Hybrid drive system for a motor vehicle and motor vehicle

Abstract

The present invention relates to a hybrid drive system (16) for a motor vehicle, comprising: an internal combustion engine (18) having a first driven shaft (24); an electric motor (28) having a rotor (32) with a rotor shaft (34) serving as a second driven shaft; and a transmission (38) having a four-shaft first planetary gear set (40), a second planetary gear set (44), a first shift member (46a), a second shift member (46b), a third shift member (46c), and a third driven shaft (62), wherein the four-shaft first planetary gear set (40) has a first shaft (42a), a second shaft (42b), a third shaft (42c), and a fourth shaft (42d), the second planetary gear set (44) has a first component (48), a second component (50), and a third component (52), and the first shaft (42a), the second shaft (42b), the third shaft (42c), and the third driven shaft (62d) have a first shaft (42a), a second shaft (42b), a third shaft (42c), and a fourth shaft (62d). The four shafts (42d) are rotatable relative to each other and can be anti-rotatably connected to each other by means of a linkage shifter (46b). The first driven shaft (24) is anti-rotatably engaged or can be engaged to the first shaft (42a). The rotor shaft (34) is engaged or can be engaged to the second shaft (42b) such that the torque output from the rotor shaft (34) can be transmitted to the transmission (38) through the second shaft (42b). The third shaft (42c) can be anti-rotatably connected to the third driven shaft (62) by means of the first shifter (46a). The fourth shaft (42d) is anti-rotatably connected or can be connected to the first component (48) of the second planetary gear set (44). The first shaft (42a) includes the first center gear (76) of the first planetary gear set (40), and the third shaft (42c) includes the second center gear (78) of the first planetary gear set (40).

Description

Technical Field

[0001] This invention relates to a hybrid drive system for a motor vehicle. It also relates to a motor vehicle having such a hybrid drive system. Background Technology

[0002] The transmissions used in the hybrid drive system are known from DE 10 2019 208 556 A1, DE 10 2007 054 359 A1 and EP 0 787 926 A2, respectively.

[0003] In addition, US 2009 / 0 275 437 A1 and DE 11 2006 001 124 T5 indicate hybrid drive systems with transmissions, each having a four-shaft first planetary gear set and a second planetary gear set separate from the four-shaft planetary gear set. Summary of the Invention

[0004] The objective of this invention is to provide a hybrid drive system for motor vehicles, particularly automobiles, and a motor vehicle that achieves a hybrid drive system configuration that is advantageous in terms of both structural space and cost.

[0005] This task is accomplished using a hybrid drive system with the features described herein, as well as a motor vehicle.

[0006] The first aspect of the invention relates to a hybrid drive system for a motor vehicle, particularly a car preferably designed as a passenger car. This means that the motor vehicle, in its manufactured state, includes, or is designed as, a hybrid drive system and can be driven by means of, the hybrid drive system. The hybrid drive system includes an internal combustion engine, also known as an internal combustion engine, having a first driven shaft. The internal combustion engine is preferably designed as a piston machine or piston engine, so that the first driven shaft is preferably a crankshaft. Through the first driven shaft, the internal combustion engine can provide a first torque, also known as a first driving torque or first driving torque, to drive the motor vehicle. Furthermore, the hybrid drive system includes an electric motor having a rotor with a rotor shaft. The rotor shaft is a second driven shaft, or the rotor shaft is also referred to as a second driven shaft. Through the rotor shaft, the electric motor is able to provide a second torque, also known as a second driving torque or second driving torque, to drive the motor vehicle. For example, the electric motor has a stator, thereby driving the rotor. The rotor is rotatable relative to the stator about the motor's rotation axis. The rotor shaft is a second driven shaft, or the rotor shaft is also referred to as a second driven shaft. Preferably, the motor is a high-voltage component, with a voltage, especially the operating voltage or rated voltage, preferably greater than 50 volts, especially greater than 60 volts, and more preferably several hundred volts. This allows for a large electrical power output for the motor vehicle, particularly for purely electric drive. In particular, the motor can operate as a motor and therefore as an electric motor, thereby enabling the motor vehicle to be driven, particularly purely, electrically. Thus, the motor provides its own secondary driving torque to drive the motor vehicle during its motor-like operation.

[0007] The hybrid drive system includes a transmission having a four-shaft first planetary gear set. The characteristic that "the first planetary gear set, also called the first planetary gear set, is a four-shaft planetary gear set" specifically refers to the fact that the first planetary gear set has at least, or preferably exactly four shafts through which torque can be transmitted to and / or transmitted from the first planetary gear set. The transmission also includes a second planetary gear set, additionally provided in addition to the first planetary gear set, which is also referred to as the second planetary gear set. Furthermore, the transmission includes a first shift member, a second shift member, and a third shift member. The transmission also includes a third driven shaft through which torque, also called driven torque or driven torque, can be output from the transmission. In other words, the transmission can provide drive torque to drive the motor vehicle through its third driven shaft. For example, each driven torque comes from its respective first drive torque and / or its respective second drive torque. The shafts of the four-shaft first planetary gear set are also referred to as the first shaft, second shaft, third shaft, and fourth shaft. Here, the second planetary gear set has a first component, a second component, and a third component. The components of the second planetary gear set are also referred to as transmission components, for example. In particular, the components of the second planetary gear set can be the central gear, also known as the planet carrier, and the ring gear. The first, second, third, and fourth shafts, especially about the planetary gear set rotation axis, can rotate relative to each other and, for example, relative to the housing of the hybrid drive system. It is conceivable that the first and / or second planetary gear sets are each at least partially arranged within the housing. The first, second, third, and fourth shafts can be anti-rotatably connected to each other by means of a linkage shifting element of the hybrid drive system. It is conceivable that, in addition to the aforementioned shifting elements, a linkage shifting element is additionally provided, which is therefore a fourth shifting element, or that the linkage shifting element is constituted by one of the aforementioned shifting elements. The planetary gear set rotation axis is also simply referred to as the rotation axis.

