Method and drive unit for starting main drive machine

Abstract

The invention relates to a method for starting a primary drive machine, in particular an internal combustion engine, in an electric drive mode of a drive unit, and to a drive unit for a motor vehicle, in particular a motorcycle (11), comprising a primary drive machine (ICE), a secondary drive machine (EM) and a transmission (13). The drive unit (12) has three shift elements which are paired with the planetary gear set, the input shaft (14) and the main drive machine (ICE). Thus, the planetary gear set may be blocked, and the input shaft (14) and the main drive machine (ICE) are blocked in at least one rotational direction.

Description

[0001] The present invention relates to a method for starting a main drive machine, in particular an internal combustion engine, in an electric drive mode of a drive unit, and to a drive unit for a motor vehicle, in particular a motorcycle, the drive unit comprising a main drive machine, an auxiliary drive machine and a transmission, the drive unit having the following:

[0002] ● A first input shaft;

[0003] ● An output shaft;

[0004] ● An intermediate shaft, which is arranged offset parallel to the input shaft and is connected to the output shaft;

[0005] ● A planetary gear set having a first member, a second member and a third member, wherein the first member is connected to the main drive machine, the second member is connected to the auxiliary drive machine, and the third member is connected to the input shaft;

[0006] ● A first shift element, which is designed to connect two members of the planetary gear set in a rotationally fixed manner in a first shift position and thus lock the planetary gear set;

[0007] ● A shift element assigned to the input shaft for blocking rotation of the input shaft in at least one rotational direction;

[0008] ● A shift element assigned to the main drive machine for blocking rotation of the main drive machine in at least one rotational direction;

[0009] ● A gear pair arrangement having a plurality of gear pairs, wherein each gear pair has a fixed gear and a loose gear, and wherein each loose gear can be activated or deactivated via a shift element assigned to the loose gear; wherein

[0010] ● The loose gears of at least two gear pairs are rotatably mounted on the intermediate shaft, and the fixed gears of these two gear pairs are arranged in a rotationally fixed manner on the input shaft.

[0011] The invention also relates to a motor vehicle, in particular a motorcycle, having such a drive unit.

[0012] The object of the present invention is to provide a method and a drive unit for starting a main drive machine, in particular an internal combustion engine, during an electric drive mode.

[0013] This problem is solved by the method and the drive unit according to the independent claims.

[0014] The drive unit according to the invention has shafts arranged offset parallel to one another, namely an input shaft, an intermediate shaft and an output shaft.

[0015] The transmission of the drive unit according to the invention is (in the power flow) located in front of the planetary gear set, the first member of which is rotatably connected to the main drive, its second member (P2) is rotatably connected to the auxiliary drive, and its third member is rotatably connected to the input shaft. The transmission has a gear pair arrangement having a plurality of gear pairs such that at least two, in particular at least four, different transmission ratios can be engaged. Each gear pair has a fixed gear and a loose gear, wherein each loose gear can be activated or deactivated, i.e., shifted or disengaged, via a shift element assigned to the loose gear. The loose gears of at least two gear pairs are rotatably mounted on an intermediate shaft, wherein the fixed gears of these at least two gear pairs are non-rotatably mounted on the input shaft (14).

[0016] To block the input shaft of the drive unit according to the invention, a shift element is assigned to the input shaft. This shift element can block the input shaft in at least one rotational direction. This shift element can advantageously be a non-controllable shift element, such as a freewheel, which only allows the input shaft to rotate in the forward direction of the motor vehicle. This has the advantage that one rotational direction is blocked by the designed freewheel without the need for a control system. The use of the terms "control", "controllable" or "control system" in the context of the present invention is such that they also include regulation. It can also advantageously be a controllable claw brake, wherein the input shaft can be locked in both rotational directions.

[0017] In an advantageous design, the shift element assigned to the input shaft is designed as a controllable claw brake and is combined with the shift element assigned to the planetary gear set, which locks the planetary gear set. This means that both functions can be achieved by only one actuator. In this advantageous design, the shift element comprising the combination of the shift element assigned to the input shaft and the shift element assigned to the planetary gear set has three shift positions, namely a neutral position, a first shift position in which the planetary gear set is blocked, and a second shift position in which the input shaft is blocked.

[0018] To block the main drive shaft of the drive unit according to the invention, a shift element is assigned to the main drive shaft. This shift element can block the main drive shaft in at least one rotational direction. This shift element can advantageously be a non-controllable shift element, such as a freewheel, which only allows the main drive shaft to rotate in the direction of normal operation of the main drive. This has the advantage that one rotational direction is blocked by the designed freewheel without the need for a control system. The use of the terms "control", "controllable" or "control system" in the context of the present invention is such that they also include closed-loop control. It can also advantageously be a controllable claw brake, wherein the main drive shaft can be locked in both rotational directions.

[0019] In an advantageous design, the shift element assigned to the main drive shaft is designed as a controllable claw brake and is combined with the shift element assigned to the planetary gear set, which locks the planetary gear set. This means that both functions can be achieved by exactly one actuator. In this advantageous design, the shift element including the combination of the shift element assigned to the main drive shaft and the shift element assigned to the planetary gear set has three shift positions, namely the neutral position, the first shift position in which the planetary gear set is blocked, and the second shift position in which the main drive shaft is blocked.

[0020] The drive unit according to the invention can advantageously achieve five gears with only four gear engagements in ICE or hybrid mode. It also has the advantage that five gears in ICE or hybrid mode and four gears in electric mode (EV mode) can be achieved with only four or five shift elements, charging the battery and starting the main drive unit. The full range of functions can advantageously already be achieved with a secondary drive unit with about 15% of the power of the main drive, which means that a motor with a voltage of 48V can be used, for example.

[0021] The drive unit according to the invention can also dispense with the friction clutch and the synchronizer.

[0022] The drive unit according to the invention has an activation torque provided by the secondary drive unit during at least one shift.

[0023] The drive unit according to the invention and the method according to the invention can start the main drive at high torque when stationary and during electric drive mode.

[0024] In an advantageous embodiment of the invention, it is provided that the first member of the planetary gear set is designed as a ring gear, the second member of the planetary gear set is designed as a sun gear, and the third member of the planetary gear set is designed as a web.

