Hybrid powertrain and a commercial vehicle having such a hybrid powertrain

Abstract

The present invention relates to a hybrid powertrain (10) having an internal combustion engine (12), a transmission (14), and an electric machine (21), wherein the electric machine (21) is connected to the transmission (14) to transmit torque. The transmission (14) has a transmission housing (16) and a transmission cover (18) arranged on the driven side (19) of the transmission (14) when viewed axially (11), and at least one driven-side wheel pair set (17) is arranged in the transmission housing. The electric machine (21) has a stator (22), a rotor (24), an electric machine housing (28), and a rotor shaft (26) non-rotatably connected to the rotor (24). Additionally, the electric machine (21) has a connecting housing (30) for connecting the electric machine (21) to the transmission housing (16). The rotor shaft (26) of the electric machine (21) is parallel to the transmission input shaft (48) of the transmission (14).

Description

[0001] The present invention relates to a hybrid powertrain according to the preamble of claim 1 and a commercial vehicle having such a hybrid powertrain according to the preamble of claim 14.

[0002] DE 10 2011 109 025 discloses a hybrid powertrain for a commercial vehicle. Here, the electric machine is arranged coaxially with the transmission input shaft. On one side of the longitudinal beam of the load-bearing frame / frame of the commercial vehicle, the cooler, the power electronics, and the battery are arranged at a large axial distance from each other. The cooler is at the height of the electric machine when viewed axially, followed axially by the power electronics and the battery arranged at a greater distance. A generally similar hybrid powertrain is disclosed by US 2015 / 0008057 A1.

[0003] DE 102013201744 A1 and the similar DE 102018203207 A1 disclose hybrid powertrains, where the electric machine rotor shaft is always parallel to the transmission input shaft.

[0004] DE 102011109025 A1 also discloses a side module with a high-voltage battery.

[0005] The object of the present invention is to improve the hybrid powertrain such that the manufacturing costs are reduced and the compactness is increased, without adversely affecting the performance at the same time.

[0006] According to the present invention, this object is achieved by a hybrid powertrain having the features of claim 1 and a commercial vehicle having the features of claim 14. Advantageous embodiments and refinements of the present invention result from the dependent claims and the following description of the invention and the drawings.

[0007] The present invention is based on a hybrid powertrain having an internal combustion engine, a transmission, and an electric machine, wherein the electric machine is connected to the transmission to transmit torque. The transmission has a transmission housing in which at least one drive-side transmission input shaft, a main shaft, and a driven-side wheel pair set are arranged. Additionally, a transmission housing cover is provided on the driven side of the transmission when viewed axially. Here, the electric machine has a stator, a rotor, a rotor shaft non-rotatably connected to the rotor, and an electric machine housing. A drive shaft is coaxially arranged with and coupled or connectable to the rotor shaft, and the drive shaft itself is non-rotatably coupled or connectable to a driven wheel coaxially arranged therewith. The driven wheel is designed to transmit torque from the electric machine to the transmission. Additionally, the electric machine has a connection housing for fixing the electric machine to the transmission housing. The electric machine rotor shaft is parallel to the transmission input shaft of the transmission. Additionally, the transmission input shaft, the main shaft, and the electric machine are arranged in the described order axially, wherein, as described, the electric machine rotor shaft is arranged parallel and offset with respect to the transmission input shaft and the main shaft.

[0008] According to the invention, the transmission input shaft is arranged separately from the main shaft and is in principle rotatable relative to the main shaft, wherein the driven wheel is arranged in the axial region of the transmission input shaft or in the axial region on the input side of the main shaft.

[0009] Thereby, the hybrid powertrain can be realized inexpensively and compactly overall. Thus, the hybrid powertrain can be provided both as a new concept and as a retrofit solution for a conventional transmission, in particular a conventional truck transmission, at low cost. Although the arrangement of the electric machine remote from the driven wheel may seemingly be impractical and expensive. However, it has been shown that, considering many aspects, such as the boundary conditions when installed in a vehicle, the retrofit costs in the case of retrofitting a conventional transmission, and the gear stage design in terms of fuel savings and performance, an optimal solution within the different criteria to be considered has been achieved with the present invention. By connecting the driven wheel in the drive-side region of the transmission and thus ultimately connecting the electric machine, multiple gears of the transmission can be utilized in the case of electric drive with the electric machine, which allows for a smaller size of the electric machine to be determined or for drive energy to be saved.

