Drive arrangement for a hybrid vehicle and drive train with such a drive arrangement

Abstract

Drive arrangement (1) for a hybrid vehicle, wherein the hybrid vehicle has a hybrid drive with an internal combustion engine (7) and an electric machine (6) and a transmission (2) with two transmission input shafts (4, 5) and one output shaft (3), wherein the drive arrangement comprises at least the following: a planetary gear (PG) with the elements web (ST), sun gear (SR) and ring gear (HR), wherein a first element of the planetary gear (PG) can be connected in a rotationally fixed manner to a first transmission input shaft (4), and wherein a second element of the planetary gear (PG) can be connected in a rotationally fixed manner to the electric machine (6); a first switching element (K), via which, when it is closed, a third element of the planetary gear (PG) can be connected fixedly to the housing or to the electric machine (6) in a rotationally fixed manner; a second switching element (J), via which, when it is closed, the third element of the planetary gear (PG) can be connected to the internal combustion engine (7) in a rotationally fixed manner; a third switching element (C), via which, when it is closed, the first transmission input shaft (4) can be connected in a rotationally fixed manner to the internal combustion engine (7); a fourth switching element (D), via which, when it is closed, the second transmission input shaft (5) can be connected in a rotationally fixed manner to the internal combustion engine (7); wherein the third switching element (C) and the fourth switching element (D) are designed as a first double switching element (S1), the actuator (10) of which extends through a pot-like section (11) of a drive shaft (12) of the internal combustion engine (7), which surrounds the first double switching element (S1) on the outside, wherein the pot-shaped section (11) of the drive shaft (12) of the internal combustion engine (7) extends to the second switching element (J).

Description

The invention relates to a drive arrangement for a hybrid vehicle. Furthermore, the invention relates to a drive train having such a drive arrangement.Hybrid vehicles with hybrid drives are known from the prior art.Hybrid drives have two or more different drive sources, wherein drive trains having an internal combustion engine and one or more electric machines have largely become established as a parallel hybrid or as a hybrid hybrid. These variants have an arrangement of the internal combustion engine and the electric machine which is substantially parallel in the force flow and thus both superposition of the drive torques and actuation with a purely internal combustion engine drive or purely electric motor drive is possible.Hybrid vehicles have a transmission in addition to the hybrid drive.A transmission refers in particular to a multi-speed transmission in which a plurality of gears, i.e. fixed transmission ratios between two shafts of the transmission, can be shifted preferably in an automated manner by shift elements. Such transmissions are used especially in motor vehicles, especially also in commercial vehicles, in order to adapt the speed and torque output characteristic of the drive unit in a suitable manner to the driving resistances of the vehicle.DE 10 2010 063 582 A1 discloses a drive arrangement for a hybrid vehicle, having a planetary transmission having the elements web, sun gear and ring gear, wherein a first element of these elements of the planetary transmission serves for the fixed connection of a first transmission input shaft of a first subtransmission of a transmission, and wherein a second element of these elements of the planetary transmission serves for the fixed connection of an electric machine of a hybrid drive.The drive arrangement of DE 10 2010 063 582 A1 furthermore has a dual shifting element with two shifting elements. When a first shift element of the dual shift element is closed, a third element of the elements of the planetary gearing is connected to a second transmission input shaft of a second partial transmission of the transmission, to which a combustion engine of the hybrid drive can be further coupled. When a second shifting element of the dual shifting element is closed, the third element of the planetary gearing is connected on the housing side or stator side.Furthermore, the drive arrangement of DE 10 2010 063 582 A1 has a third shift element, via which in the closed state both transmission input shafts of both subtransmissions can be coupled to one another and in the open state both transmission input shafts of both subtransmissions can be separated from one another. This allows electrodynamic starting (called EDA operation) and also electrodynamic switching (called EDS operation). In addition, the electric machine may be used as a starter generator (called ISG operation).Proceeding from the prior art, the object is to provide a drive arrangement for a hybrid vehicle which enables purely electric driving operation and hybrid driving operation in a simple, cost-effective manner and with a low installation space requirement with a high range of functions and enables tractive force assistance via the electric machine in all gears of a transmission in the hybrid driving operation.Furthermore, a drive train for a hybrid vehicle having such a drive arrangement is to be provided, in particular having an automatically powershiftable transmission which connects the most varied advantages of existing transmission and implements the latter in such a way that a drive train having this transmission is produced with low structural complexity and high efficiency, which drive train has, in particular, a spreading and grading for trucks.This object is achieved by a drive arrangement according to claim 1.The drive arrangement