[0008] The first driven shaft is engaged or can be engaged to the first shaft in a non-rotatable manner. This specifically means that the first driven shaft is permanently connected to the first shaft in a non-rotatable manner, or that the first driven shaft is connectable to the first shaft in a non-rotatable manner.

[0009] Within the scope of this document, the feature of "two components being connected to each other in an anti-rotational manner" means that the components are arranged coaxially with each other and are connected in such a way that they rotate together about a common axis of rotation of the components with the same angular velocity.

[0010] The characteristic of "the two components being permanently and non-rotatably connected to each other" means that there is no switching mechanism that allows the components to be connected in an engaged state and a disengaged state that allows the components, in particular, to rotate relative to each other about their rotational axes; rather, the components are always or permanently and non-rotatably connected to each other.

[0011] The characteristic of "the two components being able to be interconnected in a rotationally resistant manner" means that the component is equipped with a switching element that can switch between at least one engaged state and at least one disengaged state. In the engaged state, the components are fixedly connected to each other by means of the switching element. In the disengaged state, the components are separated from each other, such that the components can rotate relative to each other, particularly about the component's axis of rotation.

[0012] Furthermore, in the hybrid drive system, it is specified that the rotor shaft is so anti-rotatably engaged or operable to the second shaft, that is, the torque output from or provided by the rotor shaft, such as a second drive torque, is transmitted or can be transmitted to the transmission via the second shaft. It is also specified that the third shaft is anti-rotatably connected to the third driven shaft via a first shift member. This specifically means that the first shift member is switchable between a first engaged state and a first disengaged state. In the first engaged state, the third shaft is anti-rotatably connected to the third driven shaft via the first shift member. In the first disengaged state, the first shift member releases the third shaft and the third driven shaft, that is, in the first disengaged state, the third shaft is rotatable relative to the third driven shaft, or vice versa. Here, for example, the first shift member is particularly movable relative to the housing and / or translationally between at least one first engaged position and at least one first disengaged position. The first engaged position results in the first engaged state, and the first disengaged position results in the first disengaged state.

[0013] To achieve a hybrid drive system with both advantageous structural space and cost, it is specified by known means that the fourth shaft is anti-rotatably connected to, engaged with, or can be connected to or engaged with the first component of the second planetary gear set. This allows for a very compact structure, particularly along the axial direction of the transmission and thus the hybrid drive system. Within the scope of this document, the term "axial" refers to the axis of rotation of the planetary gear set, thus providing a very compact, i.e., very short, hybrid drive system structure, particularly along the axis of rotation of the planetary gear set. In other words, a very small hybrid drive system length extending axially along the transmission can be achieved. Furthermore, multiple components can be arranged axially along the transmission, particularly close to the internal combustion engine, thereby exhibiting very low structural space requirements for the hybrid drive system. Moreover, the cost of the hybrid drive system of the present invention can be kept very low. As a result, the transmission can be advantageously integrated into motor vehicles, particularly as a hybrid multi-speed transmission. By using shifters, the transmission can be designed as a multi-speed transmission. This means that multiple switchable and therefore disengageable gears can be provided, distinguished from each other, for example, by their respective gear ratios. Furthermore, it is feasible to design at least one, several, or all of the gears of the transmission as power-shiftable.

[0014] Advantageously, the fourth shaft is here anti-rotationally connected to or can be connected to the first component of the second planetary gear set while bypassing the first shifting member.

[0015] Within the scope of this document, "rotatable components arranged coaxially with each other" refers to components or parts that are rotatable relative to the housing about their respective axes of rotation, wherein the axes of rotation of these components extend coaxially or coincide with each other.

[0016] This invention specifies that the first shaft includes a first central gear of a first planetary gear set, and the third shaft includes a second central gear of the first planetary gear set. This allows for a highly efficient motor vehicle drive system achieved in a way that is advantageous in terms of structural space, weight, and cost.

[0017] In order to maintain very low structural space requirements, weight and cost of the hybrid drive system, in an advantageous embodiment of the invention, the second planetary gear set is provided to have exactly three components in the aforementioned component form.

[0018] Another embodiment is characterized by having exactly four shafts in the aforementioned shaft configuration in the four-axis first planetary gear set. This results in a hybrid drive system structure that is advantageous in terms of structural space, weight, and cost. The first planetary gear set preferably has six transmission components: two center gears, two planetary carriers, and two ring gears. Technicians would typically assign one shaft to each of these six transmission components, resulting in a total of six shafts in the first planetary gear set. Preferably, two of the six components are anti-rotationally interconnected. More preferably, another two of the six components are anti-rotationally interconnected. The first planetary gear set preferably thus has four shafts that can rotate relative to each other.