[0010] Here, the direction of the rotational axis of the transmission input shaft is defined as the axial direction.

[0011] The coaxial arrangement of two rotatably mounted members always means that the rotational axes of these two members are coaxial with each other.

[0012] The driven side of the transmission refers to the side of the transmission where torque is output from the transmission through the transmission output shaft to the vehicle drive wheels, such as those of a truck. The driven side is located at the end of the transmission opposite to the transmission input shaft.

[0013] The input side of the main shaft refers to the end region on the input side of the main shaft. In other words, it refers to the end region of the main shaft facing the input shaft of the transmission.

[0014] An axial region generally refers to the following space, which is defined by a coordinate interval on an axis extending parallel to the axis, where the coordinates in the other two spatial directions can be arbitrary.

[0015] If based on a three-dimensional coordinate system with mutually perpendicular x, y, and z axes, where the x-axis extends coaxially with the rotational axis of the transmission input shaft, then the "axial region of the transmission input shaft or the axial region of the input side of the main shaft" refers to the following space, which is defined on the x-axis by an interval extending from the drive side of the transmission input shaft to the driven side end of the first quarter of the drive side of the main shaft, where any values on the y-axis and z-axis are possible. This also means that the axial region of the input side of the main shaft refers to the longitudinal region of the main shaft facing the transmission input shaft, and its length corresponds to one quarter of the total length of the main shaft.

[0016] "The components are arranged in sequence when viewed axially" means that the components are not arranged or only insignificantly axially overlapped. That is, the components are basically arranged in different coordinate intervals of the x-axis.

[0017] Within the scope of the present invention, the non-rotatable connection of two rotatably mounted components means that the two components are coaxially arranged and connected to each other in such a way that they rotate at the same angular velocity. For the non-rotatable connection of a rotatable rotor and a rotor shaft that are respectively rotatably mounted, the rotor shaft is arranged coaxially with the rotational axis of the rotor and connected to it in such a way that the rotor and the rotor shaft rotate at the same angular velocity.

[0018] The parallel arrangement of the motor rotor shaft relative to the transmission input shaft is different from the coaxial arrangement, but it does not mean being arranged at the same axial height. The parallel arrangement means that the rotational axis of the rotor shaft is parallel to the rotational axis of the transmission input shaft.

[0019] "Coupling" here means that the drive shaft is connected to the rotor shaft indirectly or directly in a torque-transmitting manner. "Capable of coupling" includes the possibility of coupling and separating in an alternating manner, that is, a non-torque-transmitting state. "The driven wheel is connected to the transmission in a torque-transmitting manner" means, for example, that a cylindrical gear is connected to the transmission gear.

[0020] According to a first advantageous improvement of the present invention, the connection housing and the transmission housing cover are integrally formed into a combined housing, and the driven wheel is arranged outside the combined housing.

[0021] Seemingly disadvantageous here is that the connecting housing and the transmission housing cover are integrally formed into a combined housing, but a driven wheel cannot be arranged therein. The combined housing particularly advantageously has a sealed shaft passage for the drive shaft, since the driven wheel is arranged outside the combined housing and thus the drive shaft is also at least partially arranged outside the combined housing. However, the structural cost is worthwhile, because with the help of a combined housing with a complex design, a conventional transmission with an unchanged or slightly modified transmission housing can be utilized.

[0022] The one-piece design of the transmission housing cover and the connecting housing can mean that the transmission housing cover and the connecting housing are made of one casting or are connected at least in a material-bonded manner. Particularly advantageously, the combined housing is designed as an integral metal casting.

[0023] According to an advantageous improvement of the invention, the combined housing is arranged axially between the driven-side wheel set and the electric motor. Axially viewed, the driven-side wheel set means the last wheel set on the driven side, by means of which a speed change transmission between the main shaft and the transmission output shaft can be produced. The driven-side wheel set advantageously has a planetary gear set.

[0024] This allows a compact and inexpensive realization of a hybrid powertrain by means of a compact design of the combined housing.

[0025] Another advantageous improvement of the invention provides that the combined housing has a first opening and a second opening, wherein the first opening direction of the first opening and the second opening direction of the second opening are arranged opposite to each other, and wherein the electric motor is arranged axially on the side of the second opening facing away from the transmission input shaft (46).

[0026] This makes it possible for the electric motor to be advantageously positioned relative to the transmission due to its size and to be connected to the transmission at low cost. Although the hybrid powertrain is lengthened in this way, a favorable design of the combined housing and the overall encapsulation is obtained.

