Hybrid transmission, drive train for a hybrid vehicle, and method for operating a drive train

Abstract

The invention relates to a hybrid transmission (15), to a drive train (10) having the hybrid transmission (15) and to a method for operating the drive train (10), wherein the hybrid transmission (15) comprises a first drive shaft (70), a second drive shaft (75), an output side (80) and a first torque transmission path (85) extending between the first drive shaft (70) and the output side (80), wherein the first torque transmission path (85) comprises a first transmission means (115), wherein the first transmission means (115) comprises a shifting means (130), a first transmission stage (120) with a first transmission ratio and a second transmission stage (125) with a second transmission ratio different from the first transmission ratio, wherein in a first shifting state of the shifting means (130), the shifting means (130) connects the first drive shaft (70) to the first transmission stage (120), and the first transmission stage (120) couples the first drive shaft (70) to the output side (80), wherein in a second shifting state of the shifting means (130) different from the first shifting state, the shifting means (130) connects the first drive shaft (70) to the second transmission stage (125), and the second transmission stage (125) couples the first drive shaft (70) to the output side (80).

Description

[0001] Hybrid transmission, drive train for a hybrid vehicle and method for operating a drive train

[0002] The invention relates to a hybrid transmission for a drive train of a hybrid vehicle according to patent claim 1, a drive train according to patent claim 8 and a method for operating the drive train according to patent claim 9.

[0003] From WO 2019 / 105504 A1, a drive unit for a drive train of a hybrid motor vehicle with an internal combustion engine, a first electric machine and a second electric machine is known.

[0004] It is an object of the invention to provide an improved hybrid transmission, an improved powertrain and an improved method for operating the powertrain.

[0005] This object is achieved by means of a hybrid transmission according to claim 1, a drive train according to claim 8, and a method according to claim 9. Advantageous embodiments are specified in the dependent claims.

[0006] It has been recognized that an improved hybrid transmission for a drive train of a hybrid vehicle can be provided in that the hybrid transmission has a first drive shaft, a second drive shaft, an output side, and a first torque transmission path running between the first drive shaft and the output side. The first torque transmission path has a first transmission device. The first drive shaft is rotatably connected to a first rotor of a first electric machine and torque-locked to a crankshaft of an internal combustion engine. The second drive shaft is rotatably connected to a second rotor of a second electric machine. The first transmission device has a switching device, a first transmission stage with a first transmission ratio, and a second transmission stage with a second transmission ratio different from the first transmission ratio.In a first switching state of the switching device, the switching device connects the first drive shaft to the first gear ratio, and the first gear ratio couples the first drive shaft to the output side. In a second switching state of the switching device, which differs from the first switching state, the switching device connects the first drive shaft to the second gear ratio, and the second gear ratio couples the first drive shaft to the output side.

[0007] This design has the advantage of making the hybrid transmission particularly simple and compact. Furthermore, the number of components can be kept to a minimum. The two-stage transmission allows the internal combustion engine connected to the first drive shaft to operate with particularly low fuel consumption. Furthermore, various other operating options for the drivetrain are possible, allowing the drivetrain to operate as both a serial and parallel hybrid.

[0008] In a further embodiment, the shifting device has a first clutch, in particular a first form-locking clutch, in particular a first claw clutch, and a second clutch, in particular a second form-locking clutch, in particular a second claw clutch. In the first shifting state, the first clutch is closed and connects the first drive shaft to the first gear stage in a torque-locking, preferably rotationally fixed manner. In the first shifting state, the second clutch is also open. In the second shifting state, the second clutch is closed and connects the first drive shaft to the second gear stage in a torque-locking, preferably rotationally fixed manner. In the second shifting state, the first clutch is open. By alternately opening and closing the clutch, switching between the first gear stage and the second gear stage is thus possible.

[0009] It is particularly advantageous if the shifting device has an electrically and / or hydraulically actuated actuator, a shift drum connected to the actuator, an actuating gate, and at least one first shift linkage. The actuating gate has a first gate arranged on the shift drum and at least one first sliding block arranged on the first gate, which is connected to the shift linkage. The first sliding block is coupled to the first clutch by means of the first shift linkage. The shift drum is arranged so as to be rotatable about a roller axis, wherein in the second shifting state the shift drum is rotated relative to the first shifting state. This embodiment has the advantage that the shifting device, and optionally also another separating clutch and / or a parking lock, can be actuated in a simple manner using a single actuator.Furthermore, the actuator can be operated electrically, so that hydraulics can be dispensed with.

[0010] In a further embodiment, the hybrid transmission has a second torque transmission path extending between the second drive shaft and the output side, comprising a second transmission device and a separating clutch, wherein the separating clutch is arranged between the second transmission device and the output side. When the separating clutch is open, the separating clutch separates the output side from the second transmission device. When the separating clutch is closed, the separating clutch connects the second transmission device to the output side in a torque-locking, preferably rotationally fixed, manner.

[0011] In a further embodiment, the first drive shaft is mounted so as to be rotatable about a first axis of rotation, the first transmission device having a first idler gear mounted so as to be rotatable about the first axis of rotation and a second idler gear mounted so as to be rotatable about the first axis of rotation. The switching device is arranged axially with respect to the first axis of rotation between the first idler gear and the second idler gear. In the closed state, the first clutch connects the first drive shaft to the first idler gear in a torque-locking manner, preferably in a rotationally fixed manner. In the closed state, the second clutch connects the second idler gear to the first drive shaft in a torque-locking manner, preferably in a rotationally fixed manner. This configuration has the advantage that the installation space requirement is particularly small. In particular, the first and second transmission stages can also be kept short in the radial direction.

[0012] In a further embodiment, the first transmission device comprises an intermediate shaft rotatably mounted about a second axis of rotation running parallel to the first axis of rotation, a first fixed gear, and a second fixed gear. The first fixed gear and the second fixed gear are each non-rotatably connected to the intermediate shaft. The first idler gear and the first fixed gear mesh with each other. The second idler gear and the second fixed gear mesh with each other. The arrangement of the two fixed gears on the intermediate shaft has the advantage of providing a particularly simple design for the hybrid transmission.

