Hybrid transmission with emergency starting element

Abstract

This invention relates to a hybrid transmission (18) for a motor vehicle drivetrain (12) of a motor vehicle (10), comprising: a first transmission drive shaft (36) for operatively connecting a first drive mechanism of the motor vehicle to the hybrid transmission; a second transmission drive shaft (38) for operatively connecting a second drive mechanism of the motor vehicle to the hybrid transmission; a third transmission drive shaft (40); a first drive shaft clutch having a switching element (E) for operatively connecting the second and third transmission drive shafts; a second drive shaft clutch having a switching element (B) for operatively connecting the first and third transmission drive shafts; and at least two gear ratios (22, 24) that can be established by means of gears for forming at least two gears (V1, V2, V3, ...). V4, E1, E2, EH3, EH4); a plurality of gear shifting devices with switching elements (A, C, D, G) for engaging gears; and a driven end (26) for transmitting drive power from the hybrid transmission; wherein, a lowest gear is assigned to the second transmission drive shaft; the second drive machine is configured as a main starter for a motor vehicle to start from a standstill in the hybrid transmission without slippage when engaging the gear with the numerically largest gear ratio; and the switching elements of the first drive shaft clutch are synchronized under load so that the at least two gears for the second drive machine can be switched under traction load and so that a starting element for the first drive machine is formed in the lowest gear when the second drive shaft clutch is closed, the starting element being capable of gradually closing under speed difference. The invention also relates to a motor vehicle drivetrain having such a hybrid transmission, a motor vehicle (10) having such a motor vehicle drivetrain, and a method for starting.

Description

Technical Field

[0001] The present invention relates to a hybrid transmission, a motor vehicle drive system having such a hybrid transmission, and a motor vehicle having such a motor vehicle drive system. Background Technology

[0002] Vehicles are increasingly equipped with hybrid drive systems, which consist of at least two different drive sources. Hybrid drive systems help reduce fuel consumption and pollutant emissions. A drivetrain with one internal combustion engine and one or more electric motors, known as a parallel hybrid or hybrid-electric hybrid, is widely accepted. This type of hybrid drive system has an internal combustion engine and an electric drive machine arranged substantially in parallel in the power flow. This allows for the superposition of drive torques, or it can be manipulated to achieve pure internal combustion engine drive or pure electric motor drive. Since the drive torques of the electric drive machine and the internal combustion engine can be added together depending on the operation, the internal combustion engine can be designed to be relatively small and / or temporarily deactivated. This significantly reduces CO2 emissions without a noticeable reduction in power or comfort. Therefore, the possibilities and advantages of electric drive machines can be combined with the range, power, and cost advantages of internal combustion engines.

[0003] One drawback of the aforementioned hybrid drive systems is their typically complex structure, as both drive sources preferably rely on a single transmission to transfer power to the drive shaft. Consequently, such transmissions are usually complex and expensive to manufacture. The reduction in structural complexity of hybrid transmissions often comes at the cost of reduced variability.

[0004] This drawback can be at least partially overcome by using a dedicated hybrid transmission (DHT), in which the electric motor is integrated into the transmission to achieve the full range of functions. For example, the mechanical transmission components can be simplified, such as by eliminating reverse gear and replacing it with at least one electric motor.

[0005] The dedicated hybrid transmission can be derived from known transmission designs, namely dual-clutch transmissions, torque converter planetary transmissions, continuously variable transmissions (CVTs), or automatic transmissions. The electric motor is preferably integrated into the transmission.

[0006] Document DE 102017218513 A1 discloses a hybrid powertrain for a motor vehicle, comprising a first drive unit having a first drive device capable of providing a first drive power; a second drive unit having a second drive device capable of providing a second drive power; a driven device connectable to the driven wheels of the motor vehicle; a first transmission assembly having a first transmission input and a first transmission output; a second transmission assembly having a second transmission input and a second transmission output; the first drive device being connected to the first transmission input and the second drive device being connected to the second transmission input; and the first and second transmission outputs being connected to the driven device. The first and second transmission inputs can be connected or disconnected from each other via a clutch. Summary of the Invention

[0007] In this context, the task of engineers is to provide a compact multi-speed hybrid transmission that has improved reliability and is preferably easily scalable technically.

[0008] This task is solved by a hybrid transmission for a motor vehicle drivetrain, the hybrid transmission comprising:

[0009] The first transmission drive shaft is used to connect the first drive unit of the motor vehicle with the hybrid transmission.

[0010] The second transmission drive shaft is used to connect the second drive unit of the motor vehicle to the hybrid transmission.

[0011] Third transmission drive shaft;

[0012] A first drive shaft clutch having a switching element is used to operatively connect the second transmission drive shaft to the third transmission drive shaft;

[0013] A second drive shaft clutch having a switching element is used to operatively connect the first transmission drive shaft to the third transmission drive shaft;

[0014] At least two gear ratios that can be established using gears are used to form at least two gears;

[0015] Multiple gear shifting devices with switching elements for engaging gears; and

[0016] The driven end is used to transfer drive power from the hybrid transmission;

[0017] Assign the gear with the largest numerical gear ratio to the second transmission drive shaft;

[0018] The second drive mechanism is configured as a main starter for a motor vehicle, so as to start the vehicle from a standstill without slippage in the hybrid transmission when the lowest gear is engaged; and

[0019] The switching element of the first drive shaft clutch can be synchronized under load so that the at least two gears for the second drive machine can be implemented in a shifting manner under traction load (shifting gears under traction load) and constitute a starting element for the first drive machine in the lowest gear when the second drive shaft clutch is engaged, the starting element being able to gradually close under speed difference.

[0020] The above task is also solved by a motor vehicle drive system for motor vehicles, which has:

[0021] Such as the hybrid transmission defined above;

[0022] The internal combustion engine is driven by the drive shaft of the first transmission; and

[0023] A first electric drive machine that is driven by the second transmission drive shaft.

[0024] Finally, the above task is solved by a motor vehicle, which has the following characteristics:

[0025] As defined above, the powertrain of a motor vehicle; and

[0026] An energy storage device used to store the energy that powers the first electrically driven machine.