[0027] The first opening direction here relates to the first opening of the combined housing pointing to the transmission, and the second opening direction of the combined housing relates to the second opening pointing to the electric motor. The first and second openings are axially oriented opposite to each other according to their respective opening directions here. The first opening is advantageously formed by a first half flange, and the second opening is formed by a second half flange.

[0028] Another advantageous improvement of the invention provides that the driven wheel is connected to the transmission input shaft in such a way that torque can be transmitted from the driven wheel via the transmission input shaft into the transmission. "Connected" in this context means that the driven wheel is coupled or can be coupled to the transmission input shaft.

[0029] Such a connection allows the electric motor torque to be transmitted to the vehicle drive wheels of, for example, a truck at different transmission ratios, thus ensuring high performance.

[0030] Advantageously, the driven wheel is connected to a front auxiliary transmission of the transmission. The front auxiliary transmission here refers to the itself known axially input-side auxiliary transmission of a transmission which is designed as a compound transmission (Gruppengetriebe) in the context of this improvement. "The torque is transmitted from the driven wheel via the front auxiliary transmission into the transmission" can advantageously be achieved by directly or indirectly connecting the driven wheel in a torque-transmitting manner to a front auxiliary transmission gear.

[0031] According to another advantageous improvement of the invention, the hybrid powertrain has a transmission stage which is arranged between the rotor shaft and the transmission with respect to torque transmission, wherein the transmission stage is at least partially arranged in a combined housing.

[0032] This allows the use of inexpensive and compact electric motors, the performance of which with respect to speed and torque must be adapted to the performance of the internal combustion engine within the powertrain.

[0033] The transmission stage can here refer to any mechanism suitable for converting the rotational movement of a first component into the rotational movement of a second component, wherein the speeds and torques of the first and second components are in a certain proportion to each other respectively.

[0034] Another advantageous improvement of the invention provides that the transmission stage has an epicyclic gear train arranged coaxially with respect to the rotor shaft, wherein a first component of the epicyclic gear train is non-rotatably connected to the rotor shaft, and wherein a second component of the epicyclic gear train is connected to the transmission such that torque can be transmitted from the second component of the epicyclic gear train into the transmission. The third component of the epicyclic gear train is preferably fixed to the housing here.

[0035] The epicyclic gear train provides a space-saving solution for converting the speed and torque of the electric motor in a defined ratio.

[0036] The epicyclic gear train has three components here, specifically a sun gear, a planet carrier and a ring gear. The first component of the epicyclic gear train is here particularly advantageously the sun gear, the second component is accordingly particularly advantageously the planet carrier, and the third component is the ring gear, which is advantageously non-rotatably connected to a non-rotatingly mounted component, such as the combined housing.

[0037] According to another advantageous improvement of the invention, when viewed axially, the driven wheel, the main transmission and / or the rear auxiliary transmission, the transmission stage and the electric motor of the transmission are arranged in this order successively.

[0038] With this arrangement, a high compactness of the entire hybrid powertrain is obtained while having an advantageous transmission ratio.

[0039] Another advantageous refinement of the invention provides that the hybrid powertrain has a first switching unit, which is designed to couple the rotor shaft to the transmission in such a way as to transmit torque, i.e., in the axial region on the drive side of the transmission, torque can be transmitted from the electric motor into the transmission. In addition, the hybrid powertrain has a second switching unit, which is designed to couple the rotor shaft to the transmission in such a way as to transmit torque, i.e., in the axial region on the driven side of the transmission, torque can be output from the transmission to the electric motor.

[0040] Thereby, on the one hand, torque can be transmitted from the electric motor via the transmission to the drive wheels of, for example, a goods vehicle at different transmission ratios, such as when transmitting torque through a pre-stage auxiliary transmission into the transmission, thus achieving high performance in forward driving. On the other hand, torque can be transmitted from the transmission to the electric motor in a low-loss manner with a suitable transmission ratio, such as directly from the output shaft of the transmission to the electric motor, for regeneration purposes.

[0041] Here, the switching unit refers to any mechanism that is suitable for establishing and interrupting a non-rotatable or torque-transmitting connection between two rotatably mounted components. For example, when regenerating, torque is output from the transmission to the electric motor. Here, the electric motor operates as a generator.

[0042] According to another advantageous refinement of the invention, the first switching unit and the second switching unit are formed in the form of a dual switching unit, which is axially arranged in the region on the driven side of the transmission.