[0019] In another particularly advantageous embodiment of the invention, the second component of the second planetary gear set is rotatably connected to the housing by means of a third shifter. Thus, for example, the third shifter is switchable between a second engaged state and a second disengaged state. In the second engaged state, the second component is rotatably connected to the housing by means of the third shifter, thereby preventing relative rotation between the housing and the second component. In the second disengaged state, the third shifter releases the second component, allowing rotation about the housing, so that the second component is rotatable relative to the housing, particularly about the component's rotation axis, which is the axis of rotation of the second planetary gear set. It is particularly preferred that the planetary gear sets are arranged coaxially with each other, so that the axis of rotation of the planetary gear sets (the shafts about which they are rotatable, particularly relative to the housing and / or relative to each other) coincides with the component's rotation axis of the second planetary gear set. Here, for example, the third shifter is movable, particularly relative to the housing and / or translationally, between at least one second engaged position resulting in the second engaged state and / or at least one second disengaged position resulting in the second disengaged state.

[0020] Preferably, the first component is permanently and rotationally connected or engaged to the fourth shaft. Furthermore, in this embodiment, it is preferred that the third component is permanently and rotationally connected or engaged to the third driven shaft. This allows for a very compact hybrid drive system structure.

[0021] To achieve an alternative, more compact hybrid drive system, particularly in the axial direction of the transmission, another embodiment of the invention specifies that the second component is permanently and rotationally connected to the housing. Here, it is advantageous that the first component is rotationally connected to the fourth shaft via a third shift member. Therefore, in this embodiment, in the second engaged state, the first component is rotationally connected to the fourth shaft via the third shift member, wherein in the second disengaged state, the third shift member releases the first component and the fourth shaft such that the first component and the fourth shaft are rotatable relative to each other, particularly about the planetary gear set rotation axis or the component rotation axis. Furthermore, these embodiments are characterized by the third component being permanently and rotationally connected to the third driven shaft.

[0022] In another alternative and particularly advantageous embodiment of the invention, the second component is provided to be permanently and rotationally connected to the housing. Here, the first component is permanently and rotationally connected to the fourth shaft, and the third component is rotatably connected to the third driven shaft via a third shift member. Therefore, in this embodiment, it is preferred that in the second engaged state, the third component is rotatably connected to the third driven shaft via the third shift member, wherein in the second disengaged state, the third shift member releases the third component and the third driven shaft such that the third component and the third driven shaft, in particular about the planetary gear set rotation axis or component rotation axis, can rotate relative to each other. This results in a very short hybrid drive system length, particularly when viewed axially from the transmission axis.

[0023] To maintain a low number of parts in the hybrid drive system and consequently reduce cost, weight, and structural space requirements, other designs of the invention specify the provision of exactly three shifters: a first shifter, a second shifter designed as a linked shifter, and a third shifter. In other words, the hybrid drive system includes exactly three shifters in the aforementioned form, wherein the first shifter is designed as a linked shifter. Furthermore, this advantageously allows for the aforementioned particularly power-shiftable gears, enabling the transmission to be designed as a multi-speed transmission with favorable structural space, weight, and cost reduction.

[0024] Another embodiment is characterized by the motor being arranged coaxially, axially overlapping, and radially surrounding the transmission. Specifically, the feature of "motor coaxially arranged with the transmission" means that the motor's rotational axis coincides with the rotational axis of the first planetary gear set and, preferably, also with the rotational axis of the components of the second planetary gear set, wherein the rotor can rotate relative to the stator about the motor's rotational axis. The feature of "motor axially overlapping with the transmission" specifically means that at least one first length region of the transmission, particularly at least one first length region of the first planetary gear set and / or the second planetary gear set, is at least overlapped or covered by the second length region of the motor radially outward, i.e., in a direction perpendicular to the rotational axis of the planetary gear sets. Furthermore, the feature of "motor radially surrounding the transmission" means that at least the second length region of the motor completely surrounds and encloses at least the first length region of the transmission in the circumferential direction of the transmission extending about the rotational axis of the planetary gear sets, thus the first length region is arranged within the second length region. This results in a very compact hybrid drive system structure.

[0025] In another particularly advantageous embodiment of the invention, the second shaft comprises, or rather, a first ring gear of the first planetary gear set and a second ring gear of the first planetary gear set, which are permanently and anti-rotationally connected to the first ring gear. Thus, the number of parts in the hybrid drive system, and consequently its cost, structural space requirements, and weight, can be kept very low.

[0026] In another particularly advantageous embodiment of the invention, the fourth shaft comprises a first planetary gear carrier of a first planetary gear set, which may, for example, be permanently and rotationally connected to a second planetary gear carrier of a second planetary gear set, referred to as the second planetary gear carrier. This allows for a particularly advantageous motor vehicle drive system in a structurally spatially advantageous manner.

[0027] Finally, it has been found particularly advantageous that the internal combustion engine, especially the driven gear permanently and anti-rotatingly connected to the third driven shaft, the second planetary gear set, and the four-shaft first planetary gear set are arranged in the following order in the transmission axial direction and therefore along the rotation axis of the planetary gear sets: internal combustion engine, driven gear, second planetary gear set, and four-shaft first planetary gear set. In other words, it is preferably stipulated that, in the transmission axial direction and therefore along the rotation axis of the planetary gear sets, the driven gear follows the internal combustion engine, the second planetary gear set follows the driven gear, and the four-shaft first planetary gear set follows the second planetary gear set. This allows the axial length of the hybrid drive system to be kept within a very small range.