[0027] The above task is also addressed by a method for starting the vehicle using a hybrid transmission as defined above, the method comprising the following steps:

[0028] The switching element of the second drive shaft clutch is closed so as to drively connect the first transmission drive shaft to the third transmission drive shaft;

[0029] The switching element for the lowest gear of a closed hybrid transmission;

[0030] Open the remaining switching elements of the hybrid transmission;

[0031] This causes the switching element of the first drive shaft clutch to slip; and

[0032] When the speed difference between the first and third transmission drive shafts is less than a predefined threshold, the switching element of the first drive shaft clutch is fully closed.

[0033] According to the present invention, the third transmission drive shaft is constructed as a hollow shaft and at least partially surrounds the first transmission drive shaft. Additionally, the second transmission drive shaft is constructed as a hollow shaft and at least partially surrounds the third transmission drive shaft. This arrangement further improves the compactness of the hybrid transmission. In particular, the structural space available for use with the hybrid transmission can be better utilized.

[0034] It goes without saying that, without departing from the scope of the invention, the above-described features and the features to be explained below can be used not only in the combinations given, but also in other combinations or individually. In particular, motor vehicle drive systems, motor vehicles, and methods can be implemented according to the embodiments described in the dependent claims for hybrid transmissions.

[0035] A highly variable and compact hybrid transmission can be provided via first, second, and third transmission drive shafts. A first drive shaft clutch with a switching element for operatively connecting the second and third transmission drive shafts—the switching element of the first drive shaft clutch being synchronized under load—allows for load-bearing switching, or power shifting, of the at least two gears of the hybrid transmission. By combining the third transmission drive shaft with a second drive shaft clutch having a switching element for operatively connecting the first and third transmission drive shafts, the connection of the two drive machines can be provided technically simply. For example, in the case of at least one drive machine configured as an electric drive machine, parking charging can be achieved. A robust, efficient, and compact hybrid transmission can be achieved by using a second drive machine configured as a main starter for a motor vehicle, which preferably allows for slip-free starting from a standstill in the transmission when the lowest gear is engaged. The load-synchronized switching element of the first drive shaft clutch allows for the configuration of a starting element for the first drive machine in the lowest gear when the second drive shaft clutch is engaged. The first drive machine can be used as a starting element or starter, for example, in the event of an interruption in energy supply or a general failure of the first drive machine. Hybrid transmissions offer higher reliability because a failure in the main starter motor can be compensated for by the transmission itself. Therefore, a separate emergency starting element is not required in a hybrid transmission. Existing switching elements can be used as gear shifting elements, starting elements, or emergency starting elements.

[0036] In an advantageous embodiment, the first drive machine comprises an internal combustion engine. As a supplement, the second drive machine comprises the first electric drive machine. Thus, a hybrid drive system with a hybrid transmission can be provided technically simply. The second drive machine in the form of an electric drive machine allows for technically simple starting from a standstill without slippage in the transmission. An efficient starting process can be achieved by means of the hybrid transmission. The first drive machine in the form of an internal combustion engine effectively prevents a motor vehicle with a hybrid transmission according to the invention from becoming unable to continue driving due to energy storage discharge. By filling the fuel tank, sufficient energy reserves can be supplied to the internal combustion engine for continued driving, which is technically simple.

[0037] In another advantageous embodiment, the switching elements of the gear shifting device and / or the switching elements of the second drive shaft clutch are configured as form-locking switching elements, particularly pawl-tooth switching elements or inertial synchronizing engagement devices. Alternatively or supplementarily, at least two of the switching elements of the gear shifting device and / or the switching elements of the second drive shaft clutch are configured as dual switching elements and can be operated by a double-acting actuator. The use of form-locking switching elements results in a highly efficient hybrid transmission. Synchronized switching elements allow engagement of the switching elements preferably without prior synchronization of the hybrid transmission. Gear shifting can be relatively rapid with the aid of synchronized switching elements. With dual switching elements, the hybrid transmission can be constructed with fewer components because only one actuator is required to operate the dual switching elements. Fewer actuators simplify the control of the hybrid transmission.

[0038] In another advantageous embodiment, a gear, particularly one with the second largest numerical gear ratio, is assigned to the third transmission drive shaft. This allows for the provision of a gear in the hybrid transmission that can be assigned not only to the first drive machine but also to the second drive machine. This particularly eliminates the need to unnecessarily agitate a drive machine without the assigned gear. A highly efficient hybrid transmission can be achieved.

[0039] In another advantageous embodiment, additional gears, particularly two additional gears with the largest and second largest numerical gear ratios, are assigned to the first transmission drive shaft. Thus, the hybrid transmission can be technically easily extended to one, and particularly two, gears preferably used for the first drive machine. A highly variable hybrid transmission with a sufficiently high speed ratio range for the first drive machine can be achieved.

[0040] In another advantageous embodiment, the hybrid transmission has a transmission brake allocated to a first transmission drive shaft for synchronizing the internal combustion engine and / or the hybrid transmission during shifts to the internal combustion engine, said transmission brake preferably including a second electric drive unit. By providing said transmission brake, a cost-effective hybrid transmission can be achieved, which still allows for relatively rapid shifts to the internal combustion engine. Driving comfort is improved. Furthermore, an axially compact and versatile hybrid transmission can be provided. A high-performance transmission brake can be provided by including a second electric drive unit. Preferably, the braking power absorbed by the transmission brake can be at least partially converted into electrical energy during synchronization. Additionally, a hybrid drivetrain with two electric drive units can be provided.

[0041] In another advantageous embodiment, the hybrid transmission includes a countershaft and movable and fixed gears arranged in a plurality of gear sets, which form gears. Alternatively or additionally, a planetary gear set forms at least one gear. Thus, one or more gear ratios can be provided in the hybrid transmission to form gears with technical simplicity.

[0042] In another advantageous embodiment, the lowest and second lowest gears (preferably independent of the drive machine assigned to said gear) can be switched under load. This, in particular, allows for driving comfort achievable with a hybrid transmission, independent of the drive machine selected for driving. Load switching is preferably performed via a switching element of the first drive shaft clutch.

[0043] In another advantageous embodiment, the hybrid transmission has four combustion gears, three of which are configured for pure internal combustion engine operation. Additionally, the hybrid transmission has two electric gears configured for pure electric operation. Furthermore, in hybrid driving mode, each electric gear can be combined with at least three combustion gears. This results in a compact hybrid transmission with a particularly small number of components, which still maintains a high degree of variability and flexibility.