[0025] The following applies to the fixed transmission ratio i of the planetary gear set PGS OPGS (i.e., for a fixed planet carrier)

[0026]

[0027] where z1 is the number of teeth of the ring gear and z2 is the number of teeth of the sun gear. The negative sign is caused by the change in the direction of rotation.

[0028] In an extremely compact embodiment variant of the invention, it is provided that at least one shift element is formed by an axially displaceable shift sleeve, preferably an axially displaceable double shift sleeve. At least one shift element advantageously has two shift positions and preferably a neutral position between the first shift position and the second shift position.

[0029] It is particularly advantageous if the shift element assigned to the loose gear is formed integrally with the fixed gears of at least one pair of adjacent gear pairs. This saves installation space and the number of parts. During the shifting process, the fixed gears move axially together with the shift element. This design requires that the gears of the relevant gear pairs are spur gear arrangements.

[0030] The invention is explained in more detail below with reference to non-limiting exemplary embodiments shown in the accompanying drawings. These figures schematically show:

[0031] Figure 1 A motor vehicle having a drive unit according to the invention is shown,

[0032] Figure 2 A drive unit in a first exemplary embodiment variant according to the invention is shown,

[0033] Figure 3 A drive unit in a second exemplary embodiment variant according to the invention is shown,

[0034] Figure 4 A drive unit in a third exemplary embodiment variant according to the invention is shown,

[0035] Figure 5 A drive unit in a fourth exemplary embodiment variant according to the invention is shown,

[0036] Figure 6 A drive unit in a fifth exemplary embodiment variant according to the invention is shown,

[0037] Figure 7 A developed view of the lateral surface of a shift unit designed as a shift drum is shown,

[0038] Figure 8 Upper and lower line diagrams showing the steps of a method for starting a main drive according to the invention are shown, where these steps are shown in Figures 9 to 14 and a specific example of a drive unit using the third exemplary embodiment variant according to Figure 4 is used.

[0039] Figure 1 A motorcycle 11 having a drive unit 12 according to the invention is shown. The drive unit 12 consists of a main drive ICE, an auxiliary drive EM, and a transmission 13. The transmission 13 has parallel input shaft 14, intermediate shaft 16, and output shaft 17 arranged transversely to the driving direction. The output shaft 17 is drivingly connected to the rear wheel 19 of the motorcycle 11 via a main reduction gear FD formed by a traction drive in the exemplary embodiment shown, for example, via a drive chain 18. In the exemplary embodiment, the main drive ICE is formed by an internal combustion engine, and the auxiliary drive unit EM is formed by an electric motor.

[0040] Figure 2 is shown in detail the Figure 1 drive unit 12 from. In each of the embodiment variants, the transmission 13 of the drive unit 12 is designed to perform at least one gear change by utilizing the active torque support obtained from the auxiliary drive EM.

[0041] The transmission 13 has an input shaft 14. The output shaft 17 is non-rotatably connected to or formed integrally with the intermediate shaft 16. The intermediate shaft 16 is arranged parallel to the input shaft 14. The transmission 13 has a planetary gear set PGS, which has a first member P1, a second member P2 and a third member P3, wherein the first member P1 is connected to the main drive ICE, the second member P2 is connected to the auxiliary drive EM, and the third member P3 is connected to the input shaft 14. In Figure 2 the first exemplary embodiment shown, the main drive ICE drives the first member P1 connected to the planetary gear set PGS via a main driver PD formed by a spur gear stage.

[0042] The transmission 13 has a gear pair arrangement 20, which has four gear pairs L / 1, 2, 3, 4, wherein each gear pair L / 1, 2, 3, 4 has a fixed gear 1F, 2F, 3F, 4F and a loose gear 1L, 2L, 3L, 4L that correspond to each other and are arranged in a meshing arrangement. The fixed gears are such gears that are non-rotatably connected to the corresponding support shafts, such as the input shaft 14 or the intermediate shaft 16. The loose gears are such gears that are rotatably mounted on the support shafts (such as the intermediate shaft 16 or the input shaft 14) and can be shiftably connected to the shaft by means of the shift elements assigned to the loose gears. Thus, the loose gears 1L, 2L, 3L, 4L and the fixed gears 1F, 2F, 3F, 4F of each pair of gears L / 1, 2, 3, 4 are arranged on different load-bearing shafts, wherein the load-bearing shafts are parallel to each other and spaced apart in the transmission 13.

[0043] The loose gears 1L, 3L of the gear pairs L / 1, 3 are rotatably arranged on the intermediate shaft 16. The two gears of the two gear pairs L / 1, 3 are arranged on the input shaft 14 and rotatably fixed to the input shaft 14, and each of the two gears is formed by a fixed gear 1F, 3F. The loose gears 2L, 4L of the gear pairs 2, 4 are rotatably arranged on the input shaft 14. The fixed gears 2F, 4F of the gear pairs 2, 4 are arranged on the intermediate shaft 16 and fixed to rotate with the intermediate shaft 16.

[0044] A first shift element C1, a second shift element C2 and a third shift element C3 are provided for gear changing.

[0045] In Figure 2In the first exemplary embodiment variant shown, each of the shifting elements C1, C2, C3 in the form of a shifting sleeve has three shifting positions. These shifting elements C1, C2, C3 are designed as double shifting sleeves and also have a neutral position N between two shifting positions.

[0046] In the first shifting position L ( Figure 2 left shifting position in), the shifting element C1 blocks the main drive ICE by establishing a non-rotatable connection with the housing H and forms, in this function, the shifting element C1L assigned to the main drive ICE. In the second shifting position R ( Figure 2 right side), the first member P1 and the third member P3 of the planetary gear set PGS are coupled together in a rotationally fixed manner. By this shift, the shifting element forms the shifting element C1 assigned to the planetary gear set PGS. In Figure 2 the neutral position N of the shifting element C1 shown, both the non-rotatable connection with the housing H and the non-rotatable connection between the two members P1 and P3 are eliminated. Thus, a combined shifting element is shown which represents the function of the shifting element C1L assigned to the main drive ICE in the left shifting position and the function of the shifting element C1 assigned to the planetary gear set PGS in the right shifting position.

