 by means of a gear (drive gear 12). As a result, the functionality of the previous front-end belt drive (FEAD) can be fully represented in the hybrid transmission structure 1. Through the gear 12, the implementation can take place at least cost-neutral; It can be assumed that this will even save costs. Furthermore, through the use of the gear 12, the transmission ratio of the air conditioning compressor 10 to the combustion engine 3 can be freely selected. Depending on the arrangement of the electric motors 6, 16 (starter / generator and traction motor), the air conditioning compressor 10 can also be arranged in different positions. In a first embodiment (Fig. 3), the air conditioning compressor 10 on the intermediate gear 13 - is arranged at the bottom: The air conditioning compressor 10 is thus located below one of the electric motors 6, 16. If you see the Flybrid transmission structure 1 laterally from the driver's side (Linkslen When viewed from ker), the air conditioning compressor 10 is located below an imaginary horizontal axis (plane 31) through the crankshaft 2 of the internal combustion engine 3. The air conditioning compressor 10 is connected to the illustrated gear 13.
In einer zweiten möglichen Ausführungsform (Fig. 4) befindet sich der Klimakompres sor 10 oberhalb der gedachten horizontalen Achse 31 durch die Kurbelwelle 2 des Verbrennungsmotors 3 („Zwischenrad 13 - oben“). Auch hier ist der Klimakompressor 10 an das dargestellte Zahnrad 13 angebunden. Grundsätzlich sind aber auch alle weiteren Positionen rund um die Kurbelwellenachse 24 am Zahnrad 13 denkbar. In a second possible embodiment (Fig. 4), the Klimakompres sor 10 is above the imaginary horizontal axis 31 through the crankshaft 2 of the internal combustion engine 3 ("intermediate gear 13 - above"). Here, too, the air conditioning compressor 10 is connected to the gear 13 shown. In principle, however, all other positions around the crankshaft axis 24 on the gear wheel 13 are also conceivable.
Eine weitere Ausführungsform ist die Anbindung des Klimakompressors 10 an der Ge neratorwelle 5 (Fig. 1 ). Diese kann koaxial oder achsparallel erfolgen. Da für eine achsparallele Variante ein weiteres Zahnrad sowie eine neue Lagerung benötigt wer den würde, wird die koaxiale Anordnung als vorteilhafter angesehen. Dabei können drei Positionen auf der Welle 5 unterschieden werden. In einer dritten Ausführung ist der Klimakompressor 10 an der Generatorachse 5, in Richtung Motor 3, positioniert. Diese Position bietet den Vorteil, dass der Generator 6 den Bauraum nutzen kann, der durch den Entfall des Starters frei geworden ist. Da sich der Klimakompressor 10 so außerhalb des Getriebegehäuses befindet, ist er als separate Baueinheit ausgeführt, was eine gute Modularität gewährleistet. Auch die Zugänglichkeit für die Verrohrung ist an dieser Position einfach zu realisieren als im Getriebekasten / -gehäuse selbst. In einer vierten Ausführung ist der Klimakompressor 10 an der Generatorachse 5, zwi schen dem Zahnrad 12 und dem Generator 6 angeordnet. Bezüglich der Lagerung und der Ausführung der Welle 5 besitzt diese Position Vorteile, da sich das Zahnrad 12 am Ende der Welle 5 direkt neben einem Lager befindet. Darüber hinaus und im Gegensatz zur dritten Ausführungsform vermeidet diese Position Bauraumengpässe mit einem gegebenenfalls vorhandenen Zweimassenschwungrad. In einer fünften Ausführung