Hybrid drive system for a vehicle and vehicle

Abstract

A hybrid drive system for an automobile, which can realize a particularly favorable structure in terms of structural space and costs of the hybrid drive system, and a vehicle are provided. The present invention provides an internal combustion engine (18) having a first output shaft (24), an electric machine (28) having a rotor (32) with a rotor shaft (34) as a second output shaft, and a transmission (38) having a four-shaft first planetary mechanism (40), a second planetary mechanism (44), a first shift member (46a), a second shift member (46b), a third shift member (46c), and a third output shaft (62), wherein the four-shaft first planetary mechanism The second planetary mechanism (40) has a first shaft (42a), a second shaft (42b), a third shaft (42c), and a fourth shaft (42d). The second planetary mechanism (44) has a first member (48), a second member (50), and a third member (52). The first shaft (42a), the second shaft (42b), the third shaft (42c), and the fourth shaft (42d) are rotatable relative to one another. The second planetary mechanism (44) uses a second shift member (46b). The first output shaft (24) is or can be coupled to the first shaft (42a) so as to be non-rotatable relative to the rotor shaft (34), the rotor shaft (34) is or can be coupled to the second shaft (42b) so that torque generated from the rotor shaft (34) can be introduced into the transmission (38) via the second shaft (42b), and the third shaft (42c) is shifted by a first shift member (46a). and a fourth shaft (42d) is connected or connectable to a first member (48) of a second planetary mechanism (44) in a non-rotatable manner, the first shaft (42a) includes a first sun gear (76) of the first planetary mechanism (40), and the third shaft (42c) includes a second sun gear (78) of the first planetary mechanism (40).

Description

[Technical field]

[0001] The present invention relates to a hybrid drive system for a vehicle according to the preamble of claim 1. Furthermore, the invention relates to a vehicle equipped with such a hybrid drive system. [Background technology]

[0002] The following Patent Documents 1 to 3 each disclose a known transmission device for a hybrid drive system.

[0003] Furthermore, the following Patent Documents 4 and 5 each disclose a hybrid drive system equipped with a transmission device having a four-shaft first planetary mechanism and a second planetary mechanism that is configured separately from the four-shaft planetary mechanism. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] German Patent Application Publication No. 10 2019 208 556 A1 [Patent Document 2] DE 10 2007 054 359 A1 [Patent Document 3] European Patent Application Publication No. 0 787 926 A2 [Patent Document 4] US Patent Application Publication No. 2009 / 0 275 437 A1 [Patent Document 5] German Patent Application Publication No. 11 2006 001 124 T5 Summary of the Invention [Problem to be solved by the invention]

[0005] The object of the invention is to provide a hybrid drive system for motor vehicles, in particular for automobiles, as well as a vehicle, which makes it possible to realize a particularly favorable design in terms of construction space and costs of the hybrid drive system. [Means for solving the problem]

[0006] This problem is solved by a hybrid drive system with the features of claim 1 as well as by a vehicle with the features of claim 13. Advantageous embodiments, including preferred developments of the invention, are set out in the further claims.

[0007] A first aspect of the invention relates to a hybrid drive system for a vehicle, in particular for a motor vehicle, preferably configured as a passenger car. This means that the motor vehicle, in a fully manufactured state, comprises a hybrid drive system, also referred to as a hybrid drive or configured as a hybrid drive, and can be driven by means of the hybrid drive system. The hybrid drive system comprises an internal combustion engine, also referred to as a combustion engine, having a first output shaft. Preferably, the internal combustion engine is configured as a reciprocating internal combustion engine or engine, so that the first output shaft is preferably a crankshaft. Via the first output shaft, the internal combustion engine can provide a first torque, also referred to as a first driving moment or a first driving torque, for driving the vehicle. The hybrid drive system further comprises an electric machine having a rotor with a rotor shaft. The rotor shaft is a second output shaft or also referred to as the second output shaft. Via the rotor shaft, the electric machine can provide a second torque, also referred to as a second driving moment or a second driving torque, for driving the vehicle. For example, the electric machine has a stator by means of which a rotor can be driven. The rotor can rotate relative to the stator about a machine rotation axis. The rotor shaft is a second output shaft or is also called a second output shaft. The electric machine is preferably a high-voltage component, the voltage of which, in particular the electric operating voltage or rated voltage, is preferably more than 50 volts, in particular more than 60 volts, particularly preferably several hundred volts. This allows very high powers to be realized, in particular for a purely electric drive of a motor vehicle. In particular, the electric machine can be driven in a motor mode and thus as an electric motor which can drive the vehicle in a particularly purely electric manner. In its motor mode, the electric machine therefore provides a respective second drive torque for driving the vehicle.

[0008] The hybrid drive system comprises a transmission with a four-shaft first planetary mechanism. The feature that the first planetary mechanism, also called first planetary gear mechanism, is a four-shaft planetary mechanism means, in particular, that the first planetary mechanism has at least four or preferably exactly four shafts, by which a respective torque can be introduced into and / or derived from the first planetary mechanism. The transmission further comprises a second planetary mechanism, also called second planetary gear mechanism, which is in particular additionally provided to the first planetary mechanism. The transmission further comprises a first shift member, a second shift member and a third shift member. The transmission further comprises a third output shaft, by means of which a torque, also called output moment or output torque, can be derived from the transmission. In other words, the transmission can provide an output torque for driving the vehicle via its third output shaft. For example, the respective output torques result from the respective first drive torque and / or the respective second drive torque. The shafts of the four-shaft first planetary mechanism are also referred to as the first shaft, the second shaft, the third shaft and the fourth shaft. In this case, the second planetary mechanism has a first member, a second member and a third member. The members of the second planetary mechanism are also referred to as the transmission members, for example. In particular, the members of the second planetary mechanism may be the sun gear of the second planetary mechanism, the planet carrier, also referred to as the carrier, and the internal gear. The first shaft, the second shaft, the third shaft and the fourth shaft are rotatable relative to one another, in particular about a planetary mechanism rotation axis, and for example relative to a housing of the hybrid drive system. In this case, it is conceivable that the first planetary mechanism and / or the second planetary mechanism are each at least partially arranged in the housing. The first shaft, the second shaft, the third shaft and the fourth shaft can be connected to each other in a non-rotatable manner by means of an interlocking shift member of the hybrid drive system. In this case, the interlocking shift member is additionally provided to the aforementioned shift members and thus can be the fourth shift member or can be constituted by one of the aforementioned shift members. The planetary mechanism rotating shaft is also simply referred to as the rotating shaft.

