Hybrid transmission for a vehicle

Abstract

The invention relates to a hybrid transmission (1) for a vehicle, having a transmission input shaft (5) which extends in a transverse direction (y), at least one intermediate shaft (6) which is arranged parallel to the transmission input shaft (5), a clutch device (7) which is arranged coaxially to the transmission input shaft (5) and has at least one clutch, a differential which has a differential input gear (4), wherein the axis of rotation (19) of the differential input gear is arranged parallel to the transmission input shaft (5), an electric machine (3) which has a rotor and a stator, wherein the rotor axis of rotation (9) is arranged parallel to the transmission input shaft (5), a transmission controller (11), wherein, viewed in a longitudinal direction (x) which is perpendicular to the transverse direction (y), the differential input gear (4), the transmission input shaft (5) and the transmission control device comprising the transmission controller (11) are arranged in this order.

Description

[0001] This application is a divisional application. The international application number of its parent application is PCT / EP2021 / 078837, the Chinese application number is 202180080066.4, the application date is October 18, 2021, and the invention title is "Hybrid Transmission for Vehicles". Technical Field

[0002] This invention relates to a hybrid transmission for vehicles. Background Technology

[0003] Hybrid transmissions for vehicles are known in principle from the prior art. Essentially, they always involve achieving the most efficient and compact structure possible for the transmission. For example, DE 10 2010 002 746A1 describes an electric motor along with its power electronics integrated into a hybrid transmission. Here, the structure allows the electric motor to be used in a so-called in-line arrangement, i.e., coaxial with the transmission main shaft.

[0004] From further prior art, a dual-clutch transmission for motor vehicles is known in accordance with DE 10 2018 002 167 B3. In this transmission, the electro-hydraulic control unit is arranged in the oil chamber to save installation space. Since this electro-hydraulic system consists of both electronic equipment and a transmission hydraulic control device, the transmission controller (generally understood as the electrical control device of the transmission) is also integrated into the transmission structure, specifically into the transmission housing.

[0005] Furthermore, a hybrid transmission is known from DE 11 2014 001 112 T5, wherein the hydraulic control unit and the electric motor are arranged in or on the housing of the hybrid transmission.

[0006] Finally, a hybrid transmission is known from this type of DE 11 2009 000 022 B4, in which the power electronics of the electric motor and the transmission are arranged together in an integrated housing.

[0007] Despite these documents, there is still significant potential for optimization in the construction of hybrid transmissions to be as compact as possible, particularly in the axial direction along the transmission main shaft, in order to achieve both the most compact construction and high power density. Summary of the Invention

[0008] Therefore, the object of the present invention is to improve a hybrid transmission for a vehicle in a more compact manner.

[0009] According to the present invention, this objective is achieved by a hybrid transmission having the following characteristics.

[0010] In a hybrid transmission for a vehicle, as is known in the prior art, it includes a transmission input shaft extending in the lateral direction and at least one intermediate shaft arranged parallel to the transmission input shaft. Furthermore, a clutch device is present, which can preferably be designed as a dual-clutch, a disengaged clutch, or a combination of both. In particular, in the case of a dual-clutch design, the structure includes two intermediate shafts; in a design as a purely disengaged clutch, the structure includes one intermediate shaft. A differential is also provided, having a differential input gear whose axis of rotation is arranged parallel to the transmission input shaft, i.e., parallel to the direction referred to as the lateral direction in the structure according to the invention. An electric motor having a stator and a rotor is also arranged such that the rotor's axis of rotation extends parallel to the transmission input shaft. A transmission controller is provided, through which electronic transmission control is achieved. Viewed along a longitudinal direction perpendicular to the already mentioned lateral direction, the differential input gear, the transmission input shaft, and the transmission controller are arranged sequentially.

