Drive arrangement for a hybrid vehicle

Abstract

Drive arrangement for a hybrid vehicle, comprising - an input shaft (1) rotatably mounted in a housing, which can be coupled to a crankshaft of an internal combustion engine, - an output shaft (2, 2') rotatably mounted in the housing, which can be coupled to a driven axle of the hybrid vehicle, - a first electric machine (10) with a housing-fixed first stator (11) and a rotatably mounted first rotor (12) to it, - a second electric machine (20) with a housing-fixed second stator (21) and a rotatably mounted second rotor (22) to it, - a first planetary set (100) with a first sun gear (110), a first ring gear (120) and a first bridge (130) on which a set of first planetary gears (131), which mesh on one side with the first sun gear (110) and on the other side with the first ring gear (120), are rotatably mounted, and - a second planetary set (200) with a second sun (210), a second ring gear (220) and a second bridge (230) on which a set of second planetary gears (231), which mesh on one side with the second sun (210) and on the other side with the second ring gear (220), are rotatably mounted, wherein - the first sun (110) and the second sun (210) are coupled to the first rotor (12), - the first bridge (130) and the second ring gear (220) are coupled to the input shaft (1), - the first ring gear (120) and the second rotor (22) are connected to the output shaft (2) via a transmission arrangement (3, 5, 6, 300) and - the second bridge (230) coupled to the housing is characterized in that the first bridge (130) is coupled to the input shaft (1) via a first coupling (31).

Description

[0001] The invention relates to a drive arrangement for a hybrid vehicle, comprising - a rotatable input shaft mounted in a housing, which can be coupled to a crankshaft of an internal combustion engine, - a rotatable output shaft mounted in the housing, which can be coupled to a driven axle of the hybrid vehicle, - a first electric machine with a housing-fixed first stator and a rotatably mounted first rotor, - a second electric machine with a housing-mounted second stator and a rotatably mounted second rotor, - a first planetary set with a first sun gear, a first ring gear and a first bridge on which a set of first planetary gears, which mesh on one side with the first sun gear and on the other side with the first ring gear, are rotatably mounted, and - a second planetary gear set with a second sun gear, a second ring gear and a second bridge on which a set of two planet gears, which mesh on one side with the second sun gear and on the other side with the second ring gear, are rotatably mounted, where - the first sun and the second sun are coupled to the first rotor, - the first bridge and the second ring gear are coupled to the input shaft, - the first ring gear and the second rotor are connected to the output shaft via a transmission arrangement and - the second bridge is coupled to the housing.

[0002] Such drive arrangements for hybrid vehicles are known from WO 2015 / 056087 A1.

[0003] This publication discloses a hybrid drive arrangement with two electric machines, each capable of operating as both a motor and a generator. An input shaft of the drive arrangement can be coupled to an internal combustion engine via a dual-mass flywheel. The input shaft is rigidly connected to one shaft of each of the two coaxially arranged planetary gear sets: in the first planetary gear set, to its first hub, and in the second planetary gear set, to its second ring gear. The sun gears of both planetary gear sets are rigidly connected to the first rotor of the first electric machine. The second hub of the second planetary gear set can be locked to the housing via a switchable freewheel. The first ring gear of the first planetary gear set is connected to a countershaft via a spur gear stage. A further spur gear stage engages the same fixed gear on the countershaft, connecting the second rotor of the second electric machine to the countershaft via this spur gear stage.The countershaft serves as the output shaft of the drive assembly. Its second fixed gear meshes with the external teeth of a differential carrier, via which a driven axle of the hybrid vehicle can be coupled.

[0004] In this description, the term "connected" refers to a constant-speed connection, for example, via a fixed connection or an unchanging gear ratio. In contrast, the term "coupled" encompasses both such constant-speed connections and switchable or variable connections. If the latter is specifically meant, the corresponding switching element, in particular a brake or clutch, is usually explicitly stated. Conversely, if the former is specifically meant, the term "coupled" is generally avoided in favor of the specific term "connected." The use of the term "coupled" without specifying a particular switching element thus generally indicates the intention to include both cases.This distinction is made solely for the sake of clarity and, in particular, to clarify where the provision of a switchable or variable connection is absolutely necessary instead of a generally easier-to-implement, constant-speed connection. The above definition of the term "connected" should therefore by no means be interpreted so narrowly as to allow for couplings arbitrarily inserted for circumvention purposes to be interpreted differently from its literal meaning.