ist der Klimakompressor 10 an der Generatorachse 5, hinter dem Genera tor 6 auf der dem Verbrenner 3 abgewandten Seite angeordnet. Diese Position kombi niert die gute Zugänglichkeit sowie Modularität der dritten Ausführungsform mit der Vermeidung von Bauraumengpässen zum Zweimassenschwungrad aus der vierten Ausführung. Another embodiment is the connection of the air conditioning compressor 10 to the generator shaft 5 (Fig. 1). This can be done coaxially or axially parallel. Since a further gear and a new bearing would be required for an axially parallel variant, the coaxial arrangement is considered to be more advantageous. A distinction can be made between three positions on the shaft 5. In a third embodiment, the air conditioning compressor 10 is positioned on the generator axis 5 in the direction of the engine 3. This position offers the advantage that the generator 6 can use the installation space that has become free due to the omission of the starter. Since the air conditioning compressor 10 is located outside of the gear housing, it is designed as a separate structural unit, which ensures good modularity. The accessibility for the piping is also easier to realize at this position than in the gearbox / housing itself. In a fourth embodiment, the air conditioning compressor 10 is arranged on the generator axis 5, between the gear 12 and the generator 6. With regard to the storage and the design of the shaft 5, this position has advantages, since the gear 12 is located at the end of the shaft 5 directly next to a bearing. In addition, and in contrast to the third embodiment, this position avoids installation space bottlenecks with a possibly present dual mass flywheel. In a fifth Execution, the air conditioning compressor 10 is arranged on the generator axis 5, behind the generator 6 on the side facing away from the combustion engine 3. This position combines the good accessibility and modularity of the third embodiment with the avoidance of installation space bottlenecks for the dual-mass flywheel from the fourth embodiment.
Bezuqszeichenliste Hybridgetriebe List of references for hybrid transmissions
Kurbelwelle crankshaft
Verbrennungskraftmaschine Internal combustion engine
Eingangswelle Input shaft
erste Rotorwelle first rotor shaft
erster Elektromotor first electric motor
a erstes Rada first wheel
b zweites Rad b second wheel
Antriebsteil Drive part
Getriebeeinheit Gear unit
0 Klimakompressor 0 air conditioning compressor
1 Antriebswelle1 drive shaft
2 Antriebszahnrad2 drive gear
2 Schalteinrichtung2 switching device
3 Zwischenzahnrad3 idler gear
4a erste axiale Seite4a first axial side
4b zweite axiale Seite4b second axial side
5 zweite Rotorwelle5 second rotor shaft
6 zweiter Elektromotor6 second electric motor
7 Schalteinrichtung7 switching device
8 Planetengetriebestufe8 planetary gear stage
9 Zahnrad9 gear
0 Kraftfahrzeug0 motor vehicle
1 Differentialgetriebe1 differential gear
2 Antriebsachse2 drive axle
3a erste Drehachse3a first axis of rotation
3b zweite Drehachse3b second axis of rotation
4 Kurbelwellendrehachse4 crankshaft rotation axis
5 Zwischenzahnrad5 idler gear
6 Planetenträger6 planet carriers
7 Sonnenrad Planetenrad 7 sun gear Planetary gear
Hohlrad Ring gear
Bremseinrichtung Braking device
Ebene level
Bezugspfeil Reference arrow
Differentialachse / Achse des Antriebsteils Differential axis / axis of the drive part