comprises at least one planetary gear and four switching elements.The planetary transmission has the elements web, sun gear and ring gear, wherein a first element of the planetary transmission can be connected to a first transmission input shaft in a rotationally fixed manner, and wherein a second element of the planetary transmission can be connected to the electric machine in a rotationally fixed manner, namely a rotor of the same.When the first shifting element is closed, a third element of the planetary gear mechanism can be connected fixed to the housing or to the electric machine, namely the rotor of the same, in a rotationally fixed manner. When the second shifting element is closed, the third element of the planetary gear mechanism can be connected to the internal combustion engine in a rotationally fixed manner. When the third shift element is closed, the first transmission input shaft can be connected to the internal combustion engine in a rotationally fixed manner. When the fourth shift element is closed, a second transmission input shaft can be connected to the internal combustion engine in a rotationally fixed manner.The third shifting element and the fourth shifting element are formed by a first dual shifting element, the actuator of which extends through a cup-shaped section of a drive shaft of the internal combustion engine, which surrounds the first dual shifting element on the outside, wherein the cup-shaped section of the drive shaft of the internal combustion engine extends as far as the second shifting element.The drive arrangement according to the invention for a hybrid vehicle enables a purely electric driving mode and a hybrid driving mode in a simple, cost-effective manner and with a small installation space requirement with a high range of functions. In hybrid driving operation, tractive force assistance can be provided via the electric machine in all gears of a transmission. The EDA operation, EDS operation, and ISG operation may be used. The drive arrangement is in itself independent of the gear set of the transmission. Furthermore, a starting clutch or separating clutch between the internal combustion engine and the transmission or between the internal combustion engine and the drive arrangement can be dispensed with.According to a further development of the invention, the actuator of the first dual shift element extends in the radial direction through a slot in the cup-like section of the drive shaft of the internal combustion engine extending in the axial direction in such a way that the actuator can be displaced in the axial direction relative to the cup-like section of the drive shaft of the internal combustion engine and acts on the cup-like section of the drive shaft of the internal combustion engine in a rotationally fixed manner in the circumferential direction. This further development is particularly simple, cost-effective and requires little installation space.Preferably, the first element of the planetary gear is designed as a carrier, the second element of the planetary gear is designed as a sun gear and the third element of the planetary gear is designed as a ring gear. This allows a particularly advantageous use of all operating modes, in particular also of the EDA operation, EDS operation and ISG operation.Preferably, the first switching element and the second switching element are formed by a second dual switching element. This further development is particularly simple, cost-effective and requires little installation space.According to a first alternative, the first switching element, the second switching element, the third switching element and the fourth switching element are each embodied as unsynchronized switching elements. According to a second alternative, the first switching element and the second switching element are each formed as synchronized switching elements, whereas the third switching element and the fourth switching element are each formed as unsynchronized switching elements. In particular, the first alternative is particularly simple, cost-effective and requires little installation space.The powertrain of the invention is defined in claim 7.Preferred refinements emerge from the dependent claims and the following description. Exemplary embodiments of the invention are explained in more detail with reference to the drawings, without being restricted thereto. The following shows: FIG. 1 is a schematic view of a first drive arrangement according to the invention; FIG. 2 is a schematic of a second drive arrangement according to the invention; FIG. 3 is a schematic view of a third drive arrangement according to the invention; FIG. 4 shows the drive arrangement of FIG. 1 in combination with a preferred transmission; FIG. 5 shows a first shift matrix for the drive arrangement and the transmission of FIG. 4 ; and FIG. 6 shows a second shift matrix for the drive arrangement and the transmission of FIG. 4.The invention relates to a drive arrangement for a hybrid vehicle and to a drive train of a hybrid vehicle having such a drive arrangement. FIG. 1 shows a first preferred exemplary embodiment of a drive arrangement 1 for a hybrid vehicle together with a transmission 2 which has two transmission input shafts 4, 5 and one output shaft 3, and together with an electric machine 6 and an internal combustion engine 7 of a hybrid drive of the hybrid vehicle. The drive arrangement 1 according to the invention is connected between the two transmission input shafts 4, 5 of the transmission 2 and the drive unit, namely the electric machine 6 and the internal combustion engine 7, of the hybrid vehicle.The drive arrangement 1 according to the invention comprises a planetary gear set PG with the elements web ST, sun gear SR and ring gear HR.A first element of the planetary gear PG, namely preferably the web