[0043] Thereby, the complexity of switching is reduced and it becomes overall more compact.

[0044] With the dual switching unit, the first and second connection states can be achieved. Here, "transmitting torque from the electric motor into the transmission in the axial region on the drive side" is defined as the first connection state, and "outputting torque from the transmission to the electric motor in the axial region on the driven side of the transmission" is defined as the second connection state.

[0045] The dual switching unit can refer to a switching unit that allows only one actuator to alternately produce two connection states. In addition, the dual switching unit can also be designed to establish an intermediate state / disconnected state.

[0046] Another advantageous refinement of the invention provides that the hybrid powertrain has a side module, wherein the side module has the battery, battery controller, power electronics, compressor and cooler of the hybrid powertrain.

[0047] The components of the side module for the electric operation of the hybrid powertrain (i.e., the battery, battery controller, power electronics, compressor and cooler) can be arranged very compactly.

[0048] The components of the side module together with the electric motor form the electrical part of the powertrain.

[0049] According to another advantageous refinement of the invention, the battery is arranged in a first horizontal plane of the side module, and the cooler, the compressor, the power electronics and the battery controller are arranged in this order axially in a second horizontal plane of the side module.

[0050] Thereby, a compact arrangement of the components of the electrical part of the powertrain is obtained with short electrical wires and short cooling pipelines while being modular.

[0051] The first horizontal plane is advantageously located below the second horizontal plane when viewed vertically. The power electronics is advantageously arranged at the axial height of the electric motor axially. The first horizontal plane thus also corresponds to a first vertical region, and the second horizontal plane corresponds to a second vertical region. Without prejudice to the above-mentioned axial order of the components, the components not mentioned in between do not cause interference.

[0052] In addition to the load-bearing frame, the commercial vehicle according to the invention also has the above-described hybrid powertrain of the invention. The side module is arranged in or on the side frame, wherein the side frame itself is mounted on the outside of the load-bearing frame.

[0053] The components for the operation of the hybrid powertrain can thus be arranged compactly and at the same time be modularly and separately arranged in the commercial vehicle.

[0054] Here, the outside of the load-bearing frame can mean the outward-facing side of the longitudinal beam of the load-bearing frame, i.e., the side facing away from the transmission. Here, the side frame is advantageously fixed to the load-bearing frame, wherein this does not necessarily have to be carried out on the outside mentioned. Instead, the fixing can also be carried out on the top side or the bottom side of the load-bearing frame.

[0055] Other advantages, features and details of the invention result from the following description of the embodiments and in conjunction with the figures, here:

[0056] Figure 1 Schematic view showing a first embodiment of the hybrid powertrain of the invention,

[0057] Figure 2 Schematic view showing a second embodiment of the hybrid powertrain of the invention,

[0058] Figure 3 Another schematic view showing a second embodiment of the hybrid powertrain,

[0059] Figure 4 Schematic view showing the commercial vehicle of the invention.

[0060] Figure 1Schematic illustration showing a first embodiment of a hybrid powertrain 10 according to the present invention. The hybrid powertrain 10 here has an internal combustion engine 12, a transmission 14 and an electric machine 21. The transmission 14 has a transmission housing 16, in which at least one driven-side wheel pair set 17 of the transmission 14 is arranged.

[0061] The electric machine 21 has a stator 22, a rotor 24 and a rotor shaft 26 which is non-rotatably connected to the rotor 24. The stator 22 and the rotor 24 are arranged in an electric machine housing 28. There is also provided a connecting housing 30 which serves to connect the electric machine 21, specifically the electric machine housing 28, to the transmission housing 16. The connecting housing 30 serves to non-rotatably and axially fixedly connect the transmission housing 16 to the transmission housing 16. The electric machine housing 28 is non-rotatably and axially fixedly connected to the connecting housing 30. The electric machine housing 28 is directly connected to the connecting housing 30. The connecting housing 30 is axially fixed and non-rotatably connected to the transmission housing 16.

[0062] The electric machine 21 is also connected to the transmission 14 to transmit torque. For this purpose, in this example, the rotor shaft 26 is torque-transmittingly coupled to a drive shaft 42. A driven wheel 44 is non-rotatably connected to the drive shaft 42, and the driven wheel is torque-transmittingly connected to the transmission 14, here for example a front auxiliary transmission 52, in the axial region of the drive side 20 of the transmission 14. Thus, torque can be introduced into the transmission 14 by the driven wheel 44 via the front auxiliary transmission 52.

