Drive system for a vehicle

Abstract

Drive system (1) for a vehicle, namely a hybrid drive system, preferably for a commercial vehicle, with an engine (10), an electric machine (20) and a transmission (30), wherein the electric machine (20) can be brought into operative connection with the transmission (30) on the output side of the transmission (30) via a retarder device (50).

Description

[0001] The invention relates to a hybrid drive system for a vehicle, in particular for a commercial vehicle, such as a truck or bus.

[0002] Fig. 1 shows a schematic diagram of a conventional parallel hybrid drive system 1'. The hybrid drive system 1' comprises an internal combustion engine 10', an electric motor 20', a transmission 30', and a clutch 40' formed between the internal combustion engine 10' and the electric motor 20'. The transmission 30' includes a PTO (power take-off) on the output side, via which outputs are typically connected. The electric motor 20' is operatively connected to the transmission 30' on the input side. A disadvantage of this is, for example, that a loss of recuperation energy occurs during gearshifts.

[0003] Drive systems known in the prior art are described in JP H10- 37 904 A, in JP 2006- 273 513 A and in DE 10 2008 040 494 A1.

[0004] An object of the invention is to provide an improved and / or alternative drive system for vehicles.

[0005] This problem can be solved in particular with the features of the main claim. Advantageous further developments are described in the subclaims and the dependent claim.

[0006] The invention is based in particular on the finding that a machine, preferably an electric machine (e.g. an electric motor), can be expediently connected to or in a functional section of the drive system (e.g. a transmission, a drive train, etc.) on the output side by means of an interface.

[0007] The invention provides a drive system for a vehicle in the form of a hybrid drive system, preferably for a commercial vehicle, comprising an engine, an electric motor, and a transmission. The drive system is characterized in particular in that the electric motor can be operatively connected to the transmission (30) on the output side of the transmission (30) via a retarder device.

[0008] The drive system according to the invention has, compared to the Fig. The conventional drive system shown in Figure 1 has the advantage, for example, that the integration of the machine, which is preferably an electric motor, into the transmission can be omitted.

[0009] In a particularly preferred embodiment, the electric machine can be brought into operative connection with the transmission via an auxiliary drive (e.g. auxiliary drive or auxiliary output), in particular an auxiliary drive of the transmission.

[0010] The auxiliary drive preferably has a gear ratio. Conventional auxiliary drives can be used here, as they usually already have a gear ratio that covers the speed range of common machines, such as electric motors. It should be noted here that conventional auxiliary drives often already have a suitable clutch, which can be used to conveniently enable even complex operating strategies for the electric motor.

[0011] It is possible for the drive system to include a clutch designed to activate (e.g., engage) and disconnect (e.g., disengage) the active connection. Preferably, the clutch is formed on or in the auxiliary drive. Alternatively or additionally, the clutch can be formed on the output side of the transmission.

[0012] It is possible that the drive system includes a retarder device.

[0013] The clutch, retarder device, and / or auxiliary drive are preferably located on the output side of the transmission and / or on the input side of the electric motor. Alternatively or additionally, the transmission, clutch, retarder device, and / or auxiliary drive are preferably located on the output side of the engine and / or on the input side of the electric motor.

[0014] It is possible for the electric motor to be operatively connected to the transmission via the clutch and / or the retarder device.

[0015] As mentioned, the functional section of the drive system is preferably a transmission. Alternatively, the functional section of the drive system can also be a propshaft, a rear axle, or a transfer case.

[0016] It is possible that the engine is an internal combustion engine and / or the electric machine is an electric motor.

[0017] The drive system preferably allows the electric motor to engage with the transmission independently of gearshifts. This preferably results in no loss of recuperation energy during gearshifts.

[0018] The drive system is preferably designed as a parallel hybrid drive system, in particular for a commercial vehicle.

[0019] It should be mentioned again that the drive system according to the invention is particularly aimed at connecting the electric machine via an interface on or in the transmission, on or in the drive train of the vehicle or on or in another suitable functional section (e.g. the cardan shaft, the rear axle, the transfer case, etc. of the vehicle) on the output side thereof.

[0020] The invention also includes a commercial vehicle, e.g. a truck or a bus, with a drive system as described herein.

[0021] The above-described features and preferred embodiments of the invention can be combined with one another as desired. Other advantageous developments of the invention are disclosed in the subclaims or emerge from the following description of preferred embodiments of the invention in conjunction with the accompanying figures: Fig. 1 shows a schematic diagram of a drive system according to the state of the art and Fig. 2 shows a schematic diagram of a drive system according to an embodiment.