[0047] In Figure 2 the first exemplary embodiment variant shown, the shifting element C2 assigned to the loose gears 2L and 4L serves to activate or deactivate the loose gears 2L and 4L of the gear pairs 2 and 4. The shifting sleeve of the shifting element C2 assigned to the loose gears is firmly connected to the fixed gear 3F of the gear pair 3 or is integrally formed therewith. In the first ( Figure 2 left side in) shifting position L of the shifting element C2, the loose gear 2L is activated, i.e., connected to the input shaft 14 in a rotationally fixed manner, and the loose gear 4L is deactivated, i.e., disconnected from the first input shaft 14. In the second ( Figure 2 right side in) shifting position R of the shifting element C2, the loose gear 4L is activated, i.e., non-rotatably connected to the input shaft 14, and the loose gear 2L is deactivated, i.e., disconnected from the first input shaft 14. In Figure 2 the neutral position N of the shifting element C2 shown, both the loose gears 2L and 4L are deactivated, i.e., can rotate freely on the supported input shaft 14.

[0048] The shifting element C3 assigned to the loose gears 1L and 3L serves to activate or deactivate the loose gear 1L of the gear pair L / 1 and the loose gear 3L of the gear pair 3. In the first shifting position L of the shifting element C3 ( Figure 2On the left side of the middle), the loose gear 3L is activated, i.e., connected to the intermediate shaft 16 in a rotationally fixed manner, and the loose gear 1L is deactivated, i.e., separated from the intermediate shaft 16. In the second ( Figure 2 right side of the middle) shift position R, the loose gear 1L is activated, i.e., connected to the intermediate shaft 16 in a rotationally fixed manner, and the loose gear 3L is deactivated, i.e., disconnected from the intermediate shaft 16. In the neutral position N of the shift element C3, both the loose gears 1L and 3L are deactivated, i.e., they can rotate freely on the supported intermediate shaft 16.

[0049] In Figures 2 to 6 In all the illustrated embodiment variants, the first member P1 of the planetary gear set PGS is designed as a ring gear, the second member P2 of the planetary gear set PGS is designed as a sun gear, and the third member P3 of the planetary gear set PGS is designed as a planet carrier. The following applies to the fixed transmission ratio i of the planetary gear set PGS 0PGS (i.e., with the planet carrier fixed in place):

[0050]

[0051] where z1 is the number of teeth of the ring gear and z2 is the number of teeth of the sun gear. The negative sign is caused by the change in the direction of rotation.

[0052] The transmission 13 has a total of 5 gears GL, G1, G2, G3, G4 for ICE or hybrid operation (mode). The ICE or hybrid operation mode is an operation mode of the drive unit 12, in which the motor vehicle is driven solely by the main drive ICE or by the combination of the main drive ICE and the auxiliary drive EM. In the four fixed gears G1, G2, G3, G4, the main engine ICE can operate with the torque support of the auxiliary engine EM. The additional "virtual" gear GL can be driven using the rotor of the motor that forms the auxiliary drive EM, which is electrically locked, or its speed support. For ICE or hybrid operation, the gear change from GL to G1 is torque-increasing, i.e., there is no torque interruption. Other gear changes are carried out with torque interruption.

[0053] The transmission 13 also has four gears E1, E2, E3, E4 for the EV operation mode (electric mode). The EV operation mode is an operation mode in which the motor vehicle is driven only by the auxiliary drive EM. Therefore, it is a pure electric drive. The gear changes for the EV mode are carried out with torque interruption.

[0054] The main drive ICE can be started by the auxiliary drive EM during standstill or while still driving electrically. The torque required therefor is supported on the housing via the shift element OWC1 which is assigned to the input shaft 14. This shift element OWC1, for example a freewheel, is designed in such a way that it can rotate in one direction and is blocked in the opposite direction. The shift element OWC1 is designed as an uncontrollable one-way clutch. The shift element OWC1 assigned to the input shaft 14 is arranged coaxially on the input shaft 14. As a result, the input shaft 14 cannot rotate in the rotational direction assigned to the reverse travel of the motor vehicle. When the motor vehicle is at a standstill, the main drive ICE can be cold towed - i.e. without ignition. When the vehicle is at a standstill or when the vehicle is coasting, a hot tow (i.e. an ignition tow) of the ICE main drive can also take place.

[0055] Furthermore, when the vehicle is at a standstill, the auxiliary drive EM designed as an electric machine can be operated by the main drive ICE as a generator, for example to charge the vehicle battery SC.

[0056] Advantageously, the transmission 13 has a fully progressive transmission ratio. The transmission ratios of the gear stages GL and G1 are the same and are each formed by the same gear pair L / 1.

[0057] Four gear pairs L / 1, 2, 3, 4 are arranged in four parallel gear stages ε1, ε2, ε3, ε4 of the transmission 13.

[0058] Three shift elements C1, C2, C3 can advantageously be designed as simple claw clutches with shift sleeves. This means that the transmission 13 advantageously does not require any friction clutch at all

[0059] In an advantageous manner, the shift element C1 also has a special design to increase functional reliability. The geometry of this design is shown on the lower right side as Figures 2 to 6 . One flank of the shift element C1 is inclined at an angle. The functional safety feature of this design lies in that in the event of a control fault, the auxiliary drive EM is deactivated and a braking torque acts on the inclined thrust flank SF (as shown in the design of Figure 2 and 3 and 6) or on the inclined drive flank AF (as shown in the design of Figure 4 and 5 ), so that the shift element C1 automatically opens (disengages) and prevents an accidental braking effect. In particular, for a single-track motor vehicle, especially a motorcycle 11, this safety feature can prevent loss of control in the most critical situations. In the sense of the present invention, this geometry and functional design of the shift element C1 are generally referred to as a "functionally safe shift element".

[0060] In an embodiment of the shift element C1 as a functional safety component, the ratio of the torque of the secondary drive EM applied during the drive operation to the torque of the main drive ICE should not exceed a specific ratio (as described in Equation 2) so that the drive flank AF (such as the design shown in Figure 2 , 3 and 6) or the thrust flank SF (such as the design shown in Figure 4 and 5 ) remains loaded. This safety design of the shift element C1 prevents pure drive operation using the secondary drive unit EM when the main drive unit ICE is idling. For this purpose, it is necessary to switch to the electric-only mode when the main engine ICE is stationary.

