JP2022538471A - Hybrid transmission for automobiles and automobiles with integrated air conditioning compressor - Google Patents

Hybrid transmission for automobiles and automobiles with integrated air conditioning compressor Download PDF

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JP2022538471A
JP2022538471A JP2021578148A JP2021578148A JP2022538471A JP 2022538471 A JP2022538471 A JP 2022538471A JP 2021578148 A JP2021578148 A JP 2021578148A JP 2021578148 A JP2021578148 A JP 2021578148A JP 2022538471 A JP2022538471 A JP 2022538471A
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gear
hybrid transmission
drive
shaft
electric motor
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JP7453262B2 (en
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ホッペ マークス
ピーパー トアステン
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Schaeffler Technologies AG and Co KG
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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

本発明は、内燃機関（３）のクランクシャフト（２）と回転可能に結合可能な入力シャフト（４）と、第１のロータシャフト（５）を有する第１の電気モータ（６）と、自動車（２０）の少なくとも１つのホイール（７ａ，７ｂ）と回転可能に結合可能な駆動部分（８）と、入力シャフト（４）と第１のロータシャフト（５）と駆動部分（８）との間で作用するように構成される切換可能なギヤユニット（９）と、を有する、自動車（２０）のためのハイブリッドトランスミッション（１）において、エアコンコンプレッサー（１０）の駆動シャフト（１１）と回転不能に結合された駆動歯車（１２）が、入力シャフト（４）に対して同軸に配置された、ギヤユニット（９）の中間歯車（１３）と直接的に噛合係合するように、エアコンコンプレッサー（１０）が配置される、ハイブリッドトランスミッション（１）に関する。さらに本発明は、このようなハイブリッドトランスミッション（１）を有する自動車（３１）に関する。The present invention comprises an input shaft (4) rotatably couplable with a crankshaft (2) of an internal combustion engine (3), a first electric motor (6) having a first rotor shaft (5) and a motor vehicle. a drive portion (8) rotatably coupleable with at least one wheel (7a, 7b) of (20), between the input shaft (4), the first rotor shaft (5) and the drive portion (8); non-rotatably with the drive shaft (11) of the air conditioning compressor (10) in a hybrid transmission (1) for a motor vehicle (20), comprising a switchable gear unit (9) configured to work with The air conditioner compressor (10) is operated such that the coupled drive gear (12) is in direct meshing engagement with the intermediate gear (13) of the gear unit (9), coaxially arranged with respect to the input shaft (4). ) in which a hybrid transmission (1) is arranged. Furthermore, the invention relates to a motor vehicle (31) having such a hybrid transmission (1).

Description

本発明は、内燃機関のクランクシャフトと結合可能であり回転可能な入力シャフトと、第１のロータシャフトを有する第１の電気モータと、自動車の少なくとも１つのホイールと回転可能に結合可能な駆動部分と、入力シャフトと第１のロータシャフトと駆動部分との間で作用するように構成される切換可能なギヤユニットと、を有する、（ハイブリッド化された）自動車のためのハイブリッドトランスミッションに関する。さらに本発明は、このようなハイブリッドトランスミッションを有する自動車に関する。 The present invention provides a rotatable input shaft connectable with a crankshaft of an internal combustion engine, a first electric motor having a first rotor shaft, and a drive portion rotatably connectable with at least one wheel of a motor vehicle. and a switchable gear unit arranged to act between the input shaft, the first rotor shaft and the drive part. Furthermore, the invention relates to a motor vehicle with such a hybrid transmission.

当分野に属するハイブリッドトランスミッションは、従来技術からすでに十分に知られている。たとえばドイツ特許出願公開第１０２０１７２０６５１０Ａ１号明細書は、シリアル／パラレルハイブリッド車両のためのトランスミッション構造を開示している。さらに出願人には、ドイツ特許出願第１０２０１９１１００４６．１号明細書として２０１９年４月１６日付けをもってすでにドイツ特許・商標庁にすでに提出されている、ホイールへの変換可能な直結駆動部を有するハイブリッド自動車のための駆動システムを開示した内部的な先行技術が周知となっている。 Hybrid transmissions belonging to the field are already sufficiently known from the prior art. For example, DE 10 2017 206 510 A1 discloses a transmission structure for a serial/parallel hybrid vehicle. Furthermore, the Applicant has already filed with the German Patent and Trademark Office as German Patent Application No. 102019110046.1 on April 16, 2019. Internal prior art disclosing drive systems for automobiles is well known.

このように、可能な限りコンパクトな設計形態を促進することを目的としたハイブリッドトランスミッションがすでに知られている。しかし、エアコンコンプレッサーをも巧みな方式で配置するためには、このようなコンパクト性をいっそう高め、ハイブリッドトランスミッションの構造を簡素化する必要がある。 Thus, hybrid transmissions are already known which aim to promote a design that is as compact as possible. However, in order to arrange the air conditioner compressor in a clever way, it is necessary to further increase such compactness and simplify the structure of the hybrid transmission.

したがって本発明の課題は、従来技術から知られている欠点を取り除き、特に、いっそうコンパクトで簡素化された構造を有するハイブリッドモジュールを提供することにある。 SUMMARY OF THE INVENTION It is therefore an object of the present invention to eliminate the drawbacks known from the prior art and, in particular, to provide a hybrid module which has a more compact and simplified construction.

このことは本発明によると、エアコンコンプレッサーの駆動シャフトに対して回転不能に結合された駆動歯車が、入力シャフトに対して同軸に配置された、ギヤユニットの中間歯車と直接的に噛合係合するように、エアコンコンプレッサーが配置されることによって解決される。 This means that, according to the invention, the drive gear, which is non-rotatably connected to the drive shaft of the air conditioning compressor, is in direct meshing engagement with the intermediate gear of the gear unit arranged coaxially to the input shaft. So, it is solved by placing the air conditioner compressor.

このようにして、エアコンコンプレッサーがハイブリッドトランスミッションに巧みに統合され、従来のように別個のベルトドライブを介して結合されるのではなくなる。設計スペースの明らかな節減が、その帰結である。ベルトドライブが省略されることで、構造も簡素化される。 In this way, the air conditioning compressor is cleverly integrated into the hybrid transmission and not coupled via a separate belt drive as in the past. A clear savings in design space is the consequence. Eliminating the belt drive also simplifies the structure.