[0009] The first output shaft is or can be connected to the first shaft in a non-rotatable manner, which is understood in particular to mean that the first output shaft is permanently connected to the first shaft in a non-rotatable manner or that the first output shaft can be connected to the first shaft in a non-rotatable manner.

[0010] Within the framework of the present disclosure, the feature that two components are connected to one another in a non-rotatable manner is understood to mean that the components are arranged coaxially with one another and rotate together with the same angular velocity about their common component rotation axis.

[0011] The feature that the aforementioned component or two components are permanently connected to one another in a non-rotatable manner is understood not, for example, to mean that a switching element is provided which makes it possible to switch between a connected state in which the components are connected to one another in a non-rotatable manner and a decoupled state in which the components are released from one another, in particular for rotation about the component rotation axis, but rather that the components are always or permanently connected to one another in a non-rotatable manner.

[0012] The feature that the above-mentioned component or two components can be connected to one another in such a way that they cannot rotate relative to one another is understood to mean that the components are assigned a switching element, which allows them to be switched between at least one connected state and at least one decoupled state. In the connected state, the components are rigidly connected to one another by means of the switching element. In the decoupled state, the components are separated from one another so that in this decoupled state the components can rotate relative to one another, in particular about their axis of rotation.

[0013] In the hybrid drive system, the rotor shaft is furthermore coupled or connectable to the second shaft, in particular non-rotatably, such that a torque originating from or provided by the rotor shaft, for example a second drive torque, can be introduced or can be introduced into the transmission via the second shaft. Furthermore, the third shaft can be connected to the third output shaft non-rotatably by means of the first shift member. This is understood in particular as follows: the first shift member is switchable between a first coupling state and a first decoupling state. In the first coupling state, the third shaft is connected to the third output shaft non-rotatably by means of the first shift member. In the first decoupling state, the first shift member releases the third shaft and the third output shaft, such that in the first decoupling state the third shaft is rotatable relative to the third output shaft or the third output shaft is rotatable relative to the third shaft. In this case, for example, the first shift member is movable, in particular relative to the housing and / or translationally, between at least one first coupled position and at least one first decoupled position, the first coupled position resulting in the first coupled state and the first decoupled position resulting in the first decoupled state.

[0014] In order to be able to realize a particularly favorable construction of the hybrid drive system in terms of construction space and costs, the fourth shaft is connected or coupled or can be connected or coupled in a known manner to the first member of the second planetary gear in a non-rotatable manner. This allows a particularly compact construction to be realized, in particular in the axial direction of the transmission and thus of the hybrid drive system. Since within the scope of the present disclosure the term "shaft" refers to the planetary gear rotation axis, a very compact, i.e. short, construction of the hybrid drive system can be achieved, in particular when viewed along the planetary gear rotation axis. In other words, a very short length of the hybrid drive system extending along the axial direction of the transmission can be realized. Furthermore, the components can be arranged very close to the internal combustion engine in the axial direction of the transmission, so that the construction space required of the hybrid drive system can be very small. Furthermore, the costs of the hybrid drive system according to the invention can be kept very low. As a result, the transmission can be advantageously integrated into a motor vehicle, in particular as a hybrid multi-stage transmission. By using a shift member, the transmission can be configured as a multi-stage transmission. This can create multiple shiftable and thus engageable and disengageable gears of the transmission, which may differ from one another, for example in transmission ratios. Furthermore, at least one, multiple or all of the gears of the transmission can be configured to be load shiftable.

[0015] In this case, it is particularly advantageous if the fourth shaft is connected or can be connected non-rotatably to the first member of the second planetary mechanism, bypassing the first shift member.

[0016] Within the framework of the present disclosure, rotatable components arranged coaxially with respect to one another are understood to mean components or components which are rotatable around the respective component rotation axis, in particular relative to the housing, in which case the component rotation axes extend coaxially with one another or coincide with one another.

[0017] According to the invention, the first shaft includes the first sun gear of the first planetary mechanism and the third shaft includes the second sun gear of the first planetary mechanism, thereby making it possible to achieve a highly efficient drive of the vehicle in a manner that is favorable in terms of construction space, weight and costs.

[0018] In order to be able to keep the required structural space, weight and costs of the hybrid drive system very low, in an advantageous embodiment of the invention the second planetary mechanism has exactly three members in the form of the aforementioned members.

[0019] Another embodiment is characterized in that the four-shaft first planetary mechanism has exactly four shafts in the form of the aforementioned shafts. This allows a very favorable construction of the hybrid drive system in terms of construction space, weight and cost. Preferably, the first planetary mechanism has six gearing members of the first planetary mechanism, i.e. preferably two sun gears, two planet carriers and two internal gears. A person skilled in the art will assign to these six gearing members of the first planetary mechanism one shaft of the first planetary mechanism each, thus assigning six shafts in total. Preferably, two of the six members of the first planetary mechanism are connected to each other in a non-rotatable manner. Also preferably, another two of the six members of the first planetary mechanism are connected to each other in a non-rotatable manner. Preferably, the first planetary mechanism thus has four shafts arranged rotatably relative to each other.