[0061] In an embodiment of the shift element C1 as a functional safety component, the ratio of the torque of the secondary drive EM applied during the regenerative braking to the torque of the main drive ICE should exceed a specific ratio (as described in Equation 2) so that the drive flank AF (such as the design shown in Figure 2 , 3 and 6) or the thrust flank SF (such as the design shown in Figure 4 and 5 ) remains loaded. In the case of this safety design of the shift element C1, when the secondary drive EM is idling, for example due to a fully charged battery, it is not possible to use the main drive ICE for braking. For this purpose, other braking devices must be used.

[0062] T EM *(-i OPGS ) ≤ T ICE *i PD (2)

[0063] In Equation 2, T EM is the torque of the secondary drive EM, T ICE is the torque of the main drive ICE, i OPGS is the fixed transmission ratio of the planetary gear set PGS, and i PD is the transmission ratio of the main drive PD.

[0064] Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 show embodiment variants of the drive unit 12 according to the present invention, and the drive unit 12 is particularly suitable for a single-track motor vehicle, in particular a motorcycle 11. When the drive unit 12 is used for a single-track motor vehicle, the parking lock device and the reverse gear can generally be omitted.

[0065] In Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6In this case, the secondary drive EM is arranged coaxially with the planetary gear set PGS in each case.

[0066] In Figures 2 to 6 the illustrated embodiment variant, the gears of the gear arrangement 20, at least the gears of gear pairs 3 and 4, are spur gears. This makes it possible to form the shift elements C2 and C3 in each case by means of an axially shiftable shift sleeve unit, wherein the shift element C2 is firmly connected to the adjacent fixed gear 3F of the adjacent gear pair 3, and the shift element C3 is firmly connected to the adjacent fixed gear 4F of the adjacent gear pair 4, for example integrally formed with them.

[0067] In Figures 2 to 6 the illustrated embodiment variant, the planetary gear set PGS is arranged between the gear pair arrangement 20 and the secondary drive EM. The main drive ICE is drivingly connected to the first member P1 of the planetary gear set PGES via a main drive PD formed, for example, by a gear stage and a torsional vibration damper D. All gears are advantageously spur gears so that no axial forces occur.

[0068] The input shaft 14 is non-rotatably connected to the third member P3 of the planetary gear set PGS, which is formed by the planet carrier. The shift element C1 of the planetary gear set PGS assigned to Figure 2 and Figure 3 the first and second embodiment variants shown locks the planetary gear set PGS in Figure 2 and 3 the second shift position R on the right by non-rotatably connecting the first member P1 (formed here as the ring gear) to the third member P3.

[0069] In Figure 2 the first embodiment variant shown, the transmission 13 has the following shift pattern:

[0070] Rest mode:

[0071]

[0072]

[0073] In Figure 2 the first embodiment variant shown, the reverse during the electric modes E1, E2, E3 and E4 is prevented by OWC1. Similarly, if the shift element C1 assigned to the planetary gear set is designed as a functionally safe shift element in its right shift position R, the torque of the secondary drive EM during the ICE and hybrid modes G1, G2, G3, G4 should not exceed a certain proportion of the torque of the main drive ICE in the driving mode, also as Figures 2 - 6 shown.

[0074] Transient mode:

[0075]

[0076] Abbreviated representation in the switching table:

[0077] L shifts to the left

[0078] R shifts to the right

[0079] X is activated

[0080] N Neutral

[0081] SC Charges the vehicle battery

[0082] E1 First gear in EV mode

[0083] E2 Second gear in EV mode

[0084] E3 Third gear in EV mode

[0085] E4 Fourth gear in EV mode

[0086] GL "Start" gear in ICE and hybrid mode

[0087] G1 First gear in ICE and hybrid mode

[0088] G2 Second gear in ICE and hybrid mode

[0089] G3 Third gear in ICE and hybrid mode

[0090] G4 Fourth gear in ICE and hybrid mode

[0091] In Figure 3 In the second embodiment variant shown, the gear pair arrangement 20 corresponds to the gear pair arrangement of the first embodiment variant. The switching elements C2 and C3 are also designed as double switching sleeves. In the first switching element C1, the left switching position L is omitted, which in Figure 2 the first embodiment variant shown is provided with a support on the housing H. In Figure 3In the second embodiment variant shown, such a support on the housing H is provided by another shift element OWC2 assigned to the main drive ICE. This shift element OWC2, for example a freewheel, is designed in such a way that it can rotate in one direction, while the opposite direction is blocked. The shift element OWC2 is designed as an uncontrollable one-way clutch. The shift element OWC2 assigned to the main drive ICE is arranged on the shaft (main drive shaft) of the main drive ICE in such a way that the main drive ICE cannot rotate in the direction opposite to its driving direction. In this embodiment variant, when only the auxiliary drive EM is used for driving, the regenerative braking is limited, but this is acceptable for a single-track motorcycle because of the dynamic wheel load distribution of the rear wheel and the resulting release.

[0092] In Figure 4 , a variant of the second embodiment variant is shown as a third embodiment variant, in which the shift element OWC1 assigned to the input shaft 14 is arranged inwardly between the gear pair arrangement 20 and the planetary gear set PGS, the shift element C1 assigned to the planetary gear set PGES is arranged outside the auxiliary drive EM, and this shift element C1 is designed in such a way that when activated, the planetary gear set PGS is locked by rotatably fixing the second member P2 (formed here as the sun gear) to the third member P3. The shift element C1 can advantageously be designed as a functionally safe shift element. The corresponding geometric configuration is shown on the Figure 4 lower right side. The shift elements C2 and C3 are actuated and positioned via a single shift unit 30, which is advantageously designed as a shift drum and is actuated via a drive element 31 such as an electric motor. The design of the shift unit 30 with the respective relevant positions is as Figure 7 shown.