[0005] The term "brake" generally refers to switching elements that allow a rotatable element to be fixed to the housing, at least unidirectionally. Conversely, the term "coupling" refers to switching elements that allow two shafts rotatable relative to the housing to be connected.

[0006] The drive system of the aforementioned, generic publication essentially features two operating modes, which can be described as hybrid mode and electric mode. In hybrid mode, the internal combustion engine acts as the drive unit, which may be supported by one or both electric motors. In electric mode, the electric motors alone, individually or together, act as the drive unit. Given the increasing demands on the efficiency of drive systems, particularly in light of increasingly powerful electric motors with larger electrical energy storage capacities, there is a need to broaden the range of usable modes, which should specifically include the ability to switch the internal combustion engine on and off at higher driving speeds.

[0007] The object of the present invention is to further develop a generic drive arrangement in such a way as to increase the range of usable operating modes.

[0008] This problem is solved in conjunction with the features of the preamble of claim 1 by the fact that the first web is coupled to the input shaft via a first coupling.

[0009] Preferred embodiments of the invention are the subject of the dependent patent claims.

[0010] According to the invention, by opening the connection between the first web and the input shaft, while simultaneously closing the coupling between the second web and the housing, an additional series hybrid operating mode is enabled alongside the single-power-split operating mode known from the prior art. In this mode, the first electric machine rotates at a negative speed compared to the internal combustion engine. The transition between the two modes occurs synchronously in overdrive at gear ratios of approximately 0.4. At gear ratios of approximately 0.7 in the single-power-split mode, the first electric machine comes to a standstill, and at gear ratios of 1.0, both planetary gear sets rotate as a unit in the single-power-split mode.

[0011] In a preferred embodiment of the invention, the first bridge can be locked to the housing via a first brake. This additionally realizes a parallel hybrid fixed gear, which lies "on the border" at a gear ratio of approximately 0.4 between the aforementioned power-split operating mode and the series hybrid operating mode, and is traversed during this transition.

[0012] In this embodiment, if the internal combustion engine is to be switched off and the system converted to purely electric operation, this occurs, depending on the vehicle speed, either from the aforementioned power-split operating mode or from the aforementioned series-hybrid operating mode. At vehicle speeds below approximately 60 km / h, the internal combustion engine is switched off from power-split operation. At vehicle speeds above approximately 60 km / h, the internal combustion engine is switched off from series-hybrid mode. After the internal combustion engine is switched off from power-split operation, the first brake is applied, allowing both electric motors to be used to propel the vehicle.

[0013] To start the internal combustion engine, however, the first brake must be released while the first clutch is still closed, whereby the drive transitions to the power-split operating mode via a purely electric intermediate phase.

[0014] If the combustion engine is switched off from series hybrid mode, the purely electric drive is powered solely by the second electric motor, since the first electric motor has zero rotational speed and a zero gear ratio in this mode. When the combustion engine is restarted from this mode, the first electric motor must accelerate from a negative speed to the operating limit of the parallel hybrid mode. At this limit speed of approximately 60 km / h, the first clutch and the first brakes are simultaneously opened, followed by the engagement of the second link with the housing, in order to switch between the aforementioned electric modes.

[0015] This presupposes that the second bridge, as provided in a preferred embodiment of the invention, can be fixed to the housing via a switchable coupling, i.e., via a second brake. However, an embodiment in which the second bridge is fixedly connected to the housing is also conceivable, provided a second coupling is provided. This coupling can, as provided in a first variant of the invention, couple the second ring gear to the input shaft. Alternatively, the second coupling can also couple the second sun gear to the first rotor. Regarding the possible operating modes, the above description applies, provided that "second brake" is replaced by "second coupling".

