Method and drive unit for starting a primary motor - Patents.com

Abstract

A method for starting a primary motor, in particular an internal combustion engine, during an electric drive mode of the drive unit and a drive unit for a vehicle, in particular a motorcycle (11), having a primary motor (ICE), a secondary motor (EM) and a transmission (13). The drive unit (12) has three switching elements associated with the planetary gear train, the input shaft (14) and the primary motor (ICE), which allow blocking the planetary gear train and blocking the input shaft (14) and the primary motor (ICE) in at least one direction of rotation.

Description

[Technical Field]

[0001] The present invention relates to a method for starting a primary motor, in particular an internal combustion engine, during an electric driving mode of a drive unit, as well as a drive unit for a vehicle, in particular a motorcycle, having a primary motor, a secondary motor and a transmission, the drive unit comprising: The first input shaft, Output shaft, An intermediate shaft that is offset parallel to the input shaft and connected to the output shaft; A planetary gear train having first, second, and third members, the first member being coupled to a primary prime mover, the second member being coupled to a secondary prime mover, and the third member being coupled to a first input shaft; a first switching element which is designed to block the planetary gear train in a first switching position by connecting two members of the planetary gear train in a rotationally immobile manner with respect to one another; a switching element associated with the input shaft for blocking rotation of the input shaft in at least one direction of rotation; a switching element associated with the primary motor for blocking rotation of the primary motor in at least one direction of rotation; a gear pair mechanism having a plurality of gear pairs, each gear pair having a fixed gear and an idler gear, each idler gear being activatable or deactivatable via a switching element associated with the idler gear; The idler gears of at least two gear pairs are rotatably supported on an intermediate shaft, and the fixed gears of the at least two gear pairs are rotationally fixedly arranged on the input shaft.

[0002] The invention further relates to a vehicle, in particular a motorcycle, having such a drive unit. Summary of the Invention [Problem to be solved by the invention]

[0003] The present invention aims to provide a method and a drive unit for starting a primary prime mover, in particular an internal combustion engine, during electric driving mode. [Means for solving the problem]

[0004] This problem is solved by a method and a drive unit according to the independent claims.

[0005] The drive unit according to the invention has parallel offset shafts, in particular an input shaft, an intermediate shaft and an output shaft.

[0006] The transmission of the drive unit according to the present invention is preceded in the power flow by a planetary gear train, the first member of which is rotatably connected to a primary prime mover, the second member (P2) of which is rotatably connected to a secondary prime mover, and the third member of which is rotatably connected to an input shaft. The transmission has a gear pair mechanism with multiple gear pairs, thereby enabling switching between at least two, preferably at least four, different gear stages. Each gear pair has a fixed gear and an idler gear, and each idler gear can be activated or deactivated, i.e., connected or disconnected, via a switching element associated with the idler gear. The fixed gears of at least two gear pairs are rotatably supported on an intermediate shaft, and the fixed gears of the at least two gear pairs are arranged rotationally stationary on the input shaft (14).

[0007] To block the input shaft of the drive unit according to the present invention, a switching element is associated with the input shaft. This switching element can block the input shaft in at least one direction of rotation. A non-controllable switching element, such as a freewheel, is preferred, allowing the input shaft to rotate only in the direction of travel of the vehicle. This has the advantage that one direction of rotation is structurally blocked by the freewheel without the need for control. Within the meaning of the present invention, the terms "controlling," "controllable," and "control" are also used in the sense of adjustment. Similarly, a controllable claw brake is preferred, by means of which the input shaft can be blocked in both directions of rotation.

[0008] In a preferred embodiment, the switching element associated with the input shaft is configured as a controllable ratchet brake and is combined with a switching element associated with the planetary gear train, which blocks the planetary gear train, so that both functions can be realized with just one actuator. In this preferred embodiment, the combined switching element, consisting of the switching element associated with the input shaft and the switching element associated with the planetary gear train, has three switching positions, specifically a neutral position, a first switching position in which the planetary gear train is blocked, and a second switching position in which the input shaft is blocked.

[0009] To block the primary motor of the drive unit according to the present invention, a switching element is associated with the primary motor. This switching element can block the primary motor in at least one direction of rotation. It is advantageous here to use a non-controllable switching element, such as a freewheel, that allows the primary motor to rotate only in the direction in which the primary motor is normally driven. This has the advantage that one direction of rotation is structurally blocked by the freewheel without the need for control. Within the meaning of the present invention, the terms "controlling," "controllable," and "control" are used in a manner that also includes adjustment. It may also be a controllable ratchet brake, by means of which the primary motor can be blocked in both directions of rotation.

[0010] In a preferred embodiment, the switching element associated with the primary motor is configured as a controllable ratchet brake and is combined with a switching element associated with the planetary gear train that blocks the planetary gear train, making it possible to realize both functions with just one actuator. In this preferred embodiment, the combined switching element, consisting of the switching element associated with the primary motor and the switching element associated with the planetary gear train, has three switching positions, specifically a neutral position, a first switching position in which the planetary gear train is blocked, and a second switching position in which the primary motor is blocked.

[0011] The drive unit according to the invention advantageously allows five gear positions in ICE or hybrid mode with only four gear engagements. Similarly, it has the advantage that five gear positions in ICE or hybrid mode, four gear positions in electric mode (EV mode), battery charging, and starting of the primary motor are possible with only four or five switching elements. It is already possible to advantageously implement the complete functional range with only a secondary motor having approximately 15% of the power output of the primary motor, which makes it possible to use an electric machine with a voltage of, for example, 48 V.

[0012] Likewise, the drive unit according to the invention makes it possible to dispense with friction clutches and synchronization mechanisms.

[0013] The drive unit according to the invention has active torque support by the secondary motor at least during gear changes.

[0014] The drive unit according to the invention and the method according to the invention make it possible to start the primary motor at high torque both at standstill and in electric travel mode.