[0093] Figure 5 A variant of the third embodiment variant is shown as a fourth embodiment variant, in which the shift element OWC1 assigned to the input shaft 14 and the shift element OWN2 assigned to the main drive ICE are arranged internally between the gear pair arrangement 20 and the planetary gear set PGS on the input shaft 14, the shift element C1 assigned to the planetary gear set PGE is arranged outside the auxiliary drive EM, and this shift element C1 is designed in such a way that when actuated, the planetary gear set PGS is locked by rotatably fixing the second member P2 (formed here as the sun gear) to the third member P3. The shift element C1 assigned to the planetary gear set PGS can also be designed as a functionally safe shift element and is as Figure 5 shown. The actuation and positioning of the shift elements C2 and C3 are also carried out via a single shift unit 30, which is actuated via the drive element 31. The design of the shift unit 30 with the respective relevant positions is as Figure 7 shown.

[0094] In Figures 3 - 5 the second, third, and fourth embodiment variants shown, the transmission 13 has the following shift pattern:

[0095] Rest mode:

[0096]

[0097] In Figures 3 - 5 the second, third, and fourth embodiment variants shown, reverse is prevented during modes E1, E2, E3, and E4 by the shift element OWC1 assigned to the input shaft 14. The shift element OWC2 assigned to the main drive ICE prevents the main drive ICE from reversing during electric driving. Regenerative braking during modes E1, E2, E3, and E4 is limited by the starting torque of the main drive ICE. Similarly, if the shift element C1 assigned to the planetary gear set is designed to be a functionally safe shift element in its right shift position R, the torque of the auxiliary drive EM during ICE and hybrid modes G1, G2, G3, G4 should not exceed a certain proportion of the torque of the main drive ICE in the drive mode, also as Figures 2 - 6 shown.

[0098] Transient mode:

[0099]

[0100] Comment on the transient mode "start":

[0101] In electric mode, the nearest neutral N must be engaged.

[0102] Comment on the transient mode "ICE start":

[0103] The battery is charged during the start-up process. OWC1 enables hill-start assist.

[0104] Comment on the transient mode "GL-G1 shift with 50% torque fill":

[0105] The battery is discharged to activate torque increase.

[0106] Representation of abbreviations in the shift table:

[0107] L Shift to the left

[0108] R Shift to the right

[0109] X Activated

[0110] P Figure 7 the position of the shift unit 30 shown

[0111] N Neutral

[0112] SC Charges the vehicle battery

[0113] E1 First gear in EV mode

[0114] E2 Second gear in EV mode

[0115] E3 Third gear in EV mode

[0116] E4 Fourth gear in EV mode

[0117] GL "Start" gear in ICE and hybrid mode

[0118] G1 First gear in ICE and hybrid mode

[0119] G2 Second gear in ICE and hybrid mode

[0120] G3 Third gear in ICE and hybrid mode

[0121] G4 Fourth gear in ICE and hybrid mode

[0122] Figure 6 A variant of the second embodiment variant is shown as a variant of the fifth embodiment variant, in which the shift element OWC1 assigned to the input shaft 14 is omitted, the shift element C1 in the left shift position L takes over the function of the shift element assigned to the output shaft 14, and the input shaft 14 is connected to the housing H in a rotationally fixed manner. The shift element C1 can also be designed as a functionally safe shift element and is also as shown Figure 6 on the lower right side. In this fifth embodiment variant, reverse travel can be achieved using the auxiliary drive motor EM. Therefore, according Figure 6 to the fifth embodiment variant of Figure 2 shows a combined shift element in a manner similar to the first embodiment variant of

[0123] In Figure 6 The fifth embodiment variant shown has the following shift pattern for the transmission 13:

[0124] Stationary mode:

[0125]

[0126] In accordance with Figure 6In a fifth embodiment variant, the reverse and regenerative braking during modes E1, E2, E3, and E4 is limited by the starting torque of the main drive ICE. Similarly, if the shift element C1 assigned to the planetary gear set is designed as a functionally safe shift element in its right shift position R, during ICE and hybrid modes G1, G2, G3, G4, the torque of the auxiliary drive EM should not exceed a certain proportion of the torque of the main drive ICE in the drive mode, also as Figures 2 - 6 shown.

[0127] Transient mode:

[0128]

[0129] Representation of abbreviations in the shift table:

[0130] L Shift to the left

[0131] R Shift to the right

[0132] X Activated

[0133] P Figure 7 Position of the shift unit 30 as shown

[0134] N Neutral

[0135] SC Charge the vehicle battery

[0136] E1 First gear in EV mode

[0137] E2 Second gear in EV mode

[0138] E3 Third gear in EV mode

[0139] E4 Fourth gear in EV mode

[0140] GL "Start" gear in ICE and hybrid modes

[0141] G1 First gear in ICE and hybrid modes

[0142] G2 Second gear in ICE and hybrid modes

[0143] G3 Third gear in ICE and hybrid modes

[0144] G4 Fourth gear in ICE and hybrid modes

[0145] In the embodiment as a shift drum, as Figure 7Shown as a developed view, the shift unit 30 has seven defined rotational positions D1, D2, D3, D4, D5, D6, D7. It is advantageous if the rotational positions D1, D2, D3, D4, D5, D6, D7 of the shift drum are defined by a positioning device 40 with spring-loaded locking elements 41 in order to avoid incorrect shifting as far as possible. For each rotational position D1, D2, D3, D4, D5, D6, D7, the shift drum has a position indicator 42 formed by a recess or indentation (such as a notch) in the end face or lateral surface of the shift drum. The locking element 41 engages in the position indicator 42 in a shape-fitting manner and ensures that the respective desired rotational position D1, D2, D3, D4, D5, D6, D7 of the shift drum can be precisely approached.

[0146] Figure 8 A state diagram of a method for starting a main drive motor according to the present invention is shown. In a specific exemplary embodiment, an internal combustion engine ICE is started by an electric motor EM as an auxiliary drive motor. The X-axis of the two line graphs shows the respective states during the course of the method from left to right. The upper line graph shows the speed and torque curves of the individual components, while the lower line graph shows the curves of power and required tractive force. The qualitative progression is decisive for the method according to the present invention, with quantitative data that shows a preferred solution in the exemplary embodiment shown.