[0020] In another particularly advantageous embodiment of the invention, the second member of the second planetary mechanism can be connected to the housing in a rotationally fixed manner by means of a third shift member. Thus, for example, the third shift member can be switched between a second coupled state and a second decoupled state. In the second coupled state, the second member is connected to the housing in a rotationally fixed manner by means of the third shift member, so that a relative rotation between the housing and the second member is prevented. In the second decoupled state, the third shift member releases the second member for rotation about the housing, so that the second member can rotate relative to the housing, in particular about a member rotation axis, which is the rotation axis of the second planetary mechanism. In this case, it is particularly preferred that the planetary mechanisms are arranged coaxially with one another, so that the planetary mechanism rotation axis, which allows the shafts to rotate in particular relative to the housing and / or relative to one another, coincides with the member rotation axis of the second planetary mechanism. In this case, for example, the third shift member is movable, in particular relative to the housing and / or translationally, between at least one second coupled position resulting in a second coupled state and / or at least one second decoupled position resulting in a second decoupled state.

[0021] In this case, it is further preferred that the first element is connected or coupled to the fourth shaft, in particular permanently, in a rotationally fixed manner. Furthermore, in this embodiment, it is further preferred that the third element is connected or coupled to the third output shaft, in particular permanently, in a rotationally fixed manner. This allows a very compact construction of the hybrid drive system to be realized.

[0022] Alternatively, in order to be able to realize a very compact construction of the hybrid drive system, in particular in the axial direction of the transmission, in further embodiments of the invention the second member is connected to the housing in a non-rotatable manner, in particular permanently. Here, it has been shown to be particularly advantageous if the first member can be connected in a non-rotatable manner by means of a third shift member. Thus, in this embodiment, in the second coupling state the first member is connected to the fourth shaft in a non-rotatable manner by means of the third shift member, and in the second decoupling state the third shift member releases the first member and the fourth shaft so that the first member and the fourth shaft can rotate relative to one another, in particular around the planetary rotation axis or around the member rotation axis. Furthermore, these embodiments are characterized in that the third member is connected to the third output shaft in a non-rotatable manner, in particular permanently.

[0023] In another alternative and particularly advantageous embodiment of the invention, the second member is connected to the housing, in particular permanently, in a non-rotatable manner. In this case, the first member is connected to the fourth shaft, in particular permanently, in a non-rotatable manner, and the third member can be connected to the third output shaft in a non-rotatable manner by means of the third shift member. Thus, in this embodiment, preferably, in the second coupling state, the third member is connected to the third output shaft in a non-rotatable manner by means of the third shift member, and in the second decoupling state, the third shift member releases the third shift member and the third output shaft such that the third member and the third output shaft can rotate relative to one another, in particular around the planetary rotation axis or around the member rotation axis. This makes it possible to realize a very short length of the hybrid drive system, in particular as viewed in the axial direction of the transmission.

[0024] In order to ensure that the number of parts of the hybrid drive system, and thus the costs, weight and required construction space, can be kept very low, in another embodiment of the invention, exactly three shift members are provided in total in the form of a first shift member, a second shift member configured as an interlocking shift member and a third shift member. In other words, the hybrid drive system includes exactly three shift members in the form of the aforementioned shift members, the first shift member being configured as an interlocking shift member. Furthermore, this makes it possible, for example, to realize the aforementioned gears, in particular load-switching gears, in such a way that the transmission can be configured as a multi-stage transmission, which is very favorable in terms of construction space, weight and costs.

[0025] Another embodiment is characterized in that the electric machine is arranged coaxially with the transmission, axially overlapping and radially surrounding the transmission. By the feature that the electric machine is arranged coaxially with the transmission, it is understood in particular that the machine rotation axis, which allows the rotor to rotate relative to the stator, coincides with the planetary rotation axis of the first planetary mechanism and thus preferably also with the member rotation axis of the second planetary mechanism. By the feature that the electric machine is arranged axially overlapping with the transmission, it is understood in particular that at least a first longitudinal area of ​​the transmission, in particular at least a first longitudinal area of ​​the first planetary mechanism and / or at least a first longitudinal area of ​​the second planetary mechanism, overlaps or is covered by at least a second longitudinal area of ​​the electric machine towards the outside in the radial direction of the transmission, i.e. along a direction extending perpendicular to the planetary rotation axis. Furthermore, the feature that the electric machine is arranged radially surrounding the transmission is understood to mean that at least the second longitudinal area of ​​the electric machine extends in a circumferential direction of the transmission around the planetary rotation axis so as to completely surround at least the first longitudinal area of ​​the transmission, so that the first longitudinal area is arranged within the second longitudinal area, which allows a very compact construction of the hybrid drive system to be achieved.

[0026] In another particularly advantageous embodiment of the invention, the second shaft comprises the first ring gear of the first planetary gear and the second ring gear of the first planetary gear, which is in particular permanently connected to the first ring gear in a rotationally immovable manner, or is the first ring gear and the second ring gear, which allows the number of parts of the hybrid drive system to be low, and thus the costs, the required construction space and the weight to be very low.

[0027] In a further particularly advantageous embodiment of the invention, the fourth shaft comprises a first planetary carrier of a first planetary gear, which can for example be connected in a particularly permanently non-rotatable manner to a second planetary carrier of a second planetary gear, whereby a very advantageous drive of a motor vehicle can be realised in a particularly small construction space.

[0028] Finally, it proves to be particularly advantageous if the internal combustion engine, the output pinion, which is in particular permanently connected to the third output shaft in a non-rotatable manner, the second planetary gear and the four-shaft first planetary gear are arranged in the following order, viewed in the axial direction of the transmission and thus along the planetary gear rotation axis: internal combustion engine-output pinion-second planetary gear-four-shaft first planetary gear. In other words, preferably, viewed in the axial direction of the transmission and thus along the planetary gear rotation axis, the output pinion follows the internal combustion engine, the second planetary gear follows the output pinion and the four-shaft first planetary gear follows the second planetary gear. This allows the axial length of the hybrid drive system to be kept within a very small range.