[0013] In a further embodiment, the hybrid transmission has a parking lock and a housing. The parking lock can be switched between an open state and a closed state. In the closed state, the parking lock connects the second drive shaft to the housing and blocks rotation of the second drive shaft. When the parking lock is open, the second drive shaft is rotatable about a third axis of rotation.

[0014] An improved drivetrain for a hybrid vehicle can be provided in that the drivetrain has a hybrid transmission, a first electric machine with a first rotor, and a second electric machine with a second rotor. The hybrid transmission is designed as described above. The first drive shaft can be coupled to a crankshaft of an internal combustion engine. The first drive shaft is rotationally fixed to the first rotor, and the second drive shaft is rotationally fixed to the second rotor. The first transmission device is preferably arranged between the first rotor and the second rotor.

[0015] This embodiment has the advantage that, due to the arrangement of the transmission device between the first and the second rotor, the first and second electric machines are arranged at a distance from one another and, as a result, the transmission device can be of simple construction.

[0016] An improved method for operating a drive train can be provided by providing the drive train described above. A first drive power is introduced into the first drive shaft. The first electric machine is driven in a generator-like manner by means of a first portion of the first drive power to generate electrical energy. The switching device is switched to the first switching state. A second portion of the first drive power is transmitted to the output side via the first gear ratio. Alternatively, the switching device is switched to the second switching state, wherein a second portion of the first drive power is transmitted to the output side via the second gear ratio.In a further embodiment, the second electric machine introduces a second drive power into the second drive shaft, wherein the second drive power is transmitted to the output side via the second torque transmission path, wherein the second part of the first drive power and the second drive power are provided at the output side for driving the vehicle.

[0017] The invention is explained in more detail below with reference to the figures. These show:

[0018] Fig. 1 is a schematic representation of a drive train according to a first embodiment,

[0019] Fig. 2 is a sectional view through a structural design of the drive train 10 shown in Fig. 1.

[0020] Fig. 3 shows a section A marked in Fig. 1 of the schematic representation of the drive train shown in Fig. 1,

[0021] Fig. 4 shows the drive train 10 shown in Fig. 1 in a first operating state,

[0022] Fig. 5 is a diagram showing the respective state of the first and second clutch, the parking lock and the separating clutch,

[0023] Fig. 6 shows the schematic structure of the drive train shown in Fig. 1 in a second operating state,

[0024] Fig. 7 shows the status of the parking lock, the first and second clutch and the separating clutch symbolically,

[0025] Fig. 8 shows a section B of the schematic representation of the drive train shown in Fig. 6 during a second operating state, Fig. 9 shows the structure of the drive train shown in Fig. 1 in a third operating state,

[0026] Fig. 10 the state of the parking lock, the first and second clutch and the separating clutch symbolically,

[0027] Fig. 11 shows a section C marked in Fig. 9 of the drive train shown in Fig. 9 in the third operating state,

[0028] Fig. 12 shows the drive train shown in Fig. 1 in a fourth operating state,

[0029] Fig. 13 symbolically shows the state of the parking lock, the first clutch and the second clutch as well as the separating clutch in the fourth operating state,

[0030] Fig. 14 shows a section D marked in Fig. 12 of the drive train shown in Fig. 12 in the fourth operating state,

[0031] Fig. 15 shows the schematic representation of the drive train shown in Fig. 1 in a fifth operating state,

[0032] Fig. 16 is a schematic representation of the state of the parking lock, the first and second clutches and the separating clutch,

[0033] Fig. 17 shows a section E of the drive train shown in Fig. 15,

[0034] Fig. 18 is a schematic representation of a drive train according to a second embodiment and

[0035] Fig. 19 is a sectional view through a structural design of the drive train shown in Fig. 15.

[0036] Fig. 1 shows a schematic representation of a powertrain 10 according to a first embodiment. The powertrain 10 includes a hybrid transmission 15, an internal combustion engine 20, a first electric machine 25, a second electric machine 30, a differential 65, and preferably a damper system 35.

[0037] The internal combustion engine 20 has a crankshaft 40 on the output side. The first electric machine 25 has a first rotor 45 and a first stator 50. In the exemplary embodiment, the first electric machine 25 is designed as an internal rotor, so that, for example, the first stator 50 surrounds the first rotor 45 on the circumference. The second electric machine 30 has a second rotor 55 and a second stator 60. In the exemplary embodiment, the second electric machine 30 is designed as an internal rotor, so that, for example, the second stator 60 surrounds the second rotor 55 on the circumference.

[0038] The hybrid transmission 15 has a first drive shaft 70, a second drive shaft 75, an output side 80, a first torque transmission path 85 extending between the first drive shaft 70 and the output side 80, a second torque transmission path 90 extending between the second drive shaft 75 and the output side 80, preferably a rotor carrier 95, a parking lock 265 and a housing 266.

[0039] The first drive shaft 70 is connected in a rotationally fixed manner to a rotor carrier 95, wherein the rotor carrier 95 carries the first rotor 45 on the outside and is connected in a rotationally fixed manner to the first rotor 45. In this case, rotationally fixed means that two components, for example the first drive shaft 70 and the rotor carrier 95, rotate at the same rotational speed and torque can be transmitted. The first drive shaft 70 is mounted rotatably about a first axis of rotation 105 by means of a first bearing arrangement 100. The first drive shaft 70 forms a first input side of the hybrid transmission 15. The first drive shaft 70 is arranged on the side facing the internal combustion engine 20 and is preferably connected in a torque-locking manner to the crankshaft 40 via the damper system 35.The damper system 35 can, for example, comprise a torsional damper, so that the crankshaft 40 can be rotated about the first rotational axis 105 against the action of a spring element 110 of the damper system 35 relative to the first drive shaft 70. The second drive shaft 75 is rotationally connected, preferably directly, to the second rotor 55. The second drive shaft 75 forms a second input side of the hybrid transmission 15.

