EP4334151A1 - Transmission hybride et chaîne cinématique à transmission hybride - Google Patents

Transmission hybride et chaîne cinématique à transmission hybride

Info

Publication number
EP4334151A1
EP4334151A1 EP22715343.4A EP22715343A EP4334151A1 EP 4334151 A1 EP4334151 A1 EP 4334151A1 EP 22715343 A EP22715343 A EP 22715343A EP 4334151 A1 EP4334151 A1 EP 4334151A1
Authority
EP
European Patent Office
Prior art keywords
torque
electric machine
shaft
hybrid transmission
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22715343.4A
Other languages
German (de)
English (en)
Inventor
Steffen Lehmann
Laurent BAYOUX
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102022106552.9A external-priority patent/DE102022106552A1/de
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP4334151A1 publication Critical patent/EP4334151A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped 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
    • 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
    • B60K6/22—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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • 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

Definitions

  • the invention relates to a hybrid transmission for a hybrid vehicle, with a first torque drive train, which has an input shaft that can be connected to an internal combustion engine and a first electric machine/electrical machine/e-machine that can be connected or connected to the input shaft in a torque-transmitting manner, a second torque drive train that has a has a different second electric machine/electrical machine/e-machine than the first electric machine, an output shaft/drive axle, which can be connected or connected in a torque-transmitting manner to the first torque drive train and/or to the second torque drive train, and with a second separating clutch, which separates the second torque drive train in connects a first switching state to the output shaft in a torque-transmitting manner and separates the output shaft in a torque-transmitting manner in a second switching state.
  • the hybrid transmission has a first disconnect clutch which, in a first shift state, connects the first torque drive train to the output shaft in a torque-transmitting manner and, in a second shift state, disconnects it from the output shaft in a torque-transmitting manner.
  • the invention relates to a drive train with such a hybrid transmission.
  • DE 10 2018 103 245 A1 discloses a drive unit for a drive train of a hybrid motor vehicle, with an internal combustion engine, a first electrical machine, a second electrical machine arranged coaxially with respect to its rotor to an axis of rotation of a rotor of the first electrical machine, a first th transmission stage is arranged between a drive component which is or can be coupled in a torque-proof manner to an output shaft of the internal combustion engine and a drive shaft of the first electric machine and/or the second electric machine, and also a partial transmission unit via which the drive shaft of the respective electric machine is coupled or can be coupled to wheel drive shafts.
  • Various transmission structures of such a hybrid transmission are also known from patent applications US 2016/0218584 A1, DE 11 2015 006 071 T5 and WO 2019/101 264 A1.
  • hybrid transmissions are also referred to as dedicated hybrid transmissions (DHT).
  • DHT dedicated hybrid transmissions
  • the mechanical part of the transmission is simplified, for example by eliminating the reverse gear, and instead at least one electric machine integrated in the transmission is used to provide the full range of functions.
  • Dedicated hybrid transmissions can be derived from known transmission concepts, i.e. double clutch transmissions, torque converter planetary transmissions, continuously variable transmissions (CVT) or automated manual transmissions.
  • the electrical machine becomes part of the transmission, and it can be connected to different transmission shafts.
  • one or more power-split operating states can also be generated in combination with a planetary gear.
  • a serial hybrid mode is understood to mean that the internal combustion engine no longer has a mechanical/torque-transmitting connection to the drive axle/output shaft.
  • the internal combustion engine drives the first electric machine, which mainly functions as a generator, which in turn supplies the second electric machine, which mainly functions as a traction motor/drive motor, with electricity or charges a battery.
  • the drive axle is driven by the second electric machine.
  • a parallel hybrid mode is understood to mean that the internal combustion engine has a mechanical/torque-transmitting connection to the drive axle/output shaft.
  • the second electric machine can run idle, boost or recuperate.
  • the prior art always has the disadvantage that in the hybrid transmission concepts known to date, the second electric machine often runs idle in the parallel hybrid mode, which means that a corresponding resistance is generated due to induction and the second electric machine has to be actively rotated. This means that an active short circuit occurs and through the first electric machine energy must be generated for this. As a result, the transmission efficiency drops, so that the hybrid transmission is less efficient at certain operating points, especially in parallel hybrid mode.
