CN114051566A - Hybrid transmission for a motor vehicle with an integrated air conditioning compressor, and motor vehicle - Google Patents

Hybrid transmission for a motor vehicle with an integrated air conditioning compressor, and motor vehicle Download PDF

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Publication number
CN114051566A
CN114051566A CN202080048818.4A CN202080048818A CN114051566A CN 114051566 A CN114051566 A CN 114051566A CN 202080048818 A CN202080048818 A CN 202080048818A CN 114051566 A CN114051566 A CN 114051566A
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CN
China
Prior art keywords
drive
gear
shaft
hybrid transmission
combustion engine
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Pending
Application number
CN202080048818.4A
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Chinese (zh)
Inventor
马库斯·霍佩
托尔斯滕·皮珀
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication date
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Publication of CN114051566A publication Critical patent/CN114051566A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

The invention relates to a hybrid transmission (1) for a motor vehicle (20), comprising: an input shaft (4) which can be coupled in rotation to a crankshaft (2) of the internal combustion engine (3); a first electric motor (6) having a first rotor shaft (5); a drive portion (8) rotatably connectable to at least one wheel (7a, 7b) of a motor vehicle (20); and a shiftable transmission unit (9) operatively mounted between the input shaft (4), the first rotor shaft (5) and the drive part (8), wherein the air conditioning compressor (10) is arranged such that a drive gear (12) connected in a rotationally fixed manner to a drive shaft (11) of the air conditioning compressor (10) directly meshes with an intermediate gear (13) of the transmission unit (9) arranged coaxially with the input shaft (4). The invention further relates to a motor vehicle (31) having a hybrid transmission (1).

Description

Hybrid transmission for a motor vehicle with an integrated air conditioning compressor, and motor vehicle
Technical Field
The invention relates to a hybrid transmission for a (hybrid) motor vehicle, comprising: an input shaft rotatably coupled to a crankshaft of the internal combustion engine; a first motor having a first rotor shaft; a drive portion rotatably connectable with at least one wheel of a motor vehicle; and a shiftable transmission unit operatively mounted between the input shaft, the first rotor shaft and the drive portion. The invention further relates to a motor vehicle having the hybrid transmission.
Background
Such hybrid transmissions are widely known from the prior art. For example, DE 102017206510 a1 discloses a transmission arrangement for a series/parallel hybrid vehicle. Furthermore, the applicant is aware of the internal prior art, which was filed in the german patent and trademark office in the form of german patent application DE 102019110046.1 on 2019, 4 and 16, and discloses a drive system for a hybrid vehicle with an achievable direct gear transmission to the wheels.
Hybrid transmissions are therefore known, which have the object of supporting a construction which is as compact as possible. However, there is a need to further increase the compactness and simplify the construction of the hybrid transmission in order to also arrange the air-conditioning compressor in a smart manner.
Disclosure of Invention
It is therefore an object of the present invention to eliminate the disadvantages known from the prior art and in particular to provide a hybrid module which has a more compact and simplified construction.
This is achieved according to the invention in that the air conditioning compressor is arranged such that a drive gear, which is connected in a rotationally fixed manner to a drive shaft of the air conditioning compressor, directly meshes with an intermediate gear of the transmission unit, which is arranged coaxially with the input shaft.
The air conditioning compressor is therefore integrated in the hybrid transmission in a smart manner and no longer engaged via a separate belt drive as has been the case hitherto. This results in a significant saving in additional installation space. The construction is also simplified by eliminating the belt drive.
Further advantageous embodiments are claimed by means of the dependent claims and are set forth in detail below.
If the air conditioning compressor is arranged in the installed position above or below the crankshaft axis of rotation of the internal combustion engine (viewed with respect to the acting gravitational force), the air conditioning compressor is integrated particularly skillfully in the structural space that becomes free. In principle, however, in other embodiments, an alternative arrangement of the air conditioning compressor along the circumference of the crankshaft is also advantageous.
It is also advantageous if the drive shaft is arranged coaxially with the first rotor shaft. This facilitates a space-saving arrangement of the air conditioning compressor on the first motor side.