[0015] In an advantageous embodiment of the invention, the first element of the planetary gear train is a ring gear, the second element of the planetary gear train is a sun gear, and the third element of the planetary gear train is formed as a web.

[0016] The fixed gear ratio i of the planetary gear train PGS is as follows: 0PGS (i.e. when the web (planet carrier) is fixed):

[0017]

number

[0018] In another particularly compact embodiment of the invention, the at least one switching element is formed by an axially slidable shift sleeve, preferably an axially slidable double shift sleeve, and the at least one switching element advantageously has two switching positions and preferably a neutral position between the first and second switching positions.

[0019] It is particularly advantageous if the switching element associated with the idler gear is formed integrally with the fixed gear of at least one adjacent gear pair, thereby saving space and the number of parts. The fixed gear slides axially together with the switching element during the switching process. This configuration results in the spur gear shape of the gear of the corresponding gear pair.

[0020] The invention will be explained in more detail below using non-limiting example embodiments illustrated in the drawings. [Brief explanation of the drawings]

[0021] [Figure 1] A vehicle having a drive unit according to the invention. [Figure 2] 1 shows a drive unit according to the invention in a first alternative embodiment. [Figure 3] 2 shows a drive unit according to the invention in a second alternative embodiment. [Figure 4] 3 shows a drive unit according to the invention in a third alternative embodiment. [Figure 5] 4 shows a drive unit according to the invention in a fourth alternative embodiment. [Figure 6] 10 shows a drive unit according to the invention in a fifth alternative embodiment. [Figure 7] FIG. 2 is a development view of the peripheral surface of a switching element configured as a switching roller. [Figure 8] 1A and 1B are top and bottom views containing steps of a method according to the invention for starting a primary motor; [Figure 9] 9 shows an example of the drive unit of the third alternative embodiment according to FIG. 4, for the steps shown in FIG. 8. [Figure 10] 9 shows an example of the drive unit of the third alternative embodiment according to FIG. 4, for the steps shown in FIG. 8. [Figure 11] 9 shows an example of the drive unit of the third alternative embodiment according to FIG. 4, for the steps shown in FIG. 8. [Figure 12]9 shows an example of the drive unit of the third alternative embodiment according to FIG. 4, for the steps shown in FIG. 8. [Figure 13] 9 shows an example of the drive unit of the third alternative embodiment according to FIG. 4, for the steps shown in FIG. 8. [Figure 14] 9 shows an example of the drive unit of the third alternative embodiment according to FIG. 4, for the steps shown in FIG. 8. DETAILED DESCRIPTION OF THE INVENTION

[0022] 1 shows a motorcycle 11 having a drive unit 12 according to the invention, which comprises a primary engine ICE, a secondary engine EM, and a transmission 13 with parallel input shaft 14, intermediate shaft 16, and output shaft 17 arranged transversely to the direction of travel. The output shaft 17 is drivingly connected to a rear wheel 19 of the motorcycle 11 via a final drive FD, e.g., a drive chain 18, which in the illustrated embodiment is formed by a traction mechanism. In the illustrated embodiment, the primary engine ICE is formed by an internal combustion engine, and the secondary engine EM is formed by an electric machine.

[0023] Figure 2 shows a detailed view of the drive unit 12 from Figure 1. The transmission 13 of the drive unit 12 is designed in each variant to carry out at least one gear change with active torque support by the secondary prime mover EM.

[0024] The transmission 13 has an input shaft 14. An output shaft 17 is rotationally fixedly connected to or integral with an intermediate shaft 16, which is arranged parallel to the input shaft 14. The transmission 13 has an epicyclic gear train PGS with a first P1, a second P2 and a third member P3, the first member P1 being a primary motor ICE, the second member P2 being a secondary motor EM and the third member P3 being connected to the input shaft 14. In the first exemplary embodiment shown in Figure 2, the primary motor ICE is drivingly connected to the first member P1 of the epicyclic gear train PGS via a primary drive PD formed by a spur gear stage.

[0025] The transmission 13 includes a gear pair mechanism 20 having four gear pairs L / 1, 2, 3, 4. Each gear pair L / 1, 2, 3, 4 has a fixed gear 1F, 2F, 3F, 4F and an idler gear 1L, 2L, 3L, 4L that mesh with each other. The fixed gears are gears that are rotationally fixedly connected to a respective shaft, such as the input shaft 14 or the intermediate shaft 16. The idler gears are gears that are rotatably supported on a respective shaft, such as the input shaft 14 or the intermediate shaft 16, and can be switchably connected to that shaft by a switching element associated with the idler gear. Thus, the idler gears 1L, 2L, 3L, 4L and the fixed gears 1F, 2F, 3F, 4F of each gear pair L / 1, 2, 3, 4 are arranged on different bearing shafts that are parallel and spaced apart from each other in the transmission 13.

[0026] The idler gears 1L and 3L of the gear pair L / 1, 3 are rotatably arranged on the intermediate shaft 16. The two gears formed by the fixed gears 1F and 3F of the two gear pairs L / 1, 3 are rotationally fixedly arranged on the input shaft 14. The idler gears 2L and 4L of the gear pair 2, 4 are rotatably arranged on the input shaft 14. The fixed gears 2F and 4F of the gear pairs 2, 4 are rotationally fixedly arranged on the intermediate shaft 16.

[0027] To effect gear changes, a first switching element C1, a second switching element C2 and a third switching element C3 are provided.

[0028] Each switching element C1, C2, C3, configured as a shift sleeve, has three switching positions in the first alternative embodiment of Fig. 2. The switching elements C1, C2, C3 are configured as double shift sleeves and additionally have a neutral position N between the two switching positions.

