NL1042573B1 - Hybrid powertrain for a motor vehicle - Google Patents

Hybrid powertrain for a motor vehicle Download PDF

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Publication number
NL1042573B1
NL1042573B1 NL1042573A NL1042573A NL1042573B1 NL 1042573 B1 NL1042573 B1 NL 1042573B1 NL 1042573 A NL1042573 A NL 1042573A NL 1042573 A NL1042573 A NL 1042573A NL 1042573 B1 NL1042573 B1 NL 1042573B1
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NL
Netherlands
Prior art keywords
gear
pair
transmission
coupled
electric machine
Prior art date
Application number
NL1042573A
Other languages
Dutch (nl)
Inventor
Brandsma Arjen
Original Assignee
Bosch Gmbh Robert
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
Application filed by Bosch Gmbh Robert filed Critical Bosch Gmbh Robert
Priority to NL1042573A priority Critical patent/NL1042573B1/en
Priority to CN201821646779.4U priority patent/CN209888641U/en
Application granted granted Critical
Publication of NL1042573B1 publication Critical patent/NL1042573B1/en

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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
    • B60K6/42—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
    • 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
    • B60K6/36—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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • 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)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a hybrid drive line for, in particular, a motor vehicle, comprising an internal combustion engine (1), an electric motor/generator device (2), a driven wheel 3) and a gearing (4) there between, which gearing (4) comprises two pairs of two meshing gear wheels each (61, 62, 63; 101, 102) that are located between the engine (1)and the driven wheel (3). According to the present disclosure, the electric machine (2)is arranged in the hybrid drive line such that it electric machine (2) can drive the driven wheel (3) via only one pair of two meshing gear wheels (62, 63; 101, 102) of the said two pairs of two meshing gear wheels each (61, 62, 63; 101, 102).

Description

HYBRID POWERTRAIN FOR A MOTOR VEHICLE
The invention relates to a hybrid powertrain for or in a motor vehicle, in particular a passenger car, with an internal combustion engine or ICE, with an electric machine or motor/generator device, a driven wheel and with a gearing that selectively drivingly connects, i.e. selectively couples, the ICE and/or the electric machine to the driven wheel. In the art several such hybrid powertrains have been proposed within a wide range of constructional complexities and providing several operational modes, such as a battery-powered electric machine drive mode, a gasoline-powered ICE drive mode, a combined ICE and electric machine assisted drive mode, an electric machine brake energy recuperation or generation mode, etc.
The gearing typically comprises a variable transmission unit capable of and intended for varying the speed ratio between the (rotational) speed of the (crank shaft of the) ICE and/or of the (drive shaft of the) electric machine and the rotational speed of the driven wheel, as well as for reversing the rotational speed of the driven wheel relative to that of the ICE. Alternatively, such speed ratio variability may be realised in the hybrid power train by including a so-called summation gear in the gearing, in particular a well-known planetary gear set. In this case, the ICE is coupled to a first component of the planetary gear set, .e g. a ring gear, the electric machine is coupled to a second component thereof, e.g. a sun gear and the driven wheel is coupled to a third component thereof, e.g. a carrier that rotatably holds a number of planetary gears located between an outer periphery of the sun gear and an inner periphery of the ring gear in meshing relationship therewith. In this case, the rotational speed and direction of rotation of the driven wheel can be varied by controlling the rotational speed of the ICE and the rotational speed and direction of the electric machine relative to one another. In this case, the speed ratio variability is determined -and limited- by the range of rotational speeds of the ICE and the electric machine and can be increased by further including the variable transmission unit in the gearing. The above arrangement of the gearing including a planetary gear set is known from the International patent application publication WO2010/063735 (A1). In this known hybrid powertrain the said gearing further comprises a set of two consecutive pairs of meshing gear wheels that are located between the driven wheel and other parts of the powertrain and that provide a fixed ratio drive connection there between. This gear set is denoted final reduction gear hereinafter. The final reduction gear is provided with three shafts, whereof a middle shaft can be provided with one or two gear wheels, such that the final reduction gear includes three or four gear wheels in total. It is known that by providing two gear wheels on the middle shaft, the final reduction gear can be build more compact, which can be helpful or necessary if the fixed ratio speed ratio provided thereby is relatively high, e.g. exceeds 1:4,5.