[0063] Alternatively, the driven wheel 44 can be arranged coaxially with the drive shaft 42 as a switchable sun gear in a manner not shown here. Generally, the driven wheel 44 is non-rotatably coupled or can be coupled to the drive shaft 42.

[0064] The internal combustion engine 12 is connected to the transmission 14 such that torque can be introduced into the transmission 14 from the internal combustion engine 12 via the transmission input shaft 46 of the transmission 14.

[0065] In the first embodiment, the transmission 14 also has a main shaft 47 arranged coaxially with the transmission input shaft 46 and has an intermediate shaft 50, a front auxiliary transmission 52, a main transmission 54 and a rear auxiliary transmission 56 in a manner known per se.

[0066] Via the transmission output shaft 48 of the transmission 14, torque can be output from the transmission 14 to, for example, an axle drive in a known manner.

[0067] The electric machine 21 is particularly advantageously arranged in the vicinity of the output side 19 of the transmission 14. The rotor shaft 26 of the electric machine 21 is parallel to the transmission input shaft 46 of the transmission 14. The transmission housing 16 has a transmission cover 18 on the output side 19 when viewed in the axial direction 11. Particularly advantageously, the transmission cover 18 and the connecting housing 30 of the electric machine 21 are integrally formed to form a combined housing 32.

[0068] The axial direction 11 is parallel to the transmission input shaft 46 here.

[0069] The transmission output shaft 48 is coaxial with the transmission input shaft 46.

[0070] The combined housing 32 has a first opening 33 which is closed or covered by the transmission housing 16 in the installed state of the hybrid powertrain 10. The combined housing 32 has at least the first opening 33.

[0071] The combined housing 32 advantageously has a second opening 35 which is closed or covered by the electric machine housing 28 in the installed state of the hybrid powertrain 10. Particularly when other components arranged coaxially with the rotor 24 should be provided in the combined housing 32, it is particularly advantageous to provide the second opening 35.

[0072] When no other components of the electric machine 21 arranged coaxially with the rotor shaft 26 should be provided in the combined housing 32, the second opening can be omitted, which means that the combined housing 32 can form only one plane in the axial region of the rotor shaft, and in this case the electric machine housing 28 is mounted on this plane.

[0073] Particularly advantageously, the first opening direction 34 of the first opening 33 points towards the transmission 14, wherein the second opening direction 36 of the second opening 35 is oriented in a manner opposite to the first opening direction 34. The second opening direction 36 points towards the electric machine 21.

[0074] The electric machine housing 28 is advantageously designed to be separate from the combined housing 32 and also from the transmission housing 16.

[0075] When viewed in the axial direction 11, the internal combustion engine 12, the driven wheel 44, the output side wheel pair group 17, the combined housing 32 and the electric machine 21 are advantageously arranged in this order successively.

[0076] As a further component arranged coaxially to the rotor 24, the hybrid powertrain 10 has in the first embodiment a component of the transmission stage 37. The transmission stage 37 has a planetary gear mechanism 38, which in turn has a first component 39 connected in a non-rotatable manner to the rotor shaft 26 and a second component 40 connected in a non-rotatable manner to the transmission shaft 42. In this embodiment, the first component 39 is designed as a sun gear and the second component 40 is designed as a planetary gear carrier. Without being shown in further detail, the planetary gear mechanism 38 has a third component in the form of a ring gear connected in a non-rotatable manner to the combined housing 32.

[0077] The transmission stage 37 does not have to be used. As an alternative, the rotor shaft 26 can be directly connected in a non-rotatable manner to the transmission shaft 42 or can be connected to it in a non-rotatable manner via a switching element not shown.

[0078] Figure 2 Schematic illustration showing a second embodiment of the hybrid powertrain 110 according to the invention. The hybrid powertrain 110 of the second embodiment differs from the hybrid powertrain of the first embodiment mainly in that two switching units 158, 160, namely a first switching unit 158 and a second switching unit 160, are provided after the same transmission stage 37.

[0079] By means of the first switching unit 158, the rotor shaft 22 can be coupled to the pre-stage auxiliary transmission 52 in such a way that torque can be transmitted from the rotor shaft 22 via the pre-stage auxiliary transmission 52 into the transmission 114. In the second embodiment, the first switching unit 158 is arranged to connect the second component 40 of the transmission stage 37 in a non-rotatable manner to the transmission shaft 142. Thus, the rotor shaft can be connected to the transmission output shaft 48 by means of the first switching unit 158 in such a way that torque from the rotor shaft 26 can be transmitted via a plurality of gears adjustable by means of the transmission 114 to the transmission output shaft 48, which is advantageous for the purpose of driving the electric motor on the transmission output shaft 48.

