Hybrid drive device, drive train device and method for controlling such a drive train device

Abstract

The invention relates to a hybrid drive for a drive shaft of a motor vehicle, comprising an internal combustion engine (3); an electric motor (4); a transmission device (5) having a reduction gear (6) and a differential (7); and a coupling (8) controllable by an actuator (9); wherein the reduction gear (6) comprises an input member (11) which is permanently rotationally rigidly connected to the internal combustion engine (3) and the electric motor (4) and is arranged coaxially therewith; an output member (12) which is arranged coaxially with a differential carrier (14) of the differential (7) and is drive-connected therewith; and up to three intermediate members (24, 25, 26) for transmitting torque between the input member (11) and the output member (12), wherein the transmission ratio (iges) between the input member (1) and the differential carrier (14) is fixed. The invention further relates to a drive train device with such a hybrid drive and a corresponding method for controlling the same.

Description

Technical Field

[0001] The invention relates to a hybrid drive for a drive axle of a motor vehicle, a drive train arrangement with a plurality of drive axles, one of which can be driven by such a hybrid drive, and a method for controlling such a drive train arrangement. Background Art

[0002] US 2008 / 0223635 A1 discloses a hybrid drive having an internal combustion engine and an electric motor. The electric motor is arranged between a gear train and one of two driven gears of the motor vehicle, specifically, parallel to the internal combustion engine and coaxially with the differential. The electric motor is connected to the differential case of the differential via a gear ratio. For this purpose, an intermediate shaft is provided, which is drive-connected to the electric motor via a first gear. A second gear of the intermediate shaft meshes with a ring gear, which is fixedly connected to the differential case.

[0003] WO 2011 064364 A1 discloses a drive device having an electric motor and a differential for driving a drive axle of a motor vehicle. A clutch is arranged in the drive train between the electric motor and the differential and can be controlled by an actuator to selectively transmit or interrupt torque. A sensor is provided to ascertain multiple shift positions of the clutch.

[0004] DE 10 2015 118 759 A1 discloses a drive train arrangement for a motor vehicle, comprising a first drive train for driving a first drive shaft and a second drive train for driving a second drive shaft. The first drive train comprises a first drive unit, an axle differential, and two half-shafts. The second drive train comprises a second drive unit in the form of an electric motor, an axle differential, a coupling, and two half-shafts. The first and second drive trains are mechanically isolated from one another. A control unit is configured to control the electric motor and the coupling depending on the rotational speeds of the first and second drive shafts. Summary of the Invention

[0005] The object of the present invention is to provide a hybrid drive for a drive axle of a motor vehicle, which hybrid drive can be used in different operating modes and has a simple and compact design. Another object is to provide a drive train arrangement having two drive axles, which can be operated in different operating modes using such a hybrid drive. Furthermore, a method for controlling such a hybrid drive or drive train arrangement is to be provided.

[0006] As a solution, a hybrid drive device for a drive shaft of a motor vehicle is proposed, comprising: an internal combustion engine; an electric motor; a transmission device that can be driven in a rotational manner by the internal combustion engine and the electric motor and has a reduction gear for converting the resulting rotational motion into a low speed, and a differential for distributing the resulting rotational motion to two output members; and a coupling that can be controlled by an actuator and is designed to selectively transmit torque to the drive shaft or interrupt the torque transmission; wherein the reduction gear has: an input member that is permanently rotationally rigidly connected to the internal combustion engine and the electric motor; an output member that is coaxially arranged with a differential carrier of the differential and is drive-connected thereto without a transmission ratio; and up to three intermediate members for transmitting torque between the input member and the output member, wherein the transmission ratio (iges) between the input member and the differential carrier is fixed, and wherein the input members of the internal combustion engine, the electric motor and the reduction gear are coaxially arranged with respect to each other.

[0007] The advantage of a hybrid drive is that it has a simple and compact design due to the rotationally rigid connection between the internal combustion engine and the electric motor and the limited number of transmission components of the reduction gear. Within the scope of the present disclosure, "permanently rotationally rigidly connected" is understood to mean, in particular, that the internal combustion engine and the electric motor are permanently coupled to each other in terms of drive, that is, they cannot be decoupled from each other. The two machines always rotate relative to each other in a fixed relationship. The transmission ratio of the transmission input member relative to the transmission output member, or the differential carrier drive-connected thereto, is also fixed. It goes without saying that this involves a closed coupling state, provided it is arranged in the aforementioned power path. Thus, with the coupling closed, the motor shafts of the electric motor and the internal combustion engine, as well as the differential carrier, always rotate relative to each other at a fixed speed ratio.