[0022] Fig. 1 shows a schematic diagram of a drive system 1, which is designed as a parallel hybrid drive system for a commercial vehicle.

[0023] The drive system 1 comprises an engine 10 configured as an internal combustion engine, an electric motor 20 configured as an electric motor, and a transmission 30 equipped with a power take-off (PTO) 60. The drive system 1 further comprises a clutch 40 and a retarder device 50.

[0024] In contrast to the conventional in Fig. In the drive system 1' shown in Figure 1, the electric motor 20 is not operatively connected to the transmission 30 on the drive side, but rather on the output side. The drive system 1 is therefore characterized in particular by the fact that the electric motor 20 can be operatively connected to the transmission 30 on the output side, namely via the clutch 40, the retarder device 50, and the auxiliary drive 60.

[0025] The coupling 40 is also in contrast to the one in Fig.In the conventional drive system 1' shown in Figure 1, the transmission 30 is not implemented on the drive side, but rather on the output side. The clutch 40 serves to activate and disconnect the operative connection between the electric motor 20 and the transmission 30, thereby enabling the electric motor 20 to be switched on and off.

[0026] The drive system 1 is designed such that the clutch 40, the retarder device 50 and the auxiliary drive 60 are arranged on the output side of the transmission 30 and on the drive side of the electric motor 20.

[0027] The drive system 1 has been described with reference to a functional section in the form of a transmission 30. However, it is equally possible for a machine to be operatively connected to another functional section of the drive system on the output side, e.g., a cardan shaft, a rear axle, or a transfer case.

[0028] The drive system 1 is thus generally characterized in particular by the fact that an electric machine (e.g., an electric motor 20) can be conveniently connected to the output side of the drive system (e.g., a transmission, a propeller shaft, a rear axle, or a transfer case) via an interface. In particular, the electric machine (e.g., the electric motor 20) engages with the transmission 30 independently of transmission shifting operations, thereby preventing any loss of recuperation energy during transmission shifting operations.

[0029] The invention is not limited to the preferred embodiments described above. Rather, numerous variants and modifications are possible, which also utilize the inventive concept and therefore fall within the scope of protection. Furthermore, the invention also claims protection for the subject matter and features of the subclaims, independent of the claims and features referenced.

Claims

[1] Drive system (1) for a vehicle, namely a hybrid drive system, preferably for a commercial vehicle, with an engine (10), an electric machine (20) and a transmission (30), wherein the electric machine (20) can be brought into operative connection with the transmission (30) on the output side of the transmission (30) via a retarder device (50). [2] Drive system (1) according to claim 1, characterized by that the electric machine (20) can be brought into operative connection with the transmission (30) via an auxiliary drive (60). [3] Drive system (1) according to claim 2, characterized by that the auxiliary drive (60) has a gear ratio. [4] Drive system (1) according to one of the preceding claims, characterized by that the drive system (1) comprises a clutch (40) which is designed to activate and disconnect the operative connection. [5] Drive system (1) according to claim 4, characterized bythat the clutch (40) is formed on the output side of the transmission (30). [6] Drive system (1) according to claim 4 or 5, characterized by that the clutch (40) is formed on or in the auxiliary drive (60). [7] Drive system (1) according to one of the preceding claims, characterized by , that - at least one of the following is formed on the output side of the transmission (30) and on the input side of the electric machine (20): a clutch (40), the retarder device (50), an auxiliary drive (60), and / or - the electric machine (20) can be brought into operative connection with the transmission (30) via the clutch (40) and the retarder device (50). [8] Drive system (1) according to one of the preceding claims, characterized by that at least one of the following is formed on the output side of the motor (10) and on the drive side of the electric machine (20): - the gearbox (30) - a clutch (40) - the retarder device (50) - a secondary drive (60) [9] Drive system (1) according to one of the preceding claims, characterized by that the gearbox (30) is a transfer case. [10] Drive system (1) according to one of the preceding claims, characterized by that the engine (10) is an internal combustion engine and / or the electric machine (20) is an electric motor. [11] Drive system (1) according to one of the preceding claims, characterized by that the electric machine (20) is engaged with the transmission (30) independently of transmission shifting operations. [12] Drive system (1) according to one of the preceding claims, characterized by that the drive system (1) is designed as a parallel hybrid drive system. [13] Commercial vehicle, in particular a truck or bus, with a drive system (1) according to one of the preceding claims.

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