  • a hybrid transmission and a drive train with a hybrid transmission are to be provided that have a high degree of transmission efficiency and are efficient without restricting functionality.
  • the hybrid transmission has a second separating clutch, which connects the second torque drive train in a first switching state to the output shaft in a torque-transmitting manner and separates it from the output shaft in a torque-transmitting manner in a second switching state.
  • This has the advantage that it is possible to decouple the second electric machine and no longer have to carry it with you.
  • the efficiency of the hybrid transmission can be improved in this way, particularly in the parallel hybrid mode. Due to the fact that the second electric machine/the second torque drive train can be coupled via the second separating clutch, the second electric machine can be quickly recoupled, for example during acceleration processes.
  • the first separating clutch which is usually located between the internal combustion engine and the drive axle/output shaft or between the first electric machine and the second electric machine, enables serial driving/serial hybrid mode in the open state and parallel driving/parallel hybrid mode in the closed state be made possible, and the decoupling of the second electric machine (particularly special in parallel operation) can be made possible by the second separating clutch.
  • Such an optional decoupling of the second electric motor in a hybrid transmission that can be switched between serial and parallel is not known to date.
  • a rotor of the first electric machine is non-rotatably mounted on the input shaft attached, this rotor being connected to the input shaft without translation.
  • a rotor of the second electric machine is rotatably arranged on a rotor shaft, which is arranged coaxially with the input shaft.
  • the rotor shaft is connected or can be connected via a first gear ratio to an intermediate shaft in a torque-transmitting manner.
  • all gears, both the first translation stage and the second translation stage are arranged axially between the first and the second Elektromaschi ne. In this way, a compact arrangement of the hybrid transmission can be found.
  • the first separating clutch and the second separating clutch can form a mutually acting clutch unit and/or have a common actuating actuator for alternating actuation, so that one of the two separating clutches is in its first switching state and the other of the two separating clutches is in its second switching state is.
  • the first separating clutch and the second separating clutch can form a clutch/clutch unit, for example a claw clutch unit, which acts in alternating directions, in which the alternating closing/opening of the clutch unit enables switching between serial and parallel hybrid modes as well as coupling/ The second electric machine is decoupled.
  • the first separating clutch and the second separating clutch can be designed as two separate clutches, preferably as claw clutches, which can be closed alternately via a common actuating element/a common actuating actuator, such as a shift fork. This ensures that one of the two separating clutches is always open and the other of the separating clutches is closed.
  • the claw coupling unit or the two claw clutches are actuated after the differential speeds have been synchronized via the electric machines with only a small speed difference.
  • the first separating clutch is arranged on the input shaft and the second separating clutch is arranged on the intermediate shaft.
  • the hybrid transmission can have an intermediate shaft on which the first separating clutch and the second separating clutch are arranged.
  • the clutch unit can be arranged on a common shaft. The clutch unit can thus be designed to be compact and easy to actuate.
  • the hybrid transmission can have an intermediate shaft on which the second separating clutch is arranged, with the first separating clutch being arranged on the input shaft.
  • the two separating clutches are arranged on different shafts, for example shafts that are off-axis. This has the advantage that different translations can be implemented easily.
  • the hybrid transmission can be formed axially shorter and with fewer gears by the arrangement on the two shafts.
  • the intermediate shaft is connected to the output shaft via a third transmission stage. This can be used to limit the number of translation stages required.
  • a rotor of the second electric machine can be attached to a rotor shaft in a rotationally fixed manner.
  • the rotor shaft is arranged coaxially with the input shaft.
  • the rotor shaft can also be arranged axially parallel to the input shaft.
  • the rotor shaft can preferably a first gear ratio with the intermediate shaft TORQUE transfer quietly be connected. In this way, a suitable translation can be set.
  • a rotor of the first electric machine is attached to the input shaft in a rotationally fixed manner.
  • the input shaft can preferably be connected in a torque-transmitting manner to the intermediate shaft via a second gear ratio. In this way, a suitable translation can be set.
  • the first transmission stage can have a lower transmission ratio than the second transmission stage. That is, drive power is translated to the output shaft at higher speeds via the second torque drive train (with the second electric machine) compared to the first torque drive train (with the internal combustion engine).