その他の好ましい実施形態は従属請求項に記載されており、以下において詳しく説明する。 Further preferred embodiments are described in the dependent claims and will be described in detail below.

エアコンコンプレッサーが取付位置において、内燃機関のクランクシャフト回転軸の（作用する重力を基準として見たときに）上方または下方に配置されると、エアコンコンプレッサーが空いた設計スペースへ特別に巧みに統合される。しかしながら原則として、別の実施形態では、クランクシャフトの円周に沿ったエアコンコンプレッサーの代替的な配置も好ましい。 If the air-conditioning compressor, in its mounting position, is positioned above or below the crankshaft axis of rotation of the internal combustion engine (when viewed with respect to the force of gravity acting on it), the air-conditioning compressor is particularly cleverly integrated into the open design space. be. In principle, however, alternative arrangements of the air-conditioning compressors along the circumference of the crankshaft are also preferred in other embodiments.

駆動シャフトが第１のロータシャフトに対して同軸に配置されるのも好ましい。このようにして第１の電気モータの側方への、設計スペースを節減するエアコンコンプレッサーの配置が促進される。 It is also preferred that the drive shaft is arranged coaxially with respect to the first rotor shaft. In this way, a space-saving arrangement of the air conditioning compressor to the side of the first electric motor is facilitated.

さらにこの関連で、第１の電気モータが取付位置において、入力シャフトに沿って見たときに内燃機関に対してオフセットされて配置され、エアコンコンプレッサーは、第１の電気モータの、内燃機関と対向する側に、または、第１の電気モータの、内燃機関と反対の側に配置されると好都合である。内燃機関と対向する側への配置の場合、空いた設計スペースが効果的に利用されるという利点がある。内燃機関と反対の側への配置の場合、エアコンコンプレッサーの良好なアクセス性とモジュール性の両方を具体化可能であるという利点がある。 Further in this connection, the first electric motor is arranged in the mounting position offset with respect to the internal combustion engine when viewed along the input shaft, and the air conditioning compressor is located opposite the internal combustion engine of the first electric motor. or on the side of the first electric motor facing away from the internal combustion engine. An arrangement on the side facing the internal combustion engine has the advantage that the free design space is utilized effectively. The arrangement on the side opposite the internal combustion engine has the advantage that both good accessibility and modularity of the air conditioning compressor can be implemented.

このときエアコンコンプレッサーは、第１の電気モータの、内燃機関と対向する側に配置される場合、軸方向で第１の電気モータと駆動歯車との間に配置されるか、または軸方向で駆動歯車の、第１の電気モータと反対の側に配置されると特に好ましい。第１の電気モータと駆動歯車の間へのエアコンコンプレッサーの配置の場合、エアコンコンプレッサーが支承部に対して可能な限り直接的にオフセットされて配置される。それにより、ハイブリッドトランスミッションの特別に巧みな、摩耗の少ない構成がもたらされる。 If the air-conditioning compressor is then arranged on the side of the first electric motor facing away from the internal combustion engine, the air-conditioning compressor is then arranged axially between the first electric motor and the drive gear or axially driven It is particularly preferred if it is arranged on the side of the gear wheel facing away from the first electric motor. With the arrangement of the air-conditioning compressor between the first electric motor and the drive gear, the air-conditioning compressor is arranged as directly offset as possible with respect to the bearing. This results in a particularly clever, low-wear construction of the hybrid transmission.

さらに、エアコンコンプレッサーがハイブリッドトランスミッションのハウジングの内部に配置されるか、またはハイブリッドトランスミッションのハウジングの外部に位置決めされ、好ましくはハウジングに取り付けられると好ましいことが判明している。それにより、エアコンコンプレッサーを独自の設計単位として特別に容易に製造し、組み付けることができる。 Furthermore, it has been found to be advantageous if the air conditioning compressor is arranged inside the housing of the hybrid transmission or is positioned outside the housing of the hybrid transmission, preferably attached to the housing. This makes it particularly easy to manufacture and assemble the air conditioning compressor as a unique design unit.

さらにハイブリッドトランスミッションの構造については、第１のロータシャフトに対して径方向にオフセットされて配置された第２のロータシャフトを有する第２の電気モータをさらに有していると好ましいことが判明しており、第１の電気モータは主動作状態のときに発電機として作動するように構成されて制御可能であり、第２の電気モータは主動作状態のときに駆動モータとして作動するように構成されて制御可能である。 Furthermore, it has been found to be advantageous for the construction of the hybrid transmission to further comprise a second electric motor having a second rotor shaft arranged radially offset with respect to the first rotor shaft. wherein the first electric motor is configured and controllable to operate as a generator during primary operating conditions and the second electric motor is configured to operate as a drive motor during primary operating conditions. can be controlled by

それに応じて、ギヤユニットの切換位置を制御する切換装置が、入力シャフトと、駆動歯車と、さらなるプラネタリギヤ段を介して第２のロータシャフトと恒常的に結合され回転可能なさらなる歯車と、の間で作用するように構成され、それにより、切換装置は、第１の切換位置では入力シャフトを第１のロータシャフトと回転可能に結合する一方、第２のロータシャフトは入力シャフトから回転可能に結合解除され、切換装置は、第２の切換位置では入力シャフトを第１のロータシャフトと第２のロータシャフトとの両方と回転可能に結合し、切換装置は、第３の切換位置では両方のロータシャフトを互いに回転可能に結合する一方、入力シャフトは両方のロータシャフトから回転可能な結合は解除されるのも好都合である。 Correspondingly, a switching device for controlling the switching position of the gear unit is provided between the input shaft, the drive gear and a further rotatable gear permanently connected to the second rotor shaft via a further planetary gear stage. whereby the switching device rotatably couples the input shaft with the first rotor shaft in the first switching position, while the second rotor shaft rotatably couples from the input shaft. Disengaged, the switching device rotatably couples the input shaft with both the first rotor shaft and the second rotor shaft in the second switching position, and the switching device rotatably couples both rotor shafts in the third switching position. Conveniently, the input shaft is rotatably decoupled from both rotor shafts, while the shafts are rotatably coupled to each other.

さらに駆動部分はディファレンシャルギヤの入力歯車として、巧みな方式で構成される。 Furthermore, the driving part is constructed in a clever manner as the input gear of the differential gear.