[0028] The second aspect of the invention relates to a motor vehicle, preferably designed as an automobile, especially a passenger car, having and being driven by a hybrid drive system according to the first aspect of the invention. Thus, the motor vehicle is designed as a hybrid. The advantages and advantageous designs of the first aspect of the invention should be considered as advantages and advantageous designs of the second aspect of the invention, and vice versa. Because the length of the hybrid drive system extending axially in the transmission can be kept very small, the hybrid drive system can be advantageously mounted laterally, i.e., used as a transverse configuration. This refers to the transmission and the entire hybrid drive system extending axially laterally or perpendicularly to the vehicle's longitudinal direction (y-direction) in the fully manufactured state of the motor vehicle. Attached Figure Description

[0029] Other advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and in conjunction with the figures. The features and combinations of features mentioned above in the specification, as well as those mentioned below in the description of the drawings and / or individually shown in the figures, may be used not only in their respective indicated combinations, but also in other combinations or individually, without departing from the scope of the invention. The figures show:

[0030] Figure 1 A schematic diagram of a motor vehicle powertrain having the hybrid drive system of the present invention is shown;

[0031] Figure 2 A schematic diagram of a hybrid drive system according to a first embodiment is shown;

[0032] Figure 3 A schematic diagram of a hybrid drive system according to a second embodiment is shown;

[0033] Figure 4 A shift table is shown to explain the different operating states of the hybrid drive system. Detailed Implementation

[0034] In the figure, identical or functionally identical parts are labeled with the same reference numerals.

[0035] Figure 1 A powertrain 10 for a motor vehicle, preferably designed as an automobile, particularly a passenger car, is illustrated schematically. In its fully manufactured state, the motor vehicle has at least two axles, also called axles, arranged longitudinally (x-direction) of the vehicle, wherein the powertrain 10 includes one of these axles. The axle of the powertrain 10... Figure 2 The axle 12 is designated by 12. The axle 12 has at least two wheels 14, also called wheels, which are opposite each other in the lateral (y-direction) direction of the vehicle; these are either drive wheels or driven wheels. The entire motor vehicle is driven by the wheels 14. The powertrain 10 includes a hybrid drive system 16, by which the wheels 14 and thus the motor vehicle are driven. The hybrid drive system 16 has an internal combustion engine 18, also called an internal combustion machine or internal combustion engine. [The text abruptly ends here, likely due to an incomplete translation or a missing section.] Figure 1 The internal combustion engine 18 has an engine block 20, which forms or directly defines a plurality of cylinders 22. Each cylinder 22 partially defines its own combustion chamber, in which combustion occurs during the ignition and operation of the internal combustion engine 18. The internal combustion engine 18 has a first driven shaft 24, which is designed as a crankshaft. Here, the internal combustion engine 18 is designed as a piston engine. The crankshaft (first driven shaft 24) is rotatable relative to the engine block 20 about a crankshaft rotation axis 26. The internal combustion engine 18 can provide a first driving torque to drive the motor vehicle via the crankshaft.

[0036] In addition, the hybrid drive system 16 includes Figure 1 The motor 28 is shown in particular schematically. This can be seen from the first embodiment illustrating the hybrid drive system 16. Figure 2 As seen in the image, the motor 28 has a stator 30 and a rotor 32 including a rotor shaft 34. The rotor 32 and, consequently, the rotor shaft 34, are rotatable about the machine's rotation axis 36 relative to the stator 30 and also relative to the engine block 20. This can be seen from... Figure 2 As seen in the diagram, the motor 28 is arranged coaxially with the internal combustion engine 18, so that the motor rotation axis 36 coincides with the crankshaft rotation axis 26. The rotor 32, or rotor shaft 34, is the second driven shaft, through which the motor 28 can provide a second driving torque to drive the vehicle or wheels 14, especially when it is operating as a motor.

[0037] Additionally, the hybrid drive system 16 includes a transmission 38. The transmission 38 has a four-shaft first planetary gear set 40, which has at least, or exactly four shafts 42a-d. Furthermore, the transmission 38 includes a second planetary gear set 44 and, in particular, exactly three shift members 46a-c, namely, a first shift member 46a, a second shift member 46b, and a third shift member 46c. The first shift member 46a is also designated SB, the second shift member 46b is also designated SK, and the third shift member 46c is also designated SA. Shaft 42a is also referred to as the first shaft 42a, shaft 42b as the second shaft 42b, shaft 42c as the third shaft 42c, and shaft 42d as the fourth shaft 42d. The second planetary gear set 44 has exactly three components. Figure 2In the first embodiment shown, a first component of the second planetary gear set 44 is the third center gear 48 of the second planetary gear set 44, a second component of the planetary gear set 44 is the third ring gear 50 of the second planetary gear set 44, and a third component of the second planetary gear set 44 is the second planetary carrier 52 of the second planetary gear set 44. The second planetary carrier 52 is also referred to as the second planetary carrier. Here, the second planetary gear set 44 includes second planetary gears 54 of the second planetary gear set 44, which are rotatably mounted on the second planetary carrier 52. Each second planetary gear 54 directly meshes with the center gear 48 of the second planetary gear set 44 on one hand, and directly meshes with the ring gear 50 on the other hand. Shafts 42a-d are positioned relative to each other and rotate around each other as shown in the figure. Figure 2 As shown schematically, the housing 56 of the transmission 38 and consequently the hybrid drive system 16 is rotatable, specifically rotatable about the planetary gear set rotation axis 58, which is also simply referred to as the rotation axis. It can be seen from... Figure 2 As seen in the diagram, the planetary gear set 40 is arranged coaxially with respect to the motor 28 and the internal combustion engine 18, such that the rotation axis 58 of the planetary gear set coincides with the rotation axis 36 of the motor and the rotation axis 26 of the crankshaft. Furthermore, at least one component of the planetary gear set 44 is rotatable about a component rotation axis 60 relative to the housing 56 and / or relative to at least another component of the planetary gear set 44. This can be seen from... Figure 2 As seen, planetary gear sets 40 and 44 are arranged coaxially, such that the rotation axis 58 of the planetary gear sets coincides with the rotation axis 60 of the component. Furthermore, the rotation axis 60 of the component coincides with the rotation axis 36 of the motor and the rotation axis 26 of the crankshaft. Additionally, shafts 42a-d are interconnected in an anti-rotational manner via a linkage. Figure 2 In the first embodiment shown, the linkage shifting member is formed by the second shifting member 46b, so that the shafts 42a-d can be connected to each other in an anti-rotational manner by means of the second shifting member 46b.