  • the gear wheel of the second translation stage which is located on the intermediate shaft, is also a gear wheel of the third translation stage and thus represents the connection of the intermediate shaft with the output shaft.
  • This is preferably a fixed wheel, so that only the connection of the loose wheel on the input shaft with this is necessary in order to enable recuperation.
  • the first electric machine can be operated by the internal combustion engine essentially as a generator and the second electric machine can essentially function as a drive motor.
  • the first electric machine serves as a generator for supplying the second electric machine with electricity.
  • the first electric machine is preferably electrically connected to the second electric machine.
  • the first electric machine can also serve as a generator for charging a battery.
  • the first electric machine can serve as a drive motor/traction motor, in particular for boosting in the series hybrid mode.
  • the hybrid transmission can have a torsional vibration damper which is arranged on the input shaft.
  • the input shaft has two input shaft sections that can rotate relative to one another and are connected to one another via the torsional vibration damper.
  • one of the input shaft sections can be connected to the internal combustion engine and the other of the input shaft sections can be connected or is connected to the first electric machine.
  • the torsional vibration damper can be integrated into the rotor of the first electric machine.
  • the hybrid transmission can be made particularly compact.
  • the flybridge transmission can have a slip clutch, which is arranged on the input shaft. The drive train can be protected against impact torques by the slipping clutch as overload protection.
  • the first electric machine and the second electric machine can be arranged coaxially.
  • the space requirements of the hybrid transmission can be further optimized thanks to the coaxial arrangement.
  • the first separating clutch, the second separating clutch, the slipping clutch, the first translation stage and/or the second translation stage can be arranged axially between the first and the second electric machine.
  • the first electric machine and the second electric machine can be arranged axially adjacent.
  • the first electric machine and the second electric machine can be arranged with parallel axes. Depending on the space requirements, an axis-parallel arrangement can be advantageous.
  • the hybrid transmission can have a differential which is arranged in the torque flow between the first torque drive train and the second torque drive train on the one hand and the output shaft on the other hand.
  • the torque of the torque drive strands can be transmitted to the output shaft or to two output shafts.
  • the object of the invention is also achieved by a drive train for a hybrid vehicle.
  • the drive train has a hybrid transmission according to the invention and an internal combustion engine, which is connected to the input shaft of the hybrid transmission in a torque-transmitting manner.
  • the first electric machine can preferably be arranged axially between the second electric machine and the internal combustion engine.
  • the invention relates to a 2-E machine hybrid transmission, which serial driving or serial / parallel driving (ie switching between two tial and parallel) and also enables the decoupling of the second electric machine (ie the driving machine).
  • the transmission concept can easily be redesigned from the switchable design between serial/parallel to a purely serial transmission concept in which the electric machines, the power electronics and/or the cooling/lubrication components can be retained.
  • Fig. 1 is a schematic representation of a hybrid transmission according to the invention and a drive train according to the invention with such a hybrid transmission in a first embodiment
  • 1A shows a schematic representation of the hybrid transmission and its drive power flow in a first switching state
  • 1B shows a schematic representation of the hybrid transmission and its drive power flow in a second switching state
  • FIG. 2 shows a schematic representation of the hybrid transmission according to the invention and the drive train according to the invention with such a hybrid transmission in a second embodiment
  • FIG. 2A shows a schematic representation of the hybrid transmission and its drive power flow in a first switching state
  • Fig. 3 is a schematic representation of the hybrid transmission that has been converted to a serial hybrid transmission
  • Fig. 3A is a schematic representation of the hybrid transmission and its drive power flow to.
  • Figs. 1 and 2 show two embodiments of a hybrid gear 1 according to the invention for a hybrid vehicle.
  • the hybrid transmission 1 has a first torque drive train, which has an input shaft 3 that can be connected to an internal combustion engine 2 and a first electric machine 4 that can be connected or is connected to the input shaft 3 in a torque-transmitting manner.
  • the hybrid transmission 1 has a second torque drive train, which has a second electric machine 5 that is different from the first electric machine 4 .