[0029] In a first switching position L—the left switching position in FIG. 2—the switching element C1 blocks the primary motor ICE by creating a rotationally immobile connection with the housing H, and in this function forms the switching element C1L associated with the primary motor ICE. In a second switching position R—the right switching position in FIG. 2—the first member P1 and the third member P3 of the planetary gear train PGS are rotationally immobilely coupled to one another. The switching element forms the switching element C1 associated with the planetary gear train PGS by its switching. In the neutral position N of the switching element C1 shown in FIG. 2, not only is the rotationally immobile connection with the housing H canceled, but the connection between both members P1 and P3 is also canceled. Thus, a combined switching element is shown, which in its left switching position represents the function of the switching element C1L associated with the primary motor ICE, and in its right switching position represents the function of the switching element C1 associated with the planetary gear train PGS.

[0030] In the first alternative embodiment shown in FIG. 2, the switching element C2 associated with the idler gears 2L and 4L is used to activate or deactivate the idler gears 2L and 4L of gear pairs 2 and 4. The shift sleeve of the switching element C2 associated with the idler gear is rigidly connected to or integrally formed with the fixed gear 3F of gear pair 3. In the first switching position L of the switching element C2—left in FIG. 2—the idler gear 2L is activated, i.e., rotationally fixedly connected to the input shaft 14, and the idler gear 4L is deactivated, i.e., decoupled from the first input shaft 14. In the second switching position R of the switching element C2—right in FIG. 2—the idler gear 4L is activated, i.e., rotationally fixedly connected to the input shaft 14, and the idler gear 2L is deactivated, i.e., decoupled from the first input shaft 14. In the neutral position N of the switching element C2 shown in FIG. 2, both idler gears 2L and 4L are deactivated, i.e., freely rotatable on the corresponding input shaft 14.

[0031] The switching element C3 associated with the idler gears 1L and 3L is used to activate or deactivate the idler gear 1L of the gear pair L / 1 and the idler gear 3L of the gear pair 3. In the first switching position L of the switching element C3—the left in FIG. 2—the idler gear 3L is activated, i.e., it is rotationally fixedly connected to the intermediate shaft 16, and the idler gear 1L is deactivated, i.e., it is separated from the intermediate shaft 16. In the second switching position R of the switching element C3—the right in FIG. 2—the idler gear 1L is activated, i.e., it is rotationally fixedly connected to the intermediate shaft 16, and the idler gear 3L is deactivated, i.e., it is separated from the intermediate shaft 16. In the neutral position N of the switching element C3, both idler gears 1L and 3L are deactivated, i.e., they can rotate freely on the intermediate shaft 16 that carries them.

[0032] In all the alternative embodiments shown in Figures 2 to 6, the first member P1 of the planetary gear train PGS is configured as a ring gear, the second member P2 of the planetary gear train PGS is configured as a sun gear, and the third member P3 of the planetary gear train PGS is configured as a planet carrier. 0PGS (i.e. when the web (planet carrier) is fixed):

[0033]

number

[0034] The transmission 13 has a total of five gear stages GL, G1, G2, G3, and G4 for the ICE or hybrid operating mode. The ICE or hybrid operating mode is a mode of operation of the drive unit 12 in which the vehicle is driven by the primary prime mover ICE alone or by a combination of the primary prime mover ICE and a secondary prime mover EM. In the four fixed gear stages G1, G2, G3, and G4, the primary prime mover ICE can be operated with torque support from the secondary prime mover EM. Another "virtual" gear stage GL can be driven with an electrically blocked rotor or torque support of the electric machine forming the secondary prime mover EM. The gear change from GL to G1 is performed in the ICE or hybrid operating mode under torque-fill conditions, i.e., without torque interruption. The other gear changes are performed with torque interruption.

[0035] The transmission 13 further has four gear stages E1, E2, E3, and E4 for the EV driving mode (electric mode). The EV driving mode is a driving mode in which the vehicle is driven solely by the secondary prime mover EM, and therefore is purely electric driving. Gear changes in the EV driving mode are performed with torque interruption.

[0036] The primary engine ICE can be started by the secondary engine EM even when the vehicle is stationary or running on electric power. The required torque is supported on the housing via a switching element OWC1 associated with the input shaft 14. The switching element OWC1, e.g., a freewheel, is configured so that it can rotate in one direction and is blocked in the opposite direction. The switching element OWC1 is configured as a non-controllable one-way clutch. The switching element OWC1 associated with the input shaft 14 is coaxially arranged on the input shaft 14. This prevents the input shaft 14 from rotating in the direction associated with backward vehicle travel. When the vehicle is stationary, the primary engine ICE can be towed cold, i.e., without firing. Towing with the primary engine ICE warm, i.e., with firing, can also be performed when the vehicle is stationary or coasting.

[0037] Furthermore, the secondary motor EM, which is configured as an electric machine when stationary, can be driven by the primary motor ICE as a prime mover, for example to charge the vehicle battery SC. The transmission 13 advantageously has a fully progressive gear blank. The gear ratios of the gear stages GL and G1 are identical and are each formed by the same toothed wheel pair L / 1.

[0038] The four gear pairs L / 1, 2, 3, 4 are arranged in four parallel transmission faces ε1, ε2, ε3, ε4 of the transmission 13.

[0039] The three switching elements C1, C2, C3 are advantageously configured as simple dog clutches with shift sleeves, so that the transmission 13 advantageously does not require any friction clutches at all.

[0040] The switching element C1 advantageously has a special design to enhance functional safety. This design is shown in the lower right corner of each of Figures 2 to 6. One side of the switching element C1 is angled at a predetermined angle. The functional safety feature of this design is achieved by preventing an undesired braking effect by spontaneously opening the switching element C1 when the secondary prime mover EM is deactivated in the event of a loss of control, as the braking torque acts on the angled thrust side SF (designs shown in Figures 2, 3, and 6) or the angled drive side AF (designs shown in Figures 4 and 5). This safety feature, particularly in the case of a single-wheeled vehicle, particularly a motorcycle 11, can prevent a loss of control in most critical situations. This structural and functional design of the switching element C1 is essentially referred to as a "functionally safe switching element" within the meaning of the present invention.