[0038] The transmission 38 includes a third driven shaft 62 through which driven torque can be transmitted from the transmission 38. Each driven torque originates from, for example, a respective first driving torque and / or a respective second driving torque. Here, the third shaft 42c is anti-rotatably connected to the third driven shaft 62 by means of a first shift member 46a. It can be transmitted from... Figure 2 As seen in the image, the transmission 38 has a gear in the form of a driven gear 64, which is permanently and anti-rotationally connected to the driven shaft 62. This can be seen from... Figure 1As seen in the diagram, the hybrid drive system 16 may have a final drive mechanism 66, also known as a main reducer or final drive transmission, which may be single-stage or multi-stage. The final drive mechanism 66 includes a driven gear 64. Here, the axle 12 includes a differential transmission 68, also simply referred to as a differential, whose function includes, in particular, allowing the wheels 14 to have different rotational speeds when the vehicle is cornering, i.e., the outer wheel of the corner rotates or is rotatable at a higher rotational speed than the inner wheel of the corner, especially when the wheels 14 are driven by the internal combustion engine 18 and / or the electric motor 28 via the differential transmission 68. Here, regarding the torque transmission from the driven shaft 62 to the differential transmission 68 via the third driven shaft 62, the final drive mechanism 66 is arranged between the driven shaft 62 and the differential transmission 68 in the torque transmission, that is, downstream of the driven shaft 62 and upstream of the differential transmission 68. In the view of the torque transmission along the driven shaft 62 toward the differential transmission 68, the final drive mechanism 66 is the last drive mechanism before the differential transmission 68.

[0039] Additionally, the hybrid drive system 16 includes a disengagement clutch 70, also designated K0. The disengagement clutch 70 is preferably a friction clutch. The disengagement clutch 70 can, in particular, be a disc clutch. The disengagement clutch 70 allows the crankshaft (driven shaft 24) to be connected to the first shaft 42a in a rotationally inert manner.

[0040] To achieve a structure that is both space-efficient and cost-effective for the hybrid drive system 16, the fourth shaft 42d is anti-rotationally connected to or can be connected to the first component of the second planetary gear set 44. Therefore, in Figure 2 In the first embodiment shown, the fourth shaft 42d is permanently and anti-rotationally connected to the central gear 48 of the planetary gear set 44.

[0041] From Figure 1 and 2As seen, the hybrid drive system 16 is a vehicle drive unit that includes at least an internal combustion engine 18, an electric motor 28, and at least or exactly a four-axis planetary gear set 40. Additionally, the hybrid drive system 16 has a first mechanical path 72 and a second mechanical path 74. Furthermore, the hybrid drive system 16 includes a node K at or within which the paths 72, 74 achieve or can achieve a particularly anti-rotational connection. Node K is here connected or can be connected to the drivable or driven axle 12 and, consequently, the wheel 14. In the first embodiment, axle 42a is anti-rotationally connected or can be connected to a crankshaft, particularly by means of a disengagement clutch 70. For example, axle 42d is part of mechanical path 72, which therefore includes axle 42d and, particularly, a second planetary gear carrier 52 as another axle. Furthermore, mechanical path 72 includes a transfer case, which is here designed as a second planetary gear set 44. The transfer case is here directly or indirectly connected to axle 42d and the other axle (planetary gear carrier 52). For example, shaft 42c is a component of mechanical path 74, which therefore includes shaft 42, shift member 46a, and driven shaft 62 as another shaft. Here, for example, node K includes driven gear 64, so that shaft 42c can be anti-rotatably connected to driven shaft 62 and thus node K (driven gear 64) by means of shift member 46a. Rotor shaft 34 is not necessarily a separate shaft, so it is conceivable that rotor 32 can be directly connected to or connected to shaft 42b, or in other words, rotor shaft 34 can be shaft 42b or vice versa. In other words, rotor shaft 34 can be integrally formed with shaft 42b, or vice versa.

[0042] Preferably, the transfer case, i.e., the planetary gear set 44, has a gear ratio not equal to 1:1, or in other words, a transmission stage with a gear ratio not equal to 1:1. Furthermore, the mechanical path 72 includes a third shift member 46c, also designated SA, thereby enabling the ring gear 50 of the planetary gear set 44 to be rotatably connected to the housing 56, for example, in the second embodiment. Therefore, if the shift member SA (third shift member 46c) is closed, a mechanical connection exists, particularly on the mechanical path 72, between one of the shafts 42a-d of the four-shaft first planetary gear set 40 and node K. The shift member SA can be arranged inside or outside the transfer case.