  • the hybrid transmission 1 has an output shaft 6 which can be connected or connected in a torque-transmitting manner to the first torque drive train and/or to the second torque drive train.
  • the hybrid transmission 1 has a first separating clutch 7 .
  • the first disconnect clutch 7 torque-transmittingly/mechanically connects the first torque driveline to the output shaft 6 in a first shift/closed state and torque-transmitting/mechanically disconnects the first torque driveline from the output shaft 6 in a second shift/open state.
  • the first disconnect clutch 7 can be arranged in the torque flow between the internal combustion engine 2 and the output shaft 6 or between the first electric machine 4 and the second electric machine 5 .
  • the first separating clutch 7 is arranged between the internal combustion engine 2 and the drive shaft 6 from.
  • the hybrid transmission 1 has a second separating clutch 8 .
  • the second disconnect clutch 8 torque-transmittingly/mechanically connects the second torque drive train to the output shaft 6 in a first shift state/closed state and torque-transmitting/mechanically disconnects the second torque drive train from the output shaft 6 in a second shift state/open state the second electric machine 5 can be decoupled by the second separating clutch 8, in particular in the parallel hybrid mode, i.e. when the first separating clutch 7 is disengaged. Due to the fact that the second electric machine 5/the second torque drive train can be coupled via the second separating clutch 8, the second electric machine 5 can be quickly recoupled, for example during acceleration processes.
  • the first separating clutch 7 and the second separating clutch 8 can form a mutually acting clutch unit 9 (cf. FIG. 1).
  • the first separating clutch 7 and the second separating clutch 8 can have a common actuating actuator (not shown) for mutual actuation (cf. Fig.
  • first separating clutch 7 and the second separating clutch 8 are designed as two separate clutches (e.g. on two different shafts), preferably as claw clutches, which are closed alternately via a common actuating element/a common actuating actuator, such as a shift fork can become.
  • one of the two separating clutches 7, 8 is always open and the other of the two separating clutches 7, 8 is closed.
  • the hybrid transmission 1 can have an intermediate shaft 10 .
  • the first disconnect clutch 7 and the second disconnect clutch 8 are arranged on the intermediate shaft 10 (ie, a common shaft) (see FIG. 1 ).
  • the mutually acting clutch unit 9 is thus arranged on the intermediate shaft 10.
  • the second separating clutch 8 can be arranged on the intermediate shaft 10 and the first separating clutch 7 can be arranged on the input shaft 3 (cf. FIG. 2).
  • the two separating clutches 7, 8 can be arranged on different shafts, here on off-axis shafts, and are preferably actuated alternately via the common actuating actuator (not shown).
  • the second electric machine 5 has a stator 11 and a rotor 12 rotatably mounted within the stator 11 . Furthermore, the rotor 12 of the second Elektroma machine 5 can be mounted on a rotor shaft 13 in a rotationally fixed manner.
  • the rotor shaft 13 can in particular be arranged coaxially to the input shaft 3 (cf. FIGS. 1 and 2). Alternatively, the rotor shaft 13 can also be arranged axially parallel to the input shaft 3, even if this is not shown.
  • the rotor shaft 13 can preferably be a first transmission step 14 with the intermediate shaft 10 to transmit torque.
  • the first electric machine 4 has a stator 15 and a rotatably mounted rotor 16 within the stator 15 .
  • the rotor 16 of the first electric machine 4 can be mounted on the input shaft 3 in a rotationally fixed manner.
  • the input shaft 3 can preferably be connected in a torque-transmitting manner to the intermediate shaft 10 via a second transmission step 17 .
  • the intermediate shaft 10 can be connected to the output shaft 6 via a third transmission stage 18 .
  • the first transmission stage 14 can have a smaller transmission ratio than the second transmission stage 17 .
  • the first electric machine 4 can function essentially as a generator.
  • the second electric machine 5 can function essentially as a drive motor.
  • the first electric machine 4 is preferably used as a generator to supply the second electric machine 5 with electricity.
  • the first electric machine 4 is preferably electrically connected to the second electric machine 5 .
  • the first electric machine 4 can serve as a generator for charging an accumulator/battery (for the second electric machine 5).
  • the first electric machine 4 can serve as a drive motor/traction motor.
  • the hybrid transmission 1 can have a torsional vibration damper 19 which is arranged on the input shaft 3 .
  • the input shaft 3 has two input shaft sections 20 , 21 which can be rotated relative to one another and which are connected to one another via the torsional vibration damper 19 .
  • a first input shaft section 20 can be connected to the internal combustion engine 2 and a second input shaft section 21 can be connected or connected to the first electric machine 4 .
  • the torsional vibration damper 19 can be integrated into the rotor 16 of the first electric machine 4 .
  • the first electric machine 4 is connected in a torque-proof manner via the torsional vibration damper 19 to a flywheel 22 of the internal combustion engine 2 .