さらに本発明は、上に説明した各実施形態のうちの少なくとも１つに基づく本発明のハイブリッドトランスミッションと内燃機関とを有する（ハイブリッド）自動車に関し、内燃機関のクランクシャフトが入力シャフトに対して回転不能に結合され、駆動部分が自動車のホイールと回転可能に結合される。 Furthermore, the invention relates to a (hybrid) motor vehicle comprising a hybrid transmission according to the invention according to at least one of the embodiments described above and an internal combustion engine, wherein the crankshaft of the internal combustion engine is non-rotatable relative to the input shaft. and the drive portion is rotatably connected to the wheels of the vehicle.

内燃機関は、そのクランクシャフトが（自動車の）車両長軸と交差するように配置され、かつ／または駆動部分が駆動アクスルのホイールと回転可能に結合されていると、自動車の特別に効率的な設計形態が保証される。 An internal combustion engine is particularly efficient in a motor vehicle if its crankshaft is arranged across the vehicle longitudinal axis and/or the drive part is rotatably connected to the wheels of the drive axle. Design form is guaranteed.

換言すれば、このようにして本発明により、統合されたエアコンコンプレッサーを有するハイブリッドトランスミッション構造が具体化される。製造コストと設計スペースを削減するために、本発明によると、エアコンエアコンコンプレッサーは、ハイブリッドトランスミッション構造の（既存の）第２の歯車と結合された歯車（駆動歯車）を有する。このような歯車を利用することで、エアコンコンプレッサーから内燃機関までのギヤ伝達比を自由に選択することができる。 In other words, the invention thus embodies a hybrid transmission structure with an integrated air-conditioning compressor. In order to reduce manufacturing costs and design space, according to the invention the air conditioning air compressor has a gear (drive gear) coupled with the (existing) second gear of the hybrid transmission structure. By using such a gear, the gear transmission ratio from the air conditioner compressor to the internal combustion engine can be freely selected.

次に、以下において図面を参照しながら本発明について詳しく説明し、その文脈においてさまざまな実施例も示される。 The invention will now be described in detail below with reference to the drawings, in which context different embodiments are also presented.

図１は、本発明によるハイブリッドトランスミッションの模式的な断面図を示しており、３つの異なる実施例に基づく統合されたエアコンコンプレッサーのそれぞれ異なる位置を見ることができる。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. 図２は、図示している車両長手方向に向く紙面の外部へのエアコンコンプレッサーの配置によって実質的に図１と相違する、別の実施例に基づく本発明のハイブリッドトランスミッションの模式的な断面図を示す。FIG. 2 shows a schematic cross-sectional view of a hybrid transmission according to another embodiment of the invention, which differs substantially from FIG. show. 図３は、図２のハイブリッドトランスミッションの簡略化した側面図を示し、２つのロータシャフト、クランクシャフト、およびエアコンコンプレッサーの駆動シャフトの相対的な配置を特別に良く見ることができる。FIG. 3 shows a simplified side view of the hybrid transmission of FIG. 2, in which the relative placement of the two rotor shafts, the crankshaft and the drive shaft of the air conditioning compressor can be seen particularly well. 図４は、別の実施例に基づく本発明のハイブリッドトランスミッションの簡略化した側面図を示し、図２と比べたとき、車両内で長手方向に延びる平面の上方にエアコンコンプレッサーが配置されている。FIG. 4 shows a simplified side view of a hybrid transmission of the invention according to another embodiment, with the air conditioning compressor positioned above a plane extending longitudinally in the vehicle when compared to FIG.

各図面は模式的な性格のものにすぎず、本発明の理解にのみ資するものである。同じ部材には同じ符号が付されている。異なる実施例の異なる構成要件も、原則として互いに自由に組合せ可能である。 Each drawing is only schematic in nature and serves only for understanding of the present invention. The same members are given the same reference numerals. Different features of different exemplary embodiments are also freely combinable with one another in principle.

図１との関連で、それぞれ異なる実施例に基づく本発明のハイブリッドトランスミッション１の原理的な構造が図解されている。ハイブリッドトランスミッション１は、符号２０で示唆されているハイブリッド自動車に統合される。特に、自動車２０の駆動アクスル２２（ここではフロントアクスル、代替的にリヤアクスル）も共に示されており、駆動アクスル２２のホイール７ａ，７ｂを、ハイブリッドトランスミッション１のさまざまな機械（内燃機関３および電気モータ６，１６）を介して駆動可能である。ハイブリッドトランスミッション１の内燃機関３は、この実施形態では、内燃機関３の長軸が、すなわち内燃機関３のクランクシャフト２のクランクシャフト軸２４が、車両２０の長軸（車両長軸／車両長手方向）に対して横向きに、ここでは垂直にアライメントされる、好ましいフロント横置き配置になっている。 With reference to FIG. 1, the principle construction of a hybrid transmission 1 according to the invention according to different embodiments is illustrated. A hybrid transmission 1 is integrated into a hybrid vehicle indicated by reference numeral 20 . In particular, the drive axle 22 (here the front axle, alternatively the rear axle) of the vehicle 20 is also shown together, the wheels 7a, 7b of the drive axle 22 being connected to the various machines of the hybrid transmission 1 (the internal combustion engine 3 and the electric motor). 6, 16). In this embodiment, the internal combustion engine 3 of the hybrid transmission 1 is arranged such that the longitudinal axis of the internal combustion engine 3, that is, the crankshaft axis 24 of the crankshaft 2 of the internal combustion engine 3, is aligned with the longitudinal axis of the vehicle 20 (vehicle longitudinal axis/vehicle longitudinal direction). ), here vertically aligned, in the preferred front-laying arrangement.

シリアルハイブリッドドライブとしてのハイブリッドトランスミッション１の構成に基づき、ハイブリッドトランスミッション１は、内燃機関３に加えて２つの電気モータ６，１６も有している。第１の電気モータ６は、主動作状態のときに発電機として作用するように構成されている。しかしながら第１の電気モータ６は、原則として、たとえば純粋に電気式のリバース走行のために、駆動モータとして切換可能である。第１の電気モータ６によって生成される電気出力を消費する第２の電気モータ１６が、駆動モータ／走行モータとして具体化されている。 Due to the configuration of hybrid transmission 1 as a serial hybrid drive, hybrid transmission 1 also has two electric motors 6 , 16 in addition to internal combustion engine 3 . The first electric motor 6 is arranged to act as a generator when in the main operating state. In principle, however, the first electric motor 6 can also be switched as drive motor, for example for purely electric reverse travel. A second electric motor 16, which consumes the electrical power generated by the first electric motor 6, is embodied as a drive/travel motor.