[0008] When used in conjunction with a coupling arranged in the drive train, the hybrid drive system advantageously functions differently. For example, the hybrid drive system can operate in parallel mode, in which both machines jointly drive the drive shaft with a closed coupling. Furthermore, the system can operate in series mode, connected to another electric drive shaft, where the hybrid drive system generates electrical energy with an open coupling, which is then used by a separate electric motor to drive the other drive shaft. Even when the vehicle is stationary, the system can generate current with an open coupling (generator mode) or charge a battery connected to the electric motor. Conversely, the internal combustion engine can be started by the electric motor (motor mode). Load point increase (also known as "boost") is also possible.

[0009] According to one possible embodiment, the internal combustion engine, the electric motor, and the input member of the reduction gear can be arranged coaxially with respect to one another. Both machines can be connected to the transmission input member via a direct, rotationally fixed connection, for example, by means of a plug-in coupling or a plug-in sleeve, or via an indirect, rotationally fixed connection, for example, via a pinion. With a direct, rotationally fixed connection, the rotational ratio between the two motor shafts is 1:1. The electric motor and the internal combustion engine can be arranged on the same or opposite sides of the transmission input member.

[0010] According to one embodiment, the rotational axis of the input member and the rotational axis of the output member can be arranged parallel to each other. In particular, the input member of the reducer can be a transmission shaft, to which the drive wheel is connected or can be connected in a rotationally fixed manner. The drive wheel and the output member are connected in a driving manner via up to three intermediate members, wherein a fixed transmission ratio is set between the input end and the output end. The transmission ratio between the input member and the output member or the differential connected thereto can be, for example, between 3.0 and 4.0. In the current disclosure, the following components, such as gears, shafts and / or traction devices, are understood to be intermediate components, which are arranged between the input member and the output member for torque transmission in the power path with a fixed transmission ratio, wherein no further transmission ratio is set between the output member and the differential carrier.

[0011] According to one possible embodiment, the reduction gear can be designed as a gear transmission. To this end, an intermediate shaft with two intermediate gears is provided between the transmission shaft and the differential, one of which meshes with the drive wheel and the other with the ring gear of the output member. The two intermediate gears and the intermediate shaft constitute the aforementioned maximum of three intermediate members. The axis of rotation of the intermediate shaft can extend parallel to the axis of rotation of the input member or the output member. In this case, the gears of the reduction gear are designed as spur gears, which can particularly have a helical toothing. Of course, the wheelbase and number of teeth depend on the available space and technical requirements and can be adapted accordingly. For example, the axes of rotation of the input member, intermediate shaft, and output member can be arranged so that the ratio (V) of the wheelbase between the output member and the intermediate shaft to the wheelbase between the input shaft and the intermediate shaft is between 1.4 and 1.7. Furthermore, the first transmission ratio (i1) of the first gear pair can be between 1.0 and 1.2, and the second transmission ratio (i2) of the second gear pair can be between 3 and 3.3, resulting in an overall transmission ratio of approximately 3 to 4 between the transmission input member and the differential carrier. However, it goes without saying that the reduction gear can also be designed as a traction drive with a toothed belt or chain as the traction device instead of a gear transmission. In this case, only one intermediate component, the traction device, is provided between the input member and the output member or the differential carrier.

[0012] According to one embodiment, the machine can be designed in terms of power as follows: the internal combustion engine can have a maximum power of less than 80 kW; the electric motor can have a maximum power of less than 60 kW, in particular less than 50 kW; and / or the maximum power of the internal combustion engine can be less than 1.3 times, in particular less than 1.2 times, the maximum speed of the electric motor.

[0013] The rotational speed of the machine can be designed, for example, as follows: the internal combustion engine can have a maximum rotational speed of less than 5500 revolutions per minute; the electric motor can have a maximum rotational speed of less than 6500 revolutions per minute; and / or the maximum rotational speed of the electric motor can be less than 1.3 times, in particular less than 1.2 times, the maximum rotational speed of the internal combustion engine.