[0011] A transmission controller is an electronic controller that controls the actuators of the shifting unit in a hybrid transmission. These actuators can be hydraulic, electromechanical, or a combination thereof, in ways known per se. In the case of hydraulic actuators, the transmission controller controls, for example, solenoid valves and hydraulic pumps. In the case of electromechanical actuators, the transmission controller controls, for example, servo motors. The transmission controller is also advantageously designed to control the lubrication and cooling systems of the gear set in ways known per se. The transmission controller can also be advantageously designed to control the cooling system of the electric motor.

[0012] Furthermore, in a manner known per se, at least a portion of the electric motor's power electronics is arranged in a vertical direction perpendicular to both the lateral and longitudinal directions, and advantageously adjacent to the transmission controller. This portion of the power electronics comprises its largest structural component, but in all cases includes the inverter's circuit board. This arrangement creates an extremely efficient and compact structure. A high level of system integration is thus possible, enabling the correspondingly high power density of the hybrid transmission according to the invention. Moreover, this correspondingly compact structure can be ideally suited to the installation space requirements of vehicle construction in terms of packaging.

[0013] According to the invention, the motor is arranged vertically beside and above the transmission hydraulic control device, and overlaps with the transmission hydraulic control device in the longitudinal direction. This ideally utilizes the mounting space of the gear set, motor, controller, and transmission hydraulic control device of a hybrid transmission having a transmission input shaft and at least one intermediate shaft, wherein the transmission hydraulic control device is preferably arranged adjacent to the controller in the longitudinal direction.

[0014] Here, the transmission hydraulic control unit includes at least a shift valve, such as a solenoid valve, for shifting gears using the gear shift actuators of the gear set. The transmission hydraulic control unit advantageously also includes valves for controlling the lubrication and cooling systems of the hybrid transmission. The transmission hydraulic control unit is electrically connected to the transmission controller.

[0015] Power electronic devices are known electronic units that are associated with an electric motor. Power electronic devices are used to control electric motors.

[0016] The gear set in a hybrid transmission refers to a part of the hybrid transmission used to create different gears, i.e., different gear ratios. The gear set includes at least an input shaft, an intermediate shaft, and gears and shift units arranged coaxially with these shafts.

[0017] The hybrid transmission, with its compact design and high power density, achieves a structure optimized for the vehicle frame in terms of crash requirements. This provides another decisive advantage in vehicles equipped with hybrid transmissions, taking into account the high added mass, particularly caused by the traction battery.

[0018] The arrangement of rotatable components parallel to one direction should be understood as the rotation axis of the rotatable component being parallel to that direction. Correspondingly, the parallel arrangement of two rotatable components should be understood as the rotation axes of the two components being parallel. The coaxial arrangement of two other rotatable components should be understood as the two other components having the same rotation axis. The coaxial arrangement of the clutch assembly and the transmission input shaft should be understood as the rotatable clutch disc or clutch plate being coaxial with the transmission input shaft.

[0019] According to a particularly advantageous improvement of the hybrid transmission according to the invention, when used as intended, at least a portion of the power electronics is arranged vertically above the transmission controller. This configuration achieves further optimization. The transmission controller can be arranged in the transmission fluid, while the power electronics are located above the transmission controller, preferably adjacent to the motor when viewed longitudinally.

[0020] Furthermore, according to another highly advantageous design of the hybrid transmission according to the invention, a portion of the power electronics extends longitudinally and is arranged vertically above the motor. In this case, when the structure is viewed laterally, the power electronics are substantially L-shaped, partially adjacent to, and preferably above, the transmission controller, and partially above the motor, such that the power electronics partially surround the motor and can therefore be more effectively integrated into existing installation space.

[0021] Here, according to a particularly advantageous improvement of the hybrid transmission according to the invention, the power electronic devices can be arranged such that they at least partially overlap with the transmission controller in the longitudinal and / or lateral directions. This further saves installation space because, depending on the size of the transmission controller and the size of the power electronic devices, they are arranged overlapping in one direction or the other.