In this context, it is also appropriate for the first electric motor to be arranged offset from the internal combustion engine, as viewed along the input shaft, in the installed position, and for the air conditioning compressor to be arranged on the side of the first electric motor facing the internal combustion engine or on the side facing away from the internal combustion engine. When the device is arranged on the side facing the internal combustion engine, there is the advantage that the free installation space is used efficiently. When the air conditioning compressor is arranged on the side facing away from the internal combustion engine, there is the advantage that good accessibility and modularity of the air conditioning compressor can be achieved.
In this case, it is particularly advantageous if the air conditioning compressor, when arranged on the side of the first electric motor facing the internal combustion engine, is arranged axially between the first electric motor and the drive gear or on the axial side of the drive gear facing away from the first electric motor. When the air conditioning compressor is arranged between the first electric motor and the drive gear, the air conditioning compressor is arranged offset from the bearing as directly as possible. This results in a particularly elegant, low-wear embodiment of the hybrid transmission.
Furthermore, it has proven to be advantageous if the air conditioning compressor is arranged within the housing of the hybrid transmission or is arranged outside the housing of the hybrid transmission and is preferably fixed to the housing. The air conditioning compressor is thus particularly simple to produce and install as its own structural unit.
In addition, it has proven to be advantageous for the design of the hybrid transmission to additionally have a second electric motor with a second rotor shaft arranged radially offset from the first rotor shaft, wherein the first electric motor is designed and controllable such that it operates as a generator in the main operating state, and the second electric motor is designed and controllable such that it operates as a drive motor in the main operating state.
It is therefore also expedient for the shifting device, which controls the shift positions of the transmission unit, to be mounted effectively between the input shaft, the drive gear and a further gear wheel, which is permanently coupled in rotation with the second rotor shaft via an additional planetary gear stage, in such a way that the shifting device, in a first shift position, rotationally connects the input shaft to the first rotor shaft and the second rotor shaft is rotationally decoupled from the input shaft, in a second shift position, rotationally connects the input shaft to the first rotor shaft and to the second rotor shaft, and, in a third shift position, rotationally connects the two rotor shafts to one another and the input shaft is rotationally decoupled from the two rotor shafts.
The drive part is also formed in an elegant manner as the input gear of the differential.
The invention further relates to a (hybrid) motor vehicle having a hybrid transmission according to the invention according to at least one of the embodiments described above and an internal combustion engine, wherein a crankshaft of the internal combustion engine is connected in a rotationally fixed manner to the input shaft and a drive part is coupled in rotation to the wheels of the motor vehicle.
A particularly effective design of the motor vehicle is ensured when the internal combustion engine is arranged with its crankshaft transversely to the longitudinal axis of the vehicle (of the motor vehicle) and/or the drive part is rotationally connected to the wheels of the drive axle.
In other words, a hybrid transmission arrangement with an integrated air conditioning compressor is thus realized according to the invention. In order to reduce the costs for the manufacturer and the installation space, according to the invention, the air conditioning compressor has a gear (drive gear) which is connected to an intermediate gear (already present) of the hybrid transmission arrangement. By using said gear, the transmission gear ratio from the air conditioning compressor towards the combustion engine can be freely selected.
Drawings
The invention will now be explained in more detail below with reference to the drawings, in which different embodiments are also shown.
The figures show:
fig. 1 shows a schematic cross-sectional view of a hybrid transmission according to the invention, in which different positions of an integrated air-conditioning compressor according to three different embodiments can be seen,
fig. 2 shows a schematic cross-sectional view of a hybrid transmission according to the invention according to a further exemplary embodiment, which differs from fig. 1 essentially in the arrangement of the air conditioning compressor out of the illustrated drawing plane oriented in the longitudinal direction of the vehicle,
FIG. 3 shows a simplified side view of the hybrid transmission according to FIG. 2, wherein the relative arrangement of the two rotor shafts, the crankshaft and the drive shaft of the air-conditioning compressor is particularly well visible, an
Fig. 4 shows a simplified side view of a hybrid transmission according to the invention according to a further embodiment, wherein the air conditioning compressor is now arranged above a plane running in the longitudinal direction of the vehicle, compared to fig. 2.
The drawings are merely schematic and are provided for understanding the present invention. Like elements are provided with like reference numerals. The different features of the different embodiments can in principle also be freely combined with one another.