両方の電気モータ６，１６は、それぞれのロータシャフト５，１５の回転軸２３ａ，２３ｂをもって、径方向で互いにオフセットされて配置されている。第１の電気モータ６は、（第１の）回転軸２３ａを中心として回転可能に支承された第１のロータシャフト５を有する。第２の電気モータ１６は、（第２の）回転軸２３ｂを中心として回転可能に支承された第２のロータシャフト１５を有する。第１の電気モータ６は総体として、すなわち図面の見やすさのためにここには示さないステータ、およびステータに対して回転可能に配置されて第１のロータシャフト５に対して回転不能に結合されるロータを含めて、第１の回転軸２３ａの径方向で、ステータおよびステータに対して相対的に回転可能に配置されて第２のロータシャフト１５と回転不能に結合されたロータも含めた第２の電気モータ１６に対して、オフセットされて配置されている。両方の電気モータ６，１６は、図示している取付位置では、クランクシャフト回転軸２４に対しても相対的に径方向にオフセットされて配置される。車両長軸に沿って見たとき、クランクシャフト回転軸２４は第１の回転軸２３ａと第２の回転軸２３ｂとの間にある。 Both electric motors 6 , 16 are arranged radially offset from each other with the axes of rotation 23 a , 23 b of the respective 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 23a. A second electric motor 16 has a second rotor shaft 15 which is rotatably mounted about a (second) axis of rotation 23b. The first electric motor 6 as a whole, i.e. a stator, not shown here for clarity of the drawing, and a stator rotatably arranged relative to the stator, are non-rotatably coupled to the first rotor shaft 5 . In the radial direction of the first rotating shaft 23 a , the rotor including the stator and the rotor that is non-rotatably coupled to the second rotor shaft 15 is arranged to be relatively rotatable with respect to the stator. 2 are offset with respect to the electric motors 16 . Both electric motors 6 , 16 are also arranged radially offset relative to the crankshaft axis of rotation 24 in the mounting position shown. When viewed along the longitudinal axis of the vehicle, the crankshaft axis of rotation 24 lies between the first axis of rotation 23a and the second axis of rotation 23b.

ハイブリッドトランスミッション１のさまざまに異なる動作状態を具体化するために、内燃機関３／クランクシャフト２に対して回転不能に結合された入力シャフト４と、両方の電気モータ６，１６およびこれらの両方のロータシャフト５，１５と、ハイブリッドトランスミッション１の駆動部分８との間に、ギヤユニット９が設けられている。ギヤユニット９は切換ギヤとして具体化されており、さまざまな動作状態を具体化するためにさまざまな切換位置にすることが可能である。ギヤユニット９は、切換装置１７によって制御可能である。 In order to embody different operating states of the hybrid transmission 1, the input shaft 4 non-rotatably coupled to the internal combustion engine 3/crankshaft 2, both electric motors 6, 16 and their rotors A gear unit 9 is provided between the shafts 5 , 15 and the drive part 8 of the hybrid transmission 1 . The gear unit 9 is embodied as a shift gear and can be put into different shift positions in order to embody different operating states. The gear unit 9 can be controlled by a switching device 17 .

ギヤユニット９は、クランクシャフト２と回転不能に連結される、もしくはクランクシャフト２の１つの領域によって直接的に具体化される、中央に配置された入力シャフト４（簡略にシャフトとも呼ぶ）を有する。入力シャフト４はクランクシャフト２に対して同軸に配置され、したがって、共通のクランクシャフト回転軸２４を中心として回転可能である。さらにギヤユニット９は、第１のロータシャフト５と恒常的に回転不能に結合／連結された中間歯車１３を有する。中間歯車１３は、入力軸４に対して同軸に配置されている。中間歯車１３は中空軸歯車として構成されており、入力軸４に径方向外側から回転可能に支承されている。第１のロータ軸５と中間歯車１３を回転不能に結合するために駆動歯車１２が設けられており、この駆動歯車１２は第１のロータシャフト５と回転不能に結合されるとともに、中間歯車１３と噛合係合している。 The gear unit 9 has a centrally arranged input shaft 4 (also called shaft for short) which is non-rotatably connected to the crankshaft 2 or directly embodied by a region of the crankshaft 2 . . The input shaft 4 is arranged coaxially with respect to the crankshaft 2 and is therefore rotatable about a common crankshaft rotation axis 24 . Furthermore, the gear unit 9 has an intermediate gear 13 which is permanently non-rotatably connected/coupled with the first rotor shaft 5 . The intermediate gear 13 is coaxially arranged with respect to the input shaft 4 . The intermediate gear 13 is configured as a hollow shaft gear and is rotatably supported on the input shaft 4 from the radially outer side. A drive gear 12 is provided for the non-rotatable connection between the first rotor shaft 5 and the intermediate gear 13 , the drive gear 12 being non-rotatably connected with the first rotor shaft 5 and the intermediate gear 13 . is in meshing engagement with the