[0014] The electric motor can have a motor shaft in the form of a hollow shaft, which is then connected to the end section of the transmission shaft in a rotationally fixed manner. In addition, the electric motor can have an oscillating mass for storing kinetic energy, wherein the oscillating mass is connected to the motor shaft in a rotationally fixed manner.

[0015] The coupling is preferably designed as a form-locking coupling, which is simple and compact in design, although a friction coupling is also feasible in principle. According to one possible embodiment, the coupling is effectively arranged between the output member of the reduction gear and the differential carrier. In the closed state of the coupling, torque is transmitted from the output member to the differential carrier, and in the open state, torque transmission is interrupted, thereby decoupling the two machines from the axle. Of course, the coupling can also be arranged at other locations in the power path, between the transmission input member and the drive shaft, for example, between the input shaft and the intermediate shaft, or on the intermediate shaft, or between one of the differential's side gears and the associated side shaft.

[0016] According to one embodiment, the output member of the reduction gear can be fixedly connected to a differential housing, which is rotatably mounted in a stationary housing. The differential carrier can be coaxially arranged in the differential housing and rotatably mounted relative to the differential housing. The differential particularly includes a first differential output member for driving a first half-shaft and a second differential output member for driving a second half-shaft, wherein the two output members have a compensating effect on each other.

[0017] The above-mentioned object is further achieved by a drive train device for a motor vehicle, comprising: a primary drive shaft, which can be driven in a rotational manner by a primary electric machine as a primary drive; a secondary drive shaft with a hybrid drive device, which is designed according to one or more of the above-mentioned embodiments; and wherein the primary drive shaft and the secondary drive shaft are mechanically separated from each other; a storage device for storing electrical energy, wherein the storage device is electrically connected to the primary electric machine and to the electric machine of the hybrid drive device; and a control unit (ECU) for controlling the primary electric machine and the hybrid drive device.

[0018] The drive train device accordingly has the same advantages as the hybrid drive device, so reference is made to the above description for brevity. All features described in conjunction with the hybrid drive device can be implemented in the drive train device. The electric machine converts energy and can operate as a motor or a generator. In motor mode, the electric machine converts electrical energy into mechanical energy, thereby driving the drive shaft or internal combustion engine of the motor vehicle. In generator mode, the electric machine converts mechanical energy into electrical energy, which can then be stored in a battery. According to one possible embodiment, the maximum power of the primary electric machine can be greater than the maximum power of at least one of the machines of the hybrid drive device, but this is not intended to be a limitation.

[0019] The method according to the invention for controlling the aforementioned drive train device can include the following steps: opening the coupling; operating the electric motor of the hybrid drive device in generator mode, wherein the internal combustion engine drives the electric motor with the coupling opened, so that the electric motor converts the mechanical energy generated by the internal combustion engine into electrical energy; and storing the generated electrical energy in a storage device or supplying the generated electrical energy to the first drive unit.

[0020] In this operating mode, the battery can be charged with the help of the internal combustion engine, so this mode can also be called "charge mode". The battery can be charged when the vehicle is stationary. The additional electrical energy thus achieves an extension of the driving range for purely electric driving ("range extender"). To this end, the electrical energy can be used at a later time for emission-free driving with the help of the primary electric drive with the internal combustion engine shut down ("series mode") or for a short-term power increase ("boost") with the help of the hybrid drive. The two electric machines can thus access the electrical storage device as needed. The main drive is formed by a powerful electric drive, which drives the primary drive shaft.

[0021] According to another method implementation which is carried out with the clutch open, the electric machine can briefly drive the internal combustion engine in motor mode in order to start the internal combustion engine from a standstill (“ICE start”).