[0147] The following variables are shown in the upper graph:

[0148] - "Main shaft speed": the speed of the input shaft 14,

[0149] - "ICE speed": the speed of the main drive motor ICE,

[0150] - "EM speed": the speed of the auxiliary drive motor EM,

[0151] - "ICE torque": the torque of the main drive motor ICE,

[0152] - "EM torque": the torque of the auxiliary drive motor EM, and

[0153] - "Vehicle speed": the (constant) speed of the motor vehicle.

[0154] The following variables are shown in the lower graph:

[0155] - "ICE power": the power of the main drive motor ICE,

[0156] - "EM power": the power of the auxiliary drive unit EM,

[0157] - "Total output power": the total power output of the drive unit, and

[0158] - "Tractive force": The required tractive force.

[0159] Figures 9 to 14 The successive stages of the method for starting the main drive ICE according to the invention are described in more detail using Figure 4 the third embodiment variant shown, in the individual steps and with reference to the corresponding components. In the example, a gearshift is made from the fourth gear in electric mode E4 to the third gear in ICE and hybrid mode G3. These steps can be applied to other embodiment variants and drive units according to the invention in a similar manner to other gear changes from electric mode to ICE and hybrid mode.

[0160] Figure 9 The state of the drive unit 12 is shown, which depicts the first step of the method for starting the main drive ICE according to the invention. The elements and connections involved are shown in bold in the schematic. At the start of the first step ( Figure 8 at the point "E4 drive, OWC2 locked" in ). The vehicle is in a drive mode in which all of the required drive power is provided by the secondary drive EM or is regenerative braking. The secondary drive EM rotates in the positive direction (forward). The main drive ICE is switched off and the one-way shift element OWC2 in the secondary gearbox is blocked against backward rotation. In the case of regenerative braking, the static starting torque of the main drive ICE provides the necessary support torque and thus also determines the limit for the maximum braking torque that can be applied via the secondary drive EM. In this example, the fourth gear E4 is engaged in electric mode. However, for the method according to the invention, all other gears can also be engaged in electric mode at the start. The shift element C2 is in the right shift position and rotatably fixes the loose gear 4L to the input shaft 14, and the shift element C3 is in the neutral position. In Figure 8 the first step between the points "E4 drive, OWC2 locked" and "C2R disengaged" shown on the X-axis in, the torque of the secondary drive EM is reduced, thereby releasing the shift element C2. In addition, Figure 9The speed and force ratio of the planetary gear set PGS are shown in the lower right area. The largest circle represents the ring gear, i.e., the first member P1, the smaller lower circle represents the sun gear, i.e., the second member, and the smaller upper circle represents the planet carrier and planets, i.e., the third member of the planetary gear set PGS. The first member P1 is rotationally connected to the shift element OWC2. In the state shown, the first member P1 blocked by the shift element OWC2 does not rotate, which is indicated by "X" in the left illustration. Therefore, its speed is zero. The second member P2 is driven by the secondary drive EM and has a speed indicated by the lower arrow pointing to the right. This results in a speed at the third member P3 indicated by the smaller arrow pointing to the right. The acting forces are shown in the right curve illustration. Here, the force applied by the secondary drive EM, shown by the lower arrow pointing to the right, results in the forces shown by the other three arrows on the third member of the planetary gear set PGS.

[0161] Figure 10 The state of the drive unit 12 during the second and third steps of the method according to the invention is shown. In the second step ( Figure 8 at the "C2R disengagement" point in), the shift element C2 is shifted from the right shift position R to the intermediate neutral position, so the transmission 13 is in the neutral position and no gear is engaged. In the subsequent third step ( Figure 8 from the "C2R disengagement engagement" point to and including the "EM stop" point in), the secondary drive EM is controlled so that the speed of the secondary drive EM is reduced to rest. According to Figure 10 the speed and force ratio shown in the lower right area of, at the end of the third step, all three members of the planetary gear set PGS are at rest and no force is transmitted. The vehicle is in the coasting mode, i.e., no power or torque is transmitted from the drive unit 12 to the wheels.

[0162] Figure 11 The state of the drive unit 12 during the fourth and fifth steps of the method according to the invention is shown. In the fourth step ( Figure 8 from the "EM stop" point to the "crank start" point in), the secondary drive EM is subjected to a torque in the opposite (negative) direction, where the input shaft 14 is blocked by the one-way shift element OWC1, which is a shift element assigned to the input shaft 14, so that the third member P3 of the planetary gear set PGS absorbs the reaction torque. At the "OWC1 locked" time point, the shaft of the main drive ICE is released from the locked state via the first member P1 and thus starts to rotate forward. The speeds of the secondary drive EM and the main drive ICE increase until the "crank start" time point, where then the main drive ICE in the fifth step (according to Figure 8, starting from the "crank start" point up to and including the "ICE idle" time), i.e., in the case where the internal combustion engine is the main drive ICE, fuel injection and ignition are carried out. At the "ICE idle" point, the ICE main drive operates independently. In Figure 11 In the lower right region of, the speed and force ratios in the planetary gear set PGS during the start-up of the main drive ICE are shown, where the third member P3 is blocked by the shift element OWC1 (as the shift element assigned to the input shaft 14), the second member P2 is driven by the auxiliary drive EM, and torque is transmitted to the first member P1. The vehicle is in coasting mode, i.e., no power or torque is transmitted from the drive unit 12 to the wheels of the motor vehicle.

[0163] Figure 12 Shows the state of the drive unit 12 during the sixth and seventh steps of claim 10 of the method according to the invention. In the sixth step ( Figure 8 from the "ICE idle" point to the "C3L engaged" point in), the speed of the auxiliary drive EM decreases (but initially remains in the negative direction), whereby the input shaft 14 is released again from the blocking of the freewheel OWC1, which is the shift element assigned to the input shaft 14. In the subsequent seventh step according to claim 10 (according to Figure 8 at the "C3L engaged" point), by simultaneously controlling the speeds of the main drive ICE and the auxiliary drive EM, the speed of the counter-member of the shift element C3 to be engaged for the target gear G3 is synchronized. Figure 12 The lower right region in shows according to Figure 8 The speed and force ratios acting in the planetary gear set PGS before "C3L engaged". The planetary gear set PGS can move freely, i.e., is not blocked, and the force is free. The vehicle is in coasting mode, i.e., no power or torque is transmitted from the drive unit 12 to the wheels of the vehicle.