[0080] By means of the second switching unit 160, the rotor shaft 26 can be connected on the output side 19 to the output shaft 48 of the transmission 114. "Connecting the rotor shaft 26 on the output side 19 of the transmission 114" means that although only one gear or a small number of gears are provided between the rotor shaft 26 and the output shaft 48, only a small number of tooth engagements are thus specified between the rotor shaft 26 and the output shaft 48. "Connecting the rotor shaft 26 to the output shaft 48 by means of the second switching unit 160" is particularly suitable for transmitting torque from the output shaft 48 to the rotor shaft 26 and can thus achieve a very low-loss regenerative operation of the electric motor 21.

[0081] With the aid of the second switching unit 160, in the second embodiment, the planet gear 166 arranged coaxially with the rotor shaft 26 can be non-rotatably connected to the second component 40. The planet gear 166 is in turn permanently meshed with the sun gear 168 which is non-rotatably connected to the transmission output shaft 48.

[0082] Advantageously, the first switching unit 158 and the second switching unit 160 are combined into a dual switching unit 162 in such a way that they are switched using a single sliding sleeve 164 and thus using a single actuator (not shown further).

[0083] The transmission 114 of the second embodiment thus differs from the transmission of the first embodiment only in that a sun gear 168 is provided, and thus the transmission housing cover 118 of the transmission 114 and thus the combined housing 132 must be formed differently in detail.

[0084] The combined housing 132 of the second embodiment is also modified compared to the first embodiment because the connecting housing 130 of the second embodiment must have more space in order to accommodate the two switching units 158, 160.

[0085] The combined housing 132 also has a first opening 133 and a second opening 136, where the basic facts described above for the openings 32, 33 in the first embodiment also apply here.

[0086] Features that are retained in the second embodiment and are the same as in the first embodiment are Figure 2 designated by the same reference numerals.

[0087] Figure 3 Another schematic view showing a second embodiment of the hybrid powertrain 110. The transmission input shaft 46, the intermediate shaft 50, the front auxiliary transmission 52, the main transmission 54, the rear auxiliary transmission 56 and the transmission output shaft 48 are arranged in the transmission housing 16. The torque-transmitting or switchable torque-transmitting connections between the transmission components or with other components are partially indicated by dashed lines. The electric machine 21 having a stator 22, a rotor 24 and a rotor shaft 26 non-rotatably connected to the rotor 24 is located in the electric machine housing 28.

[0088] The rotor shaft 26 of the electric machine 21 is parallel to the transmission input shaft 46 of the transmission 114. The transmission housing 16 has a transmission housing cover 118 on the driven side 19 of the transmission 114 when viewed in the axial direction 11, which together with the connecting housing 130 forms a combined housing 132.

[0089] The combined housing 132 shown by the cross-hatching has a first opening 33 pointing towards the transmission 114 and, conversely, a second opening 35 pointing towards the electric machine 21.

[0090] The first opening 33 and the second opening 35 are in principle designed to be the same as in the first embodiment. The openings 33, 35 are advantageously delimited by flange surfaces that cannot be seen further, wherein the first flange surface delimits the first opening 33 and the second flange surface delimits the second opening 35. The first flange surface is bolted to the transmission housing 16 in a known manner, and the second flange surface is advantageously bolted to the motor housing 28.

[0091] Inside the combined housing 132 there is a dual switching unit 162 and a gear stage 37.

[0092] The combined housing 132 is arranged axially between the planetary gear set of the rear auxiliary transmission 56 and the motor 21 as in the first embodiment.

[0093] Figure 4 Schematic view of a commercial vehicle 80 with a powertrain 10, 110 according to the invention with a first or second embodiment. The transmissions 14, 114, combined housings 32, 132, motor 21, drive shafts 42, 142 and cardan shaft 70 are arranged between the longitudinal beams of the load-bearing frame 82. The cardan shaft 70 is connected in a torque-transmitting manner to the rear axle of the commercial vehicle 80 in a manner known to the person skilled in the art and thus not shown in detail.