[0022] In another operating mode, the coupling can be closed, the electric motor and the internal combustion engine can be shut down, and the electric motor of the hybrid drive can be operated in motor mode to convert electrical energy from the storage device into mechanical energy. In this case, the electric motor and the internal combustion engine jointly drive the transmission input member or the associated drive shaft. The secondary drive shaft can be driven by the hybrid drive in parallel with the primary drive shaft by the primary electric motor. In this regard, this mode is also referred to as a parallel operating mode. The coupling of the electric motor and the internal combustion engine can shift the load point of the internal combustion engine toward a more efficient range ("load point shifting"). According to another possible method implementation, the coupling can be closed, the two electric motors can be shut down, and the second drive shaft can be driven solely by the internal combustion engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] A preferred embodiment will be explained below with reference to the accompanying drawings. In this respect, it is shown:

[0024] Figure 1 According to the Figure 2The longitudinal section along the section line II shows a hybrid drive for a drive shaft of a motor vehicle,

[0025] Figure 2 The axial view shows the Figure 1 hybrid drive system,

[0026] Figure 3 Schematically shows a motor vehicle with Figure 1 and 2 A drive system device of a hybrid drive device. DETAILED DESCRIPTION

[0027] Next, it will be explained together Figure 1 and 2 A hybrid drive 2 is shown for a drive shaft of a motor vehicle. The motor vehicle can have a primary drive shaft driven by a primary electric machine and a secondary drive shaft which can be equipped with the hybrid drive 2 .

[0028] Hybrid drive 2 includes an internal combustion engine 3, an electric motor 4, and a transmission device 5. The two engines 3 and 4 can be designed, for example, such that the internal combustion engine 3 has a maximum power of less than 80 kW and / or a maximum speed of less than 5,500 rpm. The electric motor 4 can have a maximum power of less than 60 kW, in particular less than 50 kW, and a maximum speed of less than 6,500 rpm. The maximum power P3 of the internal combustion engine 3 can be less than 1.3 times, in particular less than 1.2 times, the maximum power P4 of the electric motor. The maximum speed n4 of the electric motor 4 can be less than 1.3 times, in particular less than 1.2 times, the maximum speed n3 of the internal combustion engine 3.

[0029] The transmission device 5 comprises a reduction gear 6, which is designed to convert the rotational motion caused by the machines 3 and 4 into a lower speed, and a differential 7 located at the rear in the power path, which is designed to distribute the rotational motion caused by the reduction gear to the two output members 33 and 34. Furthermore, a coupling 8 is provided, which can be controlled by an actuator 9 and is designed to selectively transmit torque to the drive shaft or interrupt the torque transmission.

[0030] The reduction gear 6 includes an input member 11 that is permanently rotationally rigidly connected not only to the internal combustion engine 3 but also to the electric motor 4; an output member 12 that is coaxially arranged with the differential 7 and drivingly connected thereto; and a plurality of intermediate members 13 for transmitting torque between the input member 11 and the output member 12. The overall transmission ratio (iGes) between the input member 11 and the output member 12, or in this case, the differential carrier 14 connected thereto via the coupling 8, is fixed and can be, for example, between 3.0 and 4.0, without being limited thereto.

[0031] The internal combustion engine 3 (of which only the motor shaft 15 is shown here), the electric motor 4, and the input member 11 of the reduction gear are arranged coaxially with one another, without limitation. The input member 11 is designed as an input shaft, which can also be referred to as a transmission shaft. The input shaft 11 is rotatably supported about a first rotational axis A11 in a stationary housing 18 by means of bearing elements 16 and 17. The motor shaft 15 of the internal combustion engine 3 and the motor shaft 19 of the electric motor 4 are permanently connected to the input shaft 11 in a rotationally rigid manner. To this end, the motor shafts 15 and 19 are rotationally fixedly connected to the input shaft 11 at oppositely disposed end sections 21 and 22, particularly by means of shaft engagement (splines). At least the motor shaft 19 of the electric motor 4 is designed as a hollow shaft, which is then rotationally fixedly mounted on the end section 22 of the transmission shaft 11. It goes without saying that the motor shafts 15, 19 can also be connected to the input shaft 11 with a fixed rotation ratio via an intermediate component. The electric motor 4 can optionally have a rotor-sensor wheel 10 for detecting the rotational position, which can be connected to the other end of the motor shaft 19 in a rotationally fixed manner.