It is noted that typically -and in WO2010/063735- a differential gearing is located between the final reduction gear and the driven wheel as part of the gearing, in order to enable that two wheels of the motor vehicle can be driven simultaneously by the powertrain.
The known final reduction gear primarily serves the purpose of reducing an output speed of the hybrid powertrain, i.e. of the driven wheel(s), relative to a rotational speed of the said other parts thereof, in particular the ICE and of the electric machine. In a front engine, front wheel drive motor vehicle the final reduction gear also serves to span the vertical distance between an axle of the drive wheel and the said other parts of the powertrain. The final reduction gear uses the two consecutive gear wheel pairs to split the total speed reduction provided thereby into two (smaller) steps, thus reducing a step in the diameter of the each pair of meshing gear wheels thereof. Furthermore, by using two consecutive gear wheel pairs in the final reduction gear, it is achieved that a direction of rotation is not reversed thereby between an input gear wheel and an output gear wheel thereof. This latter feature of the known final reduction gear is particularly relevant for the gearing that comprises a continuously variable transmission unit with two variable pulleys and a wraparound element, such as a friction belt, that also does not reverse the direction of rotation between its input pulley and its output pulley. Furthermore, such continuously variable transmission unit typically provides a relatively large accelerating speed ratio (overdrive ratio), at least compared to a stepped, i.e. switchable geared variable transmission. The continuously variable transmission unit thus requires a relative large fixed ratio speed reduction that can be effectively realised in practice only in two consecutives steps, i.e. only by the said final reduction gear with two consecutive gear wheel pairs. This particular arrangement of the final reduction gear is well-known from conventional powertrains and is commonly applied in hybrid powertrains without modification as well. However, according to the present disclosure, such conventional arrangement of the final reduction gear can be improved upon as part of the hybrid powertrain.
According to the present disclosure, the operating efficiency of the hybrid power train and of the motor vehicle as a whole can be improved, in particular in the said electric machine (assisted) drive mode and in the generation mode thereof, by reducing the number of meshing gear pairs of the gearing that are located between the electric machine and the driven wheel. However, at the same time, the fixed ratio speed reduction provided by the gearing between the driven wheel and the ICE or the electric machine should not be restricted to a sub-optimal value thereby.
Underlying the present disclosure is the insight that, for realising an optimum operating efficiency and performance of the powertrain, the electric machine is preferably operated within a large range of rational speeds, in particular iarger than a range of rational speeds of the ICE, more in particular twice as large. Conventionally and in WO2010/063735, this is realised by including in the gearing a further pair of meshing gear wheels between the output shaft of the electric machine and the final reduction gear. This further gear pair increases the rotational speed of the drive shaft of the electric machine relative to that of the final reduction gear by a fixed ratio and is denoted electric machine reduction gear hereinafter. Thus, in the known hybrid power train, three pairs of meshing gear wheels are located between the electric machine and the driven wheel.
According to the present disclosure, the operating efficiency of the hybrid power train and of the motor vehicle as a whole can be improved, in particular in the said electric machine (assisted) drive mode and in the generation mode thereof, by reducing the number of meshing gear pairs located between the electric machine and the driven wheel. However, at the same time, the fixed ratio speed reduction between the driven wheel and the ICE or the electric machine should preferably not be affected thereby, i.e. should not be restricted thereby to a sub-optimal value. In particular according to the present disclosure, the final reduction gear is composed of (a set of) two gear wheels only and a further set of two gear wheels for reducing rotational speed, i.e. an intermediate reduction, is included in the gearing between the (crank shaft of the) ICE and both the (drive shaft of the) electric machine and the final reduction gear. In this arrangement the total speed reduction provided by the conventional final reduction gear with three gear wheels can be split between the first gear pair of the final reduction gear pair and the second gear pair of the intermediate reduction gear. Hereby, the ratio between the ICE speed and the said output speed of the powertrain is, or at least can be, favourably maintained, while the electric machine is coupled to the driven wheel(s) favourably more directly and therefore favourably more efficiently, i.e. with one less set of meshing gear wheels provided there between. Hereby the operating efficiency of the motor vehicle as a whole improves, in particular in the said electric machine (assisted) drive mode and in the generation mode.