[0164] Figure 13 Shows the state of the drive unit 12 during the eighth and ninth steps of the method according to the invention of claim 10. In the eighth step ( Figure 8 at the "C3L engaged" point in), the shift element C3 to be engaged for the target gear G3 is shifted from the neutral position in the middle to the shift position L to the left, so the transmission 13 is in the third gear in ICE and hybrid mode G3. In the subsequent ninth step (according to Figure 8 , from "C3L engaged" to "C1 engaged"), torque is applied simultaneously by the main drive ICE and the auxiliary drive EM, where the torques on the first member P1 and the second member P2 of the planetary gear set PGS balance each other. Figure 13 The lower right part of shows as Figure 8The speed and force ratios acting in the planetary gear set PGS before "C1 engagement" are shown. This shows the force balance and the same direction of rotation of all components of the planetary gear set PGS. The vehicle can now be driven in hybrid mode via the main drive unit ICE and the secondary drive unit EM.

[0165] Figure 14 Shows the state of the drive unit 12 during the eleventh and twelfth steps of the method according to the invention according to claim 11. In the tenth step (shortly before the "C1 engagement" point according to Figure 8 , the speed synchronization of the mating components of the shift element C1 to be engaged for the target gear G3 is carried out by the simultaneous control of the speeds of the main drive ICE and the secondary drive EM. In the subsequent twelfth step according to claim 11 ( Figure 8 at the "C1 engagement" point in Figure 8 , the shift element C1 to be engaged for the target gear G3 is actuated and the planetary gear set PGS is locked against rotation. In a specific embodiment variant, the second component P2 and the third component P3 of the planetary gear set PGS are connected to each other in a rotationally fixed manner, thereby locking the planetary gear set PGS. In one embodiment variant, this can also be done by connecting the first component P1 and the third component P3. In the twelfth step (according to Figure 14 , from the "C1 engagement" point to the "G3 increase" point), torque is applied by at least the main drive unit ICE or the secondary drive unit EM. The vehicle is now driven in hybrid mode by two drive elements, namely the main drive ICE and the secondary drive EM. Thus, the vehicle can be driven in ICE mode (driven only by the main drive ICE) or in hybrid mode (driven by the main drive ICE and the secondary drive EM). In Figure 8 , the speed and force ratios acting in the planetary gear set PGS at the "G3 increase" point are shown. In the illustration of the speeds, the rotationally fixed connection of the second component P2 and the third component P3 of the planetary gear set PGS is indicated. All components of the locked planetary gear set PGS rotate in the same direction. The forces shown represent the forces acting on the third component P3 from the first component P1 and the second component P2 due to the drive torques of the main drive ICE and the secondary drive EM, and the forces shown act to the right in the plane between the first component P1 and the third component P3 and in the plane between the second component P2 and the third component P3. The force acting to the right is the resultant of the two, and this force acting to the right acts on the center of the third component P3. The forces acting to the left in the same planes (P1, P3 and P2, P3) represent the forces exerted by the third component P3 on the first component P1 and the second component P2 (action equals reaction).

Claims

1. A drive unit for a motor vehicle, in particular a motorcycle (11), said drive unit (12) comprising a main drive machine (ICE), an auxiliary drive machine (EM) and a transmission (13), characterized in that, The drive unit (in 12) has the following: · An input shaft (14); · An output shaft (17); · An intermediate shaft (16), which is offset parallel to the input shaft (14) and is connected to the output shaft (17); · A planetary gear set (PGS), which has a first member (P1), a second member (P2) and a third member (P3), wherein the first member (P1) is rotatably connected to the main drive (ICE), the second member (P2) is rotatably connected to the auxiliary drive (EM), and the third member (P3) is rotatably connected to the input shaft (14); · A shift element (C1), which is assigned to the planetary gear set (PGS) and is designed to connect two members (P1, P3 or P2, P3) of the planetary gear set (PGS) to each other in a rotationally fixed manner in a first shift position; · A gear pair arrangement (20), which has a plurality of gear pairs (L / 1, 2, 3, 4), wherein each gear pair has a fixed gear (1F, 2F, 3F, 4F) and a loose gear (1L, 2L, 3L, 4L), and wherein each loose gear (1L, 2L, 3L, 4L) can be activated or deactivated via a shift element (C2, C3) assigned to the loose gear, and wherein · The loose gears (1L, 2L, 3L, 4L) of at least two of the gear pairs (L / 1, 2, 3, 4) are rotatably mounted on the intermediate shaft (16), and the fixed gears (1F, 2F, 3F, 4F) of the at least two gear pairs are arranged in a rotationally fixed manner on the input shaft (14), · A shift element (OWC1, C1L) assigned to the input shaft (14) for blocking the input shaft (14) from rotating in at least one rotational direction, and · A shift element (C1L, OWC2) assigned to the main drive (ICE) for blocking the main drive (ICE) from rotating in at least one rotational direction.

2. The drive unit (12) according to claim 1, characterized in that, The shift element (OWC1) assigned to the input shaft (14) is designed as a non - controllable freewheel, which is arranged such that it blocks the input shaft (14) from rotating in the rotational direction assigned to reverse travel of the motor vehicle.

3. The drive unit (12) according to claim 1, characterized in that, The shift element (C1L) assigned to the input shaft (14) is designed as a controllable claw brake, which is arranged such that it blocks the input shaft (14) from rotating in both rotational directions, and the claw brake is in particular combined with a shift element (C1R) assigned to the planetary gear set (PGS) and blocks the planetary gear set in a shift position.

4. The drive unit (12) according to any one of claims 1 to 3, characterized in that, The shift element (OWC2) assigned to the main drive (ICE) is designed as a non - controllable one - way clutch, which is arranged such that it blocks the main drive (ICE) from rotating in the drive direction of the main drive (ICE).

5. The drive unit (12) according to any one of claims 1 to 3, characterized in that The shift element (C1L) assigned to the main drive (ICE) is designed as a controllable claw brake which blocks rotation of the main drive (ICE) in both rotational directions, wherein the controllable claw brake (C1L) is designed to engage with a shift element (C1R) assigned to the planetary gear set (PGS) and to block the planetary gear set (PGS) in a shift position.