[0043] As can be seen in the first embodiment, the second planetary gear set 44 has exactly three components: a central gear 48, a ring gear 50, and a planetary gear carrier 52. It is also specified that the four-axis first planetary gear set 40 has exactly four shafts 42-d. Figure 2In the first embodiment shown, the ring gear 50, which is a component or a second component of the planetary gear set 44, is connected to the housing 56 in an anti-rotational manner by means of a third shifter 46c, and the central gear 48, which is the component or the first component of the planetary gear set 44, is permanently and anti-rotationally connected to the fourth shaft 42d, and the planetary gear carrier 52, which is a component or a third component of the planetary gear set 44, is permanently and anti-rotationally connected to the driven shaft 62 (the third driven shaft).

[0044] Figure 3 A second embodiment of the hybrid drive system 16 is shown. In the second embodiment, the ring gear 50 (second component) is permanently and rotationally connected to the housing 56, and the center gear 48 (first component) is permanently and rotationally connected to the fourth shaft 42d, and the planetary gear carrier 52 (third component) is rotationally connected to the third driven shaft 62 by means of the third shift member 46c, and thus can be connected to the driven gear 64 and the node K.

[0045] In these third embodiments (not shown in the figures), the second component (gear ring 50) is permanently and rotationally connected to the housing 56, the first component (center gear 48) is rotationally connected to the fourth shaft 42d by means of the third shift member 46c, and the third component (planetary gear carrier 52) is permanently and rotationally connected to the third driven shaft 62.

[0046] In another embodiment, it is conceivable that the second component (gear ring 50) can be anti-rotatably connected to the housing 56 by means of the shift member 46c, and the first component (gear ring 48) is particularly permanently and anti-rotatably connected to the fourth shaft 42d, and the third component (planetary gear carrier 52) can be anti-rotatably connected to the third shaft 42c by means of the second shift member 46b.

[0047] In principle, it is conceivable that the driven gear 64 directly meshes with the differential transmission 68, i.e., the differential transmission 66 is designed as a disc-shaped input gear, or an intermediate gear can be provided, i.e., the driven gear 64 directly meshes with the intermediate gear without directly meshing with the input gear that directly meshes with the intermediate gear.

[0048] The four-axis first planetary gear set 40 is preferably designed such that, particularly when a gear is engaged in the transfer case and the shift member SB (first shift member 46a) is closed and the motor 28 does not provide significant torque, the first shaft 42a is a combined shaft with respect to the fourth shaft 42d and the third driven shaft 62; and when a gear is engaged in the transfer case and the shift member SB is disengaged and the motor 28 provides significant torque, the fourth shaft 42d is a combined shaft with respect to the rotor shaft 34 and the first shaft 42a. In the embodiment shown, the transfer case is configured in a planetary configuration and is therefore designed as a second planetary gear set 44. Here, the planetary gear set 44 is preferably designed as a planetary gear set, particularly a three-axis type. In at least one shift state of the shift member SA (third shift member 46c), particularly within the transfer case, there is a mechanical connection between the four-axis first planetary gear set 40 and the node K, preferably having a gear ratio that is not equal to 1, i.e., not equal to 1:1. Alternatively or additionally, it may be preferred that the mechanical path 74 between the planetary gear set 40 and the node K does not contain individual transmission stages such as corresponding gear pairs, planetary gear sets, etc. Therefore, the mechanical path 74 between the four-axis first planetary gear set 40 and the node K is preferably directly driven or driven at a transmission ratio of 1 (1:1).

[0049] The four-axis first planetary gear set 40 can preferably be integrated by means of a linkage shifter, also designated SK. In the embodiment shown, the linkage shifter SK is a second shifter 46b. By linking the four-axis first planetary gear set 40, its four shafts 42a-d are integrated and therefore rotate at the same rate of revolution, particularly about the planetary gear set rotation axis 58 relative to the housing 56. Preferably, the shifter SK (linkage shifter or second shifter 46b) engages or connects at least any two shafts 42a-d of the four-axis first planetary gear set 40 in a rotationally resistant manner in its closed or engaged state.

[0050] The shift element SK (second shift element 46b) can be designed as a friction fit. The shift element SK can also be designed as a form fit. The shift element SK can be designed as a form fit and not synchronized.

[0051] The shift member SB (first shift member 46a) can be designed as a form-fitting component, particularly within the mechanical path 74. The shift member SB can be designed as a form-fitting component, particularly within the mechanical path 74, and is not synchronized. The shift member SB can also be a friction-fitting component, particularly within the mechanical path 74.

[0052] The internal combustion engine (internal combustion engine 18), or its crankshaft, can be disengaged from the rest of the power system 10, also known as the drive system, via a disengagement clutch 70. The disengagement clutch, also designated K0, can be a friction-fit type. The disengagement clutch K0 can be a form-fit type. The disengagement clutch K0 can be a form-fit type but not synchronized.

[0053] The transfer case and the four-shaft first planetary gear set 40 can be interconnected in a particularly anti-rotational manner via a shaft, such as, for example, the fourth shaft 42d. Alternatively or additionally, the transfer case can be switched.

[0054] The shift member SA (third shift member 46c) can be form-fit, especially within the mechanical path 72. The shift member SA can be form-fit, especially within the mechanical path 72, without synchronization. The shift member SA can be friction-fit, especially within the mechanical path 72. In its engaged or disengaged state, the shift member SA connects one of the shafts 42a-d of the planetary gear set 44 to the housing 56 in an anti-rotational manner.