[0044] In another advantageous embodiment, the motor vehicle drivetrain has a transmission brake assigned to a first transmission drive shaft and preferably includes a second electric drive unit. This allows for a technically simple provision of a motor vehicle drivetrain with two electric drive units. In particular, at least one of the electric drive units can function as a transmission brake and thus assist the internal combustion engine during gear shifting in synchronization.

[0045] In another advantageous embodiment, the first electric drive unit can be controlled as a starter generator for starting the internal combustion engine. Alternatively or additionally, the first electric drive unit can be controlled as a charging generator for charging the energy storage device. Thus, the vehicle drivetrain can operate efficiently. Fuel consumption can be reduced. In particular, the need for an additional starter for the internal combustion engine can be eliminated.

[0046] Charging while parked or in neutral should be understood in particular as the preferred operation of the electric drive machine as a generator when the vehicle is stationary and the internal combustion engine is running, in order to charge the energy storage device and / or power the on-board electronic equipment.

[0047] Currently, actuators are particularly components that convert electrical signals into mechanical motion. Actuators, preferably used with dual switching elements, perform movement in two opposite directions, so as to activate one switching element of the dual switching element in the first direction and the other switching element in the second direction.

[0048] Gear shifting is specifically achieved by disengaging a switching element and / or clutch and simultaneously engaging a switching element and / or clutch for the next higher or lower gear. A second switching element and / or second clutch gradually takes over torque from the first switching element and / or first clutch until the shift is complete and all torque is taken over by the second switching element and / or second clutch. With prior synchronization, shifting can be performed more quickly, and form-locking switching elements are preferably used here. "Lower gear" can be understood as a gear with a numerically larger transmission ratio. The current gear should be understood as a forward gear; by reversing the rotational direction of the electric drive mechanism, the gear assigned to the electric drive mechanism can be used as a reverse gear. Needless to say, a hybrid transmission can also extend a mechanical reverse gear.

[0049] An internal combustion engine can be any machine capable of generating rotational motion by burning a driving medium, such as gasoline, diesel, kerosene, ethanol, liquefied petroleum gas, or liquefied petroleum gas. Examples of internal combustion engines include Otto engines, diesel engines, Wankel engines, or two-stroke engines. Attached Figure Description

[0050] The present invention will now be described and explained in detail with reference to several selected embodiments and the accompanying drawings. The drawings are as follows:

[0051] Figure 1 A schematic top view of a motor vehicle having a motor vehicle drive system according to the present invention is shown;

[0052] Figure 2 A simplified schematic diagram of a variant of the hybrid power transmission according to the present invention is shown;

[0053] Figure 3A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0054] Figure 4 A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0055] Figure 5 A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0056] Figure 6 Showing according to Figures 2 to 5 The shift matrix for the switching states of the hybrid transmission;

[0057] Figure 7 A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0058] Figure 8 A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0059] Figure 9 A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0060] Figure 10 Showing according to Figure 9 A more detailed schematic diagram of the hybrid transmission according to the present invention;

[0061] Figure 11 Show Figure 10 The shift matrix of the hybrid transmission;

[0062] Figure 12 Showing according to Figure 10 The hybrid transmission features a combinable matrix of electric and combustion gears;

[0063] Figure 13 Another variation of the hybrid power transmission according to the invention is shown;

[0064] Figure 14 Another variation of the hybrid power transmission according to the invention is shown;

[0065] Figure 15 A simplified schematic diagram of another variation of the hybrid power transmission according to the present invention is shown;

[0066] Figure 16 Showing according to Figure 15 A more detailed view of the hybrid transmission according to the present invention;

[0067] Figure 17A simplified schematic diagram of another variation of the hybrid transmission according to the invention is shown; and

[0068] Figure 18 Showing according to Figure 17 A more detailed schematic diagram of the hybrid transmission according to the present invention. Detailed Implementation

[0069] exist Figure 1 The diagram schematically illustrates a motor vehicle 10 having a motor vehicle drivetrain 12. The motor vehicle drivetrain 12 includes a first drive unit and a second drive unit. In the illustrated example, the second drive unit includes a first electric drive unit 14 and the first drive unit includes an internal combustion engine 16. The drive units are connected to the rear axle of the motor vehicle 10 via a hybrid transmission 18. It is self-evident that they can also be connected to the front axle of the motor vehicle 10.

[0070] The driving power of the first electric drive machine 14 and the internal combustion engine 16 is transmitted to the wheels of the vehicle 10 via the vehicle drive transmission system 12. The vehicle 10 also has an energy storage device 20 to store energy used to power the first electric drive machine 14.

[0071] exist Figure 2 The schematic diagram simplifies the representation of the hybrid transmission 18, with the switching elements shown in their respective positions in a circuit diagram format. This diagram illustrates the shift matrix and subsequent... Figure 10 , 13 An intermediate abstract view between schematic transmission views of hybrid transmissions 18, 14, 16, and 18.

[0072] The drive power of the first electric drive unit 14 can be varied via a first gear ratio 22. The drive power of the internal combustion engine 16 can be varied via a second gear ratio 24. The hybrid transmission 18 also includes a driven end 26 for transmitting the drive power of the first electric drive unit 14 and / or the internal combustion engine 16 from the hybrid transmission 18. In the power path of the first electric drive unit 14, a first switching element A is provided downstream of the first gear ratio 22. By closing the first switching element A, the drive power of the first electric drive unit 14 varied via the first gear ratio 22 is delivered to the driven end 26.

[0073] A second switching element B is provided upstream of the second gear ratio 24 along the power flow direction. A sixth switching element G is provided downstream of the second gear ratio 24 along the power flow direction. By closing the second switching element B and the sixth switching element G, the drive power of the internal combustion engine 16 can be changed through the second gear ratio 24 and delivered to the driven end 26.

[0074] A fifth switching element E is disposed downstream of the second switching element B along the power flow direction. By closing the fifth switching element, the drive power of the internal combustion engine 16 can be delivered to the first gear ratio 22. Furthermore, by closing the fifth switching element E, the internal combustion engine 16 is operatively connected to the first electric drive machine 14 when the second switching element B is closed. The switching element E is implemented as a friction switching element, so that when the first switching element A is closed and the second switching element B is closed, the drive power of the internal combustion engine 16 can be reduced by the first gear ratio 22. By gradually closing the friction-locked fifth switching element E, the internal combustion engine 16 can be used for starting. The second switching element B is a switching element for the second drive shaft clutch. The fifth switching element E is a switching element for the first drive shaft clutch. The first transmission drive shaft, indicated by reference numeral 36, is connected to the internal combustion engine 16. The second transmission drive shaft 38 is connected to the first electric drive machine. By closing the second switching element B, the first transmission drive shaft 36 can be operatively connected to the third transmission drive shaft 40. By closing the fifth switching element E, the second transmission drive shaft 38 can be operatively connected to the third transmission drive shaft 40.