[0029] A second aspect of the invention relates to a motor vehicle, preferably configured as a motor vehicle, in particular as a passenger car, which has a hybrid drive system according to the first aspect of the invention and can be driven by means of the hybrid drive system. The motor vehicle is therefore configured as a hybrid vehicle. The advantages and advantageous configurations of the first aspect of the invention can be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa. The length of the hybrid drive system in the axial direction of the transmission can be kept very short, so that the hybrid drive system can be particularly advantageously assembled in a transverse direction, i.e. it can be used as a transverse assembly structure. This is understood to mean that in the fully manufactured state of the motor vehicle, the axial direction of the transmission and therefore of the hybrid drive system extends as a whole transversely or perpendicularly to the longitudinal direction of the vehicle (y direction).

[0030] Further advantages, features and details of the invention will become apparent from the following description based on preferred embodiments and drawings. The features and combinations of features mentioned in the above description and in the following description of the figures and / or shown only in the figures can be used not only in the respective combinations presented, but also in other combinations or alone without departing from the scope of the invention. [Brief description of the drawings]

[0031] [Figure 1] 1 shows a schematic diagram of a powertrain for a vehicle equipped with a hybrid drive system according to the present invention; [Diagram 2] 1 shows a schematic diagram of a hybrid drive system according to a first embodiment. [Diagram 3] FIG. 4 shows a schematic diagram of a hybrid drive system according to a second embodiment. [Figure 4]4 shows a shift table to illustrate various operating conditions of the hybrid drive system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] In the various figures, identical or functionally identical elements are provided with the same reference numbers.

[0033] FIG. 1 shows a schematic diagram of a powertrain 10 for a motor vehicle, which is preferably configured as a motor vehicle, in particular as a passenger car. In the fully manufactured state, the motor vehicle has at least two or exactly two axles, also called vehicle axles, arranged one behind the other in the vehicle longitudinal direction (x-direction), of which the powertrain 10 comprises one. The axles of the powertrain 10 are designated by 12 in FIG. 1. The axles 12 have at least two or exactly two wheels 14, which can be driven or are driven and are also called vehicle wheels, facing each other in the vehicle transverse direction (Y-direction). The entire motor vehicle is driven by driving the wheels 14. The powertrain 10 comprises a hybrid drive system 16, by means of which the wheels 14 and thus the motor vehicle can be driven. The hybrid drive system 16 comprises an internal combustion engine 18, also called combustion machine or combustion engine. As can be seen from Fig. 1, the internal combustion engine 18 has an engine block 20 forming or directly defining a number of cylinders 22. Each cylinder 22 partially defines a respective combustion chamber in which a combustion process takes place during combustion operation of the internal combustion engine 18. The internal combustion engine 18 has a first output shaft 24, here configured as a crankshaft. The internal combustion engine 18 is configured as a reciprocating engine. The crankshaft (first output shaft 24) is rotatable about a crankshaft rotation axis 26 relative to the engine block 20. Via the crankshaft, the internal combustion engine 18 can provide a first drive torque for driving the motor vehicle.

[0034] The hybrid drive system 16 further includes an electric machine 28, which is very diagrammatically represented in Fig. 1. As can be seen from Fig. 2, which shows a first embodiment of the hybrid drive system 16, the electric machine 28 has a stator 30 and a rotor 32 including a rotor shaft 34. The rotor 32, and thus the rotor shaft 34, are rotatable about a machine rotation axis 36 relative to the stator 30 and also relative to the engine block 20. As can be seen from Fig. 2, the electric machine 28 is arranged coaxially with the internal combustion engine 18, so that the machine rotation axis 36 coincides with the crankshaft rotation axis 26. The rotor 32 or rotor shaft 34 is a second output shaft capable of providing the electric machine 28 with a second drive torque for driving the vehicle or the wheels 14, particularly in motor mode.

[0035] The hybrid drive system 16 further includes a transmission 38. The transmission 38 has a four-shaft first planetary gear 40, which has at least four, here exactly four, shafts 42a-42d. The transmission 38 further includes a second planetary gear 44 and, in particular, exactly three shift members 46a-46c, namely a first shift member 46a, a second shift member 46b and a third shift member 46c. The first shift member 46a is also designated SB, the second shift member 46b is also designated SK and the third shift member 46c is also designated SA. The shaft 42a is also referred to as the first shaft 42a, the shaft 42b is also referred to as the second shaft 42b, the shaft 42c is also referred to as the third shaft 42c, and the shaft 42d is also referred to as the fourth shaft 42d. The second planetary mechanism 44 in particular has exactly three members. In the first embodiment shown in FIG. 2, the first member of the plurality of members of the second planetary mechanism 44 is the third sun gear 48 of the second planetary mechanism 44, the second member of the plurality of members of the second planetary mechanism 44 is the third internal gear 50 of the second planetary mechanism 44, and the third member of the second planetary mechanism 44 is the second planetary carrier 52 of the second planetary mechanism 44. The second planetary carrier 52 is also referred to as the second carrier. In this case, the second planetary gear 44 comprises a second planetary gear 54 of the second planetary gear 44, which is rotatably supported on a second planet carrier 52. The second planetary gear 54 is directly meshed with the sun gear 48 on the one hand and with the internal gear 50 of the second planetary gear 44 on the other hand. The shafts 42a-42d are rotatable relative to one another about a housing 56 of the transmission 38 and thus of the hybrid drive system 16, which is shown very diagrammatically in FIG. 2, and about a planetary gear rotation axis 58, also simply referred to as the rotation axis. As can be seen from FIG. 2, the planetary gear 40 is arranged coaxially with the electric machine 28 and with the internal combustion engine 18, so that the planetary gear rotation axis 58 (rotation axis) coincides with the engine rotation axis 36 and with the crankshaft rotation axis 26.Furthermore, at least one of the members of the planetary mechanism 44 can rotate about a member rotation axis 60 relative to the housing 56 and / or relative to at least one other member of the members of the planetary mechanism 44. As can be seen from FIG. 2, the planetary mechanisms 40 and 44 are arranged coaxially with each other, so that the planetary mechanism rotation axis 58 coincides with the member rotation axis 60. Furthermore, the member rotation axis 60 coincides with the engine rotation axis 36 and the crankshaft rotation axis 26. Furthermore, the shafts 42a-42d can be connected to each other in a non-rotatable manner using an interlock member. In the first embodiment shown in FIG. 2, the interlock shift member is formed by the second shift member 46b, so that the shafts 42a-42d can be connected to each other in a non-rotatable manner using the second shift member 46b.