[0040] The first torque transmission path 85 has a first transmission device 115 with a first transmission stage 120, a second transmission stage 125, a switching device 130, an intermediate shaft 135 and a second bearing arrangement 140.

[0041] The intermediate shaft 135 is arranged parallel to the first drive shaft 70 and is rotatable about a second rotation axis 145 by means of the second bearing arrangement 140.

[0042] The first gear ratio 120 has a first idler gear 150 and a first fixed gear 155. The first idler gear 150 is arranged on the first drive shaft 70 for rotation about the first rotational axis 105. The first fixed gear 155 is arranged on the intermediate shaft 135 in a rotationally fixed manner.

[0043] The second gear ratio 125 has a second idler gear 160 and a second fixed gear 165. The second idler gear 160 is arranged on the first drive shaft 70 for rotation about the first axis of rotation 105. The second idler gear 160 is preferably arranged axially spaced from the first idler gear 150 relative to the first axis of rotation 105. The second fixed gear 165 is arranged on the intermediate shaft 135, axially offset from the first fixed gear 155, and rotationally fixed.

[0044] In the embodiment, the first and second idler gears 150, 160 and the first and second fixed gears 155, 165 are designed, for example, as spur gears. The first idler gear 150 meshes with the first fixed gear 155. The first gear ratio 120 has a first gear ratio. Analogous to the first gear ratio 120, the second idler gear 160 and the second fixed gear 165 mesh with each other. The second idler gear 160 is preferably geometrically different from the first idler gear 150, and the second fixed gear 165 is preferably designed differently from the first fixed gear 155. The second gear ratio 125 has a second gear ratio. The second gear ratio is different from the first gear ratio. In particular, the second gear ratio is preferably longer than the first gear ratio of the first gear ratio 120.

[0045] The switching device 130 can be arranged at least partially axially between the first gear stage 120 and the second gear stage 125. The switching device 130 has a first clutch 170, a second clutch 175 and an actuating unit 180. The actuating unit 180 is not shown in Fig. 1, although the actuating unit 180 is discussed in detail in Fig. 3. The actuating unit 180 is mechanically connected to the first clutch 170 and the second clutch 175 and is designed to switch the first clutch 170 and the second clutch 175. The first clutch 170 can be designed, for example, as a first positive-locking clutch, in particular as a first claw clutch, and the second clutch 175 can be designed, for example, as a second positive-locking clutch, in particular as a second claw clutch. Alternatively, it would also be conceivable for the first clutch 170 and / or the second clutch 175 to have a friction clutch.The first clutch 170 and / or the second clutch 175 may also be synchronized.

[0046] The switching device 130 has at least a first switching state, a second switching state, and preferably a third switching state. In addition, the switching device 130 can assume a fourth and / or fifth switching state. In the first switching state, which is assumed alternatively to the second and third switching states, the first clutch 170 is engaged and the second clutch 175 is disengaged. In the second switching state, the second clutch 175 is engaged and the first clutch 170 is disengaged. In the third switching state, the first clutch 170 and the second clutch 175 are disengaged.

[0047] In the first switching state of the switching device 130, the first clutch 170 is closed. In the closed state, the first clutch 170 connects the first drive shaft 70 to the first idler gear 150 in a torque-locking manner. In the embodiment, the first clutch 170 is designed, for example, as a first positive-locking clutch, so that in the first switching state, when the first clutch 170 is closed, the first idler gear 150 is connected in a rotationally fixed manner to the first drive shaft 70. To enable the first clutch 170 to be engaged from an open state to a closed state, the first clutch 170 can have a first synchronization device. The first synchronization device can, for example, comprise a pair of synchronizer rings. In the first switching state, the second clutch 175 is also open, so that the second idler gear 160 is rotatable relative to the first drive shaft 70.As a result, the first gear ratio 120 is engaged, so that the first drive shaft 70 and the intermediate shaft 135 are connected to one another in a torque-locking manner according to the first gear ratio of the first gear ratio 120.

[0048] In the second switching state of the switching device 130, the second clutch 175 is closed. In the closed state, the second clutch 175 connects the first drive shaft 70 to the second idler gear 160 in a torque-locking manner. In the embodiment, the second clutch 175 is designed, for example, as a second positive-locking clutch, so that in the second switching state, when the second clutch 175 is closed, the second idler gear 160 is connected in a rotationally fixed manner to the first drive shaft 70. To enable the second clutch 175 to be engaged from an open state to a closed state, the second clutch 175 can have a second synchronization device. The second synchronization device can, for example, comprise a pair of synchronizer rings. In the second switching state, the first clutch 170 is also opened, so that the second idler gear 160 is rotatable relative to the first drive shaft 70. As a result, the second gear ratio 125 is engaged.In the second switching state, the first drive shaft 70 is thus connected in a torque-locking manner to the intermediate shaft 135 via the second gear ratio stage 125 in accordance with the second gear ratio.

[0049] In the third switching state, the first clutch 170 and the second clutch 175 are preferably disengaged. In the third switching state, the first idler gear 150 and the second idler gear 160, as well as the first drive shaft 70, are rotatable relative to one another about the first rotational axis 105. The third switching state can, for example, also be an intermediate position or neutral position between the first switching state and the second switching state. In the third switching position, neither of the two gear ratios 120, 125 is engaged. The differential 65 is connected to the output side 80 of the hybrid transmission 15 by means of a differential gear 185. The differential gear 185 of the differential 65 meshes with the second fixed gear 165, for example, on a side facing away from the second idler gear 160. The differential 65 is connected on the output side to at least two output shafts 190 for driving drive wheels of the motor vehicle.