Further according to the present disclosure, a corresponding technical effect can be achieved by branching-off a drive to the electric machine from middle gear wheel of the conventional final reduction gear with three gear wheels. In particular, one of the gear wheels of the electric machine reduction gear is thereto provided on the same shaft as the middle gear wheel of such final reduction gear. In this alternative powertrain embodiment too, drive power is exchanged between the electric machine and the driven wheel fewer favourably more directly and efficiently.
It may be noted that in the above novel powertrain arrangements, the electric machine is operated at a lower rotational speed and higher torque level compared to the conventional arrangement thereof. These different operating conditions can, however be accommodated without problem by known design options for the electric machine. Also the said electric machine reduction gear can be modified to additionally increase the rotational speed of the electric machine relation to the rotational speed of the drive wheel.
The hybrid powertrain according to the present disclosure is particularly suited for the well-known P2 and P3 architectures of the hybrid powertrain, wherein the ICE, the electric machine and the (in this case) two gear final reduction gear are arranged in series and wherein the variable transmission unit is either located between the electric machine and the final reduction gear (P2 architecture) or between the ICE and the electric machine (P3 architecture). In the latter P3 architecture, the said intermediate reduction gear can either be located between the ICE and the variable transmission unit or between the variable transmission unit and the electric machine. According to the present disclosure, the former location of the intermediate reduction gear is generally preferred in terms of the said operating efficiency, because the efficiency of the variable transmission unit is typically inversely proportional to its input rotational speed. However, surprisingly, specifically in case of a continuously variable transmission unit the latter location between the variable transmission unit and the electric machine is instead preferred. According to the present disclosure, because the continuously variable transmission unit relies on friction to transmit a driving power, the drive torque generated by the ICE that can be transmitted by the transmission is limited. Therefore, in case of the continuously variable transmission unit, the ICE drive torque is preferably increased by the intermediate reduction gear only after it has passed through the transmission.
Also, the ICE and the electric machine can be arranged in parallel, with a gear structure, such as a planetary gear, being provided to couple these to the driven wheel(s) and/or to one another. In this latter arrangement of the hybrid powertrain, the said intermediate reduction gear is located between the iCE and the said gear structure.
The invention will be explained in more detail by means of non-limiting, illustrative embodiments thereof and with reference to the drawing, in which: figure 1 is a schematic diagram representation of the known hybrid powertrain; figure 2 represents a schematic diagram of a first embodiment of a hybrid powertrain in accordance with the present disclosure; figure 3 represents a schematic diagram of a second embodiment of a hybrid powertrain in accordance with the present disclosure; figure 4 represents a schematic diagram of a third embodiment of a hybrid powertrain in accordance with the present disclosure; and figure 5 is a diagrammatic representation of a fourth embodiment of a hybrid powertrain in accordance with the present disclosure.
Figure 1 shows a basic example of a known hybrid powertrain for a motor vehicle such as a passenger car. The known hybrid powertrain comprises an internal combustion engine, i.e. ICE 1, with a crank shaft 11, an electric machine 2, in particular a motor/generator or M/G-device 2, with a drive shaft 21, two driven wheels 3 with wheel shafts 31 and a gearing 4 there between. The known gearing 4 comprises a clutch 5 for selectively drivingly connecting, i.e. for coupling or decoupling the ICE 1 from the rest of the hybrid powertrain, a final reduction gear 60 for providing a fixed ratio speed reduction between the ICE 1 and the driven wheels 3, an electric machine reduction gear 22 for providing a fixed ratio speed reduction between the E/M-device 2 and the final reduction gear 60 and a differential gearing 7 for allowing the two driven wheels 3 to each rotate at a respective rotational speed while both being coupled to the ICE 1 and/or the M/G-device 2. The final reduction gear 60 is embodied by three gear wheels 61, 62, 63 of mutually different diameter that provide the said fixed ratio speed reduction between the ICE 1 and the driven wheels 3 in two steps. An intermediate shaft 8 is provided between the final reduction gear 60 and the differential gearing 7. However, in particular in a front engine, front wheel drive motor vehicle, the final reduction gear 60, in particular an output gear wheel 61 thereof, is often integrated with the differential gearing 7, such that the said intermediate shaft 8 is not needed. Furthermore, in practice a variable transmission unit 9 (see figure 4 or 5), such as a stepped or continuously variable automatic transmission, is often included in the hybrid powertrain to enhance the versatility and operating efficiency thereof. Such variable transmission unit 9 can for example be provided in the powertrain at the location of the clutch 5 that is then incorporated in the variable transmission unit.