さらにギヤユニット９は、第２のロータシャフト１５との連結のための役目を果たす歯車１９を有する。歯車１９は、入力シャフト４の軸方向で中間歯車１３と並んで配置されている。歯車１９も中空軸歯車として具体化されており、入力軸４に径方向外側から回転可能に支承されている。歯車１９は、この実施形態では、さらなる（第２の）中間歯車２５を介してプラネタリギヤ段１８と結合されている。プラネタリギヤ段１８は、さらに第２のロータシャフト１５と回転結合されている。さらに図１に見られるとおり、歯車１９と噛み合うさらなる中間歯車２５は、プラネタリ部分ギヤを形成するプラネタリギヤ段１８のプラネタリキャリア２６と直接的に回転不能に結合されている。さらにギヤユニット９のプラネタリ部分ギヤは、典型的には、第２のロータシャフト１５と直接的に回転不能に結合されるサンギヤ２７を有する。プラネタリキャリア２６の上で回転可能に受容された、円周方向に配分されて配置されているプラネタリピニオン２８が、サンギヤ２７とさらに噛合係合している。プラネタリピニオン２８とさらに噛合係合するリングギヤ２９が、ブレーキ装置３０と協同作用する。ハウジング固定された、すなわち車両フレーム固定されたブレーキ装置３０は、作動化した状態にあるとき、リングギヤ２９を車両フレームに対して相対的に固定する。不作動化した状態では、車両フレームに対するリングギヤ２９の自由回転が可能となり、それにより、ブレーキ装置３０がリングギヤ２９を回転に関してリリースする。 Furthermore, the gear unit 9 has a toothed wheel 19 which serves for connection with the second rotor shaft 15 . The gear 19 is arranged side by side with the intermediate gear 13 in the axial direction of the input shaft 4 . The gear 19 is also embodied as a hollow shaft gear and is rotatably supported on the input shaft 4 from the radial outside. Gearwheel 19 is in this embodiment coupled to planetary gear stage 18 via a further (second) intermediate gearwheel 25 . Planetary gear stage 18 is also rotationally connected to second rotor shaft 15 . Further, as can be seen in FIG. 1, a further intermediate gear 25 meshing with the gear 19 is directly non-rotatably connected with the planetary carrier 26 of the planetary gear stage 18 forming the planetary partial gear. Furthermore, the planetary partial gears of the gear unit 9 typically have a sun gear 27 which is directly non-rotatably connected with the second rotor shaft 15 . Circumferentially distributed planetary pinions 28 , which are rotatably received on the planetary carrier 26 , are also in meshing engagement with the sun gear 27 . A ring gear 29 , which is also in meshing engagement with the planetary pinion 28 , cooperates with the braking device 30 . A housing-fixed or vehicle-frame-fixed braking device 30 fixes the ring gear 29 relative to the vehicle frame when in the activated state. The deactivated condition allows free rotation of the ring gear 29 with respect to the vehicle frame, whereby the braking device 30 releases the ring gear 29 for rotation.

さらに歯車１９は、さらなる中間歯車２５を介在させたうえで、駆動部分８と回転不能に結合されている。駆動部分８は、ここでは駆動アクスル２２のディファレンシャルギヤ２１の入力歯車として構成されている。したがって駆動部分８は、自動車２０の２つの図示するホイール７ａ，７ｂと恒常的に回転可能に結合される。 Furthermore, the gear wheel 19 is non-rotatably connected with the drive part 8 with the interposition of a further intermediate gear wheel 25 . The drive part 8 is configured here as an input gearwheel of the differential gear 21 of the drive axle 22 . The drive part 8 is thus permanently rotatably connected to the two illustrated wheels 7a, 7b of the motor vehicle 20. FIG.

入力シャフト４と、両方のロータシャフト５，１５との間で、すなわちロータシャフト５，１５と連結された両方の歯車１３および１９との間で、切換装置１７が作用するように構成されている。切換装置１７は、原理的に、第１の切換位置では入力シャフト４を第１のロータシャフト５と回転連結／結合する一方、第２のロータシャフト１５が入力シャフト４（および第１のロータシャフト５）から回転可能な結合は解除されるように構成されている。切換装置１７の第２の切換位置では、入力シャフト４が第１のロータシャフト５と第２のロータシャフト１５との両方に回転可能に結合／連結される。切換装置１７の第３の切換位置では、両方のロータシャフト５，１５が互いに回転可能に結合／連結される一方、入力シャフト４は両方のロータシャフト５，１５から回転可能な結合は解除される。切換装置１７は、少なくとも部分的に中間ギヤ１３に直接的に統合される。 A switching device 17 is arranged to act between the input shaft 4 and both rotor shafts 5, 15, i.e. between both gear wheels 13 and 19 coupled with the rotor shafts 5, 15. . The switching device 17 in principle connects/joins the input shaft 4 in rotation with the first rotor shaft 5 in the first switching position, while the second rotor shaft 15 is connected to the input shaft 4 (and the first rotor shaft). 5) from which the rotatable coupling is configured to be released. In the second switching position of the switching device 17 the input shaft 4 is rotatably coupled/coupled to both the first rotor shaft 5 and the second rotor shaft 15 . In a third switching position of the switching device 17, both rotor shafts 5, 15 are rotatably coupled/coupled to each other, while the input shaft 4 is rotatably decoupled from both rotor shafts 5, 15. . The switching device 17 is at least partially integrated directly into the intermediate gear 13 .

本発明による構成に関して、図１との関連では、ハイブリッドトランスミッション１に追加的に統合されたエアコンコンプレッサー１０の３つの異なる配設位置が示唆されている。エアコンコンプレッサー１０は、原則として、本発明に基づいてハイブリッドトランスミッション１に統合され、好ましくは、図面の見やすさのために詳しくは図示しないハイブリッドトランスミッション１のハウジングの内部に配置される。さらに別の構成では、エアコンコンプレッサー１０をハイブリッドトランスミッション１のハウジングの外部に配置し、好ましくはハウジングに取り付けることも原則としてできる。 With regard to the arrangement according to the invention, in connection with FIG. 1 three different positions of the air-conditioning compressor 10 additionally integrated in the hybrid transmission 1 are suggested. The air-conditioning compressor 10 is in principle integrated in the hybrid transmission 1 according to the invention and is preferably arranged inside the housing of the hybrid transmission 1, which is not shown in detail for the sake of clarity of the drawing. In a further configuration, it is in principle also possible to arrange the air-conditioning compressor 10 outside the housing of the hybrid transmission 1, preferably attached to the housing.