[0050] The second torque transmission path 90 extends between the second drive shaft 75 and the output side 80. The intermediate shaft 135 and the second fixed gear 165 are also part of the second torque transmission path 90. In the embodiment, the second torque transmission path 90 has, for example, a second transmission device 195 and preferably a separating clutch 200.

[0051] The second transmission device 195 is arranged between the separating clutch 200 and the second drive shaft 75. The separating clutch 200 is arranged between the intermediate shaft 135 and the second transmission device 195. The second transmission device 195 has a third transmission ratio, wherein the third transmission ratio is preferably smaller than the first transmission ratio of the first transmission stage 120 and smaller than the second transmission ratio of the second transmission stage 125.

[0052] The second transmission device 195 has a third fixed gear 205 and a third idler gear 210. The third idler gear 210 and the third fixed gear 205 are designed, for example, as spur gears and mesh with one another. The third fixed gear 205 is arranged in a rotationally fixed manner on the second drive shaft 75. The second drive shaft 75 and thus also the third fixed gear 205 are mounted by means of a third bearing arrangement 215 for rotation about a third axis of rotation 220. The third idler gear 210 is arranged on the intermediate shaft 135. The separating clutch 200 can be designed as a third positive-locking clutch, for example as a third claw clutch, and in the closed state, connects the intermediate shaft 135 in a torque-locking manner, preferably in a rotationally fixed manner, to the third idler gear 210. Furthermore, the separating clutch 200 can be synchronized.

[0053] When the separating clutch 200 is open, the third idler gear 210 and the intermediate shaft 135 are rotatable relative to each other about the second rotational axis 145. When the separating clutch 200 is closed, the third idler gear 210 is connected to the intermediate shaft 135 in a torque-locking, preferably rotationally locked, manner. As a result, the second rotor 55 of the second electric machine 30 is rotationally connected to the intermediate shaft 135 via the second transmission device 195 and the separating clutch 200.

[0054] The intermediate shaft 135 forms the junction of the first torque transmission path 85 and the second torque transmission path 90. Via the intermediate shaft 135, the second drive shaft 75 is connected to the second fixed gear 165, on which the output side 80 is arranged.

[0055] The housing 266 is fixedly arranged in the vehicle. The components of the hybrid transmission 15 are arranged in the housing 266. In the embodiment with the second drive shaft 75, the parking lock 265 is arranged, for example, axially between the first idler gear 150 and the third fixed gear 205. In the closed state, the parking lock 265 engages the second drive shaft 75 and connects the second drive shaft 75 to the housing 266 in a rotationally fixed manner. In the open state of the parking lock 265, the parking lock 265 is released, so that the second drive shaft 75 is decoupled from the housing 266.

[0056] Fig. 2 shows a sectional view through a structural design of the drive train 10 shown in Fig. 1.

[0057] By way of example, the intermediate shaft 135 and the second drive shaft 75 are designed as hollow shafts. The first drive shaft 70 is connected to the crankshaft 40 via a torsional damper of the damper system 35, which in this embodiment is of exemplary simple design. The first bearing arrangement 100 supports the first drive shaft 70 such that the first drive shaft 70 is arranged parallel to the second drive shaft 75, which is mounted via the third bearing arrangement 215 for rotation about the third axis of rotation 220. In this embodiment, the first and second drive shafts 70, 75 are designed as unsynchronized claw clutches, while the separating clutch 200, for example, has a third synchronization device.In this embodiment, the first fixed gear 155 is, for example, mounted on the intermediate shaft 135 in a rotationally fixed manner, while the second fixed gear 165, for example, is a toothed section of the intermediate shaft 135, onto which the mounted first fixed gear 155 can be arranged on the end face. The third fixed gear 205 is also designed as a toothed section of the second drive shaft 75, so that the third fixed gear 205 and the second drive shaft 75 are formed integrally and from the same material. To ensure lubrication of the third bearing arrangement 215, in particular of the bearing of the third bearing arrangement 215 arranged on the left-hand side in Fig. 2, it is particularly advantageous if the second drive shaft 75 is designed as a hollow shaft. Furthermore, this makes it possible to keep a rotating mass about the third axis of rotation 220 low.

[0058] Fig. 3 shows a section A marked in Fig. 1 of the schematic representation of the drive train 10 shown in Fig. 1.

[0059] The actuating unit 180 has an electrically and / or hydraulically actuated actuator 225, a shift drum 230, an actuating gate 235, a first shift fork 240, preferably a second shift fork 245, at least one first shift linkage 250, a second shift linkage 255 and preferably a third shift linkage 260.

[0060] The actuator 225 is connected in a rotationally fixed manner to the shift drum 230. The actuator 225 can rotate the shift drum 230 about a drum axis 261. The drum axis 261 can be aligned parallel to the first to third axes of rotation 105, 145, 220. The actuating gate 235 is arranged on the shift drum 230 and has at least a first gate 270. The first gate 270 is assigned to the first to third switching states of the switching device 130. In addition, a second gate 275 of the actuating gate 235 can be arranged on the shift drum 230, assigned to the separating clutch 200. The second gate 275 has a different shape than the first gate 270 and extends essentially in the circumferential direction. The first and second gates 270, 275 can be combined to form a common first and second gate 270, 275. Furthermore, the actuating gate 235 on the shift drum 230 can have a third gate 280.The third gate 280, for example, is assigned to the parking lock 265. The first gate 270, the second gate 275, and the third gate 280 can have different shapes. The first to third gates 270, 275, 280 can each be designed as a cam disk with a circumferential control surface and / or a frontal control surface and / or be groove-shaped.

[0061] The first shift linkage 250 is connected on one side to the first shift fork 240. On the other side, the first shift linkage 250 is connected to a first sliding block 285, wherein the first sliding block 285 of the actuating gate 235 engages with the first gate 270. The first shift fork 240 is in turn connected to the first and second clutches 170, 175, in particular to a shift sleeve of the first and second clutches 170, 175. The first gate 270 has a different shape, in particular a distance from an end face 290 of the shift drum 230, depending on the switching state to be achieved by the switching device 130.