[0022] Another particularly advantageous design configuration involves arranging the inverter circuit boards of the power electronic devices vertically adjacent to and longitudinally parallel to the circuit boards of the transmission controller. A highly advantageous improvement to this adjacent circuit board arrangement is that these circuit boards are spaced less than 20 mm apart in the longitudinal direction and preferably even aligned in the vertical direction. This makes very efficient use of mounting space in the longitudinal direction because the two circuit boards are preferably arranged directly adjacent to each other in a common mounting space, for example, for the control unit, which is preferably openly located within the transmission housing of the hybrid transmission.

[0023] As described above, the motor is designed such that the rotor axis of rotation extends parallel to the transmission input shaft, i.e., in the transverse direction of the structure. According to a highly advantageous improvement, the motor is arranged longitudinally between the transmission input shaft and the power electronics, wherein, as described above, according to an advantageous design, the motor is arranged adjacent to at least a portion of the power electronics in the longitudinal direction, wherein this portion includes at least a circuit board, while other portions may be arranged to extend in the longitudinal direction. These other portions include, for example (to name only a few preferred elements for arrangement in this area), connectors for DC voltage connection and intermediate circuit capacitors.

[0024] Here, according to a highly advantageous improvement of the hybrid transmission according to the invention, the AC connector connecting the motor and the power electronics to each other is arranged vertically below the rotor's axis of rotation. In intended use, this AC connector can be arranged on one side at the bottom of the inverter circuit board and on the other side at the bottom of the motor circuit board, such that the remainder of the inverter circuit board extends vertically upwards and thus extends longitudinally alongside the motor.

[0025] The DC connector for the power electronics is positioned vertically above the rotor's axis of rotation and longitudinally between the axis of rotation of the differential input gear and the rotor's axis of rotation. This can be a decisive advantage, especially when the hybrid transmission is mounted laterally in the vehicle (where the lateral direction is defined here as corresponding to the vehicle's lateral direction, the longitudinal direction as corresponding to the vehicle's longitudinal direction, and the vertical direction as corresponding to the vehicle's vertical direction), because the DC connector is thus moved rearward from the front of the vehicle and thereby located in a relatively well-protected area in the event of an accident. The DC connector is typically located on the transmission housing, which at least houses the power electronics, transmission controller, transmission hydraulic control unit, and gear set. This positions it in a relatively safe area for potential collisions.

[0026] Furthermore, a particularly advantageous improvement to the hybrid transmission according to the invention is that the transmission housing has a cover arranged longitudinally on the side of the transmission controller and power electronics away from the transmission input shaft. Thus, the power electronics, or at least the main portion having the inverter circuit board and the transmission controller for electrical control of the gear set, are located under the cover of the transmission housing, which also surrounds the differential input gear, the transmission input shaft, at least one intermediate shaft, the motor, and the transmission hydraulic control device. This arrangement makes the power electronics and the transmission controller relatively easy to access. In the case where the hybrid transmission is mounted laterally in the vehicle as described above, the cover is located at the front in the vehicle's direction of travel (i.e., in the longitudinal direction), allowing access from the front of the vehicle. Attached Figure Description

[0027] Other advantageous designs of the hybrid transmission according to the invention are also given by way of embodiments described in more detail below with reference to the accompanying drawings.

[0028] In the attached diagram:

[0029] Figure 1 A schematic diagram showing a possible embodiment of the hybrid transmission according to the present invention is presented from a transverse to longitudinal direction of view.

[0030] Figure 2 A schematic diagram perpendicular to the lateral direction illustrates a powertrain with a hybrid transmission according to the invention; and

[0031] Figure 3 With similar Figure 1 The illustration shows an alternative design for a hybrid transmission according to the present invention. Detailed Implementation

[0032] exist Figure 1In the illustration, a hybrid transmission for a vehicle (not shown here) can be seen, which is generally designated by 1. Among them, in Figure 1 the illustration, three directions are schematically indicated. Among them, the longitudinal direction x and the vertical direction z extend Figure 1 into the drawing plane shown. The transverse direction y is perpendicular thereto and extends into the drawing plane. In Figure 2 the illustration, it can be seen that this structure together with other components is rotated again here, so that the longitudinal direction x extends out of the page plane here, and the illustration plane is formed by the transverse direction y and the vertical direction z.