[0055] The motor 28 and the four-axis first planetary gear set 40 are preferably arranged coaxially. Furthermore, in the embodiment shown, the motor 28 is specifically arranged coaxially, axially stacked, and radially encircling the transmission 38; that is, the motor 28 is arranged coaxially, axially stacked, and radially encircling the four-axis first planetary gear set 40 and / or the second planetary gear set 44. Alternatively or additionally, the motor 28 and the second planetary gear set 40 are arranged coaxially. Therefore, it is preferred that the transfer case, i.e., the second planetary gear set 44, is arranged axially between the four-axis first planetary gear set 40 and the internal combustion engine 18, and thus along the planetary gear set rotation axis 58 of the transmission 38. Alternatively or additionally, the transfer case, i.e., the second planetary gear set 44, may be arranged axially between the four-axis first planetary gear set 40 and the internal combustion engine 18. Alternatively or additionally, it is preferred that the driven gear 64, also known as the final drive gear or final transmission gear, is arranged axially in the transmission 38 between the transfer transmission or the second planetary gear set 44 and the internal combustion engine 18.

[0056] The shift member SB can be axially arranged, at least substantially, between the four-shaft first planetary gear set 40 and the transfer case, or the second planetary gear set 44, in the transmission 38. Alternatively, the shift member SB can be axially arranged between the driven gear 64 and the internal combustion engine 18 in the transmission 38. It is also conceivable that the shift member SB is surrounded by a hollow shaft. This is in... Figure 3 The second embodiment shown is configured such that, in particular, the hollow shaft is the planetary gear carrier 52, and therefore the shift member SB (first shift member 46a) is preferably housed within the hollow shaft.

[0057] at last, Figure 4 A shift table is shown, containing different states of the hybrid drive system 16: EVT1, 1st gear, 2nd gear, 3rd gear, EVT2, E1, E2, and E3. These states are listed in column SP1 of the shift table. Row Z1 of the shift table lists the disengagement clutch K0 and the shift elements SK, SA, and SB. Figure 4 In the shift table shown, black dots indicate that the disengaged clutch K0, or the respective shifters SK, SA, and SB, is engaged or disengaged. If no black dot is drawn below the disengaged clutch K0 or the shifters SK, SB, or SA, then the disengaged clutch K0 or the respective shifters SK, SB, or SA is disengaged. When the disengaged clutch K0 is engaged and the shifter SA is engaged while the shifters SK and SB are disengaged, state EVT1 is activated. When the disengaged clutch K0 is engaged and the shifters SK and SA are engaged while the shifter SB is disengaged, 1st gear is activated. When the disengaged clutch K0 is engaged and the shifters SA and SB are engaged while the shifter SK is disengaged, 2nd gear is activated. When the disengaged clutch K0 is engaged and the shifters SK and SB are engaged while the shifter SA is disengaged, 3rd gear is activated. When the disengaged clutch K0 is engaged and the shifter SB is engaged while the shifters SK and SA are disengaged, state EVT2 is activated. State E1 is activated when shifters SA and SB are simultaneously closed and clutches K0 and SK are disengaged. State E2 is activated when shifters SK and SA are simultaneously closed and clutches K0 and SB are disengaged. State E3 is activated when shifters SK and SB are simultaneously closed and clutches K0 and SA are disengaged.

[0058] In other words, the hybrid drive system 16, also known as the drive unit, can operate in state EVT1, which is the first EVT mode. Here, the speeds and torques of the internal combustion engine 18 and the electric motor 28 are superimposed at the four-shaft first planetary gear set 40. The first EVT mode is particularly used for starting the vehicle in hybrid mode, where both the internal combustion engine 18 and the electric motor 28 are involved. The first EVT mode can be particularly used for active gear ratio adjustment and speed synchronization, especially within the shift member SB, when shifting from 1st to 2nd gear. The electric motor 28 can operate as a generator in the first EVT mode. The electric motor 28 can operate as an engine in the first EVT mode. The electric motor 28 can operate as both a generator and an engine in the first EVT mode.

[0059] The drive unit can operate in a second EVT mode, which is state EVT2. Here, the speeds and torques of the internal combustion engine 18 and the electric motor 28 are superimposed at the planetary gear set 40. The second EVT mode is particularly useful as an overdrive mode with a wide gear ratio range. The second EVT mode is particularly useful for active gear ratio adjustment and speed synchronization, especially within the shift member SK, particularly when shifting from 2nd to 3rd gear. The second EVT mode is particularly useful for active gear ratio adjustment and speed synchronization, especially within the shift member SA, particularly when shifting from 3rd to 2nd gear. The electric motor 28 can operate as a generator in the second EVT mode. The electric motor 28 can operate as an engine in the second EVT mode. The electric motor 28 can operate as both a generator and a motor in the second EVT mode.

[0060] From Figure 2 and 3 As seen in the diagram, the first shaft 42a includes a first central gear 76 of the planetary gear set 40. The third shaft 42c includes a second central gear 78 of the planetary gear set 40. The fourth shaft 42d includes a first planetary carrier 80 of the planetary gear set 40, which is permanently and rotationally connected to the ring gear 48. The second shaft 42b includes a first ring gear 82 and a second ring gear 84 of the planetary gear set 40, wherein the ring gears 82 and 84 are permanently and rotationally connected to each other. The ring gears 82 and 84 have different numbers of teeth. In other words, the ring gear 82 has a first number of teeth, and the ring gear 84 has a second number of teeth different from the first number of teeth. The ring gear 82 is equipped with the first planetary gear 86 of the planetary gear set 40, and the ring gear 84 is equipped with the second planetary gear 88 of the planetary gear set 44. Each planetary gear 86 directly meshes with the ring gear 82 on one hand and directly meshes with the central gear 76 on the other hand, and each planetary gear 88 directly meshes with the central gear 78 on one hand and directly meshes with the ring gear 84 on the other hand. Here, planetary gear 86 and planetary gear 88 are rotatably mounted on the planetary gear carrier 80 (shaft 42d) shared by planetary gears 86 and 88 in the planetary gear set 40. The planetary gear carrier 80 is also referred to as the first planetary carrier.