[0016] The following switching table (Table 1) provides an overview of the achievable operating modes. Table 1 Mode B1 B / K2 K1 ELVE1 ◯ ◯ × SEE 1 ◯ × ◯ PAIR 1 × × ◯ PAIR 2 ◯ × × 2MM 1 × ◯ × 1MS 1 ◯ ◯ × 1M 1 ◯ × ◯

[0017] Here, B1 represents the first brake, K1 the first clutch, B / K2 the second brake and second clutch respectively, O the switching element open, X the switching element closed, ELVA simple power split with output-coupled electric machine, SER serial hybrid mode, PAR parallel hybrid mode, 1MS electric mode with one active and one trailing electric machine, 1M electric mode with one active and one stationary electric machine, and 2MM electric mode with two (potentially) active electric machines (torque addition). For a detailed explanation of the individual operating modes, reference is made to the special section of the description, where the respective torque flow is discussed in particular with purely exemplary reference to preferred embodiments.

[0018] To further broaden the range of achievable operating modes, additional switching elements can be provided. As part of a first extension of the invention, it is provided that the first rotor can be locked to the housing via a third brake. This results in an additional parallel hybrid operating mode, as can be seen from the following switching table (Table 2). Table 2 Mode B1 B / K2 K1 B3 ELVE1 ◯ ◯ × ◯ SEE 1 ◯ × ◯ ◯ PAIR 1 × × ◯ ◯ PAIR 2 ◯ × × ◯ PAIR 3 ◯ ◯ × × 2MM 1 × ◯ × ◯ 1MS 1 ◯ ◯ × ◯ 1M 2 ◯ × ◯ ◯

[0019] B3 means third brake; for further information, please refer to the legend in Table 1.

[0020] In a second extension of the invention, it is provided that the first planetary gear set can be locked by coupling two of its shafts via a third coupling. Several variations are conceivable. In a first variation, the first sun gear and the first rib are coupled to each other via the third coupling. In a second variation, the first sun gear and the first ring gear are coupled to each other via the third coupling. In a third variation, the first rib and the first ring gear are coupled to each other via the third coupling. All these variations have the effect that, with the third coupling engaged, the first planetary gear set rotates as a single unit without internal relative rotations. As can be seen from the following switching table (Table 3), this also results in an additional parallel hybrid operating mode as well as an additional purely electric operating mode with two (potentially) active electric machines. Table 3 Mode B1 B / K2 K1 K3 ELVE1 ◯ ◯ × ◯ SEE 1 ◯ × ◯ ◯ PAIR 1 × × ◯ ◯ PAIR 2 ◯ × × ◯ PAIR 4 ◯ ◯ × × 2MM 1 × ◯ × ◯ 1MS 1 ◯ ◯ × ◯ 1M 1 ◯ × ◯ ◯ 2MM 2 ◯ ◯ ◯ ×

[0021] K3 means third clutch; for further information, please refer to the legend for Table 1.

[0022] In a third extension of the present invention, the second sun is connected to the transmission input shaft via a fourth coupling. As can be seen from the following switching table (Table 4), this extension results in an additional series hybrid operating mode, an additional parallel hybrid forward operating mode, an additional parallel hybrid reverse operating mode, and an additional purely electric operating mode with one active and one stationary electric machine. Table 4 Mode B1 B / K2 K1 K4 ELVE1 ◯ ◯ × ◯ SEE 1 ◯ × ◯ ◯ SEE 2 ◯ ◯ ◯ × PAIR 1 × × ◯ ◯ PAIR 2 ◯ × × ◯ PAIR 4 ◯ ◯ × × PAIR 5R × ◯ ◯ × 2MM 1 × ◯ × ◯ 1MS 1 ◯ ◯ × ◯ 1M 1 ◯ × ◯ ◯ 1M 2 ◯ ◯ ◯ ×

[0023] K4 means fourth clutch and R means reverse gear; for further information, please refer to the legend in Table 1.

[0024] Finally, a fourth extension of the invention may provide that the second solar array is coupled to the first rotor via a fifth coupling. As can be seen from the following switching table (Table 5), this results in an additional purely electric operating mode with two (potentially) active electric machines. Table 5 Mode B1 B / K2 K1 K5 ELVE1 ◯ ◯ × × SEE 1 ◯ × ◯ × PAIR 1 × × ◯ × PAIR 2 ◯ × × × 2MM 1 × ◯ × × 1MS 1 ◯ ◯ × × 1M 1 ◯ × ◯ × 2MM 3 × ◯ × ◯

[0025] K5 means fifth clutch; for further information, please refer to the legend for Table 1.