[0075] Starting can be performed as follows: The first switching element A and the second switching element B should be closed. The sixth switching element G is open. The fifth switching element E can operate in a slippery manner to start the internal combustion engine 16, thereby accelerating the vehicle and reducing the speed difference on the fifth switching element E.

[0076] The first electric drive unit 14 preferably does not require a starting element, especially when torque can already be provided by the first electric drive unit 14 from a standstill. It goes without saying that the first electric drive unit 14 can assist in the starting process.

[0077] The torque generated by the first electric drive unit 14 is not transmitted through the fifth switching element E when starting with the first electric drive unit 14. The fifth switching element E can be advantageously designed, especially in terms of smaller required actuator force, smaller structural space, and lower cost. Finally, when the speed difference on the fifth switching element E is eliminated, the fifth switching element E can be fully closed. Then, driving is carried out in the gear corresponding to the first gear ratio 22, preferably the lowest gear of the hybrid transmission 18.

[0078] With the help of the hybrid transmission 18 shown, traction upshifting from a gear corresponding to the first gear ratio 22 to a gear corresponding to the second gear ratio 24 can be performed as follows: The gear corresponding to the first gear ratio 22 is engaged, i.e., the first switching element A is closed. The remaining switching elements are open. Gear pre-selection is performed, i.e., entering the gear corresponding to the second gear ratio 24. For this purpose, the sixth switching element G should be synchronized. If the sixth switching element G is implemented as an inertial synchronizing engagement device, then the sixth switching element G itself is synchronized.

[0079] Subsequently, the sixth switching element G is closed. In the following steps, the load is taken over by the fifth switching element E, which operates in a slip-type manner. As a result, the drive power of the first electric drive machine 14 is gradually increased and transmitted to the driven end 26 through the second transmission ratio 24 and the sixth switching element G. The load on the first switching element A is gradually further reduced.

[0080] Subsequently, when the load on the first switching element A is low, especially low enough that the actuator assigned to the first switching element A can disengage the first switching element A, the first switching element A is opened. The first switching element A is preferably constructed as a claw-tooth switching element.

[0081] In the next step, the rotational speed of the first electric drive machine 14 can be adapted / adjusted. In particular, the torque transmitted via the fifth switching element E can be adapted / adjusted according to the driver's wishes. Needless to say, the full closure and holding closure of the fifth switching element E correspond to driving in the gear corresponding to the second gear ratio 24.

[0082] The following explains the traction downshift from the gear corresponding to the second gear ratio to the gear corresponding to the first gear ratio 22. When traveling in the gear corresponding to the second gear ratio 24, the fifth switching element E and the sixth switching element G are closed. The remaining switching elements are open.

[0083] In the first step, the fifth switching element E changes from a closed state to a slipping operation. In this process, the fifth switching element E transmits torque, but there is a speed difference between the input and output of the fifth switching element E.

[0084] In the next step, the rotational speed of the first electrically driven machine 14 is increased until a sufficiently small speed difference appears at the first switching element A. A sufficiently small speed difference can be, for example, on the order of less than 50 revolutions per minute.

[0085] In the next step, the first switching element A is closed and remains closed.

[0086] Subsequently, the fifth switching element E is fully opened, and during this load takeover phase, the load is completely transferred to the first switching element A.

[0087] The following describes the gear shift from a state where both drive machines are operating in gears corresponding to the first gear ratio 22 to a state where the first electric drive machine 14 is operating in gears corresponding to the first gear ratio and the internal combustion engine 16 is operating in gears corresponding to the second gear ratio 24. Starting from the initial state, the internal combustion engine 16 is started via the fifth switching element E. Subsequently, the internal combustion engine 16 is recoupled, where the fifth switching element E opens and the sixth switching element G synchronously closes. This state change is a so-called driven-end supported shift, where the internal combustion engine 16 experiences a change in drive power and the first electric drive machine 14 maintains torque on the driven end 26.

[0088] From this state, gear shifting can be performed on the first electric drive machine 14, so that both drive machines, namely the internal combustion engine 16 and the first electric drive machine 14, operate in gears corresponding to the second gear ratio 24. In the first step, the load is taken over by the fifth switching element E, which operates in a slipping manner. The drive power of the first electric drive machine 14 is gradually increased and transmitted to the driven end 26 through the second gear ratio 24 and the sixth switching element G. This reduces the load on the first switching element A.

[0089] When the first switching element A is subjected to such a small load as described above that it can be disengaged, the first switching element A opens. Then, the speed of the first electric drive machine 14 is adjusted. In this case, the speed decreases. Then the fifth switching element E can be fully closed and remain closed. Needless to say, this closure reduces the speed of the first electric drive machine 14.

[0090] The transition from this state to a state where the first electric drive machine 14 operates in a gear corresponding to the first gear ratio 22 and the internal combustion engine 16 operates in a gear corresponding to the second gear ratio 24 essentially corresponds to a traction downshift. For the first electric drive machine, a traction downshift is performed from a gear corresponding to the second gear ratio to a gear corresponding to the first gear ratio 22, during which the second switching element B remains closed.

[0091] Needless to say, the above steps can also be performed in reverse order in order to achieve downshifting.

[0092] exist Figure 3 Another simplified schematic diagram of the hybrid transmission 18 is shown. Figure 2 The variant of the hybrid transmission 18 shown differs in that the first switching element A is positioned upstream of the first gear ratio 22 along the power flow direction. Similarly, the sixth switching element G is positioned upstream of the second gear ratio 24 along the power flow direction.

[0093] exist Figure 4 The diagram schematically illustrates another variation of the hybrid transmission 18 according to the invention. (And...) Figure 3The variant of the hybrid transmission 18 shown differs in that the first gear ratio 22 is established using two first sub-gear ratios 22a and 22b, with a first switching element A positioned between these two sub-gear ratios 22a and 22b along the power flow direction. Similarly, the second gear ratio 24 is established using two second sub-gear ratios 24a and 24b, with a sixth switching element G positioned between these two sub-gear ratios 24a and 24b along the power flow direction.