ST thereof, can be permanently and non-rotatably connected or connected to a first transmission input shaft 4 of the transmission 2.A second element of the planetary gear PG, namely preferably the sun gear SR thereof, can be permanently and rotationally fixedly connected or respectively connected to the electric machine 6, namely to a rotor 8 or rotor of the electric machine 6.In addition to the planetary gear PG, the drive arrangement 1 comprises at least four switching elements, namely a first switching element K, a second switching element J, a third switching element C and a fourth switching element D. Preferably, as can be seen from FIG. 1, the third switching element C and the fourth switching element D are combined to form a first dual switching element S 1 and the first switching element K and the second switching element J are combined to form a further dual switching element S 2.When the first shift element K is closed at the dual shift element S 2, a third element of the planetary gearing PG, in FIG. 1, the ring gear HR thereof, is connected fixedly to the housing. Then, on the other hand, when the second shift element J is closed in the region of the dual shift element S 2, the third element of the planetary gear set PG, namely the ring gear HR thereof, is connected to the internal combustion engine 7 in a rotationally fixed manner, namely to a drive shaft 12 of the internal combustion engine 7.When the third shift element C is closed in the region of the dual shift element S 1, the first transmission input shaft 4 is connected to the internal combustion engine 7 in a rotationally fixed manner, namely to the drive shaft 12 thereof. On the other hand, when the fourth shift element D is closed in the region of the dual shift element S 1, the second transmission input shaft 5 is connected to the internal combustion engine 7 in a rotationally fixed manner, namely to the drive shaft 12 of the internal combustion engine 7.The planetary gear set PG and the four shift elements D, C, J and K are combined to form one structural unit. In order to make a particularly compact design possible with a small amount of installation space, an actuator 10 for the dual shifting element S 1, which provides the third and fourth shifting elements C and D, extends through a pot-like section 11 of the drive shaft 12 of the internal combustion engine 7, wherein this pot-like section 11 of the drive shaft 12 of the internal combustion engine 7 surrounds the dual shifting element S 1, i.e. the third and fourth shifting elements C and D, radially on the outside and furthermore extends as far as into the region of the dual shifting element S 2, namely as far as the second shifting element J.With the drive arrangement 1 according to the invention shown in FIG. 1, not only can a plurality of different operating modes be used, for example the EDA operation, the EDS operation, the IGS operation and a purely electric driving operation and hybrid vehicle, but the drive arrangement can also be realized in a simple, cost-effective manner and with a small installation space requirement.The drive arrangement 1 as such is independent of a specific gear set of the transmission. The drive arrangement 1 merely presupposes that the transmission 2 has two transmission input shafts for parallel-connected subtransmissions and a common output shaft 3.A starting clutch or separating clutch between internal combustion engine 7 and drive arrangement 1 can be dispensed with. With the aid of the electric machine 6, traction force assistance can be provided in all gears.In the exemplary embodiment of FIG. 1, all the shift elements D, C, J and K of the drive arrangement 1 are designed as positively locking, unsynchronized shift elements. This is particularly cost-effective and simple.In contrast to this, it is also possible, as shown in the variant of FIG. 2, for the shift elements D and C of the dual shift element S 1, that is to say the third shift element C and the fourth shift element D of the drive arrangement 1, to be designed as synchronized, form-locking shift elements. With regard to all other details, the drive arrangement of FIG. 2 corresponds to the drive arrangement of FIG. 1, for which reason, to avoid unnecessary repetitions, the same reference numerals are used for the same assemblies and reference is made to the explanations relating to the exemplary embodiment of FIG. 1.A further exemplary embodiment of a drive arrangement 1 according to the invention is shown in FIG. 3.The drive arrangement 1 of FIG. 3 differs from the drive arrangement 1 of FIG. 1 only in that, when the first shift element K is closed in the region of the dual shift element S 2, the third element of the planetary gear set PG, namely the ring gear HR, is not connected fixedly to the housing, but is coupled together with the second element, namely the sun gear SR of the planetary gear set PG, fixedly to the electric machine 6, namely to the rotor 8 thereof, in a rotationally fixed manner.Whereas in the variants of FIGS. 1 and 2, the planetary gear PG acts as a constant ratio for the electric machine 6 when the first shift element K is closed, in the exemplary embodiment of FIG. 3 the planetary gear PG is blocked when the first shift element K of the dual shift element S 2 is closed, so that it provides a ratio of "1". This is advantageous when the electric machine 6 requires approximately the same rotational speed as the internal combustion engine 7.A further alternative, not shown, for the drive arrangement 1 according to the invention is that the first shifting element K of the dual shifting element S 2 in the closed state could also connect the third element, namely the ring gear HR, of the planetary gearing PG to the first element, namely the carrier ST, of the planetary gearing PG, in order to achieve