[0026] As is generally known from the prior art, it is particularly advantageous if the output shaft is designed as a countershaft with one or two input gears that mesh with the externally toothed first ring gear and a connecting gear connected to the second rotor. The output gear of the countershaft meshes with a gear of the further drive, in particular with the external teeth of a differential carrier. The variant in which the countershaft has only one input gear is more space-saving and lighter; the variant with two input gears of the countershaft (one each in mesh with the first ring gear and the connecting gear) allows for more variable gear ratio adjustment. The design of the output shaft as a countershaft is particularly advantageous for drive arrangements intended for transverse installation in motor vehicles.

[0027] Alternatively, a variant specifically designed for longitudinal installation can be implemented in which the second rotor is connected to the output shaft directly connected to the first ring gear via a third planetary gear set.

[0028] Further features and advantages of the invention will become apparent from the following detailed description and the drawings.

[0029] They show: Fig. 1: the basic form of a drive arrangement according to the invention, Fig. 2: a first variant of the drive arrangement of Fig. 1, Fig. 3: a second variant of the drive arrangement of Fig. 1, Fig. 4: a first extension of the drive arrangement according to the invention, Fig. 5: a second extension of the drive arrangement according to the invention in a first embodiment, Fig.6: a second embodiment of the second extension of the drive arrangement according to the invention, Fig. 7: a third embodiment of the second extension of the drive arrangement according to the invention, Fig. 8: a third extension of the drive arrangement according to the invention, Fig. 9: a fourth extension of the drive arrangement according to the invention, Fig. 10: an alternative embodiment of the output area of ​​the drive arrangement according to the invention and Fig. 11: the drive arrangement according to the invention in longitudinal configuration corresponding to the basic shape of Fig. 1.

[0030] Identical reference symbols in the figures indicate identical or analogous elements.

[0031] Fig.Figure 1 shows a basic form of a drive arrangement according to the invention in a highly schematic representation. An input shaft 1 and an output shaft 2 are rotatably mounted in a housing (not shown). The input shaft 1 can be coupled to an internal combustion engine (not shown) of a hybrid vehicle. The output shaft 2 can be coupled to a further output of the hybrid vehicle. In the illustrated embodiment, this is achieved via an output gear 3 of the output shaft 2, which meshes with the external teeth of a differential cage of a downstream differential 4.

[0032] The central elements of the drive arrangement according to the invention are a first electric machine 10 and a second electric machine 20. The first electric machine 10 comprises a stator 11 fixed to a housing and a rotor 12 rotatably mounted thereon. The second electric machine 20 comprises a stator 21 fixed to a housing and a rotor 22 rotatably mounted thereon.

[0033] Furthermore, the drive arrangement according to the invention comprises two planetary gear sets, namely a first planetary gear set 100 and a second planetary gear set 200. The first planetary gear set 100 includes a first sun gear 110, a first ring gear 120, and a first carrier 130 on which planet gears 131 are rotatably mounted. The second planetary gear set 200 includes a second sun gear 210, a second ring gear 220, and a second carrier 230 on which planet gears 231 are rotatably mounted.

[0034] The planetary gear sets 100 and 200 are arranged coaxially with the input shaft 1. The first electric machine is arranged axially between the two planetary gear sets 100 and 200, also in a coaxial orientation. Both planetary gear sets 110 and 210 are fixedly connected to the rotor 12 of the first electric machine. The first planetary gear set 130 is coupled to the input shaft 1 via a first clutch 31 and can be locked to the housing via a first brake 41. The second planetary gear set 230 can also be locked to the housing via a second brake 42. The second ring gear 220 is fixedly connected to the input shaft 1. The external teeth of the first ring gear 120 mesh with a first input gear 5 of the output shaft 2, which serves as a countershaft. A second input gear 6 of the countershaft 2 meshes with the teeth of a coupling gear on the shaft of the second rotor 22.