[0041] When the switching element C1 is configured as a functional safety element, the torque of the secondary motor EM applied during driving must not exceed a certain percentage of the torque of the primary motor ICE (as defined in equation 2) in order to maintain a load on the drive side AF (configuration shown in Figures 2, 3 and 6) or the thrust side SF (configuration shown in Figures 4 and 5). This safety specification of the switching element C1 prevents pure driving with the secondary motor EM while the primary motor ICE is idle. This requires switching to pure electric mode with the primary motor ICE at a standstill.

[0042] When the switching element C1 is configured as a functional safety element, the torque of the secondary motor EM applied during regenerative braking must exceed a certain percentage of the torque of the primary motor ICE (as described in Equation 2) in order to maintain a load on the drive side AF (configuration shown in Figures 2, 3 and 6) or the thrust side SF (configuration shown in Figures 4 and 5). This safety specification of the switching element C1 means that braking by the primary motor ICM is not possible while the secondary motor EM is idle, for example because the battery is fully charged. Therefore, a separate braking device must be utilized.

[0043]

number

[0044] In each of Figures 2, 3, 4, 5 and 6, the secondary prime mover EM is arranged coaxially with the planetary gear train PGS.

[0045] 2 to 6, the gears of the gear train 20, at least the gear pairs 3 and 4, are spur gears. This allows the switching element C2 and the switching element C3 to be formed by axially slidable shift sleeve units, with the switching element C2 being rigidly connected to the adjacent fixed gear 3F of the adjacent gear pair 3, and the switching element C3 being rigidly connected to the adjacent fixed gear 4F of the adjacent gear pair 4, for example being formed integrally with said fixed gears.

[0046] 2 to 6, the planetary gear train PGS is arranged between the gear pair mechanism 20 and the secondary prime mover EM. The primary prime mover ICE is drivingly connected to the first member P1 of the planetary gear train PGS via a primary drive PD, for example formed by one gear stage, and a torsional vibration damper D. Advantageously, all gears are configured as spur gears so that no axial forces are generated.

[0047] The input shaft 14 is rotationally fixedly connected to the third member P3 of the planetary gear train PGS, which is formed by the planet carrier. The switching element C1 associated with the planetary gear train PGS of the first and second alternative embodiments shown in Figures 2 and 3 blocks the planetary gear train PGS in the second switching position R on the right in Figures 2 and 3, by virtue of the rotationally fixed connection of the first member P1 with the third member P3—here formed as a ring gear.

[0048] In a first alternative embodiment shown in FIG. 2, the transmission 13 has the following circuit diagram:

[0049] [Table 1] In the first alternative embodiment according to Figure 2, reverse driving between the electric modes E1, E2, E3 and E4 is prevented by OWC1. If, as also shown in Figures 2 to 6, the switching element C1 associated with the planetary gear train is configured as a functional safety switching element in its right switching position R, the torque of the secondary prime mover EM between the ICE and the hybrid modes G1, G2, G3, G4 must not exceed a predetermined percentage of the torque of the primary prime mover ICE during driving.

[0050] [Table 2] The abbreviations in the switching table have the following meanings: L Switching to the left R Switching to the right X is activated N Neutral gear position SC Vehicle Battery Charging E1 First gear position in EV mode E2 Second gear in EV mode E3 Third gear in EV mode E4 Fourth gear in EV mode "Start" gear position in GL ICE and hybrid modes G1 First gear position in ICE and hybrid modes G2 Second gear in ICE and hybrid modes G3 Third gear in ICE and hybrid modes G4 Fourth gear position in ICE and hybrid modes In the second alternative embodiment shown in FIG. 3, the gear pair mechanism 20 corresponds to the gear pair mechanism of the first alternative embodiment. The switching elements C2 and C3 are likewise configured as double shift sleeves. The left switching position L, which provides support in the housing H in the first alternative embodiment shown in FIG. 2, is omitted for the first switching element C1. This support in the housing H is provided by another switching element OWC2 associated with the primary engine ICE in the second alternative embodiment shown in FIG. 3. This switching element OWC2, e.g., a freewheel, is configured so that it can rotate in one direction but is blocked in the opposite direction. The switching element OWC2 is configured as a non-controllable one-way clutch. The switching element OWC2 associated with the primary engine ICE is arranged on the shaft of the primary engine ICE (primary drive shaft) and therefore cannot rotate the primary engine ICE in a direction opposite to its own drive direction. Although in this alternative embodiment regenerative braking is limited when driving using only the secondary prime mover EM, this is acceptable in a single-wheel vehicle because the load on the active tires is distributed and the load on the rear wheels is reduced accordingly.

[0051] FIG. 4 illustrates a third alternative embodiment, a variant of the second alternative embodiment. In this case, the switching element OWC1 associated with the input shaft 14 is positioned inward between the gear pair mechanism 20 and the planetary gear train PGS. The switching element C1 associated with the planetary gear train PGS is positioned on the outer surface of the secondary prime mover EM and, when activated, locks the planetary gear train PGS by connecting the second member P2 (here, formed as a sun gear) to the third member P3 in a rotationally immobile manner. The switching element C1 is advantageously configured as a functionally secure switching element. The corresponding geometric configuration is illustrated in the lower right corner of FIG. 4. The operation and positioning of the switching elements C2 and C3 are performed by individual switching units 30, which are advantageously configured as switching drums and are operated via a drive element 31, such as an electric motor. The configuration of the switching unit 30, including its corresponding positions, is illustrated in FIG. 7.

[0052] FIG. 5 illustrates a fourth alternative embodiment, a variant of the third alternative embodiment, in which the switching element OWC1 associated with the input shaft 14 and the switching element OWC2 associated with the first prime mover ICE are arranged on the input shaft 14 between the gear pair mechanism 20 and the planetary gear train PGS, and the switching element C1 associated with the planetary gear train PGS is arranged on the outer surface of the secondary prime mover EM and, when operated, locks the planetary gear train PGS by connecting the second member P2—here formed as a sun gear—to the third member P3 in a rotationally immobile manner. The switching element C1 associated with the planetary gear train PGS can also be configured as a functionally secure switching element, as illustrated in FIG. 5. The operation and positioning of the switching elements C2 and C3 are performed by individual switching units 30, which are also operated via a drive element 31. The configuration of the switching unit 30, including its corresponding positions, is illustrated in FIG. 7.