Claims

Patentansprüche Claims
1. Hybridgetriebe (1 ) für ein Kraftfahrzeug (20), mit einer mit einer Kurbelwelle (2) einer Verbrennungskraftmaschine (3) rotatorisch koppelbaren Eingangs welle (4), einem eine erste Rotorwelle (5) aufweisenden ersten Elektromotor (6), einem mit zumindest einem Rad (7a, 7b) des Kraftfahrzeuges (20) rotato risch verbindbaren Antriebsteil (8) sowie einer zwischen der Eingangswelle (4), der ersten Rotorwelle (5) und dem Antriebsteil (8) wirkend eingesetzten, schaltbaren Getriebeeinheit (9), dadurch gekennzeichnet, dass ein Klimakom pressor (10) derart angeordnet ist, dass sich ein mit einer Antriebswelle (11 ) des Klimakompressors (10) drehfest verbundenes Antriebszahnrad (12) direkt mit einem koaxial zu der Eingangswelle (4) angeordneten Zwischenzahnrad (13) der Getriebeeinheit (9) in Zahneingriff befindet. 1. Hybrid transmission (1) for a motor vehicle (20), with a with a crankshaft (2) of an internal combustion engine (3) rotatably coupled input shaft (4), a first rotor shaft (5) having a first electric motor (6), one with at least one wheel (7a, 7b) of the motor vehicle (20) rotato rically connectable drive part (8) as well as a switchable gear unit (9) inserted between the input shaft (4), the first rotor shaft (5) and the drive part (8), characterized in that an air-conditioning compressor (10) is arranged in such a way that a drive gear (12) connected in a rotationally fixed manner to a drive shaft (11) of the air-conditioning compressor (10) engages directly with an intermediate gear (13) arranged coaxially with the input shaft (4) Gear unit (9) is in mesh.
2. Hybridgetriebe (1 ) nach Anspruch 1 , dadurch gekennzeichnet, dass der Kli makompressor (10) in Einbaulage oberhalb oder unterhalb einer Kurbelwel lendrehachse (24) der Verbrennungskraftmaschine (3) angeordnet ist. 2. Hybrid transmission (1) according to claim 1, characterized in that the air conditioning makompressor (10) is arranged in the installed position above or below a crankshaft rotation axis (24) of the internal combustion engine (3).
3. Hybridgetriebe (1 ) nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Antriebswelle (11 ) koaxial zu der ersten Rotorwelle (5) angeordnet ist. 3. Hybrid transmission (1) according to claim 1 or 2, characterized in that the drive shaft (11) is arranged coaxially to the first rotor shaft (5).
4. Hybridgetriebe (1 ) nach einem der Ansprüche 1 bis 3, dadurch gekennzeich net, dass der erste Elektromotor (6) in Einbaulage entlang der Eingangswelle (4) betrachtet versetzt zu der Verbrennungskraftmaschine (3) angeordnet ist und der Klimakompressor (10) auf einer der Verbrennungskraftmaschine (3) zugewandten Seite (14a) oder auf einer der Verbrennungskraftmaschine (3) abgewandten Seite (14b) des ersten Elektromotors (6) angeordnet ist. 4. Hybrid transmission (1) according to one of claims 1 to 3, characterized in that the first electric motor (6) in the installation position along the input shaft (4) is arranged offset to the internal combustion engine (3) and the air conditioning compressor (10) a side (14a) facing the internal combustion engine (3) or on a side (14b) of the first electric motor (6) facing away from the internal combustion engine (3).
5. Hybridgetriebe (1 ) nach Anspruch 4, dadurch gekennzeichnet, dass der Kli makompressor (10) bei seiner Anordnung auf der der Verbrennungskraftma schine (3) zugewandten Seite (14a) des ersten Elektromotors (6) axial zwi schen dem ersten Elektromotor (6) und dem Antriebszahnrad (12) oder auf einer dem ersten Elektromotor (6) abgewandten axialen Seite des Antriebs zahnrades (12) angeordnet ist. 5. Hybrid transmission (1) according to claim 4, characterized in that the air conditioning makompressor (10) in its arrangement on the combustion engine (3) facing side (14a) of the first electric motor (6) axially between the first electric motor (6 ) and the drive gear (12) or on one of the first electric motor (6) facing away from the axial side of the drive gear (12) is arranged.
6. Hybridgetriebe (1 ) nach einem der Ansprüche 1 bis 5, dadurch gekennzeich net, dass weiterhin ein eine radial versetzt zu der ersten Rotorwelle (5) ange ordnete zweite Rotorwelle (15) aufweisender zweiter Elektromotor (16) vor handen ist, wobei der erste Elektromotor (6) derart ausgebildet und ansteuer bar ist, dass er in einem Hauptbetriebszustand als Generator betrieben ist und der zweite Elektromotor (16) derart ausgebildet und ansteuerbar ist, dass er in dem Hauptbetriebszustand als Antriebsmotor betrieben ist. 6. Hybrid transmission (1) according to one of claims 1 to 5, characterized in that a second rotor shaft (15) having a second rotor shaft (15) having a radial offset from the first rotor shaft (5) is also available, wherein the The first electric motor (6) is designed and controllable in such a way that it is operated as a generator in a main operating state and the second electric motor (16) is designed and controllable in such a way that it is operated as a drive motor in the main operating state.