エアコンコンプレッサー１０は、特にそのハウジングおよび当該ハウジングから突出する駆動シャフト１１を示す図１に見ることができる。エアコンコンプレッサー１０はその駆動シャフト１１の側で、常に駆動歯車１２を介して中間歯車１３と直接的に噛み合う。したがって、図１では第１のロータシャフト５に対して同軸に配置されている駆動シャフト１１は、クランクシャフト回転軸２４に対して径方向にオフセットされるとともに、中間歯車１３と恒常的に噛合係合している。図１に示す第１の好ましい位置では、エアコンコンプレッサー１０は第１の実施例において、駆動歯車１２の、軸方向で第１の電気モータ６と反対の側に配置される。図１に示す第２の好ましい位置では、エアコンコンプレッサー１０は第２の実施例において、軸方向で駆動歯車１２と第１の電気モータ６との間に配置される。図１に示す第３の好ましい位置では、エアコンコンプレッサー１０は第３の実施形態において、第１および第２の実施形態のように第１の電気モータ６の、内燃機関３と対向する軸方向の側１４ａにではなく、第１の電気モータ６の、内燃機関３と反対の側１４ｂに配置される。 An air conditioning compressor 10 can be seen in FIG. 1 which shows in particular its housing and a drive shaft 11 projecting therefrom. On the side of its drive shaft 11 , the air-conditioning compressor 10 always meshes directly with the intermediate gear 13 via the drive gear 12 . Accordingly, the drive shaft 11, which in FIG. are in agreement. In a first preferred position shown in FIG. 1, the air conditioning compressor 10 is arranged in the first embodiment on the side of the drive gear 12 axially opposite the first electric motor 6 . In a second preferred position shown in FIG. 1, the air conditioning compressor 10 is arranged axially between the drive gear 12 and the first electric motor 6 in the second embodiment. In the third preferred position shown in FIG. 1, the air conditioning compressor 10 is in the third embodiment axially opposite the internal combustion engine 3 of the first electric motor 6 as in the first and second embodiments. It is arranged on the side 14b of the first electric motor 6 facing away from the internal combustion engine 3, rather than on the side 14a.

最後に図２から４との関連で、実質的に第１の実施例に準じて具体化される、２つの別の好ましい実施例が具体化される。したがって簡略化のために、第１の実施例との相違点のみを説明する。図３および図４に詳細に見られるように、原則として、車両長手方向（符号矢印３２）に延びている図１および図２の紙面３１の上方（図４）または下方（図３）に、エアコンコンプレッサー１０を配置することも可能である。その場合にエアコンコンプレッサー１０は、第１の実施例の駆動歯車１２とは別個に構成される、中間歯車１３と噛合係合するさらなる駆動歯車を介して連結されるのが好ましい。 Finally, in connection with FIGS. 2 to 4, two further preferred embodiments are embodied substantially according to the first embodiment. Therefore, for the sake of simplification, only the differences from the first embodiment will be described. As can be seen in detail in FIGS. 3 and 4, in principle above (FIG. 4) or below (FIG. 3) the page 31 of FIGS. An air conditioner compressor 10 can also be arranged. The air-conditioning compressor 10 is then preferably coupled via a further drive gear meshingly engaged with the intermediate gear 13, constructed separately from the drive gear 12 of the first embodiment.

換言すると、本発明による課題の解決法は、エアコンコンプレッサー１０を歯車（駆動歯車１２）によって、トランスミッション構造９の既存の中間歯車１３に結合することにある。それにより、従来のフロントエンド側のベルトドライブ（ＦＥＡＤ）の機能を、ハイブリッドトランスミッション構造１で完全に表現することができる。歯車１２によって少なくともコスト中立的に具体化を行うことができる；それにより、さらに費用も節減されると想定される。さらに歯車１２を利用することで、内燃機関３に対するエアコンコンプレッサー１０の伝達比を自由に選択することができる。 In other words, the solution to the problem according to the invention consists in connecting the air conditioning compressor 10 by means of a gear (drive gear 12) to the existing intermediate gear 13 of the transmission structure 9. Thereby, the function of a conventional front-end belt drive (FEAD) can be fully represented in the hybrid transmission structure 1 . Gear 12 allows at least a cost-neutral implementation; it is assumed that this will also save costs. Furthermore, by using the gear 12, the transmission ratio of the air conditioner compressor 10 to the internal combustion engine 3 can be freely selected.

電気モータ６，１６の配置に応じて（スタータ／発電機および走行モータ）、エアコンコンプレッサー１０がさまざまに異なる位置に配置されていてよい。第１の実施形態（図３）では、エアコンコンプレッサー１０は中間歯車１３－下側に配置される：したがってエアコンコンプレッサー１０は、電気モータ６，１６のうちの１つの下方にある。ハイブリッドトランスミッション構造１を運転席側から横方向に見た場合（左ハンドル車）、エアコンコンプレッサー１０は、内燃機関３のクランクシャフト２を通る仮想的な水平軸（平面３１）の下方に配置される。このとき、エアコンコンプレッサー１０は図示した歯車１３に連結される。 Depending on the arrangement of the electric motors 6, 16 (starter/generator and traction motor), the air conditioning compressor 10 can be arranged in different positions. In the first embodiment (FIG. 3), the air conditioning compressor 10 is arranged below the intermediate gear 13 : the air conditioning compressor 10 is therefore below one of the electric motors 6 , 16 . When the hybrid transmission structure 1 is viewed laterally from the driver's seat side (left-hand drive vehicle), the air conditioner compressor 10 is arranged below a virtual horizontal axis (plane 31) passing through the crankshaft 2 of the internal combustion engine 3. . At this time, the air conditioner compressor 10 is connected to the illustrated gear 13 .

考えられる第２の実施形態（図４）では、エアコンコンプレッサー１０は、内燃機関３のクランクシャフト２を通る仮想的な水平軸３１の上方にある（「中間歯車１３－上側」）。ここでも、エアコンコンプレッサー１０は図示する歯車１３に連結される。あるいは原則として歯車１３での、クランクシャフト軸２４の全周にわたるその他のあらゆる位置が考えられる。 In a second possible embodiment (FIG. 4), the air-conditioning compressor 10 is above the imaginary horizontal axis 31 through the crankshaft 2 of the internal combustion engine 3 ("intermediate gear 13-upper"). Again, air conditioner compressor 10 is coupled to gear 13 as shown. Alternatively, in principle any other position on the gearwheel 13 over the entire circumference of the crankshaft axis 24 is conceivable.