[0033] The hybrid transmission 1 is now partially located in the transmission housing designated by 2. The hybrid transmission 1 includes an electric motor 3 and a differential, and the differential input gear 4 of the differential is shown here. The differential input gear is engaged with the transmission, and the transmission includes a transmission input shaft 5 and two intermediate shafts 6 in the embodiment shown here. Marked with a thicker line and in Figure 2 the transverse direction shown in front of them is the clutch device designated by 7. For Figure 1 the situation shown, the clutch device 7 is implemented as a dual clutch, which can additionally include a disengaging clutch. As will be further elaborated later, a structure having only a disengaging clutch can also be considered.

[0034] From Figure 2 the illustration, it can be seen that the dual clutch transmission shown here is connected to the internal combustion engine 8 through the clutch device 7. In the sense of the present invention, the connection generally means that a connection is formed indirectly through a device not shown here, which is used to absorb and damp torsional vibrations, such as a dual mass flywheel or the like. Through the connection of the clutch device 7 with the internal combustion engine 8, on the one hand, the differential can be driven by the internal combustion engine 8, and on the other hand, by the electric motor 3 and its rotor rotation axis 9, and then the vehicle can be driven through the differential input gear 4. Here, the electric motor 3 is arranged relative to the gear set of the hybrid transmission 1 in a so-called side-by-side arrangement.

[0035] The side-by-side arrangement of the electric motor 3 means that the rotor rotation axis 9 is arranged axially parallel to the transmission input shaft 5 and offset relative thereto, and is also respectively axially parallel to the intermediate shafts 6 and offset relative thereto. The electric motor 3 can be coupled to the gears or toothed components of the hybrid transmission 1, for example, through a spur gear pair (not shown here) or also through a chain drive. The toothed component can be, for example, the external teeth on the disk carrier of the clutch device, or can also be a gear in the gear set of the transmission, so that the electric motor 4 can transfer its power, for example, to the transmission input shaft or especially to one of the intermediate shafts 6.

[0036] In the longitudinal direction x (preferably also the longitudinal direction of the vehicle, such that the hybrid transmission is mounted transversely to the longitudinal direction or direction of travel of the vehicle), the transmission hydraulic control unit 10 is adjacent to the transmission input shaft 5 and also adjacent to the transmission controller 11, which is responsible for the electrical control of the gear set of the hybrid transmission 1. A power electronics unit 12 is arranged above and adjacent to the transmission controller 11 in the vertical direction z to control the motor 3. This power electronics unit includes at least one inverter circuit board, indicated by 13, which is connected to the motor 3 via a three-phase AC connector 14. Furthermore, an intermediate circuit capacitor 15 is schematically indicated in the power electronics unit 12. The power electronics unit 12, and thus ultimately the motor 3, is connected to the traction battery (not shown here) of the vehicle equipped with the hybrid transmission 1 via a DC connector 16 led out of the transmission housing 2 in the area indicated by 17.

[0037] exist Figure 1 In the illustration, the transmission housing 2 has a housing cover 18 on the right side in the longitudinal direction x, which is preferably arranged at the front in the direction of travel. This makes the structure of the power electronics 12 and the transmission controller 11 easily accessible, while the DC connector 16, which is led out of the transmission housing 2 in the area indicated by 17, is moved accordingly rearward to provide the highest possible safety in the event of a collision in a vehicle equipped with the hybrid transmission 1.

[0038] Since the area 17 used to realize the DC power connection on the housing 2 is located in the longitudinal direction x between the rotor shaft 9 of the motor 3 and the rotation axis 19 of the differential input gear 4, and is therefore far enough away in the longitudinal direction x from both the front of the transmission housing 2 and its cover 18 and from the opposite side, high safety is ensured in the event of a collision.