[0053] In the second, third and fourth alternative embodiments illustrated in Figures 3 to 5, the transmission 13 has the following circuit diagram:

[0054] [Table 3] In the second, third, and fourth alternative embodiments according to Figures 3 to 5, reverse travel during modes E1, E2, E3, and E4 is prevented by switching element OWC1 associated with input shaft 14. Switching element OWC2 associated with primary motor ICE prevents reverse rotation of the primary motor ICE during electric travel. Regenerative braking during modes E1, E2, E3, and E4 is limited by the starting torque of the primary motor ICE. If switching element C1 associated with the planetary gear train is configured as a functional safety switching element in its right switching position R, as also shown in Figures 2 to 6, the torque of the secondary motor EM during ICE and hybrid modes G1, G2, G3, and G4 must not exceed a predetermined percentage of the torque of the primary motor ICE during travel.

[0055] [Table 4] Notes on temporary mode "Startup": The nearest neutral gear position N should be engaged in electric mode.

[0056] Notes about temporary mode "ICE boot": Battery charging during the starting process. OWC1 enables hill starting assistance.

[0057] Notes on temporary mode "50% torque filling GL-G1 switching": Battery discharge for active torque charging.

[0058] The abbreviations in the switching table have the following meanings: L Switching to the left R Switching to the right X is activated P Position of the switching unit 30 as shown in FIG. N Neutral gear position SC Vehicle Battery Charging E1 First gear position in EV mode E2 Second gear in EV mode E3 Third gear in EV mode E4 Fourth gear in EV mode "Start" gear position in GL ICE and hybrid modes G1 First gear position in ICE and hybrid modes G2 Second gear in ICE and hybrid modes G3 Third gear in ICE and hybrid modes G4 Fourth gear position in ICE and hybrid modes FIG. 6 shows a variant of the second alternative embodiment as a fifth alternative embodiment, in which the switching element OWC1 associated with the input shaft 14 is omitted and the switching element C1 assumes the function of the switching element associated with the input shaft 14 in its left switching position L, thus connecting the input shaft 14 and the housing H in a rotationally immobile manner. The switching element C1 can also be configured as a functional safety switching element, as shown in the lower right corner of FIG. 6. In this fifth alternative embodiment, reverse travel using the secondary prime mover EM is possible. Thus, the fifth alternative embodiment according to FIG. 6—similar to the first alternative embodiment according to FIG. 2—shows a combined switching element that, in its left switching position, performs the function of the switching element C1L associated with the input shaft 14 and, in its right switching position, performs the function of the switching element C1 associated with the planetary gear train PGS. Additionally, the switching element has a neutral position N.

[0059] In a fifth alternative embodiment shown in FIG. 6, the transmission 13 has the following circuit diagram:

[0060] [Table 5] In a fifth alternative embodiment according to Figure 6, reverse travel and regenerative braking during modes E1, E2, E3 and E4 are limited by the breakaway torque of the primary prime mover ICE. If, as also shown in Figures 2 to 6, switching element C1 associated with the planetary gear train is configured as a functional safety switching element in its right switching position R, the torque of the secondary prime mover EM during ICE and hybrid modes G1, G2, G3, G4 must not exceed a predetermined percentage of the torque of the primary prime mover ICE during travelling.

[0061] [Table 6] The abbreviations in the switching table have the following meanings: L Switching to the left R Switching to the right X is activated P Position of the switching unit 30 as shown in FIG. N Neutral gear position SC Vehicle Battery Charging E1 First gear position in EV mode E2 Second gear in EV mode E3 Third gear in EV mode E4 Fourth gear in EV mode "Starting" gear position in GL ICE and hybrid modes G1 First gear position in ICE and hybrid modes G2 Second gear in ICE and hybrid modes G3 Third gear in ICE and hybrid modes G4 Fourth gear position in ICE and hybrid modes The switching unit 30, configured as a switching drum as shown in the exploded view of FIG. 7, has seven predetermined rotation positions D1, D2, D3, D4, D5, D6, and D7. To prevent erroneous switching as much as possible, the rotation positions D1, D2, D3, D4, D5, D6, and D7 of the switching drum are preferably determined by a positioning device 40 having a spring-loaded locking element 41. For each rotation position D1, D2, D3, D4, D5, D6, and D7, the switching drum has a position indicator 42 formed by a recess or indentation, e.g., a notch, on the front or periphery of the switching drum. The latching elements 41 are complementary to and lock onto the position indicators 42, ensuring that the desired rotation positions D1, D2, D3, D4, D5, D6, and D7 of the switching drum are accurately accessible.

[0062] 8 shows a state diagram of the method according to the invention for starting a primary prime mover, where in a specific embodiment an internal combustion engine ICE is started by an electric machine EM as a secondary prime mover. The chronological states of the method are plotted correspondingly on the x-axis from left to right in both diagrams. The upper diagram shows the speed and torque curves of the different components, while the lower diagram shows the power and required tractive effort curves.

[0063] The qualitative process is primarily important in the method according to the invention, the quantitative data representing the preferred solution in the illustrated embodiment example.

[0064] The following sizes are represented in the diagram above: "Primary shaft speed": Number of revolutions of input shaft 14 "ICE speed": Rotation speed of the primary engine ICE "EM speed": Rotation speed of secondary motor EM "ICE torque": Torque of the primary motor ICE "EM torque": the torque of the secondary prime mover EM, and "Vehicle speed": Vehicle (constant) speed In the diagram below the following sizes are represented: "ICE output": Output of the primary motor ICE "EM output": Output of the secondary prime mover EM "Total power": the total power output of the drive unit, and "Traction": Required traction force 9 to 14, successive steps of the method according to the invention for starting a primary prime mover ICE will be explained in more detail in individual steps with the respective components involved, with reference to the third alternative embodiment shown in FIG. 4. In the example described, switching from fourth gear in electric mode E4 to third gear in ICE and hybrid mode G3. The steps may generally be applied as well to other gear changes from electric mode to ICE and hybrid mode, other alternative embodiments and drive units according to the invention.