[0032] In the present embodiment, the reduction gear 5 is designed as a gear transmission, although other transmission types, such as belt drives, are also possible. In addition to the transmission input shaft 11 with the drive wheel 23 connected thereto, the reduction gear 5 also includes an intermediate shaft 24 having a first intermediate gear 25 engaged with the drive wheel 23 and a second intermediate gear 26 engaged with the output wheel 12. These intermediate gears 25 and 26 are rotationally fixedly connected to the intermediate shaft 24. This connection can be achieved through a form-fitting connection, such as a splined shaft connection, or a material-locked connection, such as a welded connection. The intermediate shaft 24 is rotatably supported in the housing 18 by means of bearing elements 27 and 28 about an axis of rotation A24, which extends parallel to the axis of rotation A11 of the input shaft 11 and parallel to the axis of rotation A7 of the differential 7.

[0033] The arrangement of only three torque-transmitting intermediate components (24, 25, 26) between the drive wheel 23 and the output component 12 results in a particularly compact design of the device. This is further facilitated by the fact that the first gear set 23, 25 and the second gear set 26, 12 are arranged immediately adjacent to one another in the axial direction. The gears 23, 25; 26, 12 of the reducer 5 can be designed as spur gears with helical toothing. The output component 12 can include a ring gear 20 meshing with the intermediate gear 26.

[0034] The specific design of the wheelbase, gears or number of teeth depends on the technical requirements and the installation space available. The transmission ratio (i1) of the first gear pair 23, 25 can be between 1 and 1.2, for example, and the second transmission ratio (i2) of the second gear pair 26, 12 can be between 3 and 3.3. This results in a total transmission ratio of approximately 3 to 4 between the transmission input member 11 and the differential carrier 14. Figure 2 As can be seen, a first wheelbase B1 is formed between the rotational axis A11 of the input shaft 11 and the rotational axis A24 of the intermediate shaft 24. A second wheelbase B2 is formed between the rotational axes A24, A12 of the intermediate shaft 24 and the ring gear 20. The distance ratio V of the second wheelbase B2 relative to the first wheelbase B1 can be, for example, between 1.4 and 1.7 (1.4 < B2 / B1 < 1.7).

[0035] The ring gear 20 is fixedly connected to a differential housing 27, which is rotatably supported about an axis of rotation A7 in the housing 18 by means of bearing elements 28, 29. The connection between the ring gear 20 and the differential housing 27 is a welded connection in the present embodiment, although other connection methods, such as screw connections, are also possible. The differential housing 27 can consist of two housing parts, each of which has a flange section in the region of its opening, with which the two housing parts are inserted into corresponding receptacles of the ring gear 20 and connected to the ring gear.

[0036] In the differential housing 27, the differential carrier 14 is rotatably mounted about an axis of rotation A7. This differential carrier distributes the resulting rotational motion to a first differential output member 33 for driving a first axle shaft and a second differential output member 34 for driving a second axle shaft. Specifically, the differential carrier 14 can accommodate a journal 30 on which two differential gears 32 are rotatably mounted about the journal axis. The differential gears 32 are in meshing engagement with the first and second differential output members 33 and 34, which are arranged coaxially with the axis of rotation A7. The two differential output members 33 and 34 are designed as side gears and can have shaft meshing for a rotationally fixed connection to the associated side shafts (not shown here). The two side gears 33 and 34 can be supported axially relative to the differential housing 27 via friction-reducing sliding disks.

[0037] The coupling 8 is designed as a positive-locking coupling, particularly a gear coupling, although other coupling types, such as a friction coupling, are also conceivable. The coupling 8 includes a first coupling member 36 that is fixedly connected to the differential carrier 14 and is particularly integrally designed, and a second coupling member 37 that is axially movable relative to the first coupling member 36 and rotationally fixedly connected to the differential housing 27. The second coupling member 37 can engage with the first coupling member 36 to transmit torque, creating a positive-locking connection between the two coupling members. Torque transmission can be interrupted again by disconnecting the second coupling member 37. The first coupling member 36 includes a toothed ring as a positive-locking element, which is integrally formed on the end face of the differential carrier 14. Accordingly, the second coupling member 37 includes a symmetrical toothed ring arranged within the differential housing 27. Furthermore, the second coupling member 37 has a plurality of axial projections 38 distributed over the circumference, which extend through corresponding through-openings in the differential housing 27. By correspondingly actuating the actuator 9 , the second coupling element 37 can be moved axially relative to the first coupling element 36 , wherein a torque transmission from the ring gear 20 to the differential carrier 14 is established in the engaged state and interrupted in the disengaged state.