[0094] On the outer side 83 of the load-bearing frame 82 there is a side frame 85, and a side module 94 is arranged in or on the side frame. The side module 94 has a battery 84, a battery controller 86, a power electronics device 88, a compressor 90 and a cooler 92.

[0095] The battery 84 is located in a first plane on the lower side and thus closer to the roadway, and the battery controller 86, the power electronics device 88, the compressor 90 and the cooler 92 are arranged in a second plane on the upper side, above the battery 84 when viewed horizontally.

[0096] Viewed axially 11, the cooler 92, the compressor 90, the power electronics device 88 and the battery controller 86 are advantageously arranged in this order successively. This arrangement is advantageous for many reasons. On the one hand, it is advantageous from the point of view of installation space to arrange the motor 21 on the driven side of the transmissions 14, 114, although it is somewhat disadvantageous due to the long drive shafts 42, 142. By arranging the components belonging to the side module 94 on the load-bearing frame 82, a hybrid powertrain 10, 110 with a lower cost can be achieved based on a conventional powertrain. In addition, the hybrid powertrains 10, 110 can also be retrofitted to a conventional powertrain at a lower cost due to the modular configuration.

[0097] The power electronics device 88 is advantageously arranged approximately at the axial height of the electric machine 21 when viewed axially along the axis 11. The battery controller 86, the power electronics device 88 and the electric machine 121 are interconnected by means of the conductor 99. For electromagnetic compatibility reasons, it is advantageous for these components to be arranged in close proximity to one another.

[0098] When viewed in the driving direction of the goods vehicle 80, by arranging the cooler 92 at the foremost part of the side module 94, it is advantageously possible for the cooler 92 to be fully circulated by the oncoming air and thus fully cooled.

[0099] Thus, an advantageous arrangement of the components of the side module 94 is obtained in terms of packaging, electromagnetic compatibility, cooling and the possibility of retrofitting based on a conventional powertrain.

