Switchable Hybrid Drive Input Shaft for Reduced No-Load Losses
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing hybrid drive systems with an electric drive permanently connected to the transmission input or output face issues such as unnecessary no-load losses and limited control options, particularly in configurations where the electric drive is integrated into the power flow, leading to restricted traction force support during gear shifting and limited variability in wheelset design.
Innovation Solution
A hybrid drive system with an automated manual transmission where the electric machine is arranged switchably on the transmission input, allowing for a downstream wheelset to be freely designed, and the electric machine can be controlled multifunctionally, with the option to couple one transmission input shaft to the other in a rotationally fixed manner, enabling the internal combustion engine and electric machine to drive different shafts using the same gear shifting device.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If the electric drive is permanently connected to the transmission input or output, then the hybrid drive can provide continuous power assistance, but unnecessary no-load losses occur and control options are limited
Solution Approach 1:
The patent applies the dynamics principle by making the connection between the electric drive and transmission input shaft conditional rather than permanent. The electric drive can be dynamically connected or disconnected based on operational requirements, allowing the system to avoid no-load losses when electric power assistance is not needed while maintaining the capability to provide power assistance when required.
Solution Approach 2:
The electric drive is designed to perform multiple functions: it can assist the combustion engine during acceleration, serve as a standalone power source in electric-only mode, and be disconnected to eliminate parasitic losses. This multi-functionality resolves the contradiction by allowing the same component to provide power assistance when needed while avoiding energy waste when not in use.
2Power
If the electric drive is integrated into the power flow at the transmission input, then power can be superimposed, but traction force support during gear shifting is restricted
Solution Approach 1:
The patent segments the power transmission path by introducing separate connection points for the electric drive relative to the gear shifting mechanism. This allows the electric drive to provide power assistance through one path while the gear shifting operation occurs independently through another path, enabling both power superposition and unrestricted traction force support during shifts.
Solution Approach 2:
The patent uses the transmission input shaft as an intermediary element that can receive power from both the combustion engine and electric drive simultaneously. This intermediary allows power superposition while maintaining the ability to independently control gear shifting operations, as the shifting mechanism can operate on the transmission side without being constrained by the electric drive connection.
3Reliability
If the electric drive is permanently connected, then the hybrid function is maintained, but the wheelset design variability is reduced
Solution Approach 1:
The patent applies dynamics by making the electric drive connection conditional rather than fixed. This allows the same basic architecture to support multiple wheelset configurations and designs, as the electric drive can be selectively engaged or disengaged based on the specific operational requirements of different wheelset arrangements, thereby maintaining hybrid functionality while preserving design variability.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
The invention relates to a hybrid drive with an automated manual transmission for a motor vehicle, the hybrid drive comprising: an internal combustion engine (VM) and an electric machine (EM1), a first transmission input shaft (W1) connected to the internal combustion engine (VM), wherein the first transmission input shaft (W1) is designed as a solid shaft, a second transmission input shaft (W3) arranged coaxially to the first transmission input shaft (W1) and connected to the electric machine (EM1), wherein the second transmission input shaft (W3) is designed as a hollow shaft, a transmission output shaft (W2/W4), wherein the transmission input shafts (W1, W3) each have at least one gear (z11, z12, z13) configured to drive the transmission output shaft (W2/W4), wherein the first transmission input shaft (W1) has a gear (z13) designed as a first loose gear.and a first switching element (S1) is arranged and configured between the first and second transmission input shafts (W1, W3) to connect the loose gear (z13) to the first transmission input shaft (W1) in a rotationally fixed manner, wherein the switching element can assume three positions, namely: - a first position in which the internal combustion engine (VM) is decoupled from the drive, - a second position in which the loose gear (z13) is connected to the first transmission input shaft (W1) in a rotationally fixed manner, such that the internal combustion engine, with or without assistance from the electric machine, drives the transmission output shaft (W2/W4), and - a third position in which the internal combustion engine and the electric machine are coupled to each other in such a way that they jointly drive the transmission output shaft.