The said fixed ratio speed reduction provided by the final reduction gear 60 typically amounts to 1:4 (i.e. output gear 61 rotational speed amounts to one quarter or 1:4=0.25 times the input gear 63 rotational speed). However, in case a continuously variable automatic transmission is applied for the variable transmission unit 9, such fixed ratio speed reduction is normally chosen higher, e.g. 1:6, because the continuously variable automatic transmission increases the rotational speed of the (crank shaft 11 of) ICE 1 by a relatively large factor of typically around 2.5 compared to a factor of typically around 1.75 of a stepped variable transmission unit 9. This high fixed ratio speed reduction of 1:6 can in practice only be accommodated in two steps, i.e. by two successive pairs of meshing gear wheels of different diameter.
Figure 2 illustrates a first embodiment of a hybrid powertrain according to the present disclosure. In particular, the gearing 4 thereof is provided with a novel layout, i.e. a novel gear structure. In the novel gearing 4 of figure 2, the M/G-device 2 is coupled via the electric machine reduction gear 22 to a middle gear wheel 62 of the final reduction gear 60. Thus, the M/G-device 2 is connected to the driven wheels 3 via the middle gear wheel 62 and the output gear wheel 61 of the final reduction gear 60 in parallel with an input gear wheel 63 thereof, which input gear wheel 63 is itself connected to other parts of the gearing 4, such as the clutch 5.
In the hybrid powertrain embodiment of figure 2 and compared to the conventional hybrid powertrain of figure 1, the M/G-device 2 is coupled to the driven wheels 3 favourably more directly and therefore favourably more efficiently, i.e. with one less set of meshing gear wheels provided there between. Hereby the operating efficiency of the powertrain as a whole improves, in particular in the electric machine (assisted) drive mode and in the said generation mode.
Preferably and as illustrated in figure 2, the fixed ratio speed reduction provided by the electric machine reduction gear 22 is increased relative to the known art, to at least partly compensate for the (additional) speed reduction formerly provided between the input gear wheel 63 and the middle gear wheel 62 of the final reduction gear 60. The electric machine reduction gear 22 can be embodied by two meshing gear wheels 23, 24 of different diameter, as illustrated in the figures. However, it is also possible to apply a drive chain running on two sprockets of different diameter (not shown). In particular if the fixed ratio speed reduction of the electric machine reduction gear 22 is relative large, such as within the context of the present disclosure, the latter embodiment may be preferred.
Figure 3 illustrates a second novel embodiment of the gearing 4 of the hybnd powertrain for improving the powertrain operating efficiency in accordance with the present invention. In the novel gearing 4 of figure 2, the final reduction gear 100 consists of only two gearwheels 101, 102, i.e. an input gear wheel 101 and an output gear wheel 102, and the M/G-device 2 is coupled via the electric machine reduction gear 22 to the input gear wheel 101 of the final reduction gea*· 100. Moreover, a further set 110 of two, rotational speed reducing gear wheels 111 112, i.e. an intermediate reduction gear 110, is included in the novel gearing 4 between the crank shaft 11 of the ICE 1 and the final reduction gear 100, in particular the input gearwheel 101 thereof.
In the arrangement of the gearing 4 shown in figure 3, the combined speed reduction provided between the crank shaft 11 and the driven wheels 3 by the intermediate reduction gear 110 and final reduction gear 100 arranged in series, can for example be chosen to correspond to the fixed speed reduction provided by the conventional final reduction gear 60 with three gear wheels 61, 62, 63.
Relative to the first novel embodiment, the second novel embodiment of the gearing 4 favourably allows for more design freedom in the practical realization of the hybrid power train. For example, the M/G-device 2 can in this case also be located between the intermediate reduction gear 110 and the final reduction gear 111, as illustrated in figure 4 in a third novel embodiment of the hybrid powertrain according to the present invention. Basically this third novel embodiment represents a so-called P3 architecture of the hybrid powertrain.