7. Hybridgetriebe (1 ) nach Anspruch 6, dadurch gekennzeichnet, dass eine eine Schaltstellung der Getriebeeinheit (9) steuernde Schalteinrichtung (17) zwi schen der Eingangswelle (4), dem Antriebszahnrad (12) und einem mit der zweiten Rotorwelle (15) über eine zusätzliche Planetengetriebestufe (18) per manent rotatorisch gekoppelten weiteren Zahnrad (19) derart wirkend einge setzt ist, dass die Schalteinrichtung (17) in einer ersten Schaltstellung die Ein gangswelle (4) mit der ersten Rotorwelle (5) rotatorisch verbindet, während die zweite Rotorwelle (15) von der Eingangswelle (4) rotatorisch entkoppelt ist, in einer zweiten Schaltstellung die Eingangswelle (4) sowohl mit der ersten Rotorwelle (5) als auch mit der zweiten Rotorwelle (15) rotatorisch verbindet und in einer dritten Schaltstellung die beiden Rotorwellen (5, 15) miteinander rotatorisch verbindet, während die Eingangswelle (4) von den beiden Rotor wellen (5, 15) rotatorisch entkoppelt ist. 7. Hybrid transmission (1) according to claim 6, characterized in that a switching position of the transmission unit (9) controlling switching device (17) between tween the input shaft (4), the drive gear (12) and one with the second rotor shaft (15) an additional planetary gear stage (18) permanently rotationally coupled further gear (19) is set so that the switching device (17) in a first switching position connects the input shaft (4) with the first rotor shaft (5) rotatably, while the second The rotor shaft (15) is rotationally decoupled from the input shaft (4), in a second switching position the input shaft (4) rotatably connects both to the first rotor shaft (5) and to the second rotor shaft (15) and in a third switching position the two rotor shafts (5, 15) connects to one another in a rotational manner, while the input shaft (4) is rotationally decoupled from the two rotor shafts (5, 15).
8. Hybridgetriebe (1 ) nach einem der Ansprüche 1 bis 7, dadurch gekennzeich net, dass das Antriebsteil (8) als ein Eingangszahnrad eines Differentialgetrie bes (21 ) ausgebildet ist. 8. Hybrid transmission (1) according to one of claims 1 to 7, characterized in that the drive part (8) is designed as an input gear of a differential gear bes (21).
9. Kraftfahrzeug (20) mit einem Hybridgetriebe (1 ) nach einem der Ansprüche 1 bis 8 sowie einer Verbrennungskraftmaschine (3), wobei die Kurbelwelle (2) der Verbrennungskraftmaschine (3) drehfest mit der Eingangswelle (4) ver bunden ist und das Antriebsteil (8) mit Rädern (7a, 7b) des Kraftfahrzeuges (20) rotatorisch gekoppelt ist. 9. Motor vehicle (20) with a hybrid transmission (1) according to one of claims 1 to 8 and an internal combustion engine (3), wherein the crankshaft (2) of the internal combustion engine (3) is non-rotatably connected to the input shaft (4) and the drive part (8) is rotationally coupled to wheels (7a, 7b) of the motor vehicle (20).
10. Kraftfahrzeug (20) nach Anspruch 9, dadurch gekennzeichnet, dass die Ver brennungskraftmaschine (3) mit ihrer Kurbelwelle (2) quer zu einer Fahr zeuglängsachse angeordnet ist und/oder das Antriebsteil (8) mit Rädern (7a, 7b) einer Antriebsachse (22) rotatorisch verbunden ist. 10. Motor vehicle (20) according to claim 9, characterized in that the internal combustion engine (3) with its crankshaft (2) is arranged transversely to a vehicle longitudinal axis and / or the drive part (8) with wheels (7a, 7b) of a drive axle (22) is rotationally connected.
PCT/DE2020/100450 2019-07-02 2020-05-28 Hybrid transmission having an integrated ac compressor for a motor vehicle, and motor vehicle WO2021000984A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202080048818.4A CN114051566A (en) 2019-07-02 2020-05-28 Hybrid transmission for a motor vehicle with an integrated air conditioning compressor, and motor vehicle
JP2021578148A JP7453262B2 (en) 2019-07-02 2020-05-28 Hybrid transmission for cars and cars with integrated air conditioning compressor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019117758.8 2019-07-02
DE102019117758.8A DE102019117758A1 (en) 2019-07-02 2019-07-02 Hybrid transmission with integrated air conditioning compressor for a motor vehicle; as well as motor vehicle