[0094] exist Figure 5 The diagram schematically illustrates another variation of the hybrid transmission 18 according to the invention. (And...) Figure 2 A variant of the hybrid transmission 18 shown differs in that a pre-gear ratio 28 is established for the first electric drive unit 14, which is positioned along the power flow direction between the fifth switching element E or the first gear ratio 22 and the first electric drive unit 14. Similarly, a pre-gear ratio 30 is established for the drive power of the internal combustion engine 16, which is positioned along the power flow direction between the second switching element B and the fifth switching element or the second gear ratio 24.

[0095] exist Figure 6 The text shows the data according to... Figures 2 to 5 The shift matrix 32 of the hybrid transmission 18. The first column names the operating state, or gear, or gear combination. The second to sixth columns name the switching states of switching elements A, B, E, and G. An "X" in the shift matrix indicates that the corresponding switching element is closed, meaning the transmission components assigned to it are interconnected in terms of driving force. It goes without saying that if there is no "X" in the shift matrix, the corresponding switching element can be considered open, meaning no driving power is transmitted.

[0096] The neutral charging mode LiN (also known as parking charging) can be established by closing the second switching element B and the fifth switching element E. In this state, the internal combustion engine 16 is driven to be connected to the first electric drive machine 14 and can be operated as a generator.

[0097] To establish the first electric gear position E1, the first switching element A should be closed.

[0098] The electric gear shift E2 can be established by closing the fifth switching element E and the sixth switching element G.

[0099] In the first electric gear position E1, it can be driven in combination with the first combustion gear position V1. This state can be established by closing the first switching element A, the second switching element B, and the fifth switching element E.

[0100] The first electric gear position E1 can be combined with the second combustion gear position V2. To establish this state, the first switching element A, the second switching element B, and the sixth switching element G should be closed.

[0101] The second electric gear position E2 can be combined with the second combustion gear position V2. This state can be established by closing the second switching element B, the fifth switching element E, and the sixth switching element G.

[0102] The second combustion gear V2 is established by closing the second switching element B and the sixth switching element G.

[0103] exist Figure 7 The image simply schematically illustrates another variation of the hybrid transmission 18 according to the invention. (Compared to...) Figure 5 A variant of the hybrid transmission 18 shown differs in that a pre-gear ratio 30 for the internal combustion engine 16 is established via a planetary gear set. One element of the planetary gear set can be fixed by closing a second switching element B, i.e., drivenly connected to a component fixed to the housing. Thus, a gear ratio can be established via the planetary gear set by closing the second switching element B. Preferably, the planetary gear set can be interlocked via another switching element, allowing the planetary gear set to transmit drive power to the internal combustion engine 16 without establishing a gear ratio. In the illustrated example, the hybrid transmission 18 does not have a pre-gear ratio 28 for the first electric drive machine 14.

[0104] exist Figure 8 Another simplified variation of the hybrid transmission 18 according to the invention is illustrated schematically. Figure 7 Unlike the variant shown, the second gear ratio 24 can also be established using a planetary gear set. One element of the planetary gear set can be fixed by closing the sixth switching element G. Preferably, the planetary gear set can also be interlocked via another switching element, allowing the planetary gear set to transmit drive power without changing the drive power speed.

[0105] exist Figure 9 Another variant of the hybrid transmission 18 according to the invention is schematically simplified. The hybrid transmission 18 includes a first electric drive unit 14 and an internal combustion engine 16.

[0106] Furthermore, a transmission brake 34 is provided in the hybrid transmission, which is operatively connected to the internal combustion engine 16. The transmission brake 34 may preferably include a second electric drive mechanism.

[0107] exist Figure 9 In the diagram, the gears, rather than the gear ratios, are schematically shown as circles, and the corresponding gears that can be established with the help of a hybrid transmission are shown as numbers in the circles.

[0108] The hybrid transmission 18 has a total of four gears. The first gear is assigned to the first electric drive unit 14 by closing the first switching element A. The second gear is assigned to the internal combustion engine by closing the second switching element B, and the second gear is also assigned to the driven end 26 by closing the sixth switching element G. The third gear is assigned to the internal combustion engine 16 by closing the third switching element C. The fourth gear is assigned to the internal combustion engine 16 by closing the fourth switching element D. The second gear can be assigned to the first electric drive unit 14 by means of the fifth switching element E. Furthermore, by closing the second switching element B and the fifth switching element E, the first gear can be assigned to the internal combustion engine 16 and / or the third and fourth gears can be assigned to the first electric drive unit.

[0109] It goes without saying that the first gear can be assigned to the first electric drive unit 14, and in parallel with the first gear, the second gear can be assigned to the internal combustion engine 16. Furthermore, all gears of the hybrid transmission 18 can be assigned to the internal combustion engine 16 as driven-end coupled lines. In particular, the second gear can be decoupled from the driven end 26 by the sixth switching element G, thereby allowing starting in the first gear of the hybrid transmission 18 using only the internal combustion engine 16 by means of the fifth switching element E. It goes without saying that the switching element E operates in a slippery manner here.

[0110] It goes without saying that, based on the gear ratio of the first gear, starting the internal combustion engine 16 can only achieve an emergency start function. The gear ratio of the first gear can, for example, be longer than that in a non-hybrid or only mild hybrid transmission. In particular, it can be specified that, depending on the charging state of the energy storage device 20 of the vehicle 10, the internal combustion engine 16 is assisted during starting, and the first electric drive machine 14 also provides a portion of the starting power.

[0111] exist Figure 10 The details are shown in more detail below. Figure 9 The hybrid transmission 18. The internal combustion engine 16 is operatively connected to the first transmission drive shaft 36. Needless to say, a torsional damper (not described in detail) can be installed in this connection. The first transmission drive shaft 36 is constructed as a solid shaft and has a transmission brake 34 on the side opposite to the connection side with the internal combustion engine 16.

[0112] The transmission brake 34 is configured as a friction switching element and connected to a component fixed to the housing, so that the first transmission drive shaft 36 can be braked when the friction switching element is engaged.