  • the hybrid transmission 1 can have a slipping clutch 23 (cf. FIG. 1), which is arranged on the input shaft 3 or on the second input shaft section 21 .
  • first electric machine 4 and the second electric machine 5 can be arranged coaxially.
  • first electric machine 4 and the second electric machine 5 can be arranged axially parallel, even if this is not shown.
  • the hybrid transmission 1 can have a differential 24, which in the torque flow between the first torque drive train and the second torque drive train on the one hand and the output shaft 6 on the other. hand is arranged.
  • the differential al transmits the torque from the intermediate shaft 10 to the output shaft 6 or the two output shafts 6.
  • the invention relates to a drive train 25 for a hybrid vehicle, which has the hybrid transmission 1 and the internal combustion engine 2 that can be or is connected to the input shaft 3 of the hybrid transmission 1 in a torque-transmitting manner.
  • FIG. 1A and 1B show a drive power flow 26 in a first and second switching state of the clutch unit 9 for the hybrid transmission 1 in the first embodiment.
  • the second separating clutch 8 on the intermediate shaft 10 is ge closed (and the first separating clutch 7 is opened).
  • a hybrid serial mode is enabled.
  • the first electric machine 4 serves as a generator. Torque for the generator operation of the first electric machine 4 is provided by the internal combustion engine 2 .
  • the first disconnect clutch 7 is closed (and the second disconnect clutch 8 is open).
  • a parallel hybrid mode is enabled.
  • the second electric machine 5 stops/is decoupled from the output shaft 6 .
  • the first electric machine can serve as a generator and as a drive motor when boosting.
  • the second electric machine 5 rotates without load to a synchronous speed of the intermediate shaft 10, and the first separating clutch 7 is opened and the second separating clutch 8 is closed.
  • FIG. 2A and 2B show a drive power flow 26 in a first and second switching state of the separating clutches 7, 8 for the hybrid transmission 1 in the second embodiment.
  • the second separating clutch 8 on the intermediate shaft 10 is ge closed (and the first separating clutch 7 on the input shaft 3 is opened).
  • a serial hybrid mode is enabled.
  • the first electric machine 4 serves as a generator. Torque for the generator operation of the first electric machine 4 is provided by the internal combustion engine 2 .
  • Fig. 2B the first separating clutch 7 on the input shaft 3 is closed (and the second separating clutch 8 on the intermediate shaft 10 is opened).
  • a parallel hybrid mode is enabled.
  • the second electro machine 5 stops/is decoupled from the output shaft 6.
  • the first electric machine can serve as a generator and as a drive motor when boosting.
  • the second electric machine 5 rotates load-free to a synchronous speed of the intermediate shaft 10, and the first separating clutch 7 is opened and the second separating clutch 8 ge closed.
  • Figs. 3 and 3A show a schematic representation of the hybrid transmission 1 according to the invention, which has been converted to a serial hybrid transmission, and its drive power flow.
  • the converted hybrid transmission dispenses with the direct drive from the internal combustion engine 2, which is desirable for certain battery configurations (range extender, PHEV).
  • the hybrid transmission 1 according to the invention can thus be easily redesigned from a hybrid transmission 1 switchable between parallel and serial to a serial hybrid transmission while retaining the electric machines 4, 5, power electronics (not shown) and cooling/lubrication components (not shown).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une transmission hybride (1) pour un véhicule hybride, comprenant une première chaîne cinématique de couple qui comprend un arbre d'entrée (3) pouvant être relié à un moteur à combustion interne (2) ainsi qu'une première machine électrique (4) relié en transmission de couple à l'arbre d'entrée (3), comprenant en outre une seconde chaîne cinématique de couple qui comprend une seconde machine électrique (5), comprenant également un arbre de sortie (6) qui peut être relié ou est relié par transmission de couple à la première chaîne cinématique de couple et/ou à la seconde chaîne cinématique de couple, et comprenant un premier embrayage de coupure (7) qui relie en transmission de couple la première chaîne cinématique de couple à l'arbre de sortie (6) ou la déconnecte de ce dernier, la transmission hybride (1) étant équipée d'un second embrayage de coupure (8) qui relie la seconde chaîne cinématique de couple à l'arbre de sortie (6) ou la déconnecte de ce dernier. L'invention concerne en outre une chaîne cinématique (25) pour un véhicule hybride, comprenant une telle transmission hybride (1) et un moteur à combustion interne (2) qui est relié en transmission de couple à l'arbre d'entrée (3) de la transmission hybride (1).
EP22715343.4A 2021-05-03 2022-03-29 Transmission hybride et chaîne cinématique à transmission hybride Pending EP4334151A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102021111350 2021-05-03
DE102022106552.9A DE102022106552A1 (de) 2021-05-03 2022-03-21 Hybridgetriebe sowie Antriebsstrang mit Hybridgetriebe
PCT/DE2022/100242 WO2022233357A1 (fr) 2021-05-03 2022-03-29 Transmission hybride et chaîne cinématique à transmission hybride