[0036] The transmission 38 comprises a third output shaft 62, via which an output torque can be derived from the transmission 38. The respective output torque results, for example, from the respective first drive torque and / or the respective second drive torque. In this case, the third shaft 42c can be connected to the third output shaft 62 in a non-rotatable manner by means of the first shift member 46a. As can be seen from FIG. 2, the transmission 38 comprises a gear in the form of an output pinion 64, which is in particular permanently connected to the output shaft 62 in a non-rotatable manner. As can be seen from FIG. 1, the hybrid drive system 16 can comprise a final reduction gear 66, also called a final drive or final drive transmission, which can be single-stage or multi-stage. The final drive 66 comprises the output pinion 64. In this case, the axle 12 includes a differential 68, also simply called a differential, whose function in particular consists in allowing different rotational speeds of the wheels 14 when the vehicle is travelling around a curve, in particular so that the wheels located on the outside of the curve rotate or can rotate at a higher rotational speed than the wheels located on the inside of the curve, in particular while the wheels 14 are driven by the internal combustion engine 18 and / or the electric machine 28 via the differential 68. In this case, the final reduction gear 66 is arranged in the torque flow that allows or allows the transmission of each output torque provided by the transmission 38 via the third output shaft 62 from the output shaft 62 to the differential 68, and is arranged between the output shaft 62 and the differential 68, i.e. downstream of the output shaft 62 and upstream of the differential 68. In this case, the final reduction gear 66 is the last derailleur before the differential 68 along the torque flow that flows from the output shaft 62 to the differential 68.

[0037] The hybrid drive system 16 further includes a switch clutch 70, also designated by K0. The switch clutch 70 is preferably a friction clutch. In particular, the switch clutch 70 may be a multi-plate clutch. The switch clutch 70 can be used to non-rotatably connect the crankshaft (output shaft 24) to the first shaft 42a.

[0038] In order to be able to realize a particularly favorable construction of the hybrid drive system 16 in terms of construction space and costs, the fourth shaft 42d is or can be connected non-rotatably to a first member of the second planetary gear 44. Thus, in the first embodiment illustrated in FIG. 2, the fourth shaft 42d is in particular permanently connected non-rotatably to the sun gear 48 of the planetary gear 44.

[0039] As can be seen from Fig. 1 and Fig. 2, the hybrid drive system 16 is a vehicle drive having at least an internal combustion engine 18, an electric machine 28 and an at least or exactly four-shaft planetary gear 40. Furthermore, the hybrid drive system 16 has a first mechanical section 72 and a second mechanical section 74. Furthermore, the hybrid drive system 16 comprises a node K at or within which the sections 72 and 74 are in particular connected or connectable in a non-rotatable manner. In this case, the node K is connected or connectable to the driving or driven shaft 12 and thus to the wheels 14. In the first embodiment, the shaft 42a is in particular connected or connectable to the crankshaft in a non-rotatable manner, in particular by means of a disconnecting clutch 70. For example, the shaft 42d is part of the mechanical section 72, which therefore comprises the shaft 42d and in particular the second planetary gear carrier 52 as another shaft. Furthermore, the mechanical section 72 includes an auxiliary transmission, here configured as a second planetary gear 44. The auxiliary transmission is in this case directly or indirectly connected to the shaft 42d and to another shaft (planet carrier 52). For example, the shaft 42c is a component of the mechanical section 74, which therefore includes the shaft 42c and the shift member 46a as well as the output shaft 62 as another shaft. Here, for example, the node K includes the output pinion 64, so that the shaft 42c can be connected to the output shaft 62 and thus to the node K (output pinion 64) by means of the shift member 46a in a non-rotatable manner. Since the rotor shaft 34 does not have to be a separate shaft, it is also conceivable that the rotor 32 can be or can be connected directly to the shaft 42b. That is, in other words, the rotor shaft 34 can be the shaft 42b and the shaft 42b can be the rotor shaft 34. In other words, rotor shaft 34 may be formed integrally with shaft 42b, and shaft 42b may be formed integrally with rotor shaft 34.

[0040] Preferably, the auxiliary transmission, i.e. the planetary gear 44, has a gear ratio other than 1:1 or has gear stages with a gear ratio other than 1:1. Furthermore, the mechanical section 72 includes a third shift member 46c, also designated SA, by means of which, for example, in the second embodiment, the internal gear 50 of the planetary gear 44 can be connected to the housing 56 in a non-rotatable manner. When the shift member SA (the third shift member 46c) is closed, a mechanical connection is thus created between one of the shafts 42a-42d of the first four-shaft planetary gear 40 and the node K, in particular via the mechanical section 72. In this case, the shift member SA can be arranged inside or outside the auxiliary transmission.