In the novel gearing 4 of figure 4, the ICE 1, the intermediate reduction gear 110, the E/M-device 2 and the final reduction gear 111 are arranged in series. A variable transmission unit 9 incorporating the clutch 5 is included in the gearing 4 as well, located between the crank shaft 11 of the ICE 1 and the intermediate reduction gear 110. In the illustrated example thereof, the variable transmission unit 9 is provided with a variable input pulley 91 on a transmission input shaft 92, with a variable output pulley 93 on a transmission output shaft 94 and with a drive belt 95 wrapped around and rotationally connecting said pulleys 91, 92. This type of variable transmission unit 9 is well-known and is capable of varying the speed ratio between the said transmission shafts 92, 94 continuously within a range of speed ratios.
It is noted that the intermediate reduction gear 110 can alternatively be located between the crankshaft 11 of the ICE 1 and the variable transmission unit 9, which latter location can be preferable in terms of the powertrain operating efficiency. However, specifically in case of the continuously variable transmission unit 9 the location thereof illustrated in figure 4 is preferred instead. A further example of the design freedom provided by the second novel embodiment of the gearing 4 is illustrated in figure 5 in a fourth novel embodiment of the hybrid powertrain according to the present invention. The novel gearing 4 of figure 5 includes a planetary gear set 50 comprising a central or sun gear 51 that is in meshing contact with one or more planet gears 52, which planet gears 52 are rotatably carried by a planet carrier 53 arranged coaxially with the sun gear 51, and a ring gear 54 that is in meshing contact with the planet gears 52 and that is also arranged coaxially with the sun gear 51. The sun gear 51 is coupled to the crank shaft 11 of the ICE 1 via the clutch 5, the intermediate reduction gear 110 and the variable transmission unit 9. The ring gear 54 is coupled to the drive shaft 21 of the M/G-device 2 via a further gear set 22. The planet carrier 53 is coupled to the driven wheels 3 via the final reduction gear 100, the intermediate shaft 8 and the differential gearing 7. A bridging clutch 55 is provided as part of planetary gear set 50, between the planet carrier 53 and sun gear 54 thereof. This bridging clutch 55 can be closed to internally lock the planetary gear set 5 such that the sun gear 51, the planet carrier 53 and the ring gear 54 thereof rotate as one. Furthermore, a brake 70 is provided as part of the gearing 4 that can be engaged to lock, i.e. to prevent rotation of the planet carrier 53, in which case the M/G-device 2 can drive the ICE 1, in particular to start it, or the ICE 1 can drive the M/G-device 2, for example to charge a battery of the motor vehicle, without simultaneously driving and/or accelerating the motor vehicle. Further technical details of this latter particular type of hybrid powertrain, as well as the specific benefits and operations thereof, are described in the non-prepublished Dutch patent application NL-1042199.
Within the context of the present disclosure and in particular when using a continuously variable transmission unit 9, the final reduction gear 100 preferably provides a fixed ratio speed reduction within the range from 1:3 and 1:5, in particular is essentially equal to 1:4, the intermediate reduction gear 110 preferably provides a fixed ratio speed reduction within the range from 1:1.1 and 1:2, in particular is essentially equal to 1:1.5, and the electric machine reduction gear 22 preferably provides a fixed ratio speed reduction within the range from 1:2 to 1:3.5, in particular is essentially equal to 1:2.75.
The present disclosure, in addition to the entirety of the preceding description and ail details of the accompanying figures, also concerns and includes all of the features in the appended set of claims. Bracketed references in the claims do not limit the scope thereof, but are merely provided as a non-limiting example of a respective feature. Separately claimed features can be applied separately in a given product or a given process, as the case may be, but can also be applied simultaneously therein in any combination of two or more of such features.
The invention(s) represented by the present disclosure is (are) not limited to the embodiments and/or the examples that are explicitly mentioned herein, but also encompass(es) straightforward amendments, modifications and practical applications thereof, in particular those that lie within reach of the person skilled in the relevant art.