[0062] The connection of the parking lock 265 and the separating clutch 200 is designed analogously to the connection of the first and second clutches 170, 175 to the shift drum 230. A second sliding block 295 of the actuating gate 235 rests against the second gate 275 and is connected on one side to the second shift linkage 255. On the other side, the second shift linkage 255 is connected to the second shift fork 245, which actuates a sliding sleeve of the separating clutch 200.

[0063] A third sliding block 300 of the actuating gate 235 rests against the third gate 280. The third shift linkage 260 is connected to the third sliding block 300 on one side and actuates the parking lock 265.

[0064] The shift drum 230 can be rotated circumferentially about the drum axis 261. Depending on the drum position of the shift drum 230, which can be adjusted by the actuator 225, switching between the switching states occurs. Thus, by rotating the shift drum 230, the first and second clutches 170, 175, the separating clutch 200, if present, and the parking lock 265 are engaged. Fig. 4 shows the drive train 10 shown in Fig. 1 in a first operating state.

[0065] Fig. 5 shows a diagram with the respective state of the first and second clutches 170, 175, the parking lock 265 and the separating clutch 200.

[0066] In Fig. 4, a power transmission is symbolically represented by arrows. Figs. 4 and 5 are explained together below. In Fig. 5, the state of the first and second clutches 170, 175, the parking lock 265, and the separating clutch 200 corresponding to Fig. 4 is symbolically marked by a thick arrow displayed on the underside.

[0067] In Fig. 5, the number 1 on the ordinate indicates the closed / activated state of the first clutch 170, the parking lock 265, and the disconnect clutch 200. The number 0 indicates the open / deactivated state of the first clutch 170, the second clutch 175, the parking lock 265, and the disconnect clutch 200. The number 2 indicates the closed state of the second clutch 175.

[0068] In the first operating state, the parking lock 265 is open. The switching device 130 is switched to the third switching position. Furthermore, in the third switching state, the separating clutch 200 is closed. In the first operating state, the internal combustion engine 20 is activated and provides a first drive power P1 to the crankshaft 40. The first drive power P1 can be provided to the crankshaft 40 with rotational irregularity about the first axis of rotation. The first drive power P1 is transmitted via the damper system 35 to the first drive shaft 70. The first drive shaft 70 drives the first rotor 45 of the first electric machine 25 via the rotor carrier 95. The first drive power P1 is transmitted entirely via the rotor carrier 95 to the first electric machine 25, which is operated in generator mode.

[0069] Due to the open state of the first and second clutches 170, 175, the first drive shaft 70 can rotate freely relative to the first and second idler gears 150, 160. In the first operating state, the first electric machine 25 is operated as a generator, wherein the electrical energy generated by the first electric machine 25 from the first drive power P1 can be fed into an electrical energy storage device of the vehicle. The first electrical energy generated by the first drive power P1 can also be provided partially or completely directly to the second electric machine 30. In the first operating state, the drive train 10 is thus operated as a serial hybrid.

[0070] In the first operating state, the second electric machine 30 provides a second drive power P2 to the second rotor 55, which is transmitted from the second rotor 55 to the second drive shaft 75. The second drive power P2 can be different from the first drive power P1. The second drive power P2 is transmitted to the separating clutch 200 via the second transmission device 195. The separating clutch 200 is closed and connects the second transmission device 195 to the intermediate shaft 135. The intermediate shaft 135 transmits the second drive power P2 via the second fixed gear 165 to the output side 80. At the output side 80, the second drive power P2 is transmitted to the differential gear 185 of the differential 65. The differential 65 distributes the second drive power P2 to the output shafts 190 to drive the motor vehicle.

[0071] Fig. 6 shows the schematic structure of the drive train 10 shown in Fig. 1 in a second operating state. Fig. 7 symbolically shows the state of the parking lock 265, the first and second clutches 170, 175, and the separating clutch 200. Fig. 8 shows a section B of the schematic representation of the drive train 10 shown in Fig. 6 during the second operating state.

[0072] In the second operating state, the parking lock 265 is open. The switching device 130 is in the first switching state, so that the first clutch 170 is open and the second clutch 175 is closed. The separating clutch 200 is also closed in the first switching state.

[0073] In the second operating state, the internal combustion engine 20 provides the first drive power P1 to the crankshaft 40, wherein the first drive power P1 is transmitted to the first drive shaft 70 via the damper system 35. A first part TP1 of the first drive power P1 is transmitted from the first drive shaft 70 via the rotor carrier 95 to the first electric machine 25, wherein the first electric machine 25 is operated as a generator. Electrical energy is generated from the first part TP1 of the first drive power P1, which can be fed, for example, into the electrical energy storage device. A second part TP2 of the first drive power P1 is transmitted from the first drive shaft 70 via the first closed clutch 170 to the first idler gear 150. The second part TP2 of the first drive power P1 is transmitted from the first idler gear 150 to the first fixed gear 155, and the speed and torque are changed according to the first gear ratio.The first fixed gear 155 drives the intermediate shaft 135.

[0074] In the second operating state, the drive train 10 is operated as a parallel hybrid. The second electric machine 30 is operated as a motor. The second rotor 55 provides the second drive power P2, wherein the second drive power P2 is transmitted directly from the second rotor 55 to the second drive shaft 75. Due to the closed separating clutch 200, the second drive power P2 is transmitted via the second transmission device 195 to the second separating clutch 200, wherein the second separating clutch 200 introduces the second drive power P2 into the intermediate shaft 135. The intermediate shaft 135 thus acts as a summing element for the second drive power P2 and the second part TP2 of the first drive power P1. The sum of the second drive power P2 and the second part TP2 of the first drive power P1 is transmitted from the intermediate shaft 135 via the second fixed gear 165 to the output side 80.From the output side 80, the sum of the second drive power P2 and the second part TP2 of the first drive power P1 is transmitted to the differential 65 for driving the vehicle via the output shafts 190.