[0041] It can be seen that in the first embodiment, the second planetary gear 44 has exactly three parts in the form of a sun gear 48, an annular gear 50 and a planet carrier 52. Furthermore, the four-shaft first planetary gear 40 has exactly four shafts 42a-42d. In the first embodiment shown in FIG. 2, the annular gear 50, which is a part or a second part of the planetary gear 44, can be connected to the housing 56 in a non-rotatable manner by means of a third shifting part 46c, the sun gear 48, which is a part or a first part of the planetary gear 44, is connected in a non-rotatable manner, in particular permanently, to the fourth shaft 42d, and the planet carrier 52, which is a part or a third part of the planetary gear 44, is connected in a non-rotatable manner, in particular permanently, to the output shaft 62 (third output shaft).

[0042] 3 shows a second embodiment of the hybrid drive system 16. In the second embodiment, the annular gear 50 (second member) is non-rotatably connected, in particular permanently, to the housing 56, the sun gear 48 (first member) is non-rotatably connected, in particular permanently, to the fourth shaft 42d, and the planet carrier 52 (third member) is non-rotatably connectable, by means of the third shift member 46c, to the third output shaft 62 and thus to the output pinion 64 and to the node K.

[0043] In a third embodiment not shown in the drawings, the second member (internal gear 50) is connected to the housing 56 in a non-rotatable manner, in particular permanently, the first member (sun gear 48) can be connected to the fourth shaft 42d in a non-rotatable manner by means of the third shift member 46c, and the third member (planet carrier 52) is connected to the third output shaft 62 in a non-rotatable manner, in particular permanently.

[0044] In another embodiment, it is conceivable that the second member (internal gear 50) can be connected to the housing 56 in a non-rotatable manner using the shift member 46c, the first member (internal gear 48) is connected to the fourth shaft 42d in a non-rotatable manner, particularly permanently, and the third member (planet carrier 52) can be connected to the third shaft 42c in a non-rotatable manner using the second shift member 46b.

[0045] Basically, it is also conceivable that the output pinion 64 directly meshes with the input gear of the differential 68, i.e., the differential 66, which is configured, for example, as a ring gear, or that an intermediate gear is provided such that the output pinion 64 directly meshes with the intermediate gear without directly meshing with the input gear which directly meshes with the intermediate gear.

[0046] The four-shaft first planetary mechanism 40 is preferably configured in such a way that the first shaft 42a is a sum shaft or a sum shaft with respect to the fourth shaft 42d and the third output shaft 62, respectively, as soon as the gear stages in the secondary transmission are actively shifted, the shift member SB (first shift member 46a) is closed and the electric machine 28 does not provide a significant torque. The four-shaft first planetary mechanism 40 is also configured in such a way that the fourth shaft 42d is a sum shaft or a sum shaft with respect to the rotor shaft 34 and the first shaft 42a, respectively, as soon as the gear stages in the secondary transmission are actively shifted, the shift member SB is open and the electric machine 28 provides a significant torque. In the embodiment shown in the figures, the secondary transmission is configured in a planetary construction and is therefore configured as a second planetary mechanism 44. In this case, the planetary mechanism 44 is preferably configured in particular as a precisely three-shaft planetary mechanism. In at least one shift state of the shift member SA (third shift member 46c), a mechanical connection is created between the four-shaft first planetary mechanism 40 and the node K, in particular via an auxiliary transmission, preferably with a gear ratio that is not 1, i.e. not 1:1. Alternatively or additionally, preferably, the mechanical section 74 between the planetary mechanism 40 and the node K does not have to include separate gear stages, planetary mechanisms, etc., such as for each gear pair, so that preferably, in the mechanical section 74 between the four-shaft first planetary mechanism 40 and the node K, a direct gear shift is performed or a gear shift is performed with a gear ratio of 1 (1:1).

[0047] The four-shaft first planetary mechanism 40 can be preferably interlocked via an interlocking shift member, also designated SK. In the embodiment shown in the figures, a second shift member 46b is used as the interlocking shift member SK. By interlocking the four-shaft first planetary mechanism 40, the four shafts 42a-42d of the four-shaft first planetary mechanism 40 rotate as a block and therefore rotate with the same number of rotations, in particular around the planetary mechanism rotation axis 58 and relative to the housing 56. In this case, the shift member SK (interlocking shift member or second shift member 46b) preferably couples or connects at least two of the shafts 42a-42d of the four-shaft first planetary mechanism 40 in its closed or shifted state so that they cannot rotate relative to each other.

[0048] The shift member SK (second shift member 46b) may be configured to be frictionally coupled. The shift member SK may be configured to be form-locking. The shift member SK may be configured to be form-locking, but does not have to be configured to be synchronous.

[0049] The shift member SB (first shift member 46a) may be configured in a positively coupled manner, in particular in the mechanical section 74. The shift member SB, in particular in the mechanical section 74, may be configured in a positively coupled manner, but does not necessarily have to be configured in a synchronous manner. The shift member SB, in particular in the mechanical section 74, may be configured in a frictionally coupled manner.

[0050] The combustion engine (internal combustion engine 18) or its crankshaft can be decoupled from the rest of the powertrain 10, also referred to as the drivetrain, by means of a switch-off clutch 70. The switch-off clutch, also designated K0, can be of the friction engagement type. The switch-off clutch K0 can also be of the form-lock type. The switch-off clutch K0 can also be of the form-lock type, but does not have to be of the synchronous type.

[0051] The secondary transmission and the four-shaft first planetary gear 40 can be connected to one another via one shaft, here for example via the fourth shaft 42d, in particular in a non-rotatable manner. Alternatively or additionally, the secondary transmission can be shiftable.

[0052] In particular, the shift member SA (third shift member 46c) in the mechanical section 72 may be of a positively coupled type. In particular, the shift member SA in the mechanical section 72 may be of a positively coupled type, but need not be of a synchronous type. In particular, the shift member SA in the mechanical section 72 may be of a frictionally coupled type. In its shifted or closed state, the shift member SA connects one of the shafts 42a-42d of the planetary gear 44 to the housing 56 in a non-rotatable manner.

