WO2021164813A1 - Transmission for a hybrid vehicle, method for operating such a transmission, and hybrid vehicle - Google Patents

Transmission for a hybrid vehicle, method for operating such a transmission, and hybrid vehicle Download PDF

Info

Publication number
WO2021164813A1
WO2021164813A1 PCT/DE2021/100096 DE2021100096W WO2021164813A1 WO 2021164813 A1 WO2021164813 A1 WO 2021164813A1 DE 2021100096 W DE2021100096 W DE 2021100096W WO 2021164813 A1 WO2021164813 A1 WO 2021164813A1
Authority
WO
WIPO (PCT)
Prior art keywords
transmission
hybrid vehicle
charge
electric motor
combustion engine
Prior art date
Application number
PCT/DE2021/100096
Other languages
German (de)
French (fr)
Inventor
Laurent BAYOUX
Matthieu Rihn
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2021164813A1 publication Critical patent/WO2021164813A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
    • 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
    • B60K6/383—One-way clutches or freewheel 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • B60K2006/381—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 characterized by driveline brakes
    • 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
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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
    • F16H2003/445—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the input and the set of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2038—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with three engaging means
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2066—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using one freewheel mechanism
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a transmission for a hybrid vehicle to spend at least 5 torque between an internal combustion engine, an electric motor and a Getriebeaus gear, comprising a planetary gear located in the torque flow, which can be switched by a control device through several switching mechanisms in several operating modes, of which One mode of operation is a recuperation operation in which the internal combustion engine acts as a driving force and the electric motor in generator operation is provided to charge a functionally connected charge storage device.
  • One mode of operation is a recuperation operation in which the internal combustion engine acts as a driving force and the electric motor in generator operation is provided to charge a functionally connected charge storage device.
  • the invention relates to a hybrid vehicle comprising such a transmission and a method for operating such a transmission.
  • EV modes electrical operating modes at low vehicle speeds
  • ICE modes types of combustion
  • DHT Dedicated hybrid transmissions
  • P2 parallel hybrids are known that work with an electrical machine located between the internal combustion engine and the transmission, with a separating clutch serving to separate the internal combustion engine from the drive train to separate.
  • the operation can take place in the pure electric mode, the electric machine delivering the torque to the transmission 25 and not to the internal combustion engine.
  • the advantage of this hybrid variant is that it is possible to use an existing transmission with an electric motor and a separating clutch to separate the internal combustion engine from the drive train.
  • serial, serial-parallel or power-split hybrids are known from the prior art, in which a generator driven by the internal combustion engine generates electricity that is used to drive an electric motor that drives the vehicle (series operation). These transmissions are also used as power split Called transmission. In most arrangements, however, part of the power of the internal combustion engine is transferred mechanically to the wheels (series parallel operation).
  • EP 3315372 A1 discloses a battery operation and management strategy for DHT transmissions (Dedicated Hybrid Transmission) for four ratios in combustion mode and two electrical ratios. With the transmission proposed here, the hybrid vehicle can only be started with the two electric gears.
  • DHT transmissions Dedicated Hybrid Transmission
  • DE 102016221 045 A1 is known from the prior art, which relates to a gear arrangement for a hybrid vehicle in which a connection for an internal combustion engine, a connection for an electrical machine and a gear part of the gear arrangement are arranged to be coupled to one another.
  • the transmission part includes a simple Ravigneaux planetary gear set with two planetary gears and a single ring gear.
  • the transmission part also has two brakes and two clutches as frictional shifting elements.
  • the publication also discloses a drive arrangement with such a transmission arrangement and in each case an internal combustion engine connected to this and an electrical machine connected to it.
  • Also part of DE 102016221 045 A1 is a method for operating such a drive arrangement and a hybrid vehicle equipped with such a drive arrangement.
  • DE 102016221 045 A1 seems to disclose a concept with two planetary gear sets and four clutch devices to enable up to four forward gears for the internal combustion engine, two gears for the electric motor, one gear of the electrically continuously variable transmission (EVT, Electrically Variable Transmission) and to map a mode for stand charging.