Claims (11)

1. Hybride aandrijflijn, in het bijzonder een hybride aandrijflijn in een motorvoertuig, omvattende een verbrandingsmotor (1) met een krukas (11), een elektrische machine (2) met een drijfas (2.1), een aangedreven wiel (3) en een overbrenging (4) daartussen, welke overbrenging (4) is voorzien van een eerste paar (61, 62; 100) van twee op elkaar ingrijpende tandwielen (61, 62; 101, 102), welk eerste tandwielenpaar (61, 62; 100) voorziet in een eerste vaste overbrengingsverhouding tussen de tandwielen (61, 62; 101, 102) daarvan, en welke overbrenging (4) verder is voorzien van een tweede paar (62, 63; 110) van twee op elkaar ingrijpende tandwielen (62, 63; 111, 112), welk tweede tandwielenpaar (62, 63; 110) voorziet in een tweede vaste overbrengingsverhouding tussen de tandwielen (62, 63; 111, 112) daarvan, waarin de ICE via het tweede tandwielenpaar (62, 63; 110) en het eerste tandwielenpaar (61, 62; 100) aan het aangedreven wiel (3) is of kan worden gekoppeld en kan aandrijven, met het kenmerk, dat de elektrische machine (2) via het eerste tandwielenpaar (61, 62; 100) maar niet via het tweede tandwielenpaar (62, 63; 110) aan het aangedreven wiel (3) is of kan worden gekoppeld en kan aandrijven.A hybrid drive line, in particular a hybrid drive line in a motor vehicle, comprising a combustion engine (1) with a crankshaft (11), an electric machine (2) with a drive shaft (2.1), a driven wheel (3) and a transmission (4) therebetween, said transmission (4) being provided with a first pair (61, 62; 100) of two mutually engaging gears (61, 62; 101, 102), which first pair of gears (61, 62; 100) in a first fixed gear ratio between the gear wheels (61, 62; 101, 102) thereof, and which gear (4) further comprises a second pair (62, 63; 110) of two interlocking gear wheels (62, 63; 111, 112), which second gear pair (62, 63; 110) provides a second fixed gear ratio between the gear wheels (62, 63; 111, 112) thereof, wherein the ICE via the second gear pair (62, 63; 110) and the first gear pair (61, 62; 100) is or can be coupled and driven to the driven wheel (3) with the characterized in that the electric machine (2) via the first gear pair (61, 62); 100) but not via the second pair of gears (62, 63; 110) is or can be coupled to and driven by the driven wheel (3). 2. De hybride aandrijflijn volgens de conclusie 1, met het kenmerk, dat de beide tandwielparen (100, 110), in het bijzonder telkens één (102; 111) van de twee respectievelijk tandwielen (101, 102; 111, 112) daarvan, via de drijfas (21) van de elektrische machine (2) aan elkaar zijn of kunnen worden gekoppeld.The hybrid drive line according to claim 1, characterized in that the two gear pairs (100, 110), in particular one (102; 111) of the two respective gear wheels (101, 102; 111, 112), are or can be coupled to each other via the drive shaft (21) of the electrical machine (2). 3. De hybride aandrijflijn volgens de conclusie 1, met het kenmerk, dat de overbrenging (4) verder is voorzien van een derde paar (22) van twee op elkaar ingrijpende tandwielen (23, 24) dan wei een kettingoverbrenging, welk derde tandwielenpaar (22) of kettingoverbrenging voorziet in een derde vaste overbrengingsverhouding en via welk derde tandwielenpaar (22) of kettingoverbrenging de elektrische machine (2) aan het eerste tandwielenpaar (61, 62; 100) is of kan worden gekoppeld, welke derde vaste overbrengingsverhouding bij voorkeur een getalswaarde heeft in het bereik van 1:2 tot 1:3,5 en in het bijzonder althans nagenoeg gelijk is aan 1:2,75.The hybrid drive line according to claim 1, characterized in that the transmission (4) further comprises a third pair (22) of two interlocking gears (23, 24) than a chain transmission, said third gear pair ( 22) or chain transmission provides a third fixed gear ratio and through which third gear pair (22) or chain gear the electric machine (2) is or can be coupled to the first gear pair (61, 62; 100), which third fixed gear ratio is preferably a has a numerical value in the range of 1: 2 to 1: 3.5 and in particular is at least substantially equal to 1: 2.75. 