[0035] In a simple power-split operating mode, the first brake 41 and the second brake 42 are open, while the first clutch 31 is closed. Mechanical power introduced via the input shaft 1 is split in the first planetary gear set 100. The input torque is introduced via the closed first clutch 31 and the first carrier 130. Part of it is delivered to the output in purely mechanical form via the first ring gear 120 and the first input gear 5 of the countershaft 2. Part of it is used via the first sun gear 110 to generate the first electric machine 10. The electrical power generated is transferred to the second electric machine 20 via power electronics (not shown), to which an electrical energy storage device (also not shown) is connected. The torque of the second electric machine 20 is delivered to the output via the second input gear 6 of the countershaft 2.

[0036] In a series hybrid operating mode, the first brake 41 and the first clutch 31 are open, while the second brake 42 is closed. The torque of the internal combustion engine is introduced via the input shaft 1 and the second ring gear 220 into the second planetary gear set 200, which, due to its web 230 being held in place by the closed second brake 42, acts purely as a transmission stage. The translated torque applied to the second sun gear 210 is used for the generator operation of the first electric machine 10. A direct transmission of mechanical torque to the output shaft 2 does not occur because the first clutch 31 and the first brake 41 are open. The electrical power generated during the generator operation of the first electric machine 10 is transferred to the second electric machine 20, whose torque is delivered to the output via the second input gear 6 of the countershaft 2.

[0037] In a first parallel hybrid operating mode, the first brake 41 and the second brake 42 are closed, while the first clutch 31 is open. Due to the closed brakes 41, 42, both planetary gear sets 100, 200 function purely as transmission stages. The input torque of the internal combustion engine is thus mechanically transmitted to the first input gear 5 of the countershaft 2 via the second planetary gear set 200 and the first planetary gear set 100, with a two-stage reduction. Both the first electric machine 10 and the second electric machine 20 can be operated as auxiliary motors or as recuperating generators.

[0038] In a second parallel hybrid operating mode, the second brake 42 and the first clutch 31 are engaged, while the first brake 41 is disengaged. In this mode, the input torque of the internal combustion engine is translated by the first and second planetary gear sets 100 and 200 and transmitted to the countershaft 2. As in the first parallel hybrid mode, the electric machines 10 and 11 can be operated as supporting motors or as recuperating generators.

[0039] As discussed in the general part of the description, by switching off the internal combustion engine, it is possible to transition from the second parallel hybrid operating mode to a first purely electric operating mode, in which, after closing the first brake 41 and opening the second brake 42, an electric mode with two potentially active electric machines 10, 20 is realized.

[0040] However, two further purely electric modes can be implemented, each with an active electric machine 20. In the first such mode, the first and second brakes 41, 42 are open, while the first clutch 31 is closed. Due to the stationary internal combustion engine, this means that the rotational speed of the first planetary gear 130 is set to zero, so that the first electric machine 10 operates at a rotational speed multiplied by the stationary gear ratio of the first ring gear 120. Because of the lack of torque support at the first planetary gear 120 of the first planetary gear set 100 when the first brake 41 is open, the first electric machine 10, operating at a negative rotational speed, cannot transmit a translated torque to the countershaft 2 and must be maintained at a speed-dependent rotational speed using electrical energy drawn from the electrical energy storage device or be driven by the second electric machine 20.

[0041] In a second electric mode with one active and one stationary electric machine, the first clutch 31 and the first brake 41 are open, while the second brake 42 is closed. Due to the stationary internal combustion engine, the second ring gear 220 is also fixed with respect to its rotational speed, so that none of the shafts of the second planetary gear set 200 rotate. Consequently, the first rotor 12 is also stationary. The torque generated in the second electric machine 20 is delivered to the output via the second input gear 6 of the countershaft 2. Due to the open first clutch 31 and the open first brake 41, the first hub 130 of the first planetary gear set 100 can rotate freely despite its fixed first sun 110.

[0042] Fig. 2 shows a variant of the basic form of Fig. 1, with which the same operating modes can be implemented. The variant differs structurally from... Fig.2 thereby from the basic form of Fig. 1, that the second bridge 230 is permanently fixed to the housing, i.e., not via a switching element. Instead, the fixed connection between the input shaft 1 and the second ring gear 220 is broken and replaced by a switchable coupling via a second clutch 32. The above explanations regarding Fig. 1 are fully focused on the embodiment of Fig. 2 transferable, provided that “second brake 42” is replaced by “second clutch 32”.