[0039] Here, the power electronics device 12 essentially comprises a main section with an inverter circuit board 13, which is arranged longitudinally (x) between the cover 18 and the motor 3. Therefore, the arrangement of the AC connector below the rotor axis of rotation 9 of the motor 3 ensures ideal utilization of the mounting space adjacent to the motor 3. Another portion of the power electronics device 12, for example, having a DC connector 16 and an intermediate circuit capacitor 15, can extend longitudinally (x) and be arranged adjacent to the motor in the vertical (z) direction, such that the motor is partially surrounded by the power electronics device 12. Here, the transmission hydraulic control device 10 is arranged overlapping the motor 3 between the transmission controller 11 and the gear set, its input shaft 5, and intermediate shaft 6, allowing the transmission hydraulic control device to interact directly with corresponding components inside the transmission. This also results in a compact structure and is very efficient in terms of required wiring length.

[0040] Here, the circuit board 20 of the transmission controller 11 and the circuit board 13 of the inverter are adjacent in the vertical direction Z and parallel in the longitudinal direction x. In the longitudinal direction x, they should preferably be less than 20 mm apart. Ideally, they are aligned front to back along the vertical direction z.

[0041] View from the perspective of the cover 18 of the transmission housing 2 Figure 2 As shown in the diagram, a differential input gear 4, an intermediate shaft 6 (not shown), and a transmission input shaft 5 are arranged inside the transmission housing. A motor 3, a transmission hydraulic control unit 10, and a combination of a lower transmission controller 11 and an upper power electronic unit 12 overlapping the transmission controller are also arranged. In this configuration, the crankshaft of the internal combustion engine 8 indirectly drives the clutch assembly 7, which can be designed as a dual-clutch. In summary, this structure can be implemented very compactly, especially in the lateral direction Y, i.e., along the transmission's main shaft (e.g., the transmission input shaft 5). Accordingly, this structure can be installed transversely to the direction of travel in the vehicle, allowing for... Figure 2 The schematic diagram basically corresponds to the viewing direction of observing the front of a vehicle equipped with the powertrain 21 shown.

[0042] Here, sufficient installation space is still provided in the transmission housing 2 to allow the outer contour of the transmission housing 2 to adapt to other components and structures required in the vehicle. Therefore, in Figure 1 In the illustration, for example in the lower part of the transmission housing 2 in the vertical direction z, an optional recess, indicated by 22, can be seen. In the region of this recess, the vehicle's steering components can be particularly preferably arranged on the outside of the transmission housing 2. Viewed in the longitudinal direction x, the optional recess 22 is advantageously arranged between the rotation axis 19 of the differential input gear 4 and the transmission controller 11.

[0043] exist Figure 3 The transmission housing 2 is shown again in the illustration. Here, the optional recess 22 is absent, unlike... Figure 1 Unlike the illustration, the cover 18 of the transmission housing 2 is not clearly shown. In addition, Figure 1 The structure shown should largely correspond to Figure 3 The structure shown is illustrated here. The differential input gear 4 and its rotation axis 19, as well as the motor 3 and its rotor shaft 9, can also be seen. The transmission hydraulic control unit 10 is shown, and the transmission controller 11 is arranged adjacent to it in the longitudinal direction x, with the circuit board 20 not explicitly shown. The power electronics unit 12 is located above it, with the inverter's circuit board, electrical connectors, and details omitted in the illustrations here.

[0044] The main difference is that clutch assembly 7 is designed as a purely disengaged clutch here. (Compared to...) Figure 1 The structure shown differs; instead of a dual-clutch transmission with two intermediate shafts 6, a simple hybrid transmission with a modified gear set has an input shaft 5 and a single intermediate shaft 6, through which a differential input gear 4 is driven. This structure can be implemented, for example, as a simple automatic transmission with manual mode, which is correspondingly integrated with a motor 3. The motor is arranged side-by-side as described above, relative to the modified gear set arrangement in hybrid transmission 1. The key structure for integrated control using power electronics 12 and transmission controller 11 is the same as in the aforementioned embodiment.