[0075] As already explained in the context of Fig. 3, the second operating state and the corresponding engagement of the parking lock 265 of the first and second clutches 170, 175 as well as the separating clutch 200 are achieved by a corresponding rotation of the shift drum 230 by the actuator 225. Compared to Fig. 3, the shift drum 230 in Fig. 8 is rotated in the circumferential direction, so that the respective sliding blocks 285, 295, 300 engage in a different position in the respectively associated gate 270, 275, 280 and, accordingly, the first clutch 170 is closed, the second clutch 175 is opened, the parking lock 265 is opened, and the separating clutch 200 is closed. Due to the lower first gear ratio of the first gear ratio stage 120 compared to the second gear ratio stage 125, the internal combustion engine 20 can be activated even at a low driving speed in order to drive the vehicle.The parallel operation of the internal combustion engine 20 together with the second electric machine 30 ensures good acceleration behavior and low fuel consumption for the internal combustion engine 20. In particular, the second drive power P2 provided by the second electric machine 30 can be significantly greater than the first drive power R1, in particular the second part TP2 of the first drive power P1.

[0076] Fig. 9 shows the structure of the drive train 10 shown in Fig. 1 in a third operating state. Fig. 10 symbolically shows the state of the parking lock 265, the first and second clutches 170, 175, and the separating clutch 200. Fig. 11 shows a section C, marked in Fig. 9, of the drive train 10 shown in Fig. 9 in the third operating state.

[0077] In the third operating state, the parking lock 265 is open. Furthermore, the switching device 130 is switched to the second switching state, so that the second clutch 175 is closed and the first clutch 170 is open. The separating clutch 200 is closed.

[0078] In the third operating mode, the drive train 10 is operated as a parallel hybrid. To switch to the third operating mode, the actuator 225 rotates the shift drum 230 in the circumferential direction, and the first and second clutches 170, 175, the disconnect clutch 200, and the parking lock 265 are engaged via the respective shift linkages 250, 255, and 260.

[0079] The third operating state is essentially identical to the second operating state described in Fig. 6. The following only deals with the differences between the third operating state shown in Fig. 9 and the second operating state explained in Fig. 6 to 8. In the third operating state, the drive train 10 is operated with the second gear stage 125 instead of the first gear stage 120 switched in Fig. 6. Thus, the second part TP2 of the first drive power P1 is transmitted from the first drive shaft 70 to the intermediate shaft 135 to the output side 80 via the second gear stage 125 instead of via the first gear stage 120. The intermediate shaft 135 also serves as a summing element for summing the second drive power P2 coming from the second electric machine 30 and the second part TP2 of the first drive power P1 transmitted via the second gear stage 125.

[0080] Due to the larger second gear ratio compared to the first gear ratio, the third operating mode is particularly suitable for high speeds and in particular for dynamic acceleration of the vehicle at high speeds (e.g. > 50 km / h).

[0081] Fig. 12 shows the drive train 10 shown in Fig. 1 in a fourth operating state. Fig. 13 symbolically shows the state of the parking lock 265, the first and second clutches 170, 175, and the separating clutch 200 in the fourth operating state. Fig. 14 shows a section D, marked in Fig. 12, of the drive train 10 shown in Fig. 12 in the fourth operating state.

[0082] In the fourth operating state, the switching device 130 is switched to a fourth switching state. The fourth switching state essentially corresponds to the second switching state, so that the first clutch 170 is disengaged and the second clutch 175 is engaged. Furthermore, the separating clutch 200 is disengaged.

[0083] In the fourth operating state, the second electric machine 30 is deactivated. The first electric machine 25 is switched to generator mode. The internal combustion engine 20 provides the first drive power P1 at the crankshaft 40, which is introduced into the first drive shaft 70 via the damper system 35. The first part TP1 of the first drive power P1 is transmitted to the first rotor 45 via the rotor carrier 95. The first electric machine 25 generates electrical energy using the first part TP1 of the first drive power P1, which is fed into the electrical energy storage device. The second part TP2 of the first drive power P1 is transmitted from the first drive shaft 70 to the second clutch 175. Due to the engaged state of the second clutch 175, the hybrid transmission 15 is switched to the second gear ratio 125.The second part TP2 of the first drive power P1 is transmitted via the second gear stage 125 with the second gear ratio to the second fixed gear 165 on the intermediate shaft 135. The second part TP2 of the first drive power P1 is provided on the output side 80. The second part TP2 of the first drive power P1 is used to drive the output shafts 190 for driving the motor vehicle via the differential 65. The fourth operating state has the advantage that by selecting the first part TP1 of the first drive power P1, the internal combustion engine 20 can be operated in an optimal operating range. Furthermore, the first part TP1 of the first drive power P1 can be used to recharge the vehicle's electrical energy storage device.

[0084] The circumferential position of the shift drum 230 is different from the first to third operating states. By disengaging the separating clutch 200, the second electric motor 30 is prevented from being dragged along the second torque transmission path 90. This allows the internal combustion engine 20 to be operated particularly energy-efficiently with low fuel consumption.

[0085] Fig. 15 shows the schematic representation of the drive train 10 shown in Fig. 1 in a fifth operating state. Fig. 16 shows a schematic representation of the state of the parking lock 265, the first and second clutches 170, 175, and the separating clutch 200. Fig. 17 shows a section E of the drive train 10 shown in Fig. 15, marked in Fig. 15.

[0086] In Figures 15 to 17, the parking lock 265 is engaged in the fifth operating state. Furthermore, the switching device 130 is switched to a fifth switching state, which essentially corresponds to the first switching state. The first clutch 170 and the second clutch 175 are disengaged. Furthermore, the separating clutch 200 is engaged.