[0043] Fig. Figure 3 shows a second variant of the drive arrangement according to the invention. Here, the position of the second clutch 32 differs from the embodiment of Fig. 2. This variant is modified again. In this version, the fixed connection between the first rotor 12 and the first sun 210 is replaced by a switchable coupling via the second coupling 32. Otherwise, the same applies to Fig. 2 said.

[0044] Fig.4 shows a first extension of the basic form of Fig.1. In particular, a third brake 43 is introduced, by means of which the first rotor 12 can be fixed to the housing. This results in a third parallel hybrid operating mode in addition to the operating modes described above, in which the first and second brakes 41, 42 are open, while the first clutch 31 and the third brake 43 are closed. The first rotor 12 is fixed to the housing by the closed third brake. The second brake 42 is open, so that the second carrier 230 of the second planetary gear set 200 can rotate freely despite its fixed sun 210 when rotation is initiated via its second ring gear 220. Due to its also fixed sun 110, the first planetary gear set 100 acts purely as a transmission stage, by means of which torque initiated via the closed first clutch 31 and the first carrier 130 can be translated and delivered to the output via the first ring gear 120 and the first input gear 5 of the countershaft 2.The second electric machine 20 can be operated in a supporting motor mode or in a recuperative generator mode.

[0045] The Fig. Figures 5-7 show different embodiments of a second extension of the invention, which, starting from the basic form of Fig. 1, which provides for the possibility of blocking the first planetary set 100. This blockability is implemented in the design according to Fig. 5 is achieved by the fact that the first sun 110 and the first bridge 130 are switchably coupled by means of a third coupling 33. In the embodiment according to Fig. 6 The third coupling 33 couples the first sun 110 with the first ring gear 120. In the design according to Fig. 7 the third coupling 33 couples the first bridge 130 with the first ring gear 120.

[0046] All embodiments of the second extension of the invention result in two additional operating modes being realized. In an additional parallel hybrid operating mode, the first and third clutches 31, 33 are closed, while the remaining switching elements are open. Due to its interlocking design, the first planetary gear set 100 rotates at the speed of the input shaft 1 without internal rotation. This rotation is transmitted via the first input gear 5 to the countershaft 2, whereby the second electric machine 20 can be operated as a supporting motor or as a recuperating generator. The same applies to the additional use of the first electric machine.

[0047] If the internal combustion engine is switched off, starting from this parallel hybrid operating mode, an additional purely electric mode with two potentially active electric machines results when the internal combustion engine is switched off after the first clutch 31 is opened. The first planetary gear set then rotates as a unit at the speed of the first rotor 12.

[0048] Fig. Figure 8 shows a third extension of the drive arrangement according to the invention. This is characterized, starting from the basic form according to Figure 8, by the following extensions: Fig.1, by the fact that the second planetary gear set 210 is coupled to the transmission input shaft 1 via a fourth clutch 34. This allows for the realization of four additional operating modes. In an additional series hybrid mode, the fourth clutch 34 is closed, while the other switching elements are open. Due to the resulting locking of the second planetary gear set, it rotates as a unit at the speed of the input shaft 1. Because the first clutch 31 and the first brake 41 are open, no torque is transmitted to the output shaft 2 via the first planetary gear set 100. Instead, the first electric machine 10 is operated as a generator. The electrical power generated is transmitted to the second electric machine 20, whose torque is delivered to the output via the second input gear 6 of the countershaft 2.

[0049] In an additional parallel hybrid mode, the first and fourth clutches 31, 34 are closed, while the remaining switching elements are open. Here, too, the second planetary gear set 200 rotates as a unit at the speed of the input shaft 1. The first planetary gear set 100, whose first sun gear 110 (due to its connection with the second sun gear 210) and whose first web 130 (due to the closed first clutch 31) rotate at the speed of the input shaft 1, also rotates as a unit at the input speed. The torque of the internal combustion engine is thus transmitted without further transmission via the first ring gear 120 and the first input gear 5 to the countershaft 2. The electric motors 10, 20 can be operated in a supporting motor mode or in a recuperating generator mode.