Publications (1)

Publication Number Publication Date
WO2021000984A1 true WO2021000984A1 (en) 2021-01-07

Family

ID=71078387

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2020/100450 WO2021000984A1 (en) 2019-07-02 2020-05-28 Hybrid transmission having an integrated ac compressor for a motor vehicle, and motor vehicle

Country Status (4)

Country Link
JP (1) JP7453262B2 (en)
CN (1) CN114051566A (en)
DE (1) DE102019117758A1 (en)
WO (1) WO2021000984A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN214728144U (en) * 2021-03-15 2021-11-16 赛格威科技有限公司 Hybrid all-terrain vehicle
DE102021127002A1 (en) 2021-10-19 2023-04-20 Schaeffler Technologies AG & Co. KG Drive device with a connection for an auxiliary unit

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014016172A1 (en) * 2014-11-03 2016-05-04 Audi Ag Drive device for a hybrid-powered motor vehicle
DE102017206510A1 (en) 2017-04-18 2018-10-18 Volkswagen Aktiengesellschaft Transmission structure for a serial / parallel hybrid vehicle
DE102018104097A1 (en) * 2017-12-14 2019-06-19 Schaeffler Technologies AG & Co. KG Transmission device with accessory connection for a hybrid drive train; as well as powertrain

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4849115A (en) * 1971-10-20 1973-07-11
DE102005003077B4 (en) * 2005-01-22 2011-06-16 Audi Ag Drive unit for a motor vehicle
US8070651B2 (en) * 2007-12-07 2011-12-06 Deere & Company Work machine coast and brake control with an infinitely variable transmission
AT507096B1 (en) * 2008-12-10 2010-02-15 Man Nutzfahrzeuge Oesterreich DRIVE UNIT WITH COOLING CIRCUIT AND SEPARATE HEAT RECOVERY CIRCUIT
DE102011005531B4 (en) * 2011-03-15 2023-12-14 Zf Friedrichshafen Ag Hybrid drive of a motor vehicle
DE102011116935A1 (en) * 2011-10-26 2013-05-02 Audi Ag Drive arrangement for a hybrid drive for motor vehicles
CN102848913B (en) * 2012-09-18 2016-04-20 中国第一汽车股份有限公司 A kind of range extended electric vehicle power system adopting planetary gearbox
JP6064517B2 (en) 2012-10-26 2017-01-25 アイシン精機株式会社 Power transmission device
DE102017221372A1 (en) * 2017-11-29 2019-05-29 Zf Friedrichshafen Ag Hybrid transmission for a motor vehicle
CN108150637B (en) * 2018-02-07 2023-10-03 深圳市万维博新能源技术有限公司 Multi-gear EV power device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014016172A1 (en) * 2014-11-03 2016-05-04 Audi Ag Drive device for a hybrid-powered motor vehicle
DE102017206510A1 (en) 2017-04-18 2018-10-18 Volkswagen Aktiengesellschaft Transmission structure for a serial / parallel hybrid vehicle
DE102018104097A1 (en) * 2017-12-14 2019-06-19 Schaeffler Technologies AG & Co. KG Transmission device with accessory connection for a hybrid drive train; as well as powertrain

Also Published As

Publication number Publication date
JP2022538471A (en) 2022-09-02
DE102019117758A1 (en) 2021-01-07
CN114051566A (en) 2022-02-15
JP7453262B2 (en) 2024-03-19

Similar Documents

Publication Publication Date Title
DE102013105026A1 (en) Powertrain for a hybrid motor vehicle
DE102011089709A1 (en) Hybrid drive for motor vehicle, has internal combustion engine with drive shaft, electric machine with rotor and multi-stage manual gearbox with two input shafts and common output shaft that is arranged axial parallel to input shafts
DE102012212268A1 (en) Electric axle with 2-speed gearbox
DE102019204909B4 (en) Transmission, transmission assembly and drive train
EP3678881B1 (en) Hybrid drive train for a hybrid motor vehicle
EP3956164A1 (en) Drive system for a hybrid motor vehicle with convertible direct through-drive for a wheel, and motor vehicle
DE102005003077B4 (en) Drive unit for a motor vehicle
WO2021000984A1 (en) Hybrid transmission having an integrated ac compressor for a motor vehicle, and motor vehicle
DE102018000183B4 (en) Transmission device for a motor vehicle, in particular for a motor vehicle
EP3448704A1 (en) Manual transmission for a hybrid drive, method for controlling a manual transmission of this type, computer program product, control and/or regulating device, and hybrid drive
WO2020228901A1 (en) Hybrid transmission unit having planetary wheel sets for implementing two serial and four parallel modes; and motor vehicle
DE102015215256A1 (en) Drive for a hybrid vehicle
WO2020147876A1 (en) Hybrid transmission unit with two planetary gear sets and power splitting; drive train; and motor vehicle
WO2021197538A1 (en) Hybrid drive system comprising a multi-speed transmission device; and motor vehicle
DE102012208161B4 (en) Transmission, in particular automated manual transmission, and use of a four-speed group and motor vehicle
DE102019116360A1 (en) Planetary gear for a motor vehicle
DE102018220444A1 (en) Transmission arrangement for a hybrid drive train with ancillary units
EP4126578A1 (en) Hybrid drive system comprising a multi-speed transmission device; and motor vehicle
DE102019111738B3 (en) Planetary gears for a motor vehicle
DE102019120145A1 (en) Hybrid transmission arrangement with stationary air conditioning
DE102020211061A1 (en) Transmission for a motor vehicle
DE102019131580A1 (en) Gear unit with two axially overlapping planetary gear sets and a motor vehicle with such a gear unit
WO2011095559A1 (en) Drive device for an auxiliary unit
DE102020006368B4 (en) Hybrid propulsion device
DE102019207884B4 (en) Transmission arrangement for a hybrid vehicle and hybrid vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20731788

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2021578148

Country of ref document: JP

Kind code of ref document: A

122 Ep: pct application non-entry in european phase

Ref document number: 20731788

Country of ref document: EP

Kind code of ref document: A1