[0038] The actuator 9 comprises an electromagnet 39 and a magnetic piston 40. When the electromagnet 39 is energized, the magnetic piston 40 is urged toward the coupling 8, thereby closing it. A sensor disk 35 is fastened to the second coupling element 37 and interacts with a sensor (not shown) to detect the switching position of the coupling 8. A return spring is arranged between the differential housing 27 and the sensor disk 35. If the electromagnet 39 is deactivated, the second coupling element 37 moves to its starting position, thereby opening the coupling 8 again.

[0039] The differential housing 27 has a first sleeve projection 42 and a second sleeve projection 43, which are rotatably supported in the transmission housing 7 via bearings 26, 27. Axle shafts (not shown) can be inserted through the sleeve projections 42, 43 and connected at their inner ends to the associated side gears 33, 34, respectively.

[0040] Figure 2 The schematic diagram shows the Figure 1 The hybrid drive 2 according to the invention has a drive train arrangement 44 according to the invention. The drive train arrangement 44 comprises a first drive train 45 with a first drive shaft 46 and a second drive train 47 with a second drive shaft 48.

[0041] The first drive train 45 can be driven by a first drive unit 49, which comprises an electric motor 51 with a downstream transmission device 50, by means of which the motor torque is converted into a drive torque or the motor speed into a drive speed. The second drive train 47 can be driven by a hybrid drive 2, which can be designed in accordance with Figure 1 Furthermore, a storage device 52 for storing electrical energy is provided, which is electrically connected not only to the first electric machine 51 but also to the electric machine 3 of the hybrid drive 2 , as well as a control unit 53 for controlling the first drive unit 49 and the second drive units 3 , 4 .

[0042] It can be seen that the first drive shaft 46 forms the rear axle of the motor vehicle and the second drive shaft 48 forms the front axle of the motor vehicle, wherein the reverse arrangement is also possible. The two drive trains 45, 47 are mechanically isolated from each other, that is, there is no power transmission between the two drive trains. The first drive unit 49 is used for the sole mechanical drive of the first drive shaft 46, while the hybrid drive 2 is used for the sole mechanical drive of the second drive shaft 6.

[0043] It is provided that the first drive unit 49 for the first drive shaft is more powerful than at least one or both of the drive units 3, 4 of the hybrid drive 2. In this context, the first drive unit 49 is also referred to as the primary drive unit and the first drive shaft is correspondingly referred to as the primary drive shaft, while the second drive units 3, 4 or the second drive shaft 48 can be respectively referred to as the secondary drive unit or drive shaft. According to one possible embodiment, the electric motor 51 of the primary drive unit 49 can have a maximum power of more than 60 kW, in particular more than 70 kW, while the electric motor 4 of the hybrid drive 2 can have a maximum power of less than 60 kW, in particular less than 50 kW.

[0044] The transmission arrangement 50 of the primary drive shaft 46 comprises a reduction gear 54 for converting the rotary motion generated by the electric motor 51 into a lower speed, and a rear differential 55. The generated torque is distributed by the differential 55 to two side gears 56, 57 and transmitted to the side shafts 58, 59 connected thereto. At the ends of the side shafts 58, 59 are coaxial universal joints, which enable the transmission of torque to wheels 60, 61 during angular motion.

[0045] The secondary drive shaft 48 is similarly designed. The torque generated by the differential 7 when the clutch 8 is closed is transmitted to the two side gears 33 and 34. The corresponding output shafts 62 and 63 are fixedly engaged in the shaft meshing of the side gears for torque transmission. The output shafts 62 and 63 are connected to the synchronizing joints via the associated side shafts 64 and 65 to transmit the torque to the gears 66 and 67 of the secondary drive shaft 48.

[0046] Drivetrain 44 with primary electric drive 49 and secondary hybrid drive 2 advantageously allows for multiple operating modes. Hybrid drive 2 can, for example, operate in parallel mode, in which both machines 3 and 4 jointly drive secondary drive shaft 48 with closed coupling 8. Furthermore, drives 2 and 49 can operate in series mode, in which hybrid drive 2 generates electrical energy with open coupling 8, which is then used to drive primary drive shaft 46 via primary electric motor 49. Even when the vehicle is stationary, hybrid drive 2 can generate electrical energy with open coupling 8 (generator mode) or charge storage device 52. Conversely, internal combustion engine 3 can be started by electric motor 4 (motor mode). Furthermore, an increased load point is possible, in which case internal combustion engine 3 can be operated in a power range with higher efficiency via electric motor 4.