  • EDT Electrically Continuous variable Transmission
  • EP 2 146855 B1 is known from the prior art, which describes a hybrid drive system for a vehicle, comprising a torsional vibration damper arrangement with a primary side to be coupled to a drive shaft of a drive unit for joint rotation about an axis of rotation and with a damper element arrangement via a damper element arrangement with regard to the primary side for torque transmission
  • the secondary side is supported by the primary side and rotatable about the axis of rotation with respect to the primary side, a coupling arrangement with an input area which is coupled or to be coupled to the secondary side for common rotation about the axis of rotation (A), and with an output area that can be coupled to the input area for rotation by frictional engagement , an electric machine, wherein a stator arrangement of the electric machine is carried or to be carried on a stationary assembly and a rotor arrangement of the electric machine is coupled to the output area of the coupling arrangement for common rotation about the axis of rotation, the input area of the coupling arrangement being connected to the secondary side of the torsional vibration damper
  • a torque transmission device comprising: an input shaft, a first planetary gear set which, as first gear elements, has at least one first planet gear for meshing with a first sun gear and with a first ring gear of the first planet gear set and a planet carrier for rotatably supporting we have at least one of the first planetary gears, a second planetary gear set, which as second gear elements at least one second planetary gear for meshing with a second sun gear and with a second ring gear of the second planetary gear set and for meshing with one of the first planetary gears, wherein at least one of the second planetary gears is rotatably supported by the plane carrier, a first braking device designed for releasably securing the second sun gear, and a second braking device designed for releasably securing at least one of the first transmission elements, a first separating clutch, designed for rotary connection of the input shaft with at least one of the first transmission elements, and a
  • DE 102018 130498 A1 which fenbart a gear unit for a hybrid motor vehicle, with a planetary gear, the planet gear is equipped with a first planetary gear set and a second planetary gear set, an electrical machine coupled to a component of the planetary gear and several switching devices, each having a brake or a clutch and adjustable between an activated position and a deactivated position, the switching devices for switching different gear ratios between an input that can be coupled to an internal combustion engine and an output and / or between the electrical machine and the Output are used to act, characterized in that no more than four switching devices for converting at least two different Licher gear ratios in a drive state of the internal combustion engine, at least one gear ratio in a drive state of the electrical machine and at least one gear ratio in a recuperation state of the electrical machine through their activated and deactivated positions are available.
  • the disadvantage of the known prior art is that with repeated starts, for example in urban areas with high traffic, the battery is charged quickly ent.
  • the battery is charged by the electric machine being driven by the internal combustion engine during the standstill phases of the vehicle.
  • Another disadvantage of the known prior art is that the charging phases are often not sufficient to recharge the battery again.
  • the operation of the internal combustion engine at a standstill to charge the battery represents an acoustic impairment.
  • the disadvantages known from the prior art are also intended to be eliminated or at least reduced.
  • At least one first battery protection threshold is stored in the control device, which represents a state of charge of the charge storage device, the control device being set up to control the switching mechanisms when the first battery protection threshold is not reached, so that the drive of the hybrid vehicle is forced by the internal combustion engine, so that the hybrid vehicle is operated in recuperation mode.
  • the switching mechanisms ie the brakes and clutches of the transmission, are switched so that the vehicle is operated in the burner mode.
  • the electric motor runs in generator mode and charges the charge storage device.
  • the control device is thus designed in such a way that it controls the switching mechanisms in such a way that the internal combustion engine causes the internal combustion engine to charge the charge store, that is to say the battery, when the pre-given battery protection threshold is not reached.
  • the impairment of noise when the vehicle is at a standstill is thus minimized and the charge storage device is always controlled in such a way that it is sufficiently charged.
  • the control device of the transmission is so pre-set that when a desired demand for power above an extra power threshold is required, the switching mechanisms are controlled in such a way that the energy of the electric motor is used exclusively or in addition to drive the hybrid vehicle.
  • drive energy is provided by the electric motor when the driver requests additional drive energy that is above the pre-set or the driver-defined extra power threshold.
  • a strategic battery threshold value is also stored in the control device of the transmission, the control device being set up to control the switching mechanisms if the strategic battery threshold value is not reached in such a way that the electric motor for driving the hybrid vehicle can only be operated n times is. This ensures that there is always sufficient charge capacity in the battery to start the hybrid vehicle.
  • the value “n times” is determined by the control device as a function of the stored strategic battery threshold value and other framework conditions, such as a gradient or an incline on which the hybrid vehicle is standing.
  • the transmission and / or the hybrid vehicle includes an incline sensor which is designed to determine the incline on which the vehicle is standing.
  • a higher starting energy is required to start the vehicle on an incline.
  • the strategic battery threshold must be set higher than when starting on a slope.
  • Another boundary condition that is taken into account is the outside temperature and the humidity of the environment.