Detailed Description
The principle construction of a hybrid transmission 1 according to the invention according to various embodiments is described and illustrated in connection with fig. 1. The hybrid transmission 1 is integrated in a hybrid vehicle, which is indicated with reference numeral 20. In particular, the drive axles 22 of the motor vehicle 20 (here, the front axle, alternatively also the rear axle) are shown together, wherein the wheels 7a, 7b of the drive axle 22 can be driven via the different machines (internal combustion engine 3 and electric motors 6, 16) of the hybrid transmission 1. The internal combustion engine 3 of the hybrid transmission 1 is in this embodiment in a preferred front transverse arrangement, wherein the longitudinal axis of the internal combustion engine 3, i.e., the crankshaft rotational axis 24 of the crankshaft 2 of the internal combustion engine 3, is oriented transversely, in this case perpendicularly, to the longitudinal axis of the motor vehicle 20 (vehicle longitudinal axis/vehicle longitudinal direction).
According to the configuration of the hybrid transmission 1 as a series hybrid drive, the hybrid transmission 1 includes two electric motors 6 and 16 in addition to the internal combustion engine 3. The first electric motor 6 effectively acts as a generator in the main operating state. The first electric motor 6 can however be switched as a drive motor in principle, for example for pure reverse drive. The second electric motor 16 that consumes the electric power generated by the first electric motor 6 is implemented as a drive motor/travel motor.
The two electric motors 6, 16 are arranged offset from one another in the radial direction with respect to the rotational axes 23a, 23b of their rotor shafts 5, 15. The first electric motor 6 has a first rotor shaft 5, which is rotatably mounted about a (first) axis of rotation 23 a. The second electric motor 16 has a second rotor shaft 15, which is rotatably mounted about a (second) axis of rotation 23 b. The first electric motor 6 is arranged in its entirety, i.e. also with its stator, which is not shown here for the sake of clarity, and its rotor, which is arranged rotatably relative to the stator and is connected rotationally fixed to the first rotor shaft 5, offset in the radial direction of the first axis of rotation 23a relative to the entire second electric motor 16 with its stator and its rotor, which is arranged rotatably relative to the stator and is connected rotationally fixed to the second rotor shaft 15. The two electric motors 6, 16 are also arranged radially offset with respect to the crankshaft axis of rotation 24 in the illustrated installation position. Viewed along the longitudinal axis of the vehicle, the crankshaft axis of rotation 24 is situated between the first axis of rotation 23a and the second axis of rotation 23 b.
In order to achieve different operating states of the hybrid transmission 1, a transmission unit 9 is provided between the input shaft 4, which is connected rotationally fixed to the internal combustion engine 3/crankshaft 2, the two electric motors 6, 16 with their two rotor shafts 5, 15, and the drive part 8 of the hybrid transmission 1. The transmission unit 9 is realized as a manual transmission and can be placed in different shift positions in order to realize different operating states. The transmission unit 9 is controllable by means of a shifting device 17.
The transmission unit 9 has a centrally arranged input shaft 4 (also referred to as a shaft in a simplified manner) which is coupled in a rotationally fixed manner to the crankshaft 2 or is realized directly by a region of the crankshaft 2. The input shaft 4 is arranged coaxially with the crankshaft 2 so as to be rotatable about a common crankshaft axis of rotation 24. The transmission unit 9 furthermore has an intermediate gear 13, which is permanently connected/coupled in a rotationally fixed manner to the first rotor shaft 5. The intermediate gear 13 is disposed coaxially with the input shaft 4. The intermediate gear 13 is designed as a hollow shaft gear and is radially supported rotatably from the outside on the input shaft 4. For the rotationally fixed connection of the intermediate gear 13 to the first rotor shaft 5, a drive gear 12 is provided, which drive gear 12 is rotationally fixed connected to the first rotor shaft 5 and meshes with the intermediate gear 13.