[0065] FIG. 9 illustrates the state of the drive unit 12, illustrating the first step of the method for starting the primary motor ICE according to the present invention. The relevant elements and connections are indicated by bold lines in the schematic diagram. At the start of the first step (point "E4 drive, OWC2 locked" in FIG. 8), the vehicle is in a driving mode in which all required driving performance is provided by the secondary motor EM or by regenerative braking. The secondary motor EM rotates in the forward direction (forward). The primary motor ICE is switched off and, if driven, is blocked from reverse rotation via the one-way switching element OWC2. In the case of regenerative braking, the static starting torque of the primary motor ICE provides the necessary fulcrum moment, thereby determining the limit of the maximum braking moment that can be applied via the secondary motor EM. In this example, the fourth gear in electric mode is engaged. However, all other gears in electric mode can be engaged as a starting point for the method according to the present invention. Switching element C2 is in its right switching position, immobilizing idler gear 4L relative to input shaft 14, and switching element C3 is in its neutral position. In the first step between the points "E4 Drive, OWC2 Locked" and "C2R Released" shown on the x-axis in FIG. 8, the torque of secondary prime mover EM is reduced due to the unloading of switching element C2. Furthermore, the speed and power ratios of planetary gear train PGS are shown in the lower right region of FIG. 9. In this case, the largest circle represents the ring gear, i.e., the first member of planetary gear train PGS; the smaller lower circle represents the sun gear, i.e., the second member; and the smaller upper circle represents the planet gear carrier, i.e., the third member, containing the planets. First member P1 is rotatably connected to switching element OWC2. In the illustrated state, first member P1 does not rotate because it is blocked by switching element OWC2, as indicated by an "X" in the left diagram. The speed of this first member is also zero. The second member P2 is driven by a secondary prime mover EM and has a velocity shown by the lower right arrow, which causes a smaller velocity in the third member P3, also shown by the right arrow. The forces acting are shown in the diagram on the right.In this case, the force imparted by secondary prime mover EM, illustrated by the lower rightward arrow, leads to forces illustrated by three other arrows in the third member of planetary gear train PGS.

[0066] FIG. 10 illustrates the state of the drive unit 12 in the second and third steps of the method of the present invention. In the second step (at point "C2R Release" in FIG. 8), the switching element C2 is switched from the right switching position R to the central neutral position, so that the transmission 13 is in a neutral position with no gears. In the following third step (from point "C2R Release" to point "EM Stop" in FIG. 8), the secondary prime mover EM is controlled to reduce its rotational speed until it stops. According to the speed and power ratios illustrated in the lower right region of FIG. 10, at the end of the third step, all three members of the planetary gear train PGS are stationary and no power is transmitted. The vehicle is in coasting mode, i.e., no power or torque is transmitted from the drive unit 12 to the wheels.

[0067] FIG. 11 illustrates the state of the drive unit 12 in the fourth and fifth steps of the method of the present invention. In the fourth step (from the "EM off" point in FIG. 8 to "cranking"), torque is applied to the secondary motor EM in the opposite (negative) direction, and the input shaft 14 is blocked by the one-way switching element OWC1 associated with the input shaft 14, causing the third member P3 of the planetary gear train PGS to absorb the reaction moment. At the point "OWC1 locked," the shaft of the primary motor ICE is released from its blocked state via the first member P1, and begins to rotate forward. Then, in the fifth step (including the point "cranking" to the point "ICE idling" in FIG. 8), the primary motor ICE is started, i.e., if the primary motor ICE is an internal combustion engine, fuel injection and ignition are performed, and the rotation speeds of the secondary motor EM and the primary motor ICE increase until the point "cranking." At the point "ICE idling," the primary motor ICE runs autonomously. 11 shows the speed and power ratios in the planetary gear train PGS at start-up of the primary prime mover ICE, with the third member P3 blocked by switching element OWC1 (associated with the input shaft 14) and the second member P2 driven by the secondary prime mover EM and transmitting torque to the first member P1. The vehicle is in coasting mode, i.e. no power or torque is transmitted from the drive unit 12 to the wheels.

[0068] FIG. 12 illustrates the state of the drive unit 12 in the sixth and seventh steps of the method according to claim 10. In the sixth step (from the "ICE idle" point in FIG. 8 to "C3L lock" point), the rotational speed of the secondary motor EM is reduced (still in the negative direction), thereby again releasing the input shaft 14 from blocking by the freewheel OWC1 as the switching element associated with the input shaft 14. In the following seventh step according to claim 10 (at the "C3L lock" point in FIG. 8), the rotational speeds of the primary motor ICE and the secondary motor EM are simultaneously controlled to synchronize the rotational speed of the counter member of the switching element C3 to be closed for the target gear stage G3. The speed and power ratios acting on the planetary gear train PGS before the "C3L lock" point in FIG. 8 are illustrated in the lower right region of FIG. 12. The planetary gear train PGS is freely movable, i.e., not blocked and not subject to force. The vehicle is in coasting mode, ie no power or torque is transmitted from the drive unit 12 to the wheels.