  • control algorithm is designed so that above a desired additional power threshold, the switching mechanisms are activated by the control device in such a way that the electric motor is operated in a peak range or the internal combustion engine is switched on to operate in a boost range to realize.
  • the peak area is mapped which transfers the additional power reserve of the electric motor to the transmission output.
  • boost mode the internal combustion engine is switched on while driving with the electric motor in order to use its power reserve. This is advantageous, for example, when driving quickly on an incline or when accelerating abruptly.
  • a hybrid vehicle comprises an internal combustion engine, an electric motor and the transmission according to the invention To spend torque at least between the internal combustion engine, the electric motor and the transmission output.
  • the transmission is thus used particularly efficiently and its functions and operating modes can be used to the full.
  • a method for operating the transmission according to the invention for a hybrid vehicle comprising the following steps:
  • the control device activates the switching mechanisms so that the hybrid vehicle is forced to drive the internal combustion engine.
  • the electric motor is operated in generator mode and charges the charge storage device so that the state of charge of the charge storage device rises above the first battery protection threshold again. In this case, operation by the electric motor is possible again.
  • a further preferred method additionally comprises the following steps:
  • control device Activation of the respective switching mechanisms by the control device, so that the energy of the electric motor is used exclusively or in addition to drive the hybrid vehicle.
  • the control device is thus trained det to detect whether the driver wants to mobilize additional power reserves to operate his hybrid vehicle. This desire is detected when the driver puts the accelerator pedal into the kick-down position, for example, or by setting the buttons or programs provided on the vehicle's dashboard so that his desire for more power from the vehicle becomes clear .
  • a preferred method also includes the following steps:
  • Battery threshold value operation of the electric motor to drive the hybrid vehicle is only possible n times.
  • the strategic battery threshold value is provided to ensure that there is always sufficient charge capacity in the charge storage device to start the hybrid vehicle n times. Thus, a safe and smooth operation of the hybrid vehicle is always guaranteed.
  • Fig. 1 is a schematic sectional view of a first, used in a partially provided drive train of a motor vehicle, transmission unit according to a first embodiment
  • FIG. 2 shows a diagram to illustrate all the gears that can be shifted by the transmission unit of FIG. 1,
  • FIG. 3 shows a further schematic sectional illustration of a gear unit according to a second exemplary embodiment
  • Fig. 4 is another diagram to illustrate all of the gear unit of FIG. 3 shiftable gears
  • Fig. 5 is a first schematic view of the state of charge of a Ladungsspei memory
  • FIG. 6 shows a first diagram to illustrate the operating modes in a state of charge corresponding to FIG. 5,
  • Fig. 7 is a second schematic view of the state of charge of a Ladungsspei memory
  • FIG. 8 shows a second diagram to illustrate the operating modes in a state of charge corresponding to FIG. 7,
  • Fig. 9 is a third schematic view of the state of charge of a Ladungsspei memory
  • FIG. 10 shows a third diagram to illustrate the operating modes in a state of charge corresponding to FIG. 9, 11 shows a fourth schematic view of the state of charge of a Ladungsstei memory,
  • FIG. 12 shows a schematic view of a control device and FIG. 13 shows a schematic view of a hybrid vehicle.
  • FIG. 1 A drive train with a transmission 1 of a flybridge vehicle 3 can be clearly seen in FIG. 1.
  • the transmission 1 used in this drive train is implemented as a hybrid transmission and, alternatively, also designated as such.
  • a preferred position of the transmission 1 of the drive train is shown in FIG. 13 in a schematic Darge presented hybrid vehicle, here a car. It can be seen here that the transmission 1 with the drive train is used to act on a front axle of the hybrid vehicle 2 and is acted upon with torque by an internal combustion engine 3.
  • Fig. 1 also shows an electric motor 4 and a Getriebeaus gear 5 of the transmission 1.
  • the transmission 1 has a two-stage Pla designated transmission 6 and the electrical machine 4 that is operatively connected to this planetary transmission.
  • the basic structure of the transmission 1 can be seen particularly well in FIG. 1.
  • the planetary gear 6 has a first planetary gear set 6a, which forms the first gear stage of the planetary gear and which is provided on the right, and a second planetary gear set 6b, which forms the second stage of the planetary gear 6 and which is shown on the left.
  • the first planetary gear set 6a has a first sun gear 20, a first planetary gear set 21 and a first ring gear 22.
  • the second planetary gear set 6b has a second sun gear 23, a second planetary gear set 24 and a second ring gear 25.
  • the planet gears of the first planetary gear set 21 are in meshing engagement with the first sun gear 20 on the one hand and with the first ring gear 22 on the other.