The transmission unit 9 furthermore has a gear 19 for coupling with the second rotor shaft 15. The gear 19 is disposed beside the intermediate gear 13 in the axial direction of the input shaft 4. The gear wheel 19 is also realized as a hollow shaft gear and is rotatably mounted on the input shaft 4 from the outside in the radial direction. The gear wheel 19 is in this embodiment connected to the planetary gear change stage 18 via a further (second) intermediate gear wheel 25. The planetary gear stage 18 is also connected in rotation with the second rotor shaft 15. As can also be seen from fig. 1, a further intermediate gear 25, which meshes with the gear wheel 19, is connected directly in a rotationally fixed manner to a carrier 26, which forms the planetary gear stage 18 of the planetary gear set. The planetary sub-transmission of the transmission unit 9 furthermore typically has a sun gear 27, which is connected in a rotationally fixed manner directly to the second rotor shaft 15. A plurality of planet gears 28 arranged distributed over the circumference, which are in turn in mesh with a sun gear 27, are rotatably accommodated on the planet carrier 26. Furthermore, a ring gear 29, which meshes with the planetary gear 28, interacts with a brake device 30. A brake device 30 fixed to the housing, i.e. to the vehicle frame, keeps the ring gear 29 fixed relative to the vehicle frame in its activated state. In its deactivated state, a free rotation of the ring gear 29 relative to the vehicle frame can be achieved, so that the brake device 30 rotatably releases the ring gear 29.
The ring gear 19 is also connected to the drive part 8 in a rotationally fixed manner, with the interposition of a further intermediate gear 25. The drive part 8 is designed here as an input wheel of a differential 21 which drives an axle 22. The drive part 8 is therefore permanently connected in rotation to the two illustrated wheels 7a, 7b of the motor vehicle 20.
A shifting device 17 is effectively mounted between the input shaft 4 and the two rotor shafts 5, 15, i.e. the two gear wheels 13 and 19 coupled to the rotor shafts 5, 15. The shifting device 17 is basically designed such that it rotationally couples/connects the input shaft 4 to/from the first rotor shaft 5 in its first shift position, while the second rotor shaft 15 is rotationally decoupled from the input shaft 4 (and also from the first rotor shaft 5). In the second gear position of the shifting device 17, the input shaft 4 is rotationally connected/coupled to both the first rotor shaft 5 and the second rotor shaft 15. In a third gear position of the gear shift device 17, the two rotor shafts 5, 15 are rotationally connected/coupled to one another, while the input shaft 4 is rotationally decoupled from the two rotor shafts 5, 15. The shifting device 17 is at least partially integrated directly into the intermediate gear 13.
With regard to the design according to the invention, fig. 1 shows three different arrangement positions of an air conditioning compressor 10 additionally integrated in the hybrid transmission 1. The air conditioning compressor 10 is in principle integrated according to the invention in the hybrid transmission 1 and is preferably arranged within a housing of the hybrid transmission 1, which housing is not further shown for the sake of clarity. According to a further embodiment, it is basically also possible to arrange the air conditioning compressor 10 outside the housing of the hybrid transmission 1 and preferably fixed to the housing.
The air conditioning compressor 10 is shown in particular in fig. 1 with its housing and its drive shaft 11 projecting from the housing. The air-conditioning compressor 10 is always in direct engagement with the intermediate gear 13 via the drive gear 12 on its drive shaft 11. The drive shaft 11, which is arranged coaxially with the first rotor shaft 5 in fig. 1, is therefore radially offset from the crankshaft axis of rotation 24 and permanently meshes with the intermediate gear 13. According to a first preferred position according to fig. 1, the air conditioning compressor 10 is arranged in the first exemplary embodiment on the side of the drive gear 12 facing axially away from the first electric motor 6. According to a second preferred position according to fig. 1, the air conditioning compressor 10 is arranged axially between the drive gear 12 and the first electric motor 6 in the second exemplary embodiment. According to a third preferred position according to fig. 1, the air conditioning compressor 10 is not arranged in the third exemplary embodiment on the axial side 14a of the first electric motor 6 facing the internal combustion engine 3, as in the first and second exemplary embodiments, but on the side 14b of the first electric motor 6 facing away from the internal combustion engine 3.
Finally, two further preferred embodiments are realized in conjunction with fig. 2 to 4, which embodiments are realized essentially according to the first embodiment. For the sake of simplicity, only the differences from the first embodiment will therefore be discussed. As can be seen in detail in fig. 3 and 4, it is also possible in principle for the air conditioning compressor 10 to be arranged above (fig. 4) or below (fig. 3) the drawing plane 31 of fig. 1 and 2, which plane extends in the longitudinal direction of the vehicle (see arrow 32). The air conditioning compressor 10 is then preferably coupled via a further drive gear, which is formed separately from the drive gear 12 of the first exemplary embodiment and meshes with the intermediate gear 13.