Publications (1)

Publication Number Publication Date
EP4334151A1 true EP4334151A1 (fr) 2024-03-13

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Application Number Title Priority Date Filing Date
EP22715343.4A Pending EP4334151A1 (fr) 2021-05-03 2022-03-29 Transmission hybride et chaîne cinématique à transmission hybride

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US (1) US20240198783A1 (fr)
EP (1) EP4334151A1 (fr)
KR (1) KR20230137384A (fr)
WO (1) WO2022233357A1 (fr)

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JP2967103B2 (ja) * 1993-05-24 1999-10-25 株式会社エクォス・リサーチ ハイブリット車輌
JP2004222435A (ja) * 2003-01-16 2004-08-05 Fuji Heavy Ind Ltd 電気自動車の駆動装置
DE102012203611A1 (de) * 2011-04-04 2012-10-04 Schaeffler Technologies AG & Co. KG Einrichtung zum Übertragen eines Drehmoments
KR20130065419A (ko) * 2011-12-09 2013-06-19 현대자동차주식회사 하이브리드 차량의 토크 리미터
DE102011089710A1 (de) * 2011-12-23 2013-06-27 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs
KR101459490B1 (ko) * 2013-10-18 2014-11-07 현대자동차 주식회사 하이브리드 차량의 동력전달장치
JP6573456B2 (ja) 2015-01-28 2019-09-11 本田技研工業株式会社 一体型ユニット
DE112015006071T5 (de) 2015-01-28 2017-10-12 Honda Motor Co., Ltd. Hybridfahrzeugantriebssystem
JP2017043235A (ja) * 2015-08-27 2017-03-02 アイシン精機株式会社 ハイブリッド車両用駆動装置
DE102017127695A1 (de) 2017-11-23 2019-05-23 Schaeffler Technologies AG & Co. KG Hybrid-Antriebsstrang mit zwei elektrischen Maschinen und einer Verbrennungskraftmaschine
DE102018103245A1 (de) 2017-11-29 2019-05-29 Schaeffler Technologies AG & Co. KG Antriebseinheit für Hybridkraftfahrzeug mit variabler Abtriebsübersetzung
JP2020148335A (ja) * 2019-03-15 2020-09-17 株式会社エクセディ トルクリミッタ装置
DE102019115750A1 (de) * 2019-06-11 2020-12-17 Schaeffler Technologies AG & Co. KG Hybridanordnung mit Torsionsschwingungsdämpfer
CN110239334A (zh) * 2019-06-28 2019-09-17 浙江吉利控股集团有限公司 一种混合动力传动***

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US20240198783A1 (en) 2024-06-20
KR20230137384A (ko) 2023-10-04
WO2022233357A1 (fr) 2022-11-10

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