  • the first planetary gear set 21 is rotatably arranged with its individual (first) planetary gears on a first planetary gear carrier 26.
  • the second planetary gear set 24 is rotatably arranged with its individual (second) planetary gears on a second planetary gear carrier 27.
  • the respective planetary gear sets 21, 24 each mesh with the corresponding sun gear 20, 23 and the corresponding ring gear 22, 25.
  • first sun gear 20 is non-rotatably connected to the electric motor 4 and that the first ring gear 22 is non-rotatably connected to the second planetary gear set 24, this connection being fixed to a vehicle frame by a first switching mechanism 8a, here a brake B2 Housing can be fixed.
  • the second sun gear 23 of the second planetary gear set 6b can in turn be fixed to the housing fixed to the vehicle frame by a second switching mechanism 8b, here a brake B1.
  • the second planetary gear carrier 27 can be connected to the internal combustion engine 3 in a rotationally fixed manner via a third switching mechanism 8c, here a clutch K2.
  • the electrical machine 4 typically has a stator and a rotor which is mounted rotatably relative to the stator, the rotor being rotatably received within the stator.
  • the rotor is attached in a rotationally fixed manner to a drive shaft of the electrical machine 4, the drive shaft being connected with its axis of rotation to the first sun gear 20 via a torque output component 28. Consequently, the electrical machine 4 is operatively connected to the first sun gear 20 via the torque output component 28.
  • the electrical machine 4 with its stator / rotor unit is not necessarily coaxial with the central len axis of rotation 28, but can be arranged, for example, with its torque output component 28 coaxially to the central axis of rotation 28.
  • a torsional vibration damper 30 can in principle be integrated in the transmission unit 1 on the part of the internal combustion engine 3.
  • the torsional vibration damper 30 is arranged here between the output shaft of the combustion engine 3 and the input of the transmission 1.
  • the torsional vibration damper 30 can in principle be arranged as part of the transmission 1 or as a separate component and, for example, be designed as a dual mass flywheel or as a hydrodynamic damper.
  • Fig. 1 three switching mechanisms 8a, 8b, 8c are integrated into the transmission 1 in order to implement the individual transmission translations / gears, as shown in the following FIGS. 2 and 4, through their activated or deactivated positions.
  • the first switching mechanism 8a is implemented as a brake B2 and this is between tween the first Flohlrad 22 and the second planet carrier 24 is acting.
  • the second switching mechanism 8b is also implemented as a brake B1.
  • the second switching mechanism 8b is operatively inserted between the sun gear 23 and the area fixed to the vehicle frame.
  • the third switching mechanism 8c is implemented as a clutch K2 and used between the output shaft 31 of the internal combustion engine 3 and the second planet carrier 27 of the second planetary gear set 6b acting. Accordingly, when the flybridge vehicle 2 is in operation, the output shaft 31 of the internal combustion engine 2 is non-rotatably connected to the second planet carrier 27 of the second planetary gear set 6b in the activated position of the third switching mechanism 8c and, in the deactivated position of the second switching mechanism 8c, by the second planetary gear carrier 27 of the second planetary gear set 6b rotatably decoupled, ie free relative to this for rotatable angeord net.
  • the activated position of clutch K2 is a closed clutch position and the deactivated position of clutch K2 is an open clutch position.
  • the electric machine By activating the first brake B2 and by deactivating the brake B1 and by deactivating the clutch K2, the electric machine is operated at a gear ratio 32 of 3.00 in engine mode, the internal combustion engine 3 being deactivated. This represents the second operating mode 9b.
  • the electric machine 4 In the activated state of the brake B1 and in the deactivated state of the brake B2 and in the deactivated state of the clutch K2, the electric machine 4 is operated in motor mode at a gear ratio of 1.571, the internal combustion engine 3 being deactivated. This represents the third operating mode 9c.
  • the electric machine 4 By activating the clutch K2 and deactivating the brake B1 and the brake B2, the electric machine 4 is operated in generator mode and charges the battery. A smaller transmission ratio of 1.50 is brought about, where the internal combustion engine 3 is activated. This is the first operating mode 9a.
  • the electric motor By activating the clutch K2 and by activating the brake B1 and by deactivating the brake B2, the electric motor is operated in generator mode or in engine mode, the internal combustion engine 3 being activated.
  • a fourth operating mode 9d with a transmission ratio of 0.714 is thereby effected.