[0053] The electric machine 28 and the four-shaft first planetary gear 40 are preferably arranged coaxially with respect to one another. Moreover, in the embodiment shown in the figures, the electric machine 28 is arranged coaxially with the transmission 38 so as to axially overlap and radially surround the transmission 38, in particular with the four-shaft first planetary gear 40 and / or the second planetary gear 44 so as to axially overlap and radially surround the four-shaft first planetary gear 40 and / or the second planetary gear 44. Alternatively or additionally, the electric machine 28 and the second planetary gear 40 are arranged coaxially with respect to one another. Thus, preferably, the auxiliary transmission, i.e. the second planetary gear 44, is arranged between the four-shaft first planetary gear 40 and the internal combustion engine 18 in the axial direction of the transmission 38, and thus along the planetary gear rotation axis 58. Alternatively or additionally, the secondary transmission, i.e. the second planetary gear 44, can be arranged in the axial direction of the transmission 38 between the four-shaft first planetary gear 40 and the internal combustion engine 18. Alternatively or additionally, preferably an output pinion 64, also called final reduction pinion or final drive pinion, is arranged in the axial direction of the transmission 38 between the secondary transmission or the second planetary gear 44 and the internal combustion engine 18.

[0054] The shift member SB can be arranged in the axial direction of the transmission 38 at least substantially between the four-shaft first planetary gear 40 and the secondary or second planetary gear 44. It is also conceivable that the shift member SB is arranged in the axial direction of the transmission 38 between the output pinion 64 and the internal combustion engine 18. It is also conceivable that the shift member SB is surrounded by a hollow shaft. This is envisaged in the second embodiment shown in Fig. 3. The aforementioned hollow shaft is in particular the planet carrier 52, so that the shift member SB (first shift member 46a) is preferably arranged in the hollow shaft.

[0055] Finally, FIG. 4 shows a shift table in which the various states EVT1, gear 1, gear 2, gear 3, EVT2, E1, E2 and E3 of the hybrid drive system 16 are represented. Said states are entered in column SP1 of the shift table. In row Z1 of the shift table, the on-off clutch K0 and the shift members SK, SA and SB are entered. In the shift table shown in FIG. 4, a filled circle means that the on-off clutch K0 or the respective shift member SK, SA and SB with which the circle is entered is closed or shifted. If no circle is filled in the column of the on-off clutch K0 or the shift member SK, SB or SA, the on-off clutch K0 or the respective shift member SK, SB or SA is open. Thus, the state EVT1 is active if the on-off clutch K0 and the shift member SA are simultaneously closed while the shift members SK and SB are open. The state gear 1 is active if the on-off clutch K0 and the shift members SK and SA are simultaneously closed while the shift member SB is open. Correspondingly, state gear 2 is active when the on-off clutch K0 and the shift members SA and SB are simultaneously closed, while the shift member SK is open. State gear 3 is active when the on-off clutch K0 and the shift members SK and SB are simultaneously closed, while the shift member SA is open. State EVT2 is active when the on-off clutch K0 and the shift member SB are simultaneously closed, while the shift members SK and SA are open. State E1 is active when the shift members SA and SB are simultaneously closed, while the on-off clutch K0 and the shift member SK are open. State E2 is active when the shift members SK and SA are simultaneously closed, while the on-off clutch K0 and the shift member SB are open. State E3 is active when the shift members SK and SB are simultaneously closed, while the on-off clutch K0 and the shift member SA are open.

[0056] In other words, the hybrid drive system 16, also referred to as drive unit, can be operated in a first EVT mode in the state EVT1. Here, the speeds and torques of the internal combustion engine 18 and the electric machine 28 are superimposed in a four-shaft first planetary gear 40. The first EVT mode is used in particular for starting the vehicle in hybrid mode, in which both the internal combustion engine 18 and the electric machine 28 are involved. The first EVT mode can be used in particular for active gear ratio adjustment and speed synchronization when changing from gear 1 to gear 2, in particular in the shift member SB. In the first EVT mode, the electric machine 28 can be driven by a generator. In the first EVT mode, the electric machine 28 can be driven by a motor. In the first EVT mode, the electric machine 28 can be driven by a generator and a motor.

[0057] The drive unit can be driven in a second EVT mode, which is state EVT2. Here, the speeds and torques of the internal combustion engine 18 and the electric machine 28 are superimposed in the planetary gear 40. The second EVT mode is used as an overdrive mode with a particularly long transmission ratio. The second EVT mode can be used for active transmission ratio adjustment and speed synchronization, in particular in the shift member SK, in particular when changing over from gear 2 to gear 3. The second EVT mode can be used for active transmission ratio adjustment and speed synchronization, in particular in the shift member SA, in particular when changing over from gear 3 to gear 2. The electric machine 28 can be driven by a generator in the second EVT mode. The electric machine 28 can be driven by a motor in the second EVT mode. The electric machine 28 can be driven by a generator and a motor in the second EVT mode.

[0058] As can be seen from Figures 2 and 3, the first shaft 42a comprises the first sun gear 76 of the planetary gear 40. The third shaft 42c comprises the second sun gear 78 of the planetary gear 40. The fourth shaft 42d comprises the first planet carrier 80 of the planetary gear 40, which can be connected to the internal gear 48 in a particularly permanent manner so as not to rotate relative to each other. The second shaft 42b comprises the first internal gear 82 and the second internal gear 84 of the planetary gear 40, which internal gears 82 and 84 are connected to each other in a particularly permanent manner so as not to rotate relative to each other. The internal gears 82 and 84 have different numbers of teeth. In other words, the internal gear 82 has a first number of teeth and the internal gear 84 has a second number of teeth different from the first number of teeth. The internal gear 82 is assigned to a first planetary gear 86 of the planetary gear set 40, and the internal gear 84 is assigned to a second planetary gear 88 of the planetary gear set 44. Each planetary gear 86 meshes directly with the internal gear 82 on the one hand and with the sun gear 76 on the other hand, and each planetary gear 88 meshes directly with the sun gear 78 on the one hand and with the internal gear 84 on the other hand. In this case, both the planetary gears 86 and the planetary gears 88 are rotatably supported on a planetary carrier 80 (shaft 42d) of the planetary mechanism 40, which is common to the planetary gears 86 and 88. The planetary carrier 80 is also referred to as a first carrier. [Explanation of symbols]