[0069] FIG. 13 illustrates the state of the drive unit 12 in the eighth and ninth steps of the method of the present invention according to claim 10. In the eighth step (at the time of "C3L lock" in FIG. 8), the switching element C3 to be closed for the target gear G3 is switched leftward from the central neutral position to switching position L, so that the transmission 13 is in the third gear in ICE and hybrid mode G3. In the following ninth step (from the point "C3L lock" to "C1 lock" in FIG. 8), simultaneous torque application by the primary motor ICE and the secondary motor EM is performed, in which the torques in the first and second members P1, P2 of the planetary gear train PGS cancel each other out. The speed and power ratios acting on the planetary gear train PGS at the time of "C1 lock" in FIG. 8 are illustrated in the lower right area of ​​FIG. 13. The balance of forces and the same direction of rotation of all members of the planetary gear train PGS can be seen here. The vehicle may thus be powered in hybrid mode via the primary prime mover ICE and the secondary prime mover EM.

[0070] FIG. 14 illustrates the state of the drive unit 12 in the eleventh and twelfth steps of the method of the present invention according to claim 11. In the tenth step (immediately before the time point "C3L lock" in FIG. 8), the rotational speeds of the primary prime mover ICE and the secondary prime mover EM are simultaneously controlled to synchronize the rotational speeds of the counter members of the switching element C1 to be closed for the target gear position G3. In the subsequent twelfth step according to claim 11 (at the time point "C1 lock" in FIG. 8), the planetary gear train PGS is locked against rotation by operating the switching element C1 to be closed for the target gear position G3. In another specific embodiment, the planetary gear train PGS is blocked by connecting the second member P2 and the third member P3 of the planetary gear train PGS to each other so that they are rotationally fixed. In another embodiment, this can also be achieved by connecting the first member P1 and the third member P3. In the twelfth step (from the point "C1 Lock" to the point "G3 Boost" in FIG. 8), torque is applied by at least the primary prime mover ICE or the secondary prime mover EM. The vehicle is thus driven in hybrid mode via both drive elements, i.e., the primary prime mover ICE and the secondary prime mover EM. Correspondingly, the vehicle can be driven in ICE mode (by the primary prime mover ICE only) or in hybrid mode (by the primary prime mover ICE and the secondary prime mover EM). The speed and power ratios acting on the planetary gear train PGS at the point "C3 Boost" in FIG. 8 are shown in the lower right area of ​​FIG. 14. The rotationally rigid connection between the second member P2 and the third member P3 of the planetary gear train PGS is indicated in the speed diagram. All blocked members of the planetary gear train PGS rotate in the same direction of rotation. The forces shown acting to the right in the plane between the first member P1 and the third member P3 and the second member P2 and the third member P3 represent forces acting from the first member P1 and the second member P2 on the third member P3 due to the driving torques of the primary prime mover ICE and the secondary prime mover EM. The force to the right acting on the center of the third member P3 is the resultant force of both.The forces acting to the left in the same plane (P1, P3 and P2, P3) represent the force produced by the third member P3 on the first member P1 and the second member P2 (action and reaction are identical).

Claims

1. A drive unit (12) for a vehicle, in particular a motorcycle (11), having a primary engine (ICE), a secondary engine (EM) and a transmission (13), said drive unit (12) comprising: input shaft (14), output shaft (17), an intermediate shaft (16) arranged parallel to and offset from the input shaft (14) and connected to the output shaft (17); a planetary gear train (PGS) having a first member (P1), a second member (P2) and a third member (P3), said first member (P1) being rotatably connected to said primary prime mover (ICE), said second member (P2) being rotatably connected to said secondary prime mover (EM), and said third member (P3) being rotatably connected to said input shaft (14); a switching element (C1) associated with the planetary gear train (PGS), which switching element (C1) is configured in a first switching position to connect two members (P1, P3 or P2, P3) of the planetary gear train (PGS) in a rotationally immobile manner with respect to one another, a gear pair mechanism (20) having a plurality of gear pairs (L / 1, 2, 3, 4), each of the gear pairs having a fixed gear (1F, 2F, 3F, 4F) and an idler gear (1L, 2L, 3L, 4L), each of the idler gears (1L, 2L, 3L, 4L) being activatable or deactivatable via a switching element (C2, C3) associated with the idler gear, wherein the idler gears (1L, 2L, 3L, 4L) of at least two gear pairs (L / 1, 2, 3, 4) are rotatably supported on the intermediate shaft (16), and the fixed gears (1F, 2F, 3F, 4F) of the at least two gear pairs (L / 1, 2, 3, 4) are rotationally immobile arranged on the input shaft (14); a switching element (OWC1, C1L) associated with the input shaft (14) for blocking rotation of the input shaft (14) in at least one direction of rotation; and a switching element (C1L, OWC2) associated with the primary motor (ICE) for blocking rotation of the primary motor (ICE) in at least one direction of rotation;

2. 2. The drive unit (12) according to claim 1, characterized in that the switching element (OWC1) associated with the input shaft (14) is configured as a non-controllable freewheel arranged to block rotation of the input shaft (14) in a rotational direction associated with backward travel of the vehicle.

3. 2. The drive unit (12) according to claim 1, characterized in that the switching element (C1L) associated with the input shaft (14) is configured as a controllable claw brake, which blocks the rotation of the input shaft (14) in both rotational directions, and is configured in particular in combination with a switching element (C1R) associated with the planetary gear train (PGS) and is arranged to block the planetary gear train (PGS) in one switching position.

4. 4. The drive unit (12) according to claim 1, wherein the switching element (OWC2) associated with the primary motor (ICE) is configured as a non-controllable one-way clutch arranged to block rotation of the primary motor (ICE) in a direction opposite to the drive direction of the primary motor (ICE).

5. 4. The drive unit (12) according to claim 1, wherein the switching element (C1L) associated with the primary motor (ICE) is configured as a controllable pawl brake for blocking rotation of the primary motor (ICE) in both directions of rotation, and the controllable pawl brake (C1L) is configured in combination with the switching element (C1R) associated with the planetary gear train (PGS) and blocks the planetary gear train (PGS) in one switching position.

6. 6. A drive unit (12) according to any one of claims 1 to 5, characterized in that the switching element (OWC2) associated with the primary motor (ICE) is arranged on the shaft of the primary motor (ICE).