the blocking.In FIG. 3, the third and fourth shift elements D and C of the dual shift element S 1 could in turn be embodied as synchronized, form-locking shift elements.As already stated, preferably no starting clutch or separating clutch is connected between the internal combustion engine 7 and the drive arrangement 1.However, it is possible to provide such a separating clutch or starting clutch for the internal combustion engine 7.As likewise already explained, the elements of the planetary transmission PG can also interact in a different manner with the transmission input shafts of the transmission 2 and the electric machine 6 and with the shift elements. It is thus possible, for example, for the electric machine 6 not to act on the sun gear SR but to act on the ring gear HR in a rotationally fixed manner and for the sun gear SR to then be shifted via the first and second shift elements K and J of the dual shift element S 2 between the first transmission input shaft 4 and a connection on the housing side or a connection to another element of the planetary transmission in order to block the latter.Furthermore, in the variants of FIGS. 1, 2 and 3, positive gear sets can also be used for the planetary transmissions PG shown in order to provide other transmission ratios.As already stated, the drive arrangement 1 according to the invention is itself independent of the gear set of the transmission 2. however, the drive arrangement 1 according to the invention is particularly preferably used with a transmission 2 which has the gear set shown in FIG. 4, wherein the transmission 2 shown in FIG. 4 comprises a main transmission HG with two partial transmissions connected in parallel and a range group GP connected downstream of the main transmission HG.As already explained, a first element of the drive arrangement 1, in FIG. 4 the web ST in turn, is connected in a rotationally fixed manner to the first transmission input shaft 4, which is assigned to a first partial transmission. The second transmission input shaft 5 is assigned to the second subtransmission of the main transmission HG, wherein the transmission 2 has a common output shaft 3 for both subtransmissions. The electric machine 6, namely the rotor 8 thereof, is permanently and rotationally fixedly connected to a second element of the planetary gearing PG of the drive arrangement 1, specifically to the sun wheel SR in FIG. 4. The internal combustion engine 7 is shiftably connected to the first transmission input shaft 4 either in a rotationally fixed manner when the third shift element C is closed or to the second transmission input shaft 7 when the fourth D is closed.The main transmission HG has wheel sets, namely a first wheel set R 1, a second wheel set R 2, a third wheel set R 3, a fourth wheel set R 4, and a fifth wheel set R 5, wherein the first wheel set R 1 and the second wheel set R 2 are assigned to the first subtransmission and the third wheel set R 3 and the fourth wheel set R 4 are assigned to the second subtransmission. The fifth gear set R 5 provides a so-called output constant for the main transmission HG.The main transmission HG has a first shifting element A, a second shifting element B, a third shifting element E, a fourth shifting element F, a fifth shifting element G, a sixth shifting element H and a seventh shifting element I. The first shifting element A and the second shifting element B of the main transmission HG are combined to form the dual shifting element S 3. The third shifting element E and the fourth shifting element F of the main transmission HG are combined to form the dual shifting element S 4. The sixth shift element H and the seventh shift element I of the main transmission HG are combined to form the dual shift element S 5. The fifth shift element G of the main transmission HG is provided by a single shift element. All of these shift elements are form-locking shift elements.The range group GP downstream of the main transmission HG comprises a planetary transmission PG 2 with the elements sun gear SR 2, carrier ST 2 and ring gear HR 2, as well as an eighth shift element L and a ninth shift element S, wherein the eighth shift element L and the ninth shift element S are combined to form the dual shift element S 6.The wheel sets R 1, R 2, R 3, R 4 and R 5 have idler wheels which are mounted either on the first transmission input shaft 4, the second transmission input shaft 5 or on a main shaft 15 of the transmission 2. Thus, the idler gears of the gear planes R 2, R 3, R 4 are mounted on the second transmission input shaft 5, whereas the idler gear of the first gear plane R 1 is mounted on the first transmission input shaft 4 and the idler gear of the gear plane R 5 is mounted on the main shaft 15. All loose gears mesh with fixed gears which are fastened on two countershafts VW1 and VW2.When the fifth shift element G of the main transmission HG is closed, the second transmission input shaft 5 is directly coupled to the main shaft 15 of the transmission 2 in a rotationally fixed manner. On the other hand, when the fifth shift element G of the main transmission HG is opened, this connection, fixed against relative rotation, between the second transmission input shaft 5 and the main shaft 15 of the transmission 2 is interrupted.The output constant of the main transmission HG, which is provided by the fifth gear set R 5 of the main transmission HG, can be shifted with the aid of the dual shifting element S 5, which comprises the shifting elements H and I of the transmission 2, specifically in such a way that, when the sixth shifting element H of the transmission 2 is closed in the region of the dual shifting element S 5, the output constant and thus the fifth gear plane R 5 of the main transmission HG are coupled in a rotationally fixed manner to the main shaft 15, to