[0050] In an additional parallel hybrid reverse mode, the first brake 41 and the fourth clutch 34 are closed, while the remaining shift elements are open. The torque of the internal combustion engine is transmitted via the locked second planetary gear set 200 to the first sun gear 110 of the first planetary gear set 100, which, due to its first web 130 being fixed because of the closed first brake 41, acts as a pure negative gear stage, i.e., it reverses the direction of rotation.

[0051] Finally, an additional purely electric mode is available, with one active electric machine, namely the second electric machine 20, and one stationary electric machine, namely the first electric machine 10. In this operating mode, the fourth clutch 34 is engaged, while the other switching elements are open. This corresponds to the additional series hybrid mode described above, but with the internal combustion engine switched off. Due to the stationary input shaft 1 and the locking of the second planetary gear set 200 via the engaged fourth clutch 34, the first rotor 12 is also stationary. The vehicle is driven solely by the second electric machine 20, while the first planetary gear set 100 can rotate freely because the first clutch 31 and the first brake 41 are open.

[0052] Fig.Figure 9 shows a fourth extension of the drive arrangement according to the invention. This is characterized, starting from the basic form according to Figure 9, by the following extensions: Fig. 1, by the fact that the second sun 210 is coupled to the first rotor 12 via a fifth coupling 35.

[0053] This allows for the implementation of an additional purely electric operating mode with two potentially active electric machines. For this purpose, the first clutch 31 and the first brake 41 are closed, while the remaining switching elements are open. Because the first brake 41 and the first clutch 31 are closed, the first web 130 is fixed to the housing together with the crankshaft of the stationary internal combustion engine, i.e., together with the input shaft 1. Because the fifth clutch 35 is open, the second planetary gear set 200 is completely disengaged. The torque generated by the first electric machine 10 is transmitted to the output via the first planetary gear set 100, which acts purely as a transmission stage, through the input gear 5 of the countershaft 2. The torque generated in the second electric machine 20 is transmitted to the output via the second input gear 6 of the countershaft 2.

[0054] The expert will understand that all extensions, as they are described in the Fig. 4-9 based on the basic form of Fig. 1 are shown, also based on the variants of Fig. 2 and Fig. 3 are feasible. The above explanations remain valid with a grain of salt.

[0055] Fig. Figure 10 shows an alternative embodiment of the output section of the drive arrangement according to the invention. Instead of a countershaft with two input gears and one output gear, only one countershaft 2 with one input gear 5 and one output gear 3 is used here. Both the second rotor 22 and the external teeth of the first ring gear 120, indicated only by dashed lines, engage with the same (single) input gear 5 of the countershaft 2.

[0056] The person skilled in the art will understand that the aforementioned embodiments are particularly suitable for transverse installation in a vehicle. Fig.In contrast, 11 shows a variant suitable for longitudinal installation, which, apart from the starting area, is essentially the same as the basic form of Fig. 1 corresponds to the first and second planetary gear sets 100 and 200 having exchanged their axial positions. The second electric machine 20 is axially adjacent to the first planetary gear set 100 and arranged in a coaxial orientation. The first ring gear 120 is directly connected to the output shaft 2'. The second electric machine 20 is connected to the output shaft 2' via a third planetary gear set 300. The third sun gear 310 of the third planetary gear set 300 is connected to the second rotor 22. The third ring gear 320 of the third planetary gear set 300 is permanently fixed to the housing. The third web 330 of the third planetary gear set 300, on which a set of third planetary gears 331 is rotatably mounted, is connected to the output shaft 2'.

[0057] The expert will understand that all the aforementioned variants can be modified accordingly, as exemplified in Fig. 11 are indicated, which can be modified in longitudinal installation variants.