In other words, the solution according to the invention of the object consists in engaging the air-conditioning compressor 10 by means of a gear (drive gear 12) to the already existing intermediate wheel 13 of the transmission arrangement 9. In this way, the function of the conventional front-end belt drive (FEAD) can be fully demonstrated in the hybrid transmission configuration 1. By means of the gear 12, the conversion can take place at least cost-neutral; it is noted that this results in even cost savings. Furthermore, the gear ratio of the air conditioner compressor 10 to the combustor 3 can be freely selected by using the gear 12.
The air-conditioning compressor 10 may also be provided at a different position depending on the arrangement of the motors 6, 16 (starter/generator and running engine). In the first embodiment (fig. 3), the air-conditioning compressor 10 is provided at the lower part at the intermediate wheel 13: the air conditioning compressor 10 is thus under one of the motors 6, 16. If the hybrid transmission configuration 1 is viewed from the driver side (left rudder) laterally, the air conditioning compressor 10 is located below an imaginary horizontal axis (plane 31) through the crankshaft 2 of the internal combustion engine 3. Here, the air conditioner compressor 10 is engaged with a gear 13 shown.
In a second possible embodiment (fig. 4), the air conditioning compressor 10 is located above an imaginary horizontal axis 31 through the crankshaft 2 of the internal combustion engine 3 ("intermediate wheel 13 — above"). Here, the air-conditioning compressor 10 is also coupled to the illustrated gear 13. In principle, however, all other positions around the crankshaft axis 24 at the gear wheel 13 are also conceivable.
Another embodiment is an air conditioning compressor 10 engaged to the generator shaft 5 (fig. 1). The joining may be performed coaxially or axis-parallel. The coaxial arrangement is considered advantageous because for axis-parallel variants a further gear wheel and a new bearing arrangement would be required. Here, the three positions on the shaft 5 may be different. In the third embodiment, the air conditioner compressor 10 is positioned at the generator shaft 5 toward the engine 3. This position offers the advantage that the generator 6 can utilize the installation space which is freed by the elimination of the starter. Since the air conditioning compressor 10 is located outside the transmission housing, it is constructed as a separate structural unit, which ensures good modularity. The accessibility to the laying line is simpler at this location than in the transmission case/housing itself. In the fourth embodiment, the air conditioner compressor 10 is disposed at the generator shaft 5 between the gear 12 and the generator 6. This position is advantageous with regard to the support and embodiment of the shaft 5, since the gear wheel 12 is directly next to the bearing at the end of the shaft 5. In addition and in contrast to the third embodiment, this position avoids the narrow installation space that is created by the dual mass flywheel that may be present. In the fifth embodiment, the air conditioning compressor 10 is arranged at the generator shaft 5, after the generator 6, on the side facing away from the burner 3. This position combines the good accessibility and modularity of the third embodiment with the avoidance of narrow construction spaces for the dual mass flywheel in the fourth embodiment.
Description of the reference numerals
1 hybrid transmission
2 crankshaft
3 internal combustion engine
4 input shaft
5 first rotor shaft
6 first motor
7a first wheel
7b second wheel
8 drive part
9 Transmission Unit
10 air-conditioning compressor
11 drive shaft
12 drive gear
12 gearshift device
13 intermediate gear
14a first axial side
14b second axial side
15 second rotor shaft
16 second motor
17 gearshift
18 planetary gear speed change stage
19 Gear
20 motor vehicle
21 differential mechanism
22-drive axle
23a first axis of rotation
23b second axis of rotation
24 axis of rotation of crankshaft
25 intermediate gear
26 planetary carrier
27 sun gear
28 planetary gear
29 ring gear
30 brake device
31 plane
32 reference arrow
33 differential axle/drive section axle

Claims (10)

1. A hybrid transmission (1) for a motor vehicle (20) having: an input shaft (4) which can be coupled in rotation to a crankshaft (2) of the internal combustion engine (3); a first electric motor (6) having a first rotor shaft (5); a drive portion (8) rotatably connectable with at least one wheel (7a, 7b) of the motor vehicle (20); and a shiftable transmission unit (9) operatively mounted between the input shaft (4), the first rotor shaft (5) and the drive part (8),
it is characterized in that the preparation method is characterized in that,
the air conditioning compressor (10) is arranged in such a way that a drive gear (12) which is connected in a rotationally fixed manner to a drive shaft (11) of the air conditioning compressor (10) directly meshes with an intermediate gear (13) of the transmission unit (9) which is arranged coaxially to the input shaft (4).