[0113] Furthermore, the hybrid transmission 18 has a second transmission drive shaft 38, which is constructed as a hollow shaft and at least partially surrounds the first transmission drive shaft 36. The second transmission drive shaft 38 is operatively connected to the first electric drive unit 14. The first electric drive unit 14 is constructed as an electric drive unit with parallel axes and is operatively connected to the second transmission drive shaft 38 via a traction transmission mechanism, gear chain, or other connection method known in principle in the prior art.

[0114] The hybrid transmission 18 also has a third transmission drive shaft 40, which is designed as a hollow shaft and at least partially surrounds the first transmission drive shaft 36. A second transmission drive shaft 38 similarly at least partially surrounds the third transmission drive shaft 40. The hybrid transmission 18 also has a countershaft 42.

[0115] A fixed gear is provided on the second transmission drive shaft 38, which forms the first gear and meshes with a movable gear provided on the countershaft 42. The movable gear provided on the countershaft 42 can be drivenly connected to the countershaft 42 by closing the first switching element A.

[0116] Furthermore, a movable gear for the second gear position is provided on the countershaft 42, which meshes with a fixed gear provided on the third transmission drive shaft 40. The movable gear for the second gear position can be drivenly connected to the countershaft 42 by closing the sixth switching element G.

[0117] The countershaft 42 is also equipped with a third-gear movable gear and a fourth-gear movable gear, which mesh with the third-gear fixed gear and the fourth-gear fixed gear on the first transmission drive shaft 36, respectively. The third-gear movable gear can be driven to connect with the countershaft 42 by closing the third switching element C. The fourth-gear movable gear can be driven to connect with the countershaft 42 by closing the fourth switching element D. The third switching element C and the fourth switching element D are combined to form a dual switching element.

[0118] The third transmission drive shaft 40 can be drivenly connected to the first transmission drive shaft 36 by closing the second switching element B. The second switching element B is therefore a switching element for the second drive shaft clutch. The switching element B is positioned approximately centrally in the hybrid transmission 18, adjacent to both the fixed gear of the third gear and the fixed gear of the second gear. On the side opposite the connection side of the second switching element B, a fifth switching element E is provided on the third transmission drive shaft 40. By closing the fifth switching element E, the third transmission drive shaft 40 can be drivenly connected to the second transmission drive shaft 38. The fifth switching element E is constructed as a friction switching element and is also a switching element for the first drive shaft clutch.

[0119] A driven pinion is also provided on the countershaft 42, which meshes with a fixed gear provided on the differential to form a driven end 26. The driven pinion is located on the same side as the fifth switching element E in the hybrid transmission 18.

[0120] In addition, for better understanding, the gear positions that can be established by means of gears are marked on the gears. For clarity, the gear positions that can be established by means of gears or gear pairs are only marked on the radial outer side.

[0121] exist Figure 11 The text shows the data according to... Figure 9 and 10 The hybrid transmission 18 is similar to Figure 6 The shift matrix 32 shows the shifting states of the first to sixth switching elements A to E, G in columns 2 to 7. Furthermore, in shift matrix 44, the so-called pre-selection is marked "V". "Pre-selection" should be understood here especially as the corresponding switching element being engaged, i.e., connected to the transmission component to which it is driven, but through which very little drive power is transmitted, or even no drive power is transmitted.

[0122] Neutral charging can be established by closing the second switching element B and the fifth switching element E.

[0123] The first electric gear position E1 can be engaged by closing the first switching element A. Here, the second switching element B, the fifth switching element E, and the sixth switching element G can be pre-selected. The second switching element B can be closed as a gear pre-selection for the first combustion gear V1 of the internal combustion engine 16. Switching element G can be closed to pre-select the second electric gear position E2 of the first electric drive machine 14. The fifth switching element E can be closed or pre-selected, for example, to reduce drag torque.

[0124] The second electric gear position E2 can be established by closing the fifth switching element E and the sixth switching element G. Preferably, no pre-selection of switching elements is used in the electric gear position E2.

[0125] The first electric gear E1 can be used in combination with the first combustion gear V1. To establish this state, the first switching element A, the second switching element B, and the fifth switching element E should be closed. No pre-selection of switching elements is performed here.

[0126] The first electric gear position E1 can be combined with the second combustion gear position V2. To establish this state, the first switching element A, the second switching element B, and the sixth switching element G should be closed. Preferably, no switching element is pre-selected in this state.

[0127] The first electric gear position E1 can be combined with the third combustion gear position V3. To achieve this state, the first switching element A and the third switching element C should be closed. In this state, the second switching element B can be pre-selected. In addition, the fifth switching element can be pre-selected or closed, for example, to reduce drag torque. Furthermore, the sixth switching element G can be pre-selected to prepare for the state of the second electric gear position E2 combined with the third combustion gear position V3.

[0128] The electric gear E1 can be combined with the fourth combustion gear V4. To achieve this state, the first switching element A and the fourth switching element D should be closed. In this state, the gear selection for combining the second electric gear E2 and the fourth combustion gear V4 can also be performed by pre-selecting the sixth switching element G. In addition, the second switching element B can be pre-selected.

[0129] The second electric gear position E2 can be combined with the second combustion gear position V2. This state is achieved by engaging the second switching element B, the fifth switching element E, and the sixth switching element G. In this state, it is preferable not to pre-select other switching elements.

[0130] The second electric gear position E2 can be combined with the third combustion gear position V3. This state is achieved by engaging the third switching element C, the fifth switching element E, and the sixth switching element G. In this state, it is preferable not to pre-select other switching elements.

[0131] The second electric gear position E2 can be combined with the fourth combustion gear position V4. This state is achieved by engaging the fourth switching element D, the fifth switching element E, and the sixth switching element G. In this state, it is preferable not to pre-select other switching elements.

[0132] The hybrid mode EH3 can be combined with the third combustion mode V3. For this purpose, the second switching element B, the third switching element C, and the fifth switching element E should be closed. The hybrid mode here means that the corresponding mode for the first electric drive machine 14 can only be established when coupled to the internal combustion engine 16. In this state, it is preferable not to pre-select the switching elements.

[0133] The hybrid mode EH4 can be combined with the fourth combustion mode V4. To achieve this state, the second switching element B, the fourth switching element D, and the fifth switching element E should be closed. In this state, it is preferable not to preselect other switching elements.