さらに別の実施形態は、エアコンコンプレッサー１０の発電機シャフト５への連結である（図１）。これは同軸に、または軸平行に行うことができる。軸平行の態様については、さらなる歯車と新たな支承部が必要になるため、同軸の配置のほうが好ましいと考えられる。このとき、シャフト５の上での３つの位置を区別することができる。第３の実施形態では、エアコンコンプレッサー１０は発電機軸５でエンジン３の方向に位置決めされる。この位置は、スタータの省略によって空いた設計スペースを発電機６が利用できるという利点を提供する。エアコンコンプレッサー１０は、このようにトランスミッションハウジングの外部にあるので別個の構造ユニットとして製作され、このことは良好なモジュール性を保証する。配管のためのアクセスも、この位置ではギヤボックス／ギヤハウジング自体の中よりも容易に具体化される。第４の実施形態では、エアコンコンプレッサー１０は発電機軸５に歯車１２と発電機６との間で配置される。この位置は、シャフト５の支承と施工に関して利点を有する。歯車１２がシャフト５の端部で軸受のすぐ隣であるからである。これに加えて、かつ第３の実施形態とは対照的に、この位置は、場合により存在するダブルマスフライホイールによる設計スペースのボトルネックを回避する。第５の実施形態では、エアコンコンプレッサー１０は発電機軸５に、発電機６の後側で内燃機関３と反対の側に配置される。この位置は、第３の実施形態の良好なアクセス性およびモジュール性と、第４の実施形態のダブルマスフライホイールへの設計スペースのボトルネックの回避とを組み合わせる。 Yet another embodiment is the connection of the air conditioning compressor 10 to the generator shaft 5 (Fig. 1). This can be done coaxially or axially parallel. For the axis-parallel embodiment, a coaxial arrangement is considered preferable as it requires additional gears and new bearings. Three positions on the shaft 5 can then be distinguished. In a third embodiment, the air conditioning compressor 10 is positioned on the generator shaft 5 in the direction of the engine 3 . This position offers the advantage that the generator 6 can utilize the design space freed up by the omission of the starter. Since the air conditioning compressor 10 is thus external to the transmission housing, it is made as a separate structural unit, which ensures good modularity. Access for plumbing is also more easily embodied in this location than in the gearbox/gear housing itself. In a fourth embodiment, the air conditioner compressor 10 is arranged on the generator shaft 5 between the gear 12 and the generator 6 . This position has advantages with respect to the bearing and installation of the shaft 5 . This is because the gear 12 is right next to the bearing at the end of the shaft 5 . Additionally, and in contrast to the third embodiment, this position avoids the design space bottleneck due to the possibly present double-mass flywheel. In a fifth embodiment, the air-conditioning compressor 10 is arranged on the generator shaft 5 behind the generator 6 and on the side opposite the internal combustion engine 3 . This location combines the good accessibility and modularity of the third embodiment with avoidance of the design space bottleneck to the double-mass flywheel of the fourth embodiment.

１ ハイブリッドトランスミッション
２ クランクシャフト
３ 内燃機関
４ 入力シャフト
５ 第１のロータシャフト
６ 第１の電気モータ
７ａ 第１のホイール
７ｂ 第２のホイール
８ 駆動部分
９ ギヤユニット
１０ エアコンコンプレッサー
１１ 駆動シャフト
１２ 駆動歯車
１２ 切換装置
１３ 中間歯車
１４ａ 第１の軸方向の側
１４ｂ 第２の軸方向の側
１５ 第２のロータシャフト
１６ 第２の電気モータ
１７ 切換装置
１８ プラネタリギヤ段
１９ 歯車
２０ 自動車
２１ ディファレンシャルギヤ
２２ 駆動アクスル
２３ａ 第１の回転軸
２３ｂ 第２の回転軸
２４ クランクシャフト回転軸
２５ 中間歯車
２６ プラネタリキャリア
２７ サンギヤ
２８ プラネタリピニオン
２９ リングギヤ
３０ ブレーキ装置
３１ 平面
３２ 符号矢印
３３ ディファレンシャル軸／駆動部分の軸 1 hybrid transmission 2 crankshaft 3 internal combustion engine 4 input shaft 5 first rotor shaft 6 first electric motor 7a first wheel 7b second wheel 8 drive part 9 gear unit 10 air conditioner compressor 11 drive shaft 12 drive gear 12 Switching device 13 Intermediate gear 14a First axial side 14b Second axial side 15 Second rotor shaft 16 Second electric motor 17 Switching device 18 Planetary gear stage 19 Gear wheel 20 Motor vehicle 21 Differential gear 22 Drive axle 23a First axis of rotation 23b Second axis of rotation 24 Crankshaft axis of rotation 25 Intermediate gear 26 Planetary carrier 27 Sun gear 28 Planetary pinion 29 Ring gear 30 Braking device 31 Plane 32 Symbol arrow 33 Differential shaft/axis of drive part

Claims (10)