2. Hybrid transmission (1) according to claim 1,
it is characterized in that the preparation method is characterized in that,
the air conditioning compressor (10) is arranged in the installed position above or below a crankshaft rotational axis (24) of the internal combustion engine (3).
3. Hybrid transmission (1) according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the drive shaft (11) is arranged coaxially with the first rotor shaft (5).
4. Hybrid transmission (1) according to any of claims 1 to 3,
it is characterized in that the preparation method is characterized in that,
the first electric motor (6) is arranged offset from the internal combustion engine (3) when viewed along the input shaft (4) in the installed state, and the air conditioning compressor (10) is arranged on a side (14a) of the first electric motor (6) facing the internal combustion engine (3) or on a side (14b) facing away from the internal combustion engine (3).
5. Hybrid transmission (1) according to claim 4,
it is characterized in that the preparation method is characterized in that,
the air conditioning compressor (10), when arranged on a side (14a) of the first electric motor (6) facing the internal combustion engine (3), is arranged axially between the first electric motor (6) and the drive gear (12) or on an axial side of the drive gear (12) facing away from the first electric motor (6).
6. Hybrid transmission (1) according to any of claims 1 to 5,
it is characterized in that the preparation method is characterized in that,
furthermore, a second electric motor (16) having a second rotor shaft (15) is provided radially offset from the first rotor shaft (5), wherein the first electric motor (6) is designed and controllable such that it operates as a generator in a main operating state, and the second electric motor (16) is designed and controllable such that it operates as a drive motor in the main operating state.
7. Hybrid transmission (1) according to claim 6,
it is characterized in that the preparation method is characterized in that,
a shifting device (17) controlling a shifting position of the transmission unit (9) is operatively mounted between the input shaft (4), the drive gear (12) and a further gear wheel (19) permanently rotationally coupled to the second rotor shaft (15) via an additional planetary gear stage (18), such that the shifting device (17) rotationally connects the input shaft (4) with the first rotor shaft (5) in a first shift position, while the second rotor shaft (15) is rotationally decoupled from the input shaft (4), rotationally connecting the input shaft (4) with the first rotor shaft (5) and with the second rotor shaft (15) in a second shift position, and in a third shift position, the two rotor shafts (5, 15) are rotationally connected to one another, while the input shaft (4) is rotationally decoupled from the two rotor shafts (5, 15).
8. Hybrid transmission (1) according to any of claims 1 to 7,
it is characterized in that the preparation method is characterized in that,
the drive part (8) is designed as an input gear of a differential (21).
9. A motor vehicle (20) having a hybrid transmission (1) according to one of claims 1 to 8 and an internal combustion engine (3), wherein the crankshaft (2) of the internal combustion engine (3) is connected in a rotationally fixed manner to the input shaft (4) and the drive part (8) is coupled in rotation with wheels (7a, 7b) of the motor vehicle (20).
10. Motor vehicle (20) according to claim 9,
it is characterized in that the preparation method is characterized in that,
the internal combustion engine (3) is arranged with its crankshaft (2) transversely to the longitudinal axis of the vehicle and/or the drive part (8) is rotationally connected to the wheels (7a, 7b) of a drive axle (22).
CN202080048818.4A 2019-07-02 2020-05-28 Hybrid transmission for a motor vehicle with an integrated air conditioning compressor, and motor vehicle Pending CN114051566A (en)

Applications Claiming Priority (3)

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DE102019117758.8 2019-07-02
DE102019117758.8A DE102019117758A1 (en) 2019-07-02 2019-07-02 Hybrid transmission with integrated air conditioning compressor for a motor vehicle; as well as motor vehicle
PCT/DE2020/100450 WO2021000984A1 (en) 2019-07-02 2020-05-28 Hybrid transmission having an integrated ac compressor for a motor vehicle, and motor vehicle

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CN (1) CN114051566A (en)
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