[0087] In the fifth operating state, the drivetrain 10 is in park mode. The internal combustion engine 20 is deactivated. The engaged separating clutch 200 closes the second torque transmission path 90, and the second transmission device 195 connects the second drive shaft 75 to the intermediate shaft 135 in a rotationally fixed manner. The intermediate shaft 135, in turn, is connected to the output shaft 190 via the differential 65. The parking lock 265 connects the second drive shaft 75 to the housing 266, thus preventing the second drive shaft 75 from rotating. As a result, rotation of the output shafts 190 is blocked via the parking lock 265 and the engaged second clutch 175.

[0088] Fig. 18 shows a schematic representation of a drive train 10 according to a second embodiment. Fig. 19 shows a sectional view through a structural design of the drive train 10 shown in Fig. 18.

[0089] The drive train 10 is essentially identical to the drive train 10 shown in Figs. 1 and 2 according to a first embodiment. The following will discuss exclusively the differences between the drive train 10 shown in Fig. 18 and the drive train 10 shown in Figs. 1 and 2.

[0090] Compared to Figures 1 to 17, the separating clutch 200 is omitted in Figures 18 and 19, so that the third loose wheel 210 designated in Figures 1 to 17 is arranged in a rotationally fixed manner on the intermediate shaft 135 and thus the third loose wheel 210 designated in Figures 1 to 17 functions as the fourth fixed wheel in Figures 18 and 19. The mode of operation and the various operating states can be operated analogously to the embodiment shown in Figures 1 to 14, wherein in the fourth operating state, due to the absence of the separating clutch 200, the second rotor 55 is connected in a rotationally fixed manner to the intermediate shaft 135 via the second transmission device 195. As a result, the internal combustion engine 20 also has to drag the second electric machine 30 along in the fourth operating state.

[0091] A particular advantage in Figures 1 to 19 is that when changing the operating state and thus when switching the first and second clutches 170, 175 and the separating clutch 200 (if present), the respective components to be coupled must be synchronized. This can be achieved by means of mechanical synchronization means in the first clutch 170 and / or the second clutch 175 and / or the separating clutch 200. Additionally or alternatively, it is also conceivable that, via appropriate control of the first and / or second electric machine 25, 30, a difference in speed between the respective components to be coupled is kept as low as possible or is already brought to an identical speed.

[0092] The above-described configurations of the drivetrain 10 and the various operating states of the drivetrain 10 have the advantage that, on the one hand, the drivetrain 10 has a particularly simple and cost-effective mechanical design. Furthermore, the number of components can be kept particularly low, so that internal friction losses in the hybrid transmission 15 can be minimized. By using a claw clutch for the first and / or second clutch 170, 175 and / or the separating clutch 200, a particularly cost-effective clutch that is particularly low in wear can be used.

[0093] Furthermore, only one actuator 225 is required by the switching device 130 to engage the first and second clutches 170, 175, as well as, if applicable, the separating clutch 200 and the parking lock 265. This further results in a particularly simple design of the hybrid transmission 15. In a further development of the configuration of the drive train 10 shown in Figures 1 to 19, the damper system 35 can, for example, be arranged radially inside the rotor carrier 95, so that the axial space requirement of the drive train 10 is further reduced. If necessary, an optional slip clutch can be integrated into the damper system 35, so that overloading of the hybrid transmission 15 is avoided. This allows the hybrid transmission 15 to be protected, in particular, from impact moments.

[0094] To further improve shifting quality, additional synchronization means, such as synchronizer rings and / or locking rings, can be provided in addition to the synchronization and reduction of speed differences via the electric motor 25, 30. These can be designed, for example, analogously to synchronized manual transmissions.

[0095] Alternating the first clutch 170 and the second clutch 175 ensures that both clutches 170, 175 are not accidentally engaged. This can prevent control errors that could lead to the destruction of the hybrid transmission 15. Furthermore, it should be noted that the first operating state of the drivetrain 10 is also suitable for shutting down the internal combustion engine 20. In the design of the first and second electric machines 25, 30, the second electric machine 30 is preferably designed to be more powerful than the first electric machine 25. In particular, a particularly powerful second electric machine 30 can ensure a particularly dynamic drivetrain 10.

[0096] List of reference symbols

[0097] Powertrain

[0098] Hybrid transmission

[0099] Internal combustion engine first electric machine second electric machine

[0100] Damper system

[0101] Crankshaft first rotor first stator second rotor second stator

[0102] Differential first drive shaft second drive shaft

[0103] Output side first torque transmission path second torque transmission path

[0104] Rotor carrier first bearing arrangement first axis of rotation

[0105] Spring element first transmission device first transmission stage second transmission stage

[0106] Switching device

[0107] Intermediate shaft second bearing arrangement second rotational axis first idler gear first fixed gear second idler gear second fixed gear 70 first clutch 75 second clutch 80 actuating unit 85 differential gear 90 output shaft 95 second transmission device 00 separating clutch 05 third fixed gear 10 third idler gear 15 third bearing arrangement 20 third rotational axis 25 actuator 30 shift drum 35 actuating gate 40 first shift fork 45 second shift fork 50 first shift linkage 55 second shift linkage 60 third shift linkage 61 roller axis 65 parking lock 66 housing 70 first gate 75 second gate

[0108] 280 third backdrop

[0109] 285 first sliding block

[0110] 290 front side

[0111] 295 second sliding block

[0112] 300 third sliding block

[0113] P1 first drive power

[0114] P2 second drive power TP1 first part (of the first drive power)

[0115] TP2 second part (of the first drive power)