7. 6. A drive unit (12) according to claim 1, characterized in that the rotation axis of the primary motor (ICE) is arranged offset parallel to the input shaft (14) and is connected to the first member (P1) of the planetary gear train (PGS) via a primary drive (PD), and in particular the switching element (OWC2, C1L) associated with the primary motor (ICE) is arranged on the driven member of the primary drive (PD) coaxially with the input shaft (14) to block the primary motor (ICE).

8. 8. The drive unit (12) according to claim 1, wherein the first member (P1) of the planetary gear train (PGS) is formed as a ring gear, the second member (P2) of the planetary gear train (PGS) is formed as a sun gear, and the third member (P3) of the planetary gear train (PGS) is formed as a planet carrier.

9. 9. The drive unit (12) according to claim 1, wherein the switching element (C1) associated with the planetary gear train (PGS) is configured as a functional safety element, i.e., has a geometry in which a first side (AF, SF) of the switching element (C1) is perpendicular to the rotation direction of the switching element (C1) and a second side (SF, AF) of the switching element (C1) is configured obliquely at a predetermined angle to the rotation direction of the switching element (C1), so that the functional safety switching element (C1) opens spontaneously when a braking moment is applied by the secondary prime mover (EM).

10. A vehicle, in particular a motorcycle, comprising a drive unit (12) according to any one of claims 1 to 9.

11. 10. A method for starting a primary engine (ICE), in particular an internal combustion engine, during an electric driving mode of a drive unit, in particular a drive unit according to any one of claims 1 to 9, comprising the following steps: 1) in the step of reducing the torque of the secondary prime mover (EM) in the electric mode (E1, E2, E3, E4) by rotating the secondary prime mover (EM) forward and switching the gear pair (L / 1, 2, 3, 4) of the transmission (13) by at least one switching element (C2, C3) associated with one idler gear of one gear pair, the primary prime mover (ICE) is blocked by the switching element (C1L, OWC2) associated with the primary prime mover (ICE), and the secondary prime mover (EM) transmits power to an output shaft driven via the planetary gear train (PGS) and the switched gear pair (4); 2) opening at least one switching element (C2) associated with the idler gear of one gear pair so that the idler gear (4L) of the switched gear pair (4) is separated from the shaft it carries; 3) reducing the rotational speed of the secondary motor (EM) by its controllable braking moment until the secondary motor (EM) stops; 4) rotating the secondary prime mover (EM) in the opposite direction, the input shaft (14) being blocked by the switching element (OWC1, C1L) associated with the input shaft (14) so ​​that the third member (P3) of the planetary gear train (PGS) absorbs the reaction moment, and the blocking of the shaft of the primary prime mover (ICE) being released by the first member (P1) of the planetary gear train (PGS), or disengaging the primary prime mover (ICE) by the switching element (C1L) associated with the primary prime mover (ICE) during steps 2 to 4, and rotated forward; 5) starting the primary engine (ICE) as soon as the rotation speed of the primary engine (ICE) reaches a starting rotation speed; 6) A step of reducing the rotational speed of the secondary prime mover (EM), whereby the input shaft (14) is released from blocking by the switching element (OWC1) associated with the input shaft (14) or released by the switching element (C1L) associated with the input shaft (14) during steps 5 or 6.

12. 12. The method according to claim 11, characterized in that it comprises the further steps of: 7) synchronizing the rotational speed of the counter member of the first switching element (C3) to be closed for the target gear position by controlling the rotational speed of the primary motor (ICE) and the secondary motor (EM); 8) closing the first switching element (C3) that should be closed for the target gear position; 9) applying torques by the primary motor (ICE) and the secondary motor (EM), wherein the torques in the first and second members (P1, P2) of the planetary gear train (PGS) cancel each other.

13. 13. The method according to claim 12, characterized in that it comprises the further steps of: 10) synchronizing the rotational speed of the counter member of the second switching element (C1) to be closed for the target gear position by controlling the rotational speed of the primary motor (ICE) and the secondary motor (EM); 11) closing the second switching element (C1) that should be closed for the target gear position; 12) providing torque by at least the primary prime mover (ICE) or the secondary prime mover (EM).

14. Further steps below: 7) synchronizing the rotational speed of the counter member of the first switching element (C1) to be closed for the target gear position by controlling the rotational speed of the primary motor (ICE) and the secondary motor (EM); 8) closing the first switching element (C1) that should be closed for the target gear position; 9) synchronizing the rotational speed of the counter member of the second switching element (C3) to be closed for the target gear position by controlling the rotational speed of the primary motor (ICE) and the secondary motor (EM); 10) closing the second switching element (C3) that should be closed for the target gear position; 11) Providing a torque by at least the primary engine (ICE) or the secondary engine (EM).

15. Further steps below: 7) synchronizing the rotational speeds of the counter members of the switching elements (C1, C2, C3) to be closed for the target gear position by controlling the rotational speeds of the primary motor (ICE) and the secondary motor (EM); 8) closing, in particular simultaneously, the switching elements (C1, C2, C3) that must be closed for the target gear position; 9) providing a torque by at least the primary engine (ICE) or the secondary engine (EM).

16. 16. The method according to claim 10, wherein the switching element (OWC2) associated with the primary motor (ICE) is configured as a freewheel, and in step 1 the primary motor (ICE) is blocked by the freewheel against rotation in the backward direction and is released in step 4 as soon as the torque of the secondary motor (EM) exceeds a starting moment in the direction of travel of the primary motor (ICE).

17. 17. The method according to claim 10, wherein the maximum torque of the secondary motor (EM) in regenerative braking mode is limited to one value in step 1, thereby preventing starting of the primary motor (ICE).

18. 18. The method according to claim 10, wherein the switching element (OWC1) associated with the input shaft (14) is configured as a freewheel, and in step 4, the input shaft (14) is blocked from rotating in the backward direction by the freewheel, and is opened in step 6 as soon as the rotation speed of the input shaft (14) is reduced.

Images