内燃機関（３）のクランクシャフト（２）と回転可能に結合可能な入力シャフト（４）と、第１のロータシャフト（５）を有する第１の電気モータ（６）と、自動車（２０）の少なくとも１つのホイール（７ａ，７ｂ）と回転可能に結合可能な駆動部分（８）と、前記入力シャフト（４）と前記第１のロータシャフト（５）と前記駆動部分（８）との間で作用するように構成される切換可能なギヤユニット（９）と、を有する、前記自動車（２０）のためのハイブリッドトランスミッション（１）において、エアコンコンプレッサー（１０）の駆動シャフト（１１）に対して回転不能に結合された駆動歯車（１２）が、前記入力シャフト（４）に対して同軸に配置された、前記ギヤユニット（９）の中間歯車（１３）と直接的に噛合係合するように、前記エアコンコンプレッサー（１０）が配置されることを特徴とする、ハイブリッドトランスミッション（１）。 A first electric motor (6) having an input shaft (4) rotatably couplable with a crankshaft (2) of an internal combustion engine (3), a first rotor shaft (5) and a motor vehicle (20). a drive portion (8) rotatably couplable with at least one wheel (7a, 7b), between said input shaft (4), said first rotor shaft (5) and said drive portion (8); in a hybrid transmission (1) for said motor vehicle (20), having a switchable gear unit (9) adapted to operate in rotation with respect to the drive shaft (11) of the air conditioning compressor (10) so that the immutably coupled drive gear (12) is in direct meshing engagement with an intermediate gear (13) of said gear unit (9) coaxially arranged with respect to said input shaft (4); A hybrid transmission (1), characterized in that said air conditioning compressor (10) is arranged. 前記エアコンコンプレッサー（１０）は取付位置において、前記内燃機関（３）のクランクシャフト回転軸（２４）の上方または下方に配置されることを特徴とする、請求項１に記載のハイブリッドトランスミッション（１）。 A hybrid transmission (1) according to claim 1, characterized in that said air conditioner compressor (10) is arranged above or below a crankshaft rotation axis (24) of said internal combustion engine (3) in its mounting position. . 前記駆動シャフト（１１）は前記第１のロータシャフト（５）に対して同軸に配置されることを特徴とする、請求項１または２に記載のハイブリッドトランスミッション（１）。 3. A hybrid transmission (1) according to claim 1 or 2, characterized in that the drive shaft (11) is arranged coaxially with respect to the first rotor shaft (5). 前記第１の電気モータ（６）は取付位置において、前記入力シャフト（４）に沿って見たときに前記内燃機関（３）に対してオフセットされて配置され、前記エアコンコンプレッサー（１０）は、前記第１の電気モータ（６）の、前記内燃機関（３）と対向する側（１４ａ）に、または、前記第１の電気モータ（６）の、前記内燃機関（３）と反対の側（１４ｂ）に配置されることを特徴とする、請求項１から３のいずれか１項に記載のハイブリッドトランスミッション（１）。 Said first electric motor (6) is arranged in a mounted position offset with respect to said internal combustion engine (3) when viewed along said input shaft (4) and said air conditioning compressor (10) is: on the side (14a) of said first electric motor (6) facing said internal combustion engine (3) or on the side of said first electric motor (6) opposite said internal combustion engine (3) ( 4. Hybrid transmission (1) according to any one of the preceding claims, characterized in that it is arranged at 14b). 前記エアコンコンプレッサー（１０）は、前記第１の電気モータ（６）の、前記内燃機関（３）と対向する前記側（１４ａ）に配置される場合、軸方向で前記第１の電気モータ（６）と前記駆動歯車（１２）との間に配置されるか、または軸方向で前記駆動歯車（１２）の、前記第１の電気モータ（６）と反対の側に配置されることを特徴とする、請求項４に記載のハイブリッドトランスミッション（１）。 Said air conditioning compressor (10) is axially aligned with said first electric motor (6) when arranged on said side (14a) of said first electric motor (6) facing said internal combustion engine (3). ) and said drive gear (12), or axially on the side of said drive gear (12) opposite said first electric motor (6). A hybrid transmission (1) according to claim 4, wherein the hybrid transmission (1) 前記第１のロータシャフト（５）に対して径方向にオフセットされて配置された第２のロータシャフト（１５）を有する第２の電気モータ（１６）がさらに設けられ、前記第１の電気モータ（６）は主動作状態のときに発電機として作動するように構成されて制御可能であり、前記第２の電気モータ（１６）は主動作状態のときに駆動モータとして作動するように構成されて制御可能であることを特徴とする、請求項１から５のいずれか１項に記載のハイブリッドトランスミッション（１）。 A second electric motor (16) is further provided having a second rotor shaft (15) arranged radially offset with respect to said first rotor shaft (5), said first electric motor (6) is configured and controllable to operate as a generator in primary operating conditions and said second electric motor (16) is configured to operate as a drive motor in primary operating conditions. 6. A hybrid transmission (1) according to any one of the preceding claims, characterized in that it is controllable by 前記ギヤユニット（９）の切換位置を制御する切換装置（１７）が、入力シャフト（４）と、前記駆動歯車（１２）と、さらなるプラネタリギヤ段（１８）を介して前記第２のロータシャフト（１５）と恒常的に回転可能に結合されたさらなる歯車（１９）と、の間で作用するように構成され、それにより、前記切換装置（１７）は、第１の切換位置では前記入力シャフト（４）を前記第１のロータシャフト（５）と回転可能に結合する一方、前記第２のロータシャフト（１５）は前記入力シャフト（４）から回転可能な結合は解除され、前記切換装置（１７）は、第２の切換位置では前記入力シャフト（４）を前記第１のロータシャフト（５）と前記第２のロータシャフト（１５）との両方と回転可能に結合し、前記切換装置（１７）は、第３の切換位置では両方の前記ロータシャフト（５，１５）を互いに回転可能に結合する一方、前記入力シャフト（４）は両方の前記ロータシャフト（５，１５）から回転可能な結合は解除されることを特徴とする、請求項６に記載のハイブリッドトランスミッション（１）。 A switching device (17) controlling the switching position of the gear unit (9) is connected to the input shaft (4), the drive gear (12) and the second rotor shaft (18) via a further planetary gear stage (18). 15) and a further toothed wheel (19) permanently rotatably coupled, whereby said switching device (17) is adapted to operate between said input shaft ( 4) is rotatably coupled with said first rotor shaft (5), while said second rotor shaft (15) is rotatably decoupled from said input shaft (4) and said switching device (17). ) rotatably couples said input shaft (4) with both said first rotor shaft (5) and said second rotor shaft (15) in a second switching position, said switching device (17 ) rotatably couple both said rotor shafts (5, 15) to each other in a third switching position, while said input shaft (4) is rotatably coupled from both said rotor shafts (5, 15). Hybrid transmission (1) according to claim 6, characterized in that the is released. 前記駆動部分（８）はディファレンシャルギヤ（２１）の入力歯車として構成されることを特徴とする、請求項１から７のいずれか１項に記載のハイブリッドトランスミッション（１）。 8. Hybrid transmission (1) according to any one of the preceding claims, characterized in that the drive part (8) is configured as an input gear of a differential gear (21). 請求項１から８のいずれか１項に記載のハイブリッドトランスミッション（１）と内燃機関（３）とを有する自動車（２０）において、前記内燃機関（３）の前記クランクシャフト（２）が前記入力シャフト（４）に対して回転不能に結合され、前記駆動部分（８）が前記自動車（２０）のホイール（７ａ，７ｂ）と回転可能に結合されている、自動車（２０）。 A motor vehicle (20) comprising a hybrid transmission (1) and an internal combustion engine (3) according to any one of claims 1 to 8, wherein said crankshaft (2) of said internal combustion engine (3) is connected to said input shaft. A motor vehicle (20) non-rotatably connected to (4), said drive portion (8) being rotatably connected to wheels (7a, 7b) of said motor vehicle (20). 前記内燃機関（３）は、そのクランクシャフト（２）が車両長軸と交差するように配置され、かつ／または前記駆動部分（８）は駆動アクスル（２２）のホイール（７ａ，７ｂ）と回転可能に結合されることを特徴とする、請求項９に記載の自動車（２０）。 Said internal combustion engine (3) is arranged such that its crankshaft (2) crosses the longitudinal axis of the vehicle and/or said drive part (8) rotates with the wheels (7a, 7b) of the drive axle (22). 10. Motor vehicle (20) according to claim 9, characterized in that it is connectable.
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