which a first element, namely the sun gear SR 2, of the planetary transmission PG 2 of the range group GP is also connected in a rotationally fixed manner. On the other hand, when the seventh shift element I of the transmission 2 is closed in the range of the dual shift element S 5, the output constant or the fifth wheel plane R 5 of the main transmission HG is coupled in a rotationally fixed manner to the output shaft 3 of the transmission 2, to which a second element of the planetary transmission PG 2, namely the carrier ST 2 thereof, of the range group GP is also connected in a rotationally fixed manner.A third element of the planetary gear set PG 2 of the range group GP, namely the ring gear HR 2 thereof, is shiftable depending on the shift position of the shift elements L and S of the dual shift element S 6 of the transmission 2, namely in such a way that when the eighth shift element L of the transmission 2 is closed in the range of the dual shift element S 6, the ring gear HR 2 of the planetary gear set PG 2 of the range group GP is connected fixed to the housing, whereas when the ninth shift element S of the transmission 2 is closed in the range of the dual shift element S 6, the ring gear HR 2 of the planetary gear set PG 2 of the range group GP is coupled to the output shaft 3 of the transmission 2 in a rotationally fixed manner, and namely together with the planet carrier ST2 of the planetary gearing PG2 of the range group GP.In the embodiment variant of FIG. 4, the shift elements K, J, C and D of the drive arrangement 1 are unsynchronized, form-locking shift elements. Likewise, the shift elements A, B, H and I of the main transmission HG of the transmission 2 are unsynchronized, form-locking shift elements. The shift elements E, F and G of the main transmission HG of the transmission 2, on the other hand, are synchronized, form-locking shift elements, and the shift elements L and S of the transmission 2 are likewise synchronized, form-locking shift elements. If, as shown in the variant of FIG. 2, the shift elements C and D of the dual shift element S 1 of the drive arrangement 1 are embodied as synchronized form-locking shift elements, it is preferably provided in the region of the main transmission HG that the third shift element E, the fourth shift element F and the fifth shift element G of the transmission 2 are embodied as unsynchronized shift elements.In the exemplary embodiment of FIG. 4, the shift elements A, B, H, I, J and K can be actively synchronized via the electric machine 6, specifically when the electric machine 6 is operated under speed control. In the variant of FIG. 4, the shift elements C and D can be synchronized actively via the internal combustion engine 7, specifically via an internal combustion engine 7 operated with speed control, alternatively jointly by the electric machine 6 and the internal combustion engine 7 by means of rotational speed superposition on the planetary gear PG of the drive arrangement 1.If, as shown in FIG. 2, the shift elements D and C of the drive arrangement 1 are embodied as synchronized shift elements, the shift elements E, F and G of the transmission 2 are embodied as unsynchronized shift elements which can be actively synchronized, specifically via the internal combustion engine 2 in speed-controlled operation or when the internal combustion engine 7 and the electric machine 6 are superimposed on the planetary gear PG of the drive arrangement 1. the shift elements A, B, H, I, J and K are in turn synchronized, as already described in FIG. 4, with the aid of a speed-controlled electric machine 6.When the first shift element K is closed in the drive arrangement 1 according to the invention, a so-called ISG operating mode is used, wherein the planetary transmission PG in FIG. 4 then serves as a fixed pretransmission for the electric machine 6. On the other hand, when the second shifting element J of the drive arrangement 1 is closed, a so-called EDA operating mode is present, in which the planetary gear PG of the drive arrangement 1 acts as a superposition gear.As already explained, the main transmission HG has two partial transmissions connected in parallel, as well as an output constant, the output constant being provided by the fifth wheel plane R 5. The first partial transmission with the first transmission input shaft 4 is assigned to the electric machine 6. The second partial transmission with the second transmission input shaft 5 is assigned to the internal combustion engine 7. Via the third shifting element C of the drive arrangement, the internal combustion engine 7 can be coupled to the first transmission input shaft 4 and thus also to the electric machine 6, without a gear being shifted to the output shaft 3. As a result, the internal combustion engine 7 can be started via the electric machine 3, alternatively current can be generated in neutral, i.e. independently of a driving speed, and at standstill, wherein the internal combustion engine 7 then drives the electric machine 6 operating in a generator mode.Purely electric driving is possible with the gears that are assigned to the first transmission input shaft 4, i.e., with the gears of the wheel planes R 1 and R 2. By means of the range group GP downstream of the main transmission HG, which serves to double the number of gears of the main transmission HG, four electrical gears can be provided therefrom. Then, when the eighth shift element L of the transmission 2 is closed in the range of the range group GP, a low driving range of the range group GP is shifted. On the other hand, if the ninth shift element S of the transmission 2 is closed in the range of the range group GP, a fast driving range of the range group GP is shifted. Such an area group GP is advantageous in particular for use in trucks.As already stated, a starting