[0100] List of reference signs

[0101] 10, 110 Hybrid powertrain

[0102] 11 Axis

[0103] 12 Internal combustion engine

[0104] 14, 114 Transmission

[0105] 16 Transmission housing

[0106] 17, 117 Driven wheel set

[0107] 18, 118 Transmission housing cover

[0108] 19 Driven side

[0109] 20 Driving side

[0110] 21 Electric machine

[0111] 22 Stator

[0112] 24 Rotor

[0113] 26 Rotor shaft

[0114] 28 Electric machine housing

[0115] 30, 130 Connecting housing

[0116] 32, 132 Combined housing

[0117] 33 First opening

[0118] 34 First opening direction

[0119] 35 Second opening

[0120] 36 Second opening direction

[0121] 37 Transmission stage

[0122] 38 Planetary gear transmission mechanism

[0123] 39 First component

[0124] 40 Second component

[0125] 42, 142 Transmission shaft

[0126] 44 Driven wheel

[0127] 46 Transmission input shaft

[0128] 47 Main shaft

[0129] 48 Transmission output shaft

[0130] 50 Intermediate shaft

[0131] 52 Front auxiliary transmission

[0132] 54 Main transmission

[0133] 56 Rear auxiliary transmission

[0134] 158 First switching unit

[0135] 160 Second switching unit

[0136] 162 Dual switching unit

[0137] 164 Sliding sleeve

[0138] 166 Moving gear

[0139] 168 Fixed gear

[0140] 70 Cardan shaft

[0141] 80 Truck

[0142] 82 Load-bearing frame

[0143] 83 Outer side

[0144] 84 Battery

[0145] 85 Side frame

[0146] 86 Battery controller

[0147] 88 Power electronics device

[0148] 90 Compressor

[0149] 92 Cooler

[0150] 94 Side module

[0151] 99 Conductors

Claims

1. A hybrid powertrain (10), comprising: An internal combustion engine (12); A transmission (14), which includes a transmission housing (16) and a transmission cover (18) arranged on the driven side (19) of the transmission (14) when viewed axially (11). At least one drive-side transmission input shaft (46), a main shaft (47), and a driven-side gear pair set (17) are arranged in the transmission housing; An electric motor (21), which includes a stator (22), a rotor (24), a rotor shaft (26) connected to the rotor (24) in a non-rotatable manner, a motor housing (28), and a transmission shaft (42) arranged coaxially with the rotor shaft (26) and coupled or capable of being coupled to the rotor shaft (26). The transmission shaft is provided with a driven wheel (44) arranged coaxially with the transmission shaft (42), and the driven wheel is designed to transmit torque from the electric motor (21) to the transmission (14); Among them, The electric motor (21) has a connection housing (30) for connecting the electric motor (21) to the transmission housing (16), and the electric motor is connected to the transmission (14) for torque transmission, wherein the rotor shaft (26) of the electric motor (21) is parallel to the transmission input shaft (46), wherein, when viewed axially (11), the transmission input shaft (46), the main shaft (47), and the electric motor (21) are arranged in the above order successively, characterized in that, the transmission input shaft (46) is designed to be separate from the main shaft (47) and can in principle rotate relative to the main shaft (47), the driven wheel (44) is arranged in the axial region of the transmission input shaft (46) or in the axial region on the input side of the main shaft (47), the connection housing (30) and the transmission cover (18) are integrally formed into a combined housing (32), wherein the driven wheel (44) is arranged outside the combined housing (32), the combined housing (32) has a first opening (33) and a second opening (35), wherein the first opening direction (34) of the first opening (33) and the second opening direction (36) of the second opening (35) are arranged opposite to each other, and wherein the electric motor (21) is arranged on the side of the second opening (35) facing away from the transmission input shaft (46) when viewed axially (11), the combined housing (32) is arranged between the driven-side gear pair set (17) and the electric motor (21) when viewed axially (11). When viewed axially (11), the driven wheel (44), the main transmission (54) of the transmission (14), the combined housing (32), and the electric motor (21) are arranged in the above order successively.

2. The hybrid powertrain (10) according to claim 1 above, characterized in that, The driven wheel (44) is connected to the transmission input shaft (46) such that torque can be transmitted from the driven wheel (44) to the transmission (14) via the transmission input shaft (46).

3. The hybrid powertrain (10) according to claim 1 above, characterized in that, A transmission stage (37) is provided and arranged between the rotor shaft (26) and the transmission (14) during torque transmission, and wherein the transmission stage (37) is at least partially arranged in the combined housing (32).

4. The hybrid powertrain (10) according to claim 3, characterized in that, The transmission stage (37) has a planetary gear mechanism (38) arranged coaxially with the rotor shaft (26), wherein a first component (39) of the planetary gear mechanism (38) is non-rotatably connected to the rotor shaft (26), and a second component (40) of the planetary gear mechanism (38) is connected or connectable to the transmission (14) such that torque can be transmitted from the second component (40) of the planetary gear mechanism (38) into the transmission (14).

5. The hybrid powertrain (10) according to claim 3, characterized in that, Viewed in the axial direction (11), the driven wheel (44), the main transmission (54) of the transmission (14), the transmission stage (37) and the electric machine (21) are arranged in this order successively.

6. The hybrid powertrain (10) according to one of the preceding claims 3-5, characterized in that, A first switching unit (158) is provided, which is designed to couple the rotor shaft (26) to the transmission (14) in a torque-transmitting manner such that torque can be transmitted from the electric machine (21) into the transmission (14) in the axial region of the transmission input shaft (46) or in the axial region on the input side of the main shaft (47). A second switching unit (160) is provided, which is designed to couple the rotor shaft (26) to the transmission (14) in a torque-transmitting manner such that torque can be output from the transmission (14) to the electric machine (21) in the axial region on the driven side (19) of the transmission (14).

7. The hybrid powertrain (10) according to claim 6, characterized in that, The first switching unit (158) and the second switching unit (160) are designed in the form of a dual switching unit (62) arranged axially in the region of the driven side (19) of the transmission (14).

8. The hybrid powertrain (10) according to claim 6, characterized in that, The first switching unit (158) and the second switching unit (160) are arranged on the side of the transmission stage (37) facing away from the electric machine (21) when viewed in the axial direction (11).

9. The hybrid powertrain (10) according to one of the preceding claims 1 to 5, characterized in that, A side module (94) is provided, wherein the side module (94) has a battery (84), a battery controller (86), a power electronics device (88), a compressor (90) and a cooler (92), wherein the battery (84) is arranged on a first horizontal plane (96) of the side module (94), and the cooler (92), the compressor (90), the power electronics device (88) and the battery controller (86) are arranged axially in this order on a second horizontal plane (98) of the side module (94).

10. A goods vehicle (80) having a load-bearing frame (82) and a hybrid powertrain (10) according to claim 9, characterized in that, The side module (94) is arranged in or on a side frame (85), wherein the side frame (85) is arranged on the outer side (63) of the carrier frame (82).

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