4. De hybride aandrijflijn volgens de conclusie 1, met het kenmerk, dat de overbrenging (4) verder is voorzien van een planetaire tandwielset (50) met een centraal zonnewiel (51), een buitenste ringwiei (54) en met planeetwielen (52) tussen het zonnewiel (51) en het ringwiel (54), welke planeetwielen (52) roteerbaar in een planetendrager (53) zijn opgenomen, dat de krukas (11) van de verbrandingsmotor (1) via het tweede tandwielenpaar (110) aan de planetaire tandwielset (50), in het bijzonder aan het zonnewiel (51) daarvan, is of kan worden gekoppeld, dat de drijfas (21) van de elektrische machine (2) aan de planetaire tandwielset (50), in het bijzonder aan het ringwiel (54) daarvan, is of kan worden gekoppeld en dat het aangedreven wiel (3) via het eerste tandwielenpaar (61, 62; 100) aan de planetaire tandwielset (50), in het bijzonder aan de planetendrager (53) daarvan, is of kan worden gekoppeld.The hybrid drive line according to claim 1, characterized in that the transmission (4) further comprises a planetary gear set (50) with a central sun gear (51), an outer ring wheel (54) and with planet wheels (52) between the sun gear (51) and the ring gear (54), which planet wheels (52) are rotatably mounted in a planet carrier (53), that the crankshaft (11) of the combustion engine (1) via the second gear pair (110) on the planetary gear set (50), in particular to its sun gear (51), is or can be coupled that the drive shaft (21) of the electric machine (2) is connected to the planetary gear set (50), in particular to the ring gear ( 54) is or can be coupled thereto and that the driven wheel (3) is or can be connected via the first gear pair (61, 62; 100) to the planetary gear set (50), in particular to the planet carrier (53) thereof be linked. 5. De hybride aandrijflijn volgens de conclusie 4, met het kenmerk, dat de overbrenging (4) verder is voorzien van een derde paar (22) van twee op elkaar ingrijpende tandwielen (23, 24) of een kettingoverbrenging, welk derde tandwielenpaar (22) of kettingoverbrenging vóórziet in een derde vaste overbrengingsverhouding en via welk derde tandwielenpaar (22) of kettingoverbrenging de elektrische machine (2) aan de planetaire tandwielset (50), in het bijzonder aan het ringwiel (54) daarvan, is of kan worden gekoppeld, welke derde vaste overbrengingsverhouding bij voorkeur een getalswaarde heeft in het bereik van 1:2 tot 1:3,5 en in het bijzonder althans nagenoeg gelijk is aan 1:2,75.The hybrid powertrain according to claim 4, characterized in that the transmission (4) further comprises a third pair (22) of two mutually engaging gears (23, 24) or a chain transmission, said third gear pair (22) ) or chain transmission provides a third fixed gear ratio and through which third gear pair (22) or chain transmission the electric machine (2) is or can be coupled to the planetary gear set (50), in particular to the ring gear (54) thereof, which third fixed gear ratio preferably has a numerical value in the range of 1: 2 to 1: 3.5 and in particular is at least substantially equal to 1: 2.75. 6. De hybride aandrijflijn volgens een der voorgaande conclusies, met het kenmerk, dat de overbrenging (4) verder is voorzien van een variabele overbrengingseenheid (9), die voorziet in een varieerbare overbrengingsverhouding tussen een ingaande as (92) en een uitgaande as (94) daarvan, waarvan de ingaande as (92) via het tweede tandwielenpaar (110) aan de krukas (11) van de ICE (1) is of kan worden gekoppeld en waarvan de uitgaande as (94) via het eerste tandwielenpaar (100) aan het aangedreven wiel (3) is of kan worden gekoppeld.The hybrid drive line according to any one of the preceding claims, characterized in that the transmission (4) is further provided with a variable transmission unit (9), which provides a variable transmission ratio between an input shaft (92) and an output shaft ( 94) of which the input shaft (92) is or can be coupled via the second gear pair (110) to the crankshaft (11) of the ICE (1) and whose output shaft (94) via the first gear pair (100) is or can be coupled to the driven wheel (3). 