Claims

Patent claims Hybrid transmission (15) for a powertrain (10) of a hybrid vehicle, - wherein the hybrid transmission (15) has a first drive shaft (70), a second drive shaft (75), an output side (80) and a first torque transmission path (85) running between the first drive shaft (70) and the output side (80), - wherein the first torque transmission path (85) has a first transmission device (115), - wherein the first drive shaft (70) is rotationally fixed to a first rotor (45) of a first electric machine (25) and torque-locking to a crankshaft (40) of an internal combustion engine (20), and the second drive shaft (75) is rotationally fixed to a second rotor (55) of a second electric machine (30), - wherein the first translation device (115) comprises a switching device (130), a first translation stage (120) with a first translation and a second translation stage (125) with a second translation different from the first translation, - wherein in a first switching state of the switching device (130) the switching device (130) connects the first drive shaft (70) with the first transmission stage (120) and the first transmission stage (120) couples the first drive shaft (70) with the output side (80), - wherein in a second switching state of the switching device (130) which differs from the first switching state, the switching device (130) connects the first drive shaft (70) with the second transmission stage (125); and the second transmission stage (125) couples the first drive shaft (70) with the output side (80). Hybrid transmission (15) according to claim 1 , - wherein the switching device (130) comprises a first coupling (170), in particular a first positive-locking coupling, and a second coupling (175), in particular a second positive-locking coupling, - wherein in the first switching state the first clutch (170) is closed and the first drive shaft (70) is connected to the first transmission stage (120) in a torque-locking, preferably rotationally fixed manner, - wherein in the first switching state the second clutch (175) is open, - wherein in the second switching state the second clutch (175) is engaged and the first drive shaft (70) is connected to the second transmission stage (125) in a torque-locking, preferably rotationally fixed manner, - wherein in the second switching state the first clutch (170) is open. Hybrid transmission (15) according to claim 2, - wherein the switching device (130) comprises an electrically and / or hydraulically actuated actuator (225), a switching drum (230) connected to the actuator (225), an actuating cam (235) and at least one first switching linkage (250), - wherein the actuating cam (235) has a first cam (270) arranged on the shift drum (230) and at least one first cam block (285) arranged on the first cam (270) which is connected to the first shift linkage (250), - wherein the first cam block (285) is coupled to the first clutch (170) by means of the first shift linkage (250), - wherein the switching drum (230) is arranged to be rotatable about a drum axis (261), - wherein in the second switching state the switching drum (230) is rotated relative to the first switching state. Hybrid transmission (15) according to one of the preceding claims, - comprising a second torque transmission path (90) running between the second drive shaft (75) and the output side (80) with a second transmission device (195) and a disconnecting clutch (200), - wherein the disconnect coupling (200) is arranged between the second transmission device (195) and the output side (80), - wherein, in an open state of the disconnecting clutch (200), the disconnecting clutch (200) disconnects the output side (80) from the second transmission device (195), and in a closed state of the disconnecting clutch (200), the disconnecting clutch (200) connects the second transmission device (195) to the output side (80) in a torque-locking, preferably rotationally fixed, manner. Hybrid transmission (15) according to one of claims 2 to 4, - wherein the first drive shaft (70) is rotatably mounted about a first axis of rotation (105), - wherein the first transmission device (115) comprises a first loose gear (150) rotatably mounted about the first axis of rotation (105) and a second loose gear (160) rotatably mounted about the first axis of rotation, - wherein the switching device (130) is arranged axially with respect to the first axis of rotation (105) between the first loose gear (150) and the second loose gear (160), - wherein the first clutch (170) in the closed state connects the first drive shaft (70) to the first loose gear (150) in a torque-locking, preferably rotationally fixed manner, - wherein the second clutch (175) in the closed state connects the second loose gear (160) to the first drive shaft (70) in a torque-locking, preferably rotationally fixed manner. Hybrid transmission (15) according to claim 5, - wherein the first transmission device (115) comprises an intermediate shaft (135) rotatably mounted about a second axis of rotation (145) running parallel to the first axis of rotation (105), a first fixed gear (155) and a second fixed gear (165), - wherein the first fixed gear (155) and the second fixed gear (165) are each non-rotatably connected to the intermediate shaft (135), - wherein the first loose wheel (150) and the first fixed wheel (155) mesh together, - wherein the second loose gear (160) and the second fixed gear (165) mesh with each other. Hybrid transmission (15) according to one of the preceding claims, - comprising a parking lock (265) and a housing (266), - wherein the parking lock (265) can be switched between an open state and a closed state, - wherein the parking lock (265) in the closed state connects the second drive shaft (75) to the housing (266) and blocks rotation of the second drive shaft (75), - wherein, in the open position of the parking lock (265), the second drive shaft (75) is rotatable about a third axis of rotation (220). Drive train (10) for a hybrid vehicle, - comprising a hybrid transmission (15) according to one of the preceding claims, a first electric machine (25) with a first rotor (45) and a second electric machine (30) with a second rotor (55), - wherein the first drive shaft (70) can be coupled to a crankshaft (40) of an internal combustion engine (20), wherein the first drive shaft (70) is connected to the first rotor (45) and the second drive shaft (75) is connected to the second rotor (55), - wherein the first transmission device (115) is preferably arranged between the first rotor (45) and the second rotor (55). Method for operating a drive train (10), - wherein a drive train (10) according to claim 8 is provided, - wherein a first drive power (P1 ) is introduced into the first drive shaft (70), - wherein the first electric machine (25) is driven by means of a first part (TP1 ) of the first drive power (P1 ) to generate electrical energy, - wherein the switching device (130) is switched to the first switching state, - wherein a second part (TP2) of the first drive power (P1 ) is transferred via the first transmission stage (120) to the output side (80), - or - wherein the switching device (130) is switched to the second switching state, - wherein a second part (TP2) of the first drive power (P1) is transmitted to the output side (80) via the second transmission stage (125). Method according to claim 9, - wherein the second electric machine (30) introduces a second drive power (P2) into the second drive shaft (75), - wherein the second drive power (P2) is transferred to the output side (80) via the second torque transmission path (90), - wherein the second part (TP2) of the first drive power (P1) and the second drive power (P2) are provided at the output side (80) to drive the vehicle.

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