  • the electric motor By activating the brake B2 as well as by deactivating the brake B1 and by deactivating the clutch K2, the electric motor is operated in motor mode, the internal combustion engine 3 being deactivated.
  • a fifth operating mode 9d is effected with a transmission ratio of 3.00.
  • a sixth operating mode 9f is effected with a transmission ratio of 1.571.
  • the transmission 1 in FIG. 3 corresponds to the transmission 1 in FIG. 1, the third shift mechanism 3 in FIG. 3 being replaced by an overhead clutch in comparison to the clutch K2 in FIG. 1.
  • One-way clutches are characterized by the fact that they only transmit torque in one direction. Freewheel clutches who are also referred to as backstops, overrunning clutches or as switchable freewheels.
  • the diagram in FIG. 4 shows the operating states which can be brought about by the transmission 1 in FIG. 1.
  • the overrunning clutch 8c In the first operating mode 9a and the fourth operating mode 9e, the overrunning clutch 8c is operated in a closed, that is to say a “locked” state.
  • the overrunning clutch 8c In the operating modes 9b, 9c and 9d, the overrunning clutch 8c is operated in an open, that is to say an “unlocked” state.
  • FIG. 5 shows a schematic illustration of the charge storage device 10, various charge states 33 being plotted on the vertical axis.
  • the states of charge 33 are abbreviated to the term SOC (State of Charge). If the SOC value is 0%, the battery is fully discharged and if the state of charge is 100%, the battery is fully charged. In between there are various SOC values, defined between SOC1 and SOC4. The SOC1 value ranges between 0% and 20%. However, this state between 0% and 20% is not used to ensure that the battery is permanent. This is the unusable area 33. In an SOC value between 20% and 25%, a strategic battery threshold value 14 is provided, which has its lower limit at 20% state of charge. With this sem, the hybrid vehicle 2 can only be started with a defined number of start processes.
  • SOC State of Charge
  • the SOC2 value extends in a range between 25% and 40%, with the first battery-saving threshold value 11, which corresponds to the SOC2 state, being at the upper end of this range.
  • the SOC3 value that is to say the middle range, extends between 40% and 80%, the topmost point of this range being the SOC4 value, which is also referred to as the additional performance threshold 15.
  • the uppermost area which is not used to ensure that the battery is durable, extends between 80 and 100%. This is in turn referred to as the unusable area 33.
  • the range between 0 and 20% and the range between 80 and 100% are not displayed to the driver of the hybrid vehicle 2, so this range is not available.
  • the state of charge 12 of the charging memory 10 is located in FIG. 5 in the middle of the SOC3 area. The battery is thus approximately 60% charged. With this state of charge, the transmission 1 is able to map the second operating mode 9b (EM1), the third operating mode 9c (EM2) and the fourth operating mode (ICE4).
  • FIG. 6 shows a force-speed diagram with different Fundzu states that can be carried out with the state of charge 12 according to FIG.
  • the speed in km / h is plotted on the X-axis, see the reference number 19.
  • the force in Newtons [N] is applied to the Y-axis, see the reference number 18.
  • the boost area 17 is located above the EM1 and EM2 areas.
  • the boost area is brought about by the internal combustion engine being connected to the constant drive with the electric motor.
  • Fig. 7 shows the charge storage device 10, the state of charge 12 of the charge storage device 10 being approximately 25% of its full capacity.
  • the first mode of operation 9a i. H.
  • the charge storage device 10 is shown, which is charged up to the state of charge 12, i.e. which is at approx. 20% of the full charge state of the battery; H. below half of the strategic battery threshold value 14 or exactly at the limit of the strategic battery threshold value 14.
  • the first mode of operation i.e. H. the recuperation operation 9a
  • the hybrid vehicle can only be driven n times by the electric motor.
  • the value n times is dependent on the defined level of the strategic battery threshold 14 and other framework conditions, such as, for example, the gradient or the Incline on which the hybrid vehicle is standing, the outside temperature, the humidity or other boundary conditions that depend on the respective area of use.
  • a transmission which additionally includes an EVT mode, i. H. a combustion operation on which a drive of the electric motor can also be acted upon in generator operation.
  • EVT mode i. H. a combustion operation on which a drive of the electric motor can also be acted upon in generator operation.
  • SOC State of Charge
  • the strategies described apply to Dedicated Hybrid Transmission (DHT) with at least two electrical forward gears, one EVT gear and a gear ratio for the combustion engine. At least two electrical gears are used for reversing, in which the electric motor runs in the other direction, i.e. in the reverse direction.