[0134] The second combustion position V2 can be established by closing the second switching element B and the sixth switching element G. It is preferable not to preselect other switching elements here.

[0135] The third combustion gear V3 can be established by closing the third switching element C. By pre-selecting the second switching element B, a gear can be pre-selected for the third hybrid gear EH3 state combined with the third combustion gear V3. Furthermore, by closing or pre-selecting the sixth switching element G, a gear can be pre-selected for the second electric gear E2 state combined with the third combustion gear V3. Additionally, the fifth switching element E can be pre-selected, for example, to reduce drag torque.

[0136] The fourth combustion gear V4 can be established by closing the fourth switching element D. In this state, the second switching element B can be pre-selected to establish a gear pre-selection for the fourth hybrid gear EH4 state combined with the fourth combustion gear V4. Furthermore, the sixth switching element G can be pre-selected to establish a gear pre-selection for the second electric gear E2 state combined with the fourth combustion gear V4. Needless to say, the fifth switching element E can also be closed or pre-selected here, for example, to reduce drag torque.

[0137] exist Figure 12 The combination matrix 46 illustrates the combinability of combustion gears V1 to V4 with electric gears E1 and E2 or hybrid gears EH3 and EH4. E0 and V0 here indicate no gear engagement for the corresponding drive engine. In the case of E0, no gear engagement is for the first electric drive engine 14. In the case of V0, no gear engagement is for the internal combustion engine 16. Therefore, the V0 column indicates a pure electric driving mode. Electric gears E1 and E2 can be combined with combustion gear "V0". Conversely, the E0 row indicates pure combustion gears. Therefore, combustion gears V2 to V4 can be established as pure combustion gears.

[0138] The first electric gear position E1 can be combined with all combustion gears V1 to V4. The second electric gear position E2 can be combined with the second to fourth combustion gears V2 to V4. The hybrid gear position EH3 can be combined with the third combustion gear V3. The fourth hybrid gear position EH4 can be combined with the fourth combustion gear V4.

[0139] exist Figure 13 Another variation of the hybrid transmission 18 according to the present invention is shown. (The last sentence appears to be incomplete and possibly contains errors.) Figure 11 The variant shown is different in that the transmission brake 34 is no longer directly mounted on the first transmission drive shaft 36, but is mounted on another transmission shaft and is connected to the fixed gear of the fourth gear of the hybrid transmission 18 by means of a traction transmission mechanism, a gear chain or other transmission method known in principle in the prior art.

[0140] exist Figure 14 Another variation of the hybrid transmission 18 according to the present invention is shown. (The last sentence appears to be incomplete and possibly contains errors.) Figure 13The implementation shown differs from the one depicted; the transmission brake 34 includes a second electric drive mechanism. Therefore, a portion of the energy released when the transmission brake 34 is activated is not as... Figure 13 Instead of being dissipated as heat as in the variant shown, it can be converted into electrical energy by a second electric drive machine that operates as a generator.

[0141] exist Figure 15 Another variation of the hybrid transmission 18 according to the invention is schematically and simply illustrated. Figure 9 The implementation methods shown are different, according to Figure 15 The hybrid transmission 18 has three gears. In this respect, the fourth switching element D has been eliminated.

[0142] exist Figure 16 The details are shown in more detail below. Figure 15 The hybrid transmission 18 according to the present invention. By eliminating the fourth switching element D, all switching elements of the hybrid transmission 18 are configured as single switching elements. Furthermore, the gear set plane for forming the fourth gear of the hybrid transmission 18 is eliminated. Therefore, according to Figure 16 The hybrid transmission 18 is constructed with a shorter axial length.

[0143] exist Figure 17 A simplified schematic illustration shows another variation of the hybrid transmission 18 according to the invention. Figure 15 The variant shown differs; the hybrid transmission 18 has only two gears. In this respect, the third switching element C is eliminated.

[0144] exist Figure 18 The details are shown in more detail below. Figure 17 The hybrid transmission 18. With Figure 16 The variant of the hybrid transmission shown differs in that the gear set plane used to form the third gear of the hybrid transmission 18 is eliminated. In this respect, the third switching element C is also eliminated. The hybrid transmission 18 is constructed to be shorter axially. Furthermore, gears for establishing gears are no longer provided on the first transmission drive shaft 36. Therefore, all gears are established via the second transmission drive shaft 38 and / or the third transmission drive shaft 40, which can be connected to the third transmission drive shaft 40 by closing the second switching element B, thus driving power from the internal combustion engine 16 to the gears of the hybrid transmission 18.

[0145] It goes without saying that in the embodiment of the hybrid transmission 18 shown, the transmission brake 34 may include a second electric drive mechanism. Furthermore, it goes without saying that the moving gear and the stationary gear or switching element can be interchanged. Of course, the arrangement of the gear pairs forming the gears can also be interchanged.

[0146] The invention has been extensively described and explained with reference to the accompanying drawings and specification. The description and explanation should be understood as exemplary rather than restrictive. The invention is not limited to the disclosed embodiments. Other embodiments or variations will be readily apparent to those skilled in the art upon use of the invention and careful analysis of the drawings, disclosure, and the following claims.

[0147] In the claims, the words "comprising" and "having" do not exclude the presence of other elements or steps. The indefinite article "a" does not exclude the presence of a plural. A single element or unit can perform the function of multiple units mentioned in the claims. The mere mention of some measures in several different dependent claims should not be construed as precluding that combinations of these measures cannot be used equally advantageously. Reference numerals in the claims should not be construed as restrictive.