clutch or separating clutch between internal combustion engine 7 and drive arrangement 1 can be dispensed with, since drive shaft 12 can be decoupled by disengaged shift elements C and D.By means of the two parallel-connected subtransmissions of the main transmission HG, the internal combustion engine 7 and the electric machine 6 can be operated with different transmission ratios. Thus, depending on the driving situation, suitable operating points for the internal combustion engine 7 and the electric machine 6 can be selected. To avoid zero load losses, the electric machine 6 can also be completely decoupled and at standstill.In hybrid operation, load circuits are possible. Then, when a gear change is to be carried out which is associated with the first partial transmission associated with the first transmission input shaft 4, the tractive force is supported by the internal combustion engine 7 via the second transmission input shaft 5. On the other hand, if a gear change is to be carried out for a gear which is assigned to the second partial transmission which interacts with the second transmission input shaft 5, the tractive force can be supported via the electric machine 6 and via the first transmission input shaft 4.As already explained above, the output constant of the main transmission HG provided by the fifth wheel plane R 5 can be coupled or shifted, namely via the shift elements H and I of the transmission 2 combined to form the dual shift element S 5. Advantageously, with the seventh shift element I closed, the output constant or fifth wheel plane R 5 is coupled to the carrier ST 2 of the planetary transmission PG 2 of the range group GP, since the electric machine 6 can then support the tractive force via the countershafts VW 1 and VW 2, while the shift elements L and S of the range group GP can be shifted over without load. When the fifth shift element G of the transmission 2 is closed, a direct gear can be used, a power flow then does not pass via the countershafts VW 1 and VW 2. During direct gear driving, the rotational speeds of the countershafts VW 1 and VW 2 can be lowered, whereby drag losses at bearings and seals can be reduced.As already explained, when the switching element K of the drive arrangement is closed, the so-called ISG operating mode is preselected. FIG. 5 shows a shift matrix for the drive train of FIG. 4 in the so-called ISG operating mode with the shift element K respectively closed, specifically from the perspective of the internal combustion engine 2. in FIG. 5 those shift elements are marked for each gear by an X which are closed in the respective gear. Exemplary transmission ratios of the gears are indicated with i, with.phi.gear jumps.These numerical values are based on the assumption that a stationary transmission ratio i0=-2.0 is selected for the planetary transmission PG of the drive arrangement 1 and a stationary transmission ratio i0=-2.713 is selected for the planetary transmission PG 2 of the range group PG. Furthermore, these numerical values are based on the assumption that the wheel plane R1 has a transmission ratio of -1.3, the wheel plane R3 has a transmission ratio of -0.592, the wheel plane R3 has a transmission ratio of -0.769, the wheel plane R4 has a transmission ratio of -1.0 and for wheel plane R5 a transmission ratio of -2.197. These exemplary transmission ratios are purely exemplary in nature and can of course also be chosen differently.The transmission ratios of the spur gear pairs of the wheel planes R 1, R 2, R 3, R 4 and R 5 are specified in such a way that a force flow direction from the drive shafts to the countershafts acts for the wheel planes R 1, R 2, R 3 and R 4, wherein a force flow direction from the countershafts to the main shaft acts for the wheel plane R 5.As already stated, the shift matrix of FIG. 5 specifies the gears, transmission ratios and gear jumps from the perspective of the internal combustion engine 7, wherein a total of twelve gears can accordingly be provided from the perspective of the internal combustion engine. At least one gear preselection can take place in each of the twelve gears, wherein a preselected gear is indicated in brackets. Thus, FIG. 5 shows, for example, that the first gear and the fourth gear can be preselected for the gear 2, which are then already active for the electric machine 6.Gear 10 of the shift matrix of FIG. 5 is a direct gear with a transmission ratio i of 1.0.The gears 11 and 12 of the shift matrix of FIG. 5 are so-called overdrive gears, wherein a shift between the overdrive gears 11 and 12 cannot be shifted under load. However, a shift from the direct gear 10 to the overdrive gear 11 and a shift from the direct gear 10 to the overdrive gear 12 can be shifted under load.In overdrive gear 11 of the shift matrix of FIG. 5, partial transmissions of main transmission HG are coupled, the power flow flows via wheel planes R 2 and R 3 and via shift element G to range group GP. In overdrive gear 12, the power flow takes place via wheel planes R 2 and R 4 and via shift element G to range group GP.In gears 6, 7, 8 and 9 of the shift matrix of FIG. 5, instead of shift element S of dual shift element S 6, shift element L could also remain closed, since these two shift elements L and S are free of load, when the force flow is conducted via shift element I directly to planet carrier ST 2 of planetary gear set PG 2 of range group GP. Due to the acting speed ratios at the range group GP, however, it is advantageous to carry out a change from the shifting element L to the shifting element S as early as possible.As likewise already explained, when the second switching element J is closed in the region of the dual switching element S 2 of the drive arrangement 1, the so-called EDA operating mode is active.FIG. 6 again shows, from the perspective