  • rules for the use of the different available ratios or modes are defined, depending on the desired vehicle speed and the desired drive force.
  • FIG. 12 shows a schematic representation of the parameters which act on the control device 7.
  • the control device 7 is designed to process the first battery threshold 11, the state of charge of the charge store 12, the extra power threshold 13, the strategic battery threshold 14 and the additional power threshold 15 as operating parameters. Depending on these parameters, the control device then controls the switching mechanisms 8a, 8b, 8c so that they are controlled using a stored control algorithm and the parameters 11, 12, 13, 14, 15.
  • FIG. 13 shows a schematic representation of a hybrid vehicle 2, comprising a plurality of drive wheels 31 which are driven by a transmission 1 which in turn is driven by the internal combustion engine 3.
  • the internal combustion engine can be designed as a gasoline or diesel engine. Reference list

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a transmission (1) for a hybrid vehicle (2) for passing torque at least between an internal combustion engine (3), an electric motor (4) and a transmission output (5), comprising a planetary gear (6) arranged in the torque flow, which planetary gear is shiftable by a plurality of shifting mechanisms (8a, 8b, 8c) into a plurality of operating modes (9a, 9b, 9c, 9d, 9e, 9f), of which one operating mode (9a, 9b, 9c, 9d, 9e, 9f) is a recuperation mode (9a), in which the internal combustion engine (3) acts in a driving manner and the electric motor (4), in generator mode, is provided in order to charge an operatively connected charge store (10), wherein at least one first battery conservation threshold value (11), which reflects a state of charge (12) of the charge store (10), is stored in the control device (7), wherein the control device (7) is designed to control the shifting mechanisms (8a, 8b, 8c) upon falling below the first battery conservation threshold value (11) such that the driving of the hybrid vehicle (2) is enforced by the internal combustion engine (3), such that the hybrid vehicle (2) is operated in recuperation mode (9a). The invention also relates to a corresponding hybrid vehicle and control method.

Description

GETRIEBE FÜR EIN HYBRIDFAHRZEUG, VERFAHREN ZUM BETRIEB EINES SOLCHEN GETRIEBES SOWIETRANSMISSION FOR A HYBRID VEHICLE, METHOD OF OPERATING SUCH TRANSMISSION AND
HYBRIDFAHRZEUG HYBRID VEHICLE
Die Erfindung betrifft ein Getriebe für ein Hybridfahrzeug, um Drehmoment zumindest 5 zwischen einem Verbrennungsmotor, einem Elektromotor und einem Getriebeaus gang zu verbringen, umfassend ein im Drehmomentenfluss liegendes Planetengetrie be, welches von einer Steuereinrichtung durch mehrere Schaltmechanismen in meh rere Betriebsarten schaltbar ist, von denen eine Betriebsart ein Rekuperationsbetrieb ist, in welcher der Verbrennungsmotor antreibend wirkt und der Elektromotor im Gene- 10 ratorbetrieb dazu vorgesehen ist, einen wirkverbundenen Ladungsspeicher aufzula den. Zusätzlich betrifft die Erfindung ein Hybridfahrzeug umfassend ein solches Ge triebe und ein Verfahren zum Betrieb eines solchen Getriebes. The invention relates to a transmission for a hybrid vehicle to spend at least 5 torque between an internal combustion engine, an electric motor and a Getriebeaus gear, comprising a planetary gear located in the torque flow, which can be switched by a control device through several switching mechanisms in several operating modes, of which One mode of operation is a recuperation operation in which the internal combustion engine acts as a driving force and the electric motor in generator operation is provided to charge a functionally connected charge storage device. In addition, the invention relates to a hybrid vehicle comprising such a transmission and a method for operating such a transmission.
Grundsätzlich gibt es bereits Getriebe bzw. Getriebeeinheiten, die elektrische Be- 15 triebsarten bei niedrigen Fahrzeuggeschwindigkeiten (EV-Modi) und Verbrennungsar ten (ICE-Modi) bei hohen Fahrzeuggeschwindigkeiten koppeln. Auch erfreuen sich Dedicated-Hybrid-Transmissions (DHT) zunehmender Beliebtheit. Basically there are already transmissions or transmission units that couple electrical operating modes at low vehicle speeds (EV modes) and types of combustion (ICE modes) at high vehicle speeds. Dedicated hybrid transmissions (DHT) are also enjoying increasing popularity.