[0061] List of reference numerals

[0062] 10 Power System

[0063] 12 axles

[0064] 14 rounds

[0065] 16 Hybrid Drive System

[0066] 18 internal combustion engine

[0067] 20 engine block

[0068] 22 cylinders

[0069] 24 First driven shaft

[0070] 26 Crankshaft rotation axis

[0071] 28 motors

[0072] 30 stators

[0073] 32 rotors

[0074] 34 rotor shafts

[0075] 36 motor rotation axis

[0076] 38 transmission

[0077] 40 Four-shaft First Planetary Gear Set

[0078] 42a-d axis

[0079] 44 Second Planetary Gear Set

[0080] 46a-c shifter

[0081] 48 center gears

[0082] 50 gear ring

[0083] 52 Planetary Gear Carrier

[0084] 54 planetary gears

[0085] 56 shell

[0086] 58 planetary gear set rotation axis

[0087] 60 component rotation axis

[0088] 62 Third Driven Shaft

[0089] 64 driven gears

[0090] 66 Final Drive Mechanism

[0091] 68 differential transmission

[0092] 70 Disengage Clutch

[0093] 72 Mechanical Path

[0094] 74 Mechanical Path

[0095] 76 center gear

[0096] 78 center gears

[0097] 80 Planetary Gear Carrier

[0098] 82 gear ring

[0099] 84 gear ring

[0100] 86 Planetary Gears

[0101] 88 Planetary Gears

[0102] K node

Claims

1. A hybrid drive system (16) for a motor vehicle, comprising: - An internal combustion engine (18) having a first driven shaft (24), - An electric motor (28) having a rotor (32) with a rotor shaft (34) serving as a second driven shaft, and - A transmission (38) having a four-shaft first planetary gear set (40), a second planetary gear set (44), a first shift member (46a), a second shift member (46b), a third shift member (46c), and a third driven shaft (62), wherein: The four-axis first planetary gear set (40) has a first shaft (42a), a second shaft (42b), a third shaft (42c), and a fourth shaft (42d). The second planetary gear set (44) has a first component (48), a second component (50), and a third component (52). The first shaft (42a), the second shaft (42b), the third shaft (42c), and the fourth shaft (42d) can rotate relative to each other and can be connected to each other in an anti-rotational manner by means of the second shift member (46b). The first driven shaft (24) is rotate-resistantly engaged or can be engaged to the first shaft (42a). The rotor shaft (34) is engaged or can be engaged with the second shaft (42b) such that the torque output from the rotor shaft (34) can be transmitted to the transmission (38) via the second shaft (42b), and The third shaft (42c) can be anti-rotatably connected to the third driven shaft (62) by means of the first shift member (46a). The fourth shaft (42d) is anti-rotatably connected to or can be connected to the first component (48) of the second planetary gear set (44). Its characteristics are, The first shaft (42a) includes the first center gear (76) of the first planetary gear set (40), and the third shaft (42c) includes the second center gear (78) of the first planetary gear set (40).

2. The hybrid drive system (16) according to claim 1, characterized in that, The second planetary gear set (44) has exactly three parts (48, 50, 52), namely the first part (48), the second part (50) and the third part (52).

3. The hybrid drive system (16) according to claim 1, characterized in that, The four-axis first planetary gear set (40) has exactly four axes (42a-d).

4. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, - The second component (50) can be anti-rotatably connected to the housing (56) of the hybrid drive system (16) by means of the third shift member (46c). - The first component (48) is anti-rotatably connected to the fourth shaft (42d), and - The third component (52) is anti-rotatably connected to the third driven shaft (62).

5. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, - The second component (50) is anti-rotationally connected to the housing (56) of the hybrid drive system (16). - The first component (48) can be anti-rotatably connected to the fourth shaft (42d) by means of the third shift member (46c), and - The third component (52) is anti-rotatably connected to the third driven shaft (62).

6. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, - The second component (50) is anti-rotationally connected to the housing (56) of the hybrid drive system (16). - The first component (48) is anti-rotatably connected to the fourth shaft (42d), and - The third component (52) can be anti-rotatably connected to the third driven shaft (62) by means of the third shift member (46c).

7. The hybrid drive system (16) according to claim 4, characterized in that, a total There are exactly three shift components (46a-c), which are in the form of the first shift component (46a), the second shift component (46b) designed as a linkage shift component (46b), and the third shift component (46c).

8. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, The motor (28) is arranged coaxially, axially overlapping and radially surrounding the transmission (38).

9. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, The second shaft (42b) includes a first gear ring (82) of the first planetary gear set (40) and a second gear ring (84) of the first planetary gear set (40) that is anti-rotatably connected to the first gear ring (82).

10. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, The fourth shaft (42d) includes the first planetary gear carrier (80) of the first planetary gear set (40).

11. The hybrid drive system (16) according to any one of claims 1 to 3, characterized in that, The internal combustion engine (18), the driven gear (64) anti-rotatingly connected to the third driven shaft (62), the second planetary gear set (44) and the four-shaft first planetary gear set (40) are arranged in the axial direction of the transmission (38) in the following order: the internal combustion engine (18) – the driven gear (64) – the second planetary gear set (44) – the four-shaft first planetary gear set (40).

12. A motor vehicle having a hybrid drive system (16) according to any one of claims 1 to 11.

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