[0047] The hybrid drive 2 , in which the internal combustion engine 3 and the electric machine 4 act on a common transmission input shaft 11 , provides high effective power overall with a compact and simple design. The above-described operating options result from interaction with the primary drive shaft 46 .

[0048] List of reference numerals:

[0049] 2 Hybrid drive

[0050] 3 Internal combustion engine

[0051] 4 motors

[0052] 5 Transmission device

[0053] 6 Reducer

[0054] 7 Differential

[0055] 8 Connectors

[0056] 9 Actuator

[0057] 10 sensor wheel

[0058] 11 Input components

[0059] 12 Output components

[0060] 13 Intermediate Components

[0061] 14 Differential bracket

[0062] 15 Motor shaft

[0063] 16 bearings

[0064] 17 Bearings

[0065] 18 housing

[0066] 19 Motor shaft

[0067] 20 Ring gear

[0068] 21, 22 end sections

[0069] 23 drive wheels

[0070] 24 intermediate shaft

[0071] 25 First intermediate gear

[0072] 26 Second intermediate gear

[0073] 27 Differential housing

[0074] 28, 29 Support devices

[0075] 29 Support device

[0076] 30 pins

[0077] 32 differential gear

[0078] 33, 34 side shaft gears

[0079] 35 sensor disk

[0080] 36 first connecting piece

[0081] 37 Second connecting piece

[0082] 38 protrusion

[0083] 39 Electric magnet

[0084] 40 Magnetic Piston 41

[0086] 42 sleeve protrusion

[0087] 43 sleeve protrusion

[0088] 44 Drive system

[0089] 45 First drive system

[0090] 46 First drive shaft

[0091] 47 Second drive system

[0092] 48 Second drive shaft

[0093] 49 First drive unit

[0094] 50 Transmission device

[0095] 51 Primary Motor

[0096] 52 Storage Devices

[0097] 53 control unit

[0098] 54 reducer

[0099] 55 differential

[0100] 56, 57 side shaft gears

[0101] 58, 59 half shaft

[0102] 60 wheels

[0103] 61 wheels

[0104] 62, 63 output shaft

[0105] 64, 65 half shaft

[0106] 66, 67 wheels

[0107] A axis of rotation

[0108] i Gear ratio

[0109] n Speed

[0110] P Power.

Claims

1. A hybrid drive device for a drive axle of a motor vehicle, comprising: Internal combustion engine (3); Motor (4); a transmission device (5) which can be driven in rotation by the internal combustion engine (3) and the electric motor (4) and has a reduction gear (6) for converting the resulting rotational motion into a lower speed and a differential (7) for distributing the resulting rotational motion to two output elements (33, 34); and a coupling (8) which can be controlled by an actuator (9) and is designed to selectively transmit torque to the drive shaft or interrupt the torque transmission; It is characterized in that The reducer (6) comprises an input member (11) which is permanently rotationally rigidly connected to the internal combustion engine (3) and the electric machine (4); an output member (12) which is coaxially arranged with a differential carrier (14) of the differential (7) and is drivingly connected to the differential carrier without a gear ratio; and up to three intermediate members (24, 25, 26) for transmitting torque between the input member (11) and the output member (12). The transmission ratio (iges) between the input member (11) and the differential carrier (14) is fixed, and the internal combustion engine (3), the electric motor (4) and the input member (11) of the reducer (6) are arranged coaxially relative to each other.

2. The hybrid drive device according to claim 1, It is characterized by: The transmission ratio (iges) between the input member (11) and the differential carrier (14) is between 3.0 and 4.

0.

3. The hybrid drive device according to claim 1 or 2, It is characterized in that The rotation axis (A11) of the input member (11) and the rotation axis (A12) of the output member (12) are arranged parallel to each other.

4. The hybrid drive device according to claim 1 or 2, It is characterized in that The input member (11) of the speed reducer (6) is a transmission shaft, the driving wheel (23) is connected to the transmission shaft, and the output member (12) of the speed reducer (6) includes a ring gear (20), The reducer (6) further comprises an intermediate shaft (24) with a first intermediate gear (25) meshing with the drive wheel (23) of the transmission shaft and a second intermediate gear (26) meshing with the ring gear (20). The rotation axis (A24) of the intermediate shaft (24) extends parallel to the rotation axis (A11) of the input component (11) and the output component (12).