[0148] List of reference numerals

[0149] 10 motor vehicles

[0150] 12 Motor vehicle drivetrain

[0151] 14 First Electric Drive Machine

[0152] 16 internal combustion engine

[0153] 18 Hybrid Transmission

[0154] 20 energy storage devices

[0155] 22 First transmission ratio

[0156] The first sub-gear ratio of 22a22

[0157] The second sub-gear ratio of 22b22

[0158] 24 Second transmission ratio

[0159] The first sub-gear ratio of 24a24

[0160] The second sub-gear ratio of 24b24

[0161] 26 Driven end

[0162] 28 for the pre-gear ratio of 14

[0163] 30 for 16 pre-gear ratio

[0164] 32-speed matrix

[0165] 34. Transmission brakes

[0166] 36 First transmission drive shaft

[0167] 38 Second transmission drive shaft

[0168] 40 Third transmission drive shaft

[0169] 42 sub-shafts

[0170] 44-speed matrix

[0171] 46-combination matrix

[0172] AE, G switching element

Claims

1. A hybrid power transmission (18) for a motor vehicle drivetrain (12) of a motor vehicle (10), the hybrid power transmission comprising: The first transmission drive shaft (36) is used to connect the first drive machine of the motor vehicle (10) to the hybrid transmission (18); The second transmission drive shaft (38) is used to connect the second drive machine of the motor vehicle (10) to the hybrid transmission (18); Third transmission drive shaft (40); A first drive shaft clutch having a switching element (E) is used to operatively connect the second transmission drive shaft (38) to the third transmission drive shaft (40); A second drive shaft clutch having a switching element (B) is used to operatively connect the first transmission drive shaft (36) to the third transmission drive shaft (40); At least two gear ratios (22, 24) that can be established by means of gears are used to form at least two gears (V1, V2, V3, V4, E1, E2, EH3, EH4). Multiple gear shifting devices with switching elements (A, C, D, G) for engaging the gears (V1, V2, V3, V4, E1, E2, EH3, EH4); and The driven end (26) is used to transmit drive power from the hybrid transmission; wherein... The third transmission drive shaft (40) is constructed as a hollow shaft and at least partially surrounds the first transmission drive shaft (36), and the second transmission drive shaft (38) is constructed as a hollow shaft and at least partially surrounds the third transmission drive shaft (40). Assign the gears (E1, V1) with the largest numerical transmission ratio to the second transmission drive shaft (38). The second drive mechanism is configured as a main starter for a motor vehicle (10) so as to start from a standstill in the hybrid transmission (18) without slippage when the lowest gear is engaged; and The switching element of the first drive shaft clutch can be synchronized under load so that the at least two gears for the second drive machine can be switched under traction load and so that a starting element for the first drive machine can be formed in the lowest gear when the second drive shaft clutch is closed, the starting element being able to gradually close under speed difference.

2. The hybrid transmission (18) according to claim 1, wherein, The first drive machine includes an internal combustion engine (16); and the second drive machine includes a first electric drive machine (14).

3. The hybrid transmission (18) according to claim 1 or 2, wherein, The switching elements (A, C, D, G) of the gear shifting device and / or the switching element (B) of the second drive shaft clutch are configured as form-locking switching elements; and / or At least two of the switching elements of the gear shifting device and / or the switching element of the second drive shaft clutch are configured as dual switching elements and can be operated by a dual-acting actuator.

4. The hybrid transmission (18) according to claim 1 or 2, wherein, Assign a gear to the third transmission drive shaft (40).

5. The hybrid transmission (18) according to claim 1 or 2, wherein, The third and fourth gears are assigned to the first transmission drive shaft (36).

6. The hybrid transmission (18) according to claim 2, comprising a transmission brake (34) assigned to a first transmission drive shaft (36) for synchronizing the internal combustion engine (16) and / or the hybrid transmission (18) during shifting for the internal combustion engine (16).

7. The hybrid transmission (18) according to claim 1 or 2, wherein, The hybrid transmission (18) includes a countershaft (42) and movable and fixed gears arranged in multiple gear sets, which form gear positions (V1, V2, V3, V4, E1, E2, EH3, EH4); and / or The planetary gear set forms gear positions.

8. The hybrid transmission (18) according to claim 1 or 2, wherein, The third transmission drive shaft (40) is assigned a gear (E2, V2) with the second largest numerical gear ratio, and the gear (E1, V1) with the largest numerical gear ratio and the gear (E2, V2) with the second largest numerical gear ratio can be switched under load.

9. The hybrid transmission (18) according to claim 2, wherein, The hybrid transmission has four combustion gears (V1, V2, V3, V4), three of which are configured for pure internal combustion engine driving; the hybrid transmission has two electric gears (E1, E2), which are configured for pure electric driving; and in hybrid driving mode, each electric gear can be combined with at least three combustion gears.

10. The hybrid transmission (18) according to claim 3, wherein, The switching element for the form-locking is a claw-tooth switching element or an inertial synchronous meshing device.

11. The hybrid transmission (18) according to claim 4, wherein, The third transmission drive shaft (40) is assigned a gear (E2, V2) with the second largest numerical gear ratio.

12. The hybrid transmission (18) according to claim 6, wherein, The transmission brake includes a second electric drive mechanism.

13. The hybrid transmission (18) according to claim 8, wherein, The gears with the largest numerical transmission ratio (E1, V1) and the gears with the second largest numerical transmission ratio (E2, V2) can switch under load independently of the first and second drive machines assigned to these gears.

14. A motor vehicle drivetrain (12) for a motor vehicle (10), the motor vehicle drivetrain comprising: The hybrid transmission (18) according to any one of claims 1 to 13; The internal combustion engine (16) is driven by the first transmission drive shaft (36); and A first electric drive machine (14) is driven by the second transmission drive shaft (38).

15. The motor vehicle drivetrain (12) according to claim 14, comprising a transmission brake (34) distributed to a first transmission drive shaft (36).

16. The motor vehicle drivetrain (12) according to claim 14 or 15, wherein, The first electric drive machine (14) can be controlled to function as a starter generator for starting the internal combustion engine (16); and / or The first electric drive machine can be controlled as a charging generator for charging the energy storage device (20).

17. The motor vehicle drivetrain (12) according to claim 15, wherein, The transmission brake includes a second electric drive mechanism.

18. A method for starting a hybrid transmission (18) according to any one of claims 1 to 13, the method comprising the steps of: Close the switching element (B) of the second drive shaft clutch so as to drively connect the first transmission drive shaft (36) to the third transmission drive shaft (40); The switching element (A) of the gear (E1, V1) of the closed hybrid transmission (18) with the largest numerical gear ratio. Open the remaining switching elements of the hybrid transmission (18); This causes the switching element (E) of the first drive shaft clutch to slip; and When the speed difference between the first transmission drive shaft (36) and the third transmission drive shaft (40) is less than a predefined threshold, the switching element (E) of the first drive shaft clutch is fully closed.

19. A motor vehicle (10), the motor vehicle comprising: Motor vehicle drivetrain (12) according to any one of claims 14 to 17; and Energy storage device (20) for storing energy used to power the first electric drive machine (14).

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