of the internal combustion engine, a switching matrix for the EDA operating mode which, apart from the switching position of the switching elements J and K, is identical to the switching matrix of FIG. 5 for the ISG operating mode. However, other speed ratios are obtained on the electric machine 6 and on the planetary gear PG of the drive arrangement 1.When the EDA operating mode is active when the second shifting element J of the drive arrangement 1 is closed, the first shifting element A of the main transmission HG is closed for starting in the first gear. Furthermore, the shift elements H and L of the transmission 2 are closed. In the standstill state, the web ST of the planetary gearing PG is stationary. The internal combustion engine 7 rotates at idle speed, the electric machine 6 rotates in reverse. The torque ratios at the planetary gear PG are constant. The torque provided by the internal combustion engine 7 and by the electric machine 6 sum up at the carrier ST of the planetary gearing PG. In this way, it is possible to start up in the EDA operating mode. During this starting process, the rotational speed of the electric machine 6 changes until the block revolution at the planetary gear PG. The starting process can be ended by closing the shift element C, and the planetary gear set PG is then blocked.Furthermore, when the switching element J is closed in the EDA operating mode, a so-called EDS operating mode can be used, namely a load switching function which is referred to as electrodynamic switching. For this purpose, gear assigned to the first partial transmission must be engaged. This serves as a support gear via which power flow is conducted during the execution of the load shift. This support gear can be identical to the actual gear or the target gear of the shift, but need not correspond to the same.To carry out the shift in the EDS operating mode, a load transfer is initially carried out, wherein for this purpose the torques are set on the internal combustion engine 7 and on the electric machine 6 such that a force flow is conducted exclusively via the carrier ST of the planetary gearing PG and the support gear, wherein all other gear shifting elements then become free of load. The shifting element of the actual gear that has become free of load can then be disengaged subsequently. The rotational speeds of the internal combustion engine 7 and the electric machine 6 are then regulated in such a way that the shift element of the target gear to be engaged becomes synchronous, it then being possible for the shift element of the target gear which has become synchronous to be engaged. The circuit is terminated, the load on the electric machine 6 can be built up if necessary.The EDS switching has the advantage that the switching element to be closed is synchronized in the interaction of electric machine 6 and internal combustion engine 7, wherein electric machine 6 is easily controllable. A further advantage of the EDS shift is that a high tractive force can be achieved, since the torques of internal combustion engine 7 and electric machine 6 are summed at planetary gear set PG of drive arrangement 1.Reference numerals denote reference numerals1 Drive arrangement 2 Transmission 3 Output shaft 4 Transmission input shaft 5 Transmission input shaft 6 Electric machine 7 Internal combustion engine 8 Rotor 9 Stator 10 Actuator 11 Pot-like section 12 Drive shaft 13 Slot 14 Actuator 15 Main shaft A Shift element of the transmission B Shift element of the transmission C Shift element of the drive arrangement D Shift element of the drive arrangement E Shift element of the transmission F Shift element of the transmission G Shift element of the transmission H Shift element of the transmission I Shift element of the transmission J Shift element of the drive arrangement K Shift element of the drive arrangement L Shift element of the transmission S Shift element of the transmission HG Main transmission GP Range group PG Planetary transmission SR Sun gear ST Carrier HR Ring gear PG 2 Planetary transmission SR 2 Sun gear st2 carrier HR2 ring gear VW1 countershaft VW2 countershaft R1 wheel plane R2 wheel plane R3 wheel plane R4 wheel plane R5 wheel plane S1 dual shifting element S2 dual shifting element S3 dual shifting element S4 dual shifting element S5 dual shifting element S6 triple shifting element

Claims

Drive arrangement (1) for a hybrid vehicle, wherein the hybrid vehicle has a hybrid drive having an internal combustion engine (7) and an electric machine (6) and a transmission (2) having two transmission input shafts (4, 5) and an output shaft (3), wherein the drive arrangement comprises at least the following: a planetary transmission (PG) having the elements web (ST), sun gear (SR) and ring gear (HR), wherein a first element of the planetary transmission (PG) can be connected to a first transmission input shaft (4) in a rotationally fixed manner, and wherein a second element of the planetary transmission (PG) can be connected to the electric machine (6) in a rotationally fixed manner; a first shifting element (K), by means of which, when it is closed, a third element of the planetary gear set (PG) can be connected fixedly to the housing or to the electric machine (6) in a rotationally fixed manner; a second shifting element (J), by means of which, when it is closed, the third element of the planetary gear set (PG) can be connected fixedly to the internal combustion engine (7) in a rotationally fixed manner; a third shifting element (C), by means of which, when it is closed, the first transmission input shaft (4) can be connected fixedly to the internal combustion engine (7) in a rotationally fixed manner; a fourth shifting element (D), by means of which, when it is closed, the second transmission input shaft (5) can be connected fixedly to the