Claims

1. A hybrid transmission (1) for a vehicle, having - The transmission input shaft (5) extends in the lateral direction (y). - At least one intermediate shaft (6) arranged parallel to the input shaft (5) of the transmission. - A clutch device (7) having at least one clutch, arranged coaxially with the input shaft (5) of the transmission. - A differential with a differential input gear (4), The rotation axis (19) of the differential input gear is arranged parallel to the transmission input shaft (5). - An electric motor (3) having a rotor and a stator, wherein the rotor rotation axis (9) is arranged parallel to the input shaft (5) of the transmission. - Transmission controller (11), wherein, -Looking along the longitudinal direction (x) perpendicular to the said lateral direction (y), The differential input gear (4), the transmission input shaft (5), and the transmission control device including the transmission controller (11) are arranged in sequence. In the vertical direction (z), which is perpendicular to both the lateral direction (y) and the longitudinal direction (x), at least a portion of the power electronic device (12) for the motor (3) is arranged adjacent to the transmission controller (11). in The motor (3) is arranged beside and above the transmission hydraulic control device (10) in the vertical direction (z), and overlaps with the transmission hydraulic control device in the longitudinal direction (x). Its features are, The DC connector (16) for the power electronic device (12) is arranged above the rotor rotation axis (9) in the vertical direction (z) and between the rotation axis (19) of the differential input gear (4) and the rotor rotation axis (9) in the longitudinal direction (x).

2. The hybrid transmission (1) according to claim 1. Its features are, When used as intended, at least a portion of the power electronic device (12) arranged adjacent to the transmission controller (11) is arranged above the transmission controller (11).

3. The hybrid transmission (1) according to claim 1. Its features are, Another part of the power electronic device (12) extends in the longitudinal direction (x) and is arranged above the motor (3) in the vertical direction (z).

4. The hybrid transmission (1) according to claim 1, 2 or 3. Its features are, The power electronic device (12) is arranged such that it at least partially overlaps with the transmission controller (11) in the longitudinal direction (x) and / or the lateral direction (y).

5. The hybrid transmission (1) according to any one of claims 1 to 3. Its features are, The circuit board (13) of the inverter of the power electronic device (12) is arranged adjacent to the circuit board (20) of the transmission controller (11) in the vertical direction (z) and parallel to it in the longitudinal direction (x).

6. The hybrid transmission (1) according to claim 5. Its features are, The circuit board (13) of the inverter of the power electronic device (12) is spaced less than 20 mm from the circuit board (20) of the transmission controller (11) and is aligned in the vertical direction (z).

7. The hybrid transmission (1) according to any one of claims 1 to 3. Its features are, The rotor rotation axis (9) of the motor is arranged in the longitudinal direction (x) between the transmission input shaft (5) and at least a portion of the power electronic device (12).

8. The hybrid transmission (1) according to any one of claims 1 to 3. Its features are, The motor (3) is arranged adjacent to at least a portion of the power electronic device (12) in the longitudinal direction (x).

9. The hybrid transmission (1) according to claim 7. Its features are, The AC connector (14) that connects the motor (3) to the power electronic device (12) is arranged in the vertical direction (z) below the rotor rotation axis (9).

10. The hybrid transmission (1) according to any one of claims 1 to 3. Its features are, The transmission housing (2) that accommodates at least the differential input gear (4), the transmission input shaft (5), the at least one intermediate shaft (6), the motor (3), the transmission controller (11), the transmission hydraulic control device (10), and the power electronics device (12) has a housing cover (18) which is arranged in the longitudinal direction (x) on the side away from the transmission input shaft (5) of at least a portion of the transmission controller (11) and the power electronics device (12).

11. The hybrid transmission (1) according to any one of claims 1 to 3. Its features are, When the hybrid transmission (1) is installed in the vehicle, the lateral direction (y), longitudinal direction (x) and vertical direction (z) correspond to the lateral direction, longitudinal direction and vertical direction of the vehicle, respectively.

12. The hybrid transmission (1) according to any one of claims 1 to 3. Its features are, The clutch device (7) has a dual clutch and / or a disengaged clutch.

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