Prinzipiell sind zwei verschiedene Getriebearchitekturen aus dem Stand der Technik 20 bekannt: Zum Beispiel sind einerseits P2-Parallelhybride bekannt, die mit einer elektrischen Maschine arbeiten, welche sich zwischen dem Verbrennungsmotor und dem Getriebe befindet, wobei eine Trennkupplung dazu dient, den Verbrennungsmo tor vom Antriebsstrang zu trennen. Der Betrieb kann in diesem Fall im reinen Elektro- modus erfolgen, wobei die elektrische Maschine das Drehmoment an das Getriebe 25 und nicht an den Verbrennungsmotor abgibt. Der Vorteil bei dieser Hybridvariante ist, dass es möglich ist, ein bestehendes Getriebe mit einem Elektromotor und einer Trennkupplung zu verwenden, um den Verbrennungsmotor vom Antriebsstrang zu trennen. In principle, two different transmission architectures are known from prior art 20: For example, P2 parallel hybrids are known that work with an electrical machine located between the internal combustion engine and the transmission, with a separating clutch serving to separate the internal combustion engine from the drive train to separate. In this case, the operation can take place in the pure electric mode, the electric machine delivering the torque to the transmission 25 and not to the internal combustion engine. The advantage of this hybrid variant is that it is possible to use an existing transmission with an electric motor and a separating clutch to separate the internal combustion engine from the drive train.
30 Andererseits sind seriell, seriell-parallel oder leistungsverzweigte Hybride aus dem Stand der Technik bekannt, bei denen ein vom Verbrennungsmotor angetriebener Generator Strom erzeugt, der zum Antrieb eines Elektromotors verwendet wird, der das Fahrzeug antreibt (Serienbetrieb). Diese Getriebe werden auch Powersplit- Getriebe genannt. In den meisten Anordnungen wird jedoch ein Teil der Leistung des Verbrennungsmotors mechanisch auf die Räder übertragen (Serienparallelbetrieb). On the other hand, serial, serial-parallel or power-split hybrids are known from the prior art, in which a generator driven by the internal combustion engine generates electricity that is used to drive an electric motor that drives the vehicle (series operation). These transmissions are also used as power split Called transmission. In most arrangements, however, part of the power of the internal combustion engine is transferred mechanically to the wheels (series parallel operation).
Es ist die Patentveröffentlichung EP 3315372 A1 bekannt, die eine Batteriebetriebs und Managementstrategie für DHT-Getriebe (Dedicated-Hybrid-Transmission) für vier Übersetzungen im Verbrennerbetrieb und 2 elektrische Übersetzungen offenbart. Bei dem hier vorgeschlagenen Getriebe kann der Start des Hybridfahrzeuges nur mit den beiden elektrischen Gängen durchgeführt werden. The patent publication EP 3315372 A1 is known, which discloses a battery operation and management strategy for DHT transmissions (Dedicated Hybrid Transmission) for four ratios in combustion mode and two electrical ratios. With the transmission proposed here, the hybrid vehicle can only be started with the two electric gears.
Aus dem Stand der Technik ist die DE 102016221 045 A1 bekannt, die eine Getrie beanordnung für ein Hybridfahrzeug betrifft, bei welcher ein Anschluss für eine Ver brennungskraftmaschine, ein Anschluss für eine elektrische Maschine und ein Getrie beteil der Getriebeanordnung miteinander koppelbar angeordnet sind. Der Getriebeteil umfasst dabei einen einfachen Ravigneaux-Planetenradsatz mit zwei Planetengetrie ben und einem einzigen Hohlrad. Der Getriebeteil weist weiterhin als kraftschlüssige Schaltelemente zwei Bremsen und zwei Kupplungen auf. Die Veröffentlichung offen bart weiterhin eine Antriebsanordnung mit einer derartigen Getriebeanordnung sowie jeweils einer an diese angeschlossene Verbrennungskraftmaschine und eine ange schlossene elektrische Maschine. Ebenfalls Teil der DE 102016221 045 A1 ist ein Verfahren zum Betreiben einer derartigen Antriebsanordnung sowie ein mit einer der artigen Antriebsanordnung ausgestattetes Hybridfahrzeug. DE 102016221 045 A1 is known from the prior art, which relates to a gear arrangement for a hybrid vehicle in which a connection for an internal combustion engine, a connection for an electrical machine and a gear part of the gear arrangement are arranged to be coupled to one another. The transmission part includes a simple Ravigneaux planetary gear set with two planetary gears and a single ring gear. The transmission part also has two brakes and two clutches as frictional shifting elements. The publication also discloses a drive arrangement with such a transmission arrangement and in each case an internal combustion engine connected to this and an electrical machine connected to it. Also part of DE 102016221 045 A1 is a method for operating such a drive arrangement and a hybrid vehicle equipped with such a drive arrangement.