internal combustion engine (7) in a rotationally fixed manner; wherein the third shifting element (C) and the fourth shifting element (D) are formed as a first dual shifting element (S 1), the actuator (10) of which extends through a pot-like section (11) of a drive shaft (12) of the internal combustion engine (7) which surrounds the first dual shifting element (S 1) on the outside, wherein the pot-like section (11) of the drive shaft (12) of the internal combustion engine (7) extends as far as the second shifting element (J).Drive arrangement according to Claim 1, characterized in that the first element of the planetary gearing (PG) is designed as a web (ST), the second element of the planetary gearing (PG) is designed as a sun wheel (SR) and the third element of the planetary gearing (PG) is designed as a ring wheel (HR).Drive arrangement according to Claim 1 or 2, characterized in that the actuator (10) of the first dual shift element (S1) extends in the radial direction through a slot (13), which extends in the axial direction, in the pot-like section (11) of the drive shaft (12) of the internal combustion engine (7) in such a way that the actuator (10) can be displaced in the axial direction relative to the pot-like section (11) of the drive shaft (12) of the internal combustion engine (7) and acts on the pot-like section (11) of the drive shaft of the internal combustion engine in a rotationally fixed manner in the circumferential direction.Drive arrangement according to one of Claims 1 to 3, characterized in that the first switching element (K) and the second switching element (J) are designed as a second dual switching element (S2).Drive arrangement according to one of Claims 1 to 4, characterized in that the first switching element (K), the second switching element (J), the third switching element (C) and the fourth switching element (D) are each designed as unsynchronized switching elements.Drive arrangement according to one of Claims 1 to 4, characterized in that the first switching element (K) and the second switching element (J) are each formed as synchronized switching elements, and in that the third switching element (C) and the fourth switching element (D) are each formed as unsynchronized switching elements.Drive train for a hybrid vehicle, having a hybrid output which has an internal combustion engine (7) and an electric machine (6), having a transmission (2) which has two transmission input shafts (4, 5) and one output shaft (3), and having a drive arrangement (1) according to one of Claims 1 to 6.Drive train according to Claim 7, characterized in that the electric machine (6) is permanently coupled to the second element of the planetary gearing (PG).Drive train according to Claim 7 or 8, characterized in that the transmission (2) comprises a main transmission (HG), comprising two parallel-connected subtransmissions, with the two transmission input shafts (4, 5) and the output shaft (3), the main transmission (HG) comprising a first wheel plane (R1), a second wheel plane (R2), a third wheel plane (R3), a fourth wheel plane (R4) and a fifth wheel plane (R5), the main transmission (HG) comprising a first shift element (A), a second shift element (B), a third shift element (E), a fourth shift element (F), a fifth shift element (G), a sixth shift element (H) and a seventh shift element (1), the transmission (2) comprises a range group (GP) with a planetary transmission (PG2), an eighth shifting element (L) and a ninth shifting element (S), wherein the planetary transmission (PG2) of the range group (GP) connects to the main transmission (HG) in such a way that, when the sixth shifting element (H) is closed, the fifth wheel plane (R5) of the main transmission (HG) and a first element (SR2) of the planetary transmission (PG2) of the range group (GP) are connected in a rotationally fixed manner, whereas, when the eighth shifting element (I) is closed, the fifth wheel plane (R5) of the main transmission (HG) and a second element (ST2) of the planetary transmission (PG2) of the range group (GP) are connected in a rotationally fixed manner.Drive train according to Claim 9, characterized in that the first element (SR2) of the planetary gearing (PG2) of the range group (GP) is coupled rotationally fixedly to a main shaft (15) of the transmission (2), which main shaft is decoupled from the second transmission input shaft (5) when the fifth shift element (G) is open and which main shaft is coupled rotationally fixedly to the second transmission input shaft (5) when the fifth shift element (G) is closed, the second element (ST2) of the planetary gearing (PG2) of the range group (GP) is coupled rotationally fixedly to the output shaft (3), a third element (HR2) of the planetary gearing (PG2) of the range group (GP) is connected fixedly to the housing when the eighth shift element (L) is closed, and then, when the ninth shifting element (S) is closed, it is connected to the output shaft (3) in a rotationally fixed manner.Drive train according to Claim 9 or 10, characterized in that, if the first shifting element (K) and the second shifting element (J) of the drive arrangement (1) are each formed as synchronized shifting elements, the third shifting element (E), the fourth shifting element (F) and the fifth shifting element (G) of the main transmission (HG) are each formed as unsynchronized shifting elements.Drive train according to Claim 9 or 10, characterized in that, if the first shifting element (K) and the second shifting element (J) of the drive arrangement (1) are each formed as unsynchronized shifting elements, the third shifting element (E), the fourth shifting element (F) and the fifth shifting element (G) of the main transmission (HG) are each formed as synchronized shifting elements.

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