5. The hybrid drive device according to claim 4, It is characterized by: A first wheelbase (B1) is formed between the rotation axis (A11) of the input member (11) and the rotation axis (A24) of the intermediate shaft (24), and A second wheelbase (B2) is formed between the rotation axis (A24) of the intermediate shaft (24) and the rotation axis (A12) of the output member (12), Wherein, a ratio (V) between the second wheelbase (B2) and the first wheelbase (B1) is between 1.4 and 1.

7.

6. The hybrid drive device according to claim 1 or 2, It is characterized by: At least one of the following applies: The internal combustion engine (3) has a maximum power (P3) of less than 80 kW; The motor (4) has a maximum power (P4) of less than 60 kW; The maximum power (P3) of the internal combustion engine (3) is less than 1.3 times the maximum power (P4) of the electric motor (4).

7. The hybrid drive device according to claim 1 or 2, It is characterized by: At least one of the following applies: The internal combustion engine (3) has a maximum rotation speed (n3) of less than 5500 revolutions per minute; The motor (4) has a maximum rotation speed (n4) of less than 6500 revolutions per minute; The maximum rotational speed (n4) of the electric motor (4) is less than 1.3 times the maximum rotational speed (n3) of the internal combustion engine (3).

8. The hybrid drive device according to claim 4, It is characterized by: The motor shaft (19) of the electric machine (4) is designed as a hollow shaft, which is subsequently connected to an end section of the transmission shaft in a rotationally fixed manner.

9. The hybrid drive device according to claim 1 or 2, It is characterized by: The coupling (8) is effectively arranged between the output member (12) of the reducer (6) and the differential carrier (14), wherein in the closed state of the coupling (8), torque is transmitted from the output member (12) to the differential carrier (14), and in the open state of the coupling (8), torque transmission is interrupted.

10. The hybrid drive device according to claim 1 or 2, It is characterized by: The output component (12) of the reduction gear (6) is fixedly connected to a differential housing (27), wherein the differential housing (27) is rotatably supported in a stationary housing (18), and wherein the differential carrier (14) is rotatably supported in the differential housing (27).

11. A drive train arrangement for a motor vehicle, comprising: a primary drive shaft (46) which can be driven in rotation by a primary motor (51) as a primary drive; A secondary drive shaft (48) having a hybrid drive (2) according to claim 1 or 2, wherein the primary drive shaft (46) and the secondary drive shaft (48) are mechanically isolated from each other; a storage device (52) for storing electrical energy, wherein the storage device (52) is electrically connected to the primary electric machine (51) and to the electric machine (4) of the hybrid drive (2); and A control unit (53) for controlling the primary electric machine (51) and the hybrid drive (2).

12. Method for controlling a drive train arrangement according to claim 11, So control, The coupling (8) is opened and the internal combustion engine (3) drives the electric motor (4) with the coupling (8) opened, in, The electric machine (4) operates in generator mode and converts the mechanical energy generated by the internal combustion engine (3) into electrical energy, and The electrical energy is stored in the storage device (52) or supplied to the first drive unit (49).

13. The method according to claim 12, It is characterized by: The coupling (8) is closed, The electric machine (4) operates in motor mode and converts electrical energy from the storage device (52) into mechanical energy, and The electric motor (4) and the internal combustion engine (3) jointly drive the input member (11).

14. The method according to claim 12, It is characterized by: The coupling (8) is open, and The electric machine (4) is operated in motor mode and drives the internal combustion engine (3) in order to start the internal combustion engine.

15. The method according to claim 12, It is characterized by: The coupling (8) is opened, The electric motor (4) and the internal combustion engine (3) are turned off, and The primary electric machine (51) is operated in motor mode, The primary motor (51) converts electrical energy from the storage device (52) into mechanical energy and transmits it to the primary drive shaft (46).

16. The method according to claim 12, It is characterized by: The coupling (8) is closed, Both motors (4, 51) are switched off, and The secondary drive shaft (48) is driven solely by the internal combustion engine (3).

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