[0058] Naturally, the embodiments discussed in the detailed description and shown in the figures represent only illustrative examples of the present invention. In light of this disclosure, a wide range of variations is available to those skilled in the art. For the sake of completeness, it should be mentioned that instead of the first brake that secures the first web to the housing, a first brake that secures the input shaft to the housing can also be provided. Regarding the possible operating modes, reference can be made in full to the preceding description. Alternatively, the functional integration of the external teeth of the ring gear of the first planetary gear set can also be eliminated by two separate, coupled components. Reference symbol list 1 Input wave 2 Output shaft, countershaft 2' Output shaft 3 starting wheel of 2 4 Differential 5 first input wheel of 2 6 second input wheel of 2 10 first electric machine 11 first stator 12 first rotor 20 second electric machine 21 second stator 22 second rotor 31 first clutch 32 second clutch 33 third clutch 34 fourth clutch 35 fifth clutch 41 first brake 42 second brake 43 third brake 100 first planetary theorem 110 first sun 120 first ring gear 130 first jetty 131 first planetary gears 200 second planetary set 210 second sun 220 second ring gear 230 second jetty 231 second planetary gears 300 third planetary set 310 third sun 320 third ring gear 330 third jetty 331 third planetary gears

Claims

[1] Drive arrangement for a hybrid vehicle, comprising - an input shaft (1) rotatably mounted in a housing, which can be coupled to a crankshaft of an internal combustion engine, - an output shaft (2, 2') rotatably mounted in the housing, which can be coupled to a driven axle of the hybrid vehicle, - a first electric machine (10) with a housing-fixed first stator (11) and a rotatably mounted first rotor (12) to it, - a second electric machine (20) with a housing-fixed second stator (21) and a rotatably mounted second rotor (22) to it, - a first planetary set (100) with a first sun gear (110), a first ring gear (120) and a first bridge (130) on which a set of first planetary gears (131), which mesh on one side with the first sun gear (110) and on the other side with the first ring gear (120), are rotatably mounted, and - a second planetary set (200) with a second sun (210), a second ring gear (220) and a second bridge (230) on which a set of second planetary gears (231), which mesh on one side with the second sun (210) and on the other side with the second ring gear (220), are rotatably mounted, wherein - the first sun (110) and the second sun (210) are coupled to the first rotor (12), - the first bridge (130) and the second ring gear (220) are coupled to the input shaft (1), - the first ring gear (120) and the second rotor (22) are connected to the output shaft (2) via a transmission arrangement (3, 5, 6, 300) and - the second bridge (230) is coupled to the housing characterized by , that the first bridge (130) is coupled to the input shaft (1) via a first coupling (31). [2] Drive arrangement according to claim 1, characterized by , that the first bridge (130) can be fixed to the housing via a first brake (41). [3] Drive arrangement according to one of the preceding claims, characterized by , that the second bridge (230) can be fixed to the housing via a second brake (42). [4] Drive arrangement according to one of claims 1 to 2, characterized by , that the second bridge (230) is firmly connected to the housing. [5] Drive arrangement according to claim 4, characterized by , that the second ring gear (220) is coupled to the input shaft (1) via a second coupling (32). [6] Drive arrangement according to claim 4, characterized by , that the second sun (210) is coupled to the first rotor (12) via a second coupling (32). [7] Drive arrangement according to claim 3, characterized by , that the first rotor (12) can be fixed to the housing via a third brake (43). [8] Drive arrangement according to claim 3, characterized by , that the first planetary set (100) can be locked by coupling two of its shafts by means of a third coupling (33). [9] Drive arrangement according to claim 8, characterized by , that the first sun (110) and the first bridge (130) are coupled via the third coupling (33). [10] Drive arrangement according to claim 8, characterized by , that the first sun (110) and the first ring gear (120) are coupled via the third coupling (33). [11] Drive arrangement according to claim 8, characterized by , that the first bridge (130) and the first ring gear (120) are coupled via the third coupling (33). [12] Drive arrangement according to claim 3 or 8, characterized by , that the second sun (210) is coupled to the transmission input shaft (1) via a fourth clutch (34). [13] Drive arrangement according to claim 3, characterized by , that the second sun (210) is coupled to the first rotor (12) via a fifth coupling (35). [14] Drive arrangement according to one of the preceding claims, characterized by, that the output shaft (2) is designed as a countershaft with one or two input gears (5, 6) meshing with the externally toothed first ring gear (120) and a coupling gear connected to the second rotor (22).

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