[0059] 10 Powertrain 12 Axis 14 wheels 16 Hybrid Drive System 18 Internal Combustion Engine 20 Engine block 22 cylinders 24 First output shaft 26 Crankshaft rotating shaft 28 Electrical Machinery 30 Stator 32 Rotor 34 rotor shaft 36 Machine Rotating Shaft 38 Transmission 40 4-axis first planetary mechanism 42a-42d Shaft 44 Second Planetary Mechanism 46a-46c Shift member 48 Sun Gear 50 Internal gear 52 Planet carrier 54 Planetary Gear 56 Housing 58 Planetary mechanism rotating shaft 60 Component Rotation Axis 62 3rd output shaft 64 Output pinion 66 Final reducer 68 Differential device 70 Disengage clutch 72 Mechanical Section 74 Mechanical Section 76 Sun Gear 78 Sun Gear 80 Planet carrier 82 Internal Gear 84 Internal Gear 86 Planetary Gear 88 Planetary Gear K-node

Claims

1. an internal combustion engine (18) having a first output shaft (24); an electric machine (28) having a rotor (32) with a rotor shaft (34) as a second output shaft; a transmission (38) having a four-shaft first planetary mechanism (40), a second planetary mechanism (44), a first shift member (46a), a second shift member (46b), a third shift member (46c), and a third output shaft (62); Equipped with The four-shaft first planetary mechanism (40) has a first shaft (42a), a second shaft (42b), a third shaft (42c), and a fourth shaft (42d), the second planetary mechanism (44) having a first member (48), a second member (50), and a third member (52); the first shaft (42a), the second shaft (42b), the third shaft (42c), and the fourth shaft (42d) are rotatable relative to one another and can be connected to one another non-rotatably using the second shift member (46b); the first output shaft (24) is connected or connectable to the first shaft (42a) so as to be non-rotatable relative to the first shaft; the rotor shaft (34) is connected or connectable to the second shaft (42b) such that torque emanating from the rotor shaft (34) can be introduced into the transmission device (38) via the second shaft (42b); the third shaft (42c) is connectable to the third output shaft (62) by the first shift member (46a) so as to be non-rotatable relative to the third output shaft (62); the fourth shaft (42d) is connected or connectable to the first member (48) of the second planetary mechanism (44) in a non-rotatable manner; A hybrid drive system (16) for a vehicle, comprising: the first shaft (42a) includes a first sun gear (76) of the first planetary mechanism (40); the third shaft (42c) includes a second sun gear (78) of the first planetary mechanism (40); The four-shaft first planetary mechanism (40) has exactly four shafts (42a-42d). A hybrid drive system (16).

2. The second planetary mechanism (44) has exactly three members (48, 50, 52): a first member (48), a second member (50) and a third member (52). The hybrid drive system (16) of claim 1.

3. the second member (50) is connectable to a housing (56) of the hybrid drive system (16) by means of the third shift member (46c) in a non-rotatable manner relative to the housing (56); The first member (48) is connected to the fourth shaft (42d) so as to be non-rotatable relative to the fourth shaft (42d); The third member (52) is connected to the third output shaft (62) so as not to rotate relative to the third member (52). A hybrid drive system (16) according to claim 1 or 2.

4. the second member (50) is non-rotatably connected to a housing (56) of the hybrid drive system (16); The first member (48) is connectable to the fourth shaft (42d) by the third shift member (46c) so as not to rotate relative to the fourth shaft (42d); The third member (52) is connected to the third output shaft (62) so as not to rotate relative to the third member (52). A hybrid drive system (16) according to claim 1 or 2.

5. the second member (50) is non-rotatably connected to a housing (56) of the hybrid drive system (16); The first member (48) is connected to the fourth shaft (42d) so as to be non-rotatable relative to the fourth shaft (42d); The third member (52) is non-rotatably connectable to the third output shaft (62) by means of the third shift member (46c). A hybrid drive system (16) according to claim 1 or 2.

6. There are exactly three shift members (46a-46c) in total, in the form of the first shift member (46a), the second shift member (46b) configured as an interlock shift member (46b), and the third shift member (46c). A hybrid drive system (16) according to any one of claims 3 to 5.

7. The electric machine (28) is arranged coaxially with the transmission device (38) so as to overlap in the axial direction and to surround it in the radial direction. A hybrid drive system (16) according to any one of the preceding claims.

8. The second shaft (42b) includes a first internal gear (82) of the first planetary mechanism (40) and a second internal gear (84) of the first planetary mechanism (40) connected to the first internal gear (82) so as not to rotate relative to the first internal gear (82). A hybrid drive system (16) according to any one of claims 1 to 7.

9. The fourth shaft (42d) includes a first planet carrier (80) of the first planetary mechanism (40). A hybrid drive system (16) according to any one of the preceding claims.

10. The internal combustion engine (18), an output pinion (64) connected to the third output shaft (62) so as not to rotate relative to the third output shaft (62), the second planetary mechanism (44), and the four-shaft first planetary mechanism (40) are arranged in the following order in the axial direction of the transmission device (38): the internal combustion engine (18) - the output pinion (64) - the second planetary mechanism (44) - the four-shaft first planetary mechanism (40). A hybrid drive (16) according to any one of claims 1 to 9.

11. A vehicle comprising a hybrid drive system (16) according to any one of the preceding claims.

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