6. The drive unit (12) according to any one of the preceding claims, characterized in that The shift element (OWC2) assigned to the main drive (ICE) is arranged on the shaft of the main drive (ICE).

7. The drive unit (12) according to any one of claims 1 to 5, characterized in that, The axis of rotation of the main drive (ICE) is arranged offset parallel to the input shaft (14) and is connected via a main drive (PD) to the first member (P1) of the planetary gear (PGS), wherein, in particular, the shift elements (OWC2, C1L) assigned to the main drive (ICE) for blocking the main drive (ICE) are arranged coaxially with the input shaft (14) on the driven member of the main drive (PD).

8. The drive unit (12) according to any one of the preceding claims, characterized in that, The first member (P1) of the planetary gear set (PGS) is designed as a ring gear, the second member (P2) of the planetary gear (PG) is designed as a sun gear, and the third member (P3) of the planetary gear set (PGS) is designed as a planet carrier.

9. The drive unit (12) according to any one of the preceding claims, characterized in that, The shift element (C1) assigned to the planetary gear set (PGS) is designed as a functionally safe shift element, i.e., having a geometry in which a first flank (AF, SF) is designed at a right angle to the rotational direction of the shift unit (C1), and a second flank (SF, AF) of the shift element (C1) is at a specific angle to the rotational direction of the shift element (C1), such that when a braking torque is applied by the auxiliary drive (EM), the functionally safe shift element (C1) automatically opens.

10. A motor vehicle, in particular a motorcycle, having a drive unit (12) according to any one of the preceding claims.

11. A method for starting a main engine (ICE), in particular an internal combustion engine, during an electric drive mode of a drive unit, in particular a drive unit according to any one of claims 1 to 9, the method comprising the following steps: 1) Reducing the torque of the auxiliary drive (EM) in an electric mode (E1, E2, E3, E4), in which the auxiliary drive (EM) rotates forward and the gear pairs (L / 1, 2, 3, 4) of the transmission (13) are shifted by at least one shift element (C2, C3) assigned to the loose gears of the gear pairs, wherein the main drive (ICE) is blocked by the shift elements (C1L, OWC2) assigned to the main drive (ICE), and the auxiliary drive (EM) transmits power to the driven output shaft via the planetary gear set (PGS) and the shifted gear pair (4); 2) Open at least one shift element (C2) of the loose gear of the gear pair assigned thereto such that the loose gear (4L) of the shifted gear pair (4) is separated from the support shaft; 3) Reduce the speed of the auxiliary drive (EM) by its own controllable braking torque until the auxiliary drive (EM) comes to a standstill; 4) Rotate the auxiliary drive (EM) in the opposite direction, wherein the input shaft (14) is blocked by the shift elements (OWC1, C1L) assigned to the input shaft (14), causing the third member (P3) of the planetary gear set (PGS) to receive a reaction torque, and during steps 2) to 4), the shaft of the main drive (ICE) is released from the blocked state and rotates forward by means of the first member (P1) of the planetary gear set (PGS), or the main drive (ICE) is released by the shift element (C1L) assigned to the main drive (ICE); 5) Immediately start the main engine (ICE) once the speed of the main engine (ICE) reaches the starting speed; 6) Reduce the speed of the auxiliary drive (EM), whereby during step 5) or step 6), the input shaft (14) is released from being blocked by the shift element (OWC1) assigned to the input shaft (14), or the input shaft (14) is released by the shift member (C1L) assigned to the input shaft (14).

12. The method according to claim 11, wherein The method further comprises the following steps: 7) Synchronize the speeds of the mating members of the first shift element (C3) to be engaged for the target gear by controlling the speeds of the main drive (ICE) and the auxiliary drive (EM); 8) Engage the first shift element to be engaged for the target gear (C3); 9) Apply torque by the main drive (ICE) and the auxiliary drive (EM), wherein the torques on the first member (P1) and the second member (P2) of the planetary gear set (PGS) balance each other.

13. The method according to claim 12, wherein The method further comprises the following steps: 10) Synchronize the speeds of the mating members of the second shift element (C1) to be engaged for the target gear by controlling the speeds of the main drive (ICE) and the auxiliary drive (EM); 11) Engage the second shift element (C1) to be engaged for the target gear; 12) Provide torque by at least the main drive unit (ICE) or the auxiliary drive unit (EM).

14. The method according to claim 10, wherein The method further comprises the following steps: 7) Synchronize the speeds of the mating members of the first shift element (C1) to be engaged for the target gear by controlling the speeds of the main drive (ICE) and the auxiliary drive (EM); 8) Engage the first shift element to be engaged for the target gear (C1); 9) Synchronize the speeds of the mating members of the second shift element (C3) to be engaged for the target gear by controlling the speeds of the main drive (ICE) and the auxiliary drive (EM); 10) Engage the second shift element (C3) to be engaged for the target gear; 11) Torque is provided by at least the main drive unit (ICE) or the auxiliary drive unit (EM).

15. The method according to claim 10, wherein The method further comprises the steps of: 7) Synchronizing the speeds of the mating members of the shift elements (C1, C2, C3) to be engaged for the target gear by controlling the speeds of the main drive (ICE) and the auxiliary drive (EM); 8) Engaging, in particular simultaneously, the shift elements (C1, C2, C3) to be engaged for the target gear; 9) Torque is provided by at least the main drive unit (ICE) or the auxiliary drive unit (EM).

16. The method according to any one of claims 10 to 15, characterized in that The shift element (OWC2) assigned to the main drive (ICE) is designed as a freewheel, and the main drive (ICE) is blocked from rotating in the opposite direction by the freewheel in step 1) and released in step 4) once the torque of the auxiliary drive (EM) exceeds the starting torque of the main drive (ICE) in the forward direction.

17. The method according to any one of claims 10 to 16, characterized in that, In step 1), in the regenerative braking mode, the maximum torque of the auxiliary drive (EM) is limited to a value that does not cause the main drive (ICE) to start.

18. The method according to any one of claims 10 to 17, characterized in that The shift element (OWC1) assigned to the input shaft (14) is designed as a freewheel, and the input shaft (14) is blocked from rotating in the opposite direction by the freewheel in step 4) and released in step 6) once the rotational speed of the input shaft (14) decreases.

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