7. De hybride aandrijflijn volgens een der conclusies 1 tot en met 5, met het kenmerk, dat de overbrenging (4) verder is voorzien van een variabele overbrengingseenheid (9), die voorziet in een varieerbare overbrengingsverhouding tussen een ingaande as (92) en een uitgaande as (94) daarvan, waarvan de ingaande as (92) aan de krukas (11) van de ICE (1) is of kan worden gekoppeld en waarvan de uitgaande as (94) via het eerste tandwielenpaar (100) en het tweede tandwielenpaar (110) aan het aangedreven wiel (3) is of kan worden gekoppeld.The hybrid drive train according to any one of claims 1 to 5, characterized in that the transmission (4) is further provided with a variable transmission unit (9) which provides a variable transmission ratio between an input shaft (92) and an output shaft (94) thereof, whose input shaft (92) is or can be coupled to the crankshaft (11) of the ICE (1) and whose output shaft (94) via the first pair of gears (100) and the second gear pair (110) is or can be coupled to the driven wheel (3). 8. De hybride aandrijfiijn volgens de conclusie 7, met het kenmerk, dat de variabele overbrengingseenheid (9) voorziet in een continu variabele overbrengingsverhouding tussen de ingaande as (92) en de uitgaande as (94) daarvan en dat de overbrenging (4) verder is voorzien van een koppeling (5), die tussen het eerste tandwielenpaar (100) en het tweede tandwielenpaar (110) is aangebracht.The hybrid drive line according to claim 7, characterized in that the variable transmission unit (9) provides a continuously variable transmission ratio between the input shaft (92) and the output shaft (94) thereof and that the transmission (4) further is provided with a coupling (5) arranged between the first gear pair (100) and the second gear pair (110). 9. De hybride aandrijfiijn volgens de conclusie 7, met het kenmerk, dat de variabele overbrengingseenheid (9) is voorzien van twee variabele poelies (91, 93) met een wrijvingselement (95) zoals een drijfriem (95) daarom heengeslagen.The hybrid drive line according to claim 7, characterized in that the variable transmission unit (9) is provided with two variable pulleys (91, 93) with a frictional element (95) such as a drive belt (95) around it. 10. De hybride aandrijfiijn volgens een der voorgaande conclusies, in het bijzonder volgens de conclusie 9, met het kenmerk, dat de eerste vaste overbrengingsverhouding een getalswaarde heeft in het bereik van 1:3 tot 1:5 en in het bijzonder althans nagenoeg gelijk is aan 1:4 en dat de tweede vaste overbrengingsverhouding een getalswaarde heeft in het bereik van 1:1,1 tot 1:2 en in het bijzonder althans nagenoeg gelijk is aan 1:1.5.The hybrid drive line according to any one of the preceding claims, in particular according to claim 9, characterized in that the first fixed transmission ratio has a numerical value in the range of 1: 3 to 1: 5 and in particular is at least substantially the same 1: 4 and that the second fixed gear ratio has a number value in the range of 1: 1.1 to 1: 2 and in particular is at least substantially equal to 1: 1.5. 11. Een motorvoertuig met twee voorwielen en met de hybride aandrijfiijn volgens een der voorgaande conclusies, in het bijzonder volgens de conclusie 10, met het kenmerk dat de hybride aandrijfiijn tussen de voorwielen van het motorvoertuig is geplaatst en deze kan aandrijven.A motor vehicle with two front wheels and with the hybrid drive line according to any one of the preceding claims, in particular according to claim 10, characterized in that the hybrid drive line is placed between the front wheels of the motor vehicle and can drive it.
NL1042573A 2017-10-09 2017-10-09 Hybrid powertrain for a motor vehicle NL1042573B1 (en)

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WO2012074407A1 (en) * 2010-12-03 2012-06-07 Dti Group B.V. Transmission module for a hybrid drive as well as drive provided with the transmission module
EP2722212A1 (en) * 2012-10-17 2014-04-23 Oerlikon Graziano S.P.A. Hybrid propulsion system for a vehicle and transmission for such a propulsion system
EP2781389A1 (en) * 2013-03-21 2014-09-24 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Motor vehicle power train

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JPH10341503A (en) * 1997-06-06 1998-12-22 Nissan Motor Co Ltd Device for driving hybrid vehicle comprising internal combustion engine and electric motor
WO2012074407A1 (en) * 2010-12-03 2012-06-07 Dti Group B.V. Transmission module for a hybrid drive as well as drive provided with the transmission module
EP2722212A1 (en) * 2012-10-17 2014-04-23 Oerlikon Graziano S.P.A. Hybrid propulsion system for a vehicle and transmission for such a propulsion system
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