Zusammenfassend scheint die DE 102016221 045 A1 ein Konzept mit zwei Plane tenradsätzen und vier Kupplungsvorrichtungen zu offenbaren, um bis zu vier Vor wärtsgänge für den Verbrennungsmotor, zwei Gänge für den Elektromotor, ein Gang des elektrisch stufenlosen Getriebes (EVT, Electrically-Variable-Transmission) und ein Modus zum Standladen abzubilden. In summary, DE 102016221 045 A1 seems to disclose a concept with two planetary gear sets and four clutch devices to enable up to four forward gears for the internal combustion engine, two gears for the electric motor, one gear of the electrically continuously variable transmission (EVT, Electrically Variable Transmission) and to map a mode for stand charging.
Des Weiteren ist aus dem Stand der Technik die EP 2 146855 B1 bekannt, die ein Hybridantriebssystem für ein Fahrzeug, umfassend eine Torsionsschwingungsdämp feranordnung mit einer mit einer Antriebswelle eines Antriebsaggregats zur gemein samen Drehung um eine Drehachse zu koppelnden Primärseite und mit einer über ei ne Dämpferelementenanordnung bezüglich der Primärseite zur Drehmomentübertra- gung abgestützten und bezüglich der Primärseite um die Drehachse drehbaren Se kundärseite, eine Kupplungsanordnung mit einem Eingangsbereich, welcher mit der Sekundärseite zur gemeinsamen Drehung um die Drehachse (A) gekoppelt oder zu koppeln ist, und mit einem durch Reibeingriff mit dem Eingangsbereich zur Drehung koppelbaren Ausgangsbereich, eine Elektromaschine, wobei eine Statoranordnung der Elektromaschine an einer feststehenden Baugruppe getragen oder zu tragen ist und eine Rotoranordnung der Elektromaschine mit dem Ausgangsbereich der Kupp lungsanordnung zur gemeinsamen Drehung um die Drehachse gekoppelt ist, wobei der Eingangsbereich der Kupplungsanordnung mit der Sekundärseite der Torsions schwingungsdämpferanordnung über eine Hirthverzahnung oder/und eine Steckver bindung mit Relativaxialverschiebbarkeit verbunden oder verbindbar ist, wobei die Kupplungsanordnung ein Gehäuse umfasst und dass ein kupplungsseitiger Teil der Hirthverzahnung oder der Steckverbindung an einem Gehäusenabenbereich ausge bildet ist. Furthermore, EP 2 146855 B1 is known from the prior art, which describes a hybrid drive system for a vehicle, comprising a torsional vibration damper arrangement with a primary side to be coupled to a drive shaft of a drive unit for joint rotation about an axis of rotation and with a damper element arrangement via a damper element arrangement with regard to the primary side for torque transmission The secondary side is supported by the primary side and rotatable about the axis of rotation with respect to the primary side, a coupling arrangement with an input area which is coupled or to be coupled to the secondary side for common rotation about the axis of rotation (A), and with an output area that can be coupled to the input area for rotation by frictional engagement , an electric machine, wherein a stator arrangement of the electric machine is carried or to be carried on a stationary assembly and a rotor arrangement of the electric machine is coupled to the output area of the coupling arrangement for common rotation about the axis of rotation, the input area of the coupling arrangement being connected to the secondary side of the torsional vibration damper arrangement a Hirth serration and / or a plug connection with relative axial displacement is connected or connectable, wherein the coupling arrangement comprises a housing and that a coupling-side part of the Hirth serration or the plug connection on a housing Usenabenbereich is formed.
Zusätzlich ist aus der Druckschrift WO 2016/075336 eine Drehmomentübertragungs vorrichtung bekannt, aufweisend: eine Eingangswelle, einen ersten Planetengetriebe satz, welcher als erste Getriebeelemente wenigstens ein erstes Planetenrad zum Kämmen mit einem ersten Sonnenrad und mit einem ersten Hohlrad des ersten Pla netengetriebesatzes und einen Planetenträger zum drehbeweglichen Abstützen we nigstens eines der ersten Planetenräder aufweist, einen zweiten Planetengetriebes atz, welcher als zweite Getriebeelemente wenigstens ein zweites Planetenrad zum Kämmen mit einem zweiten Sonnenrad und mit einem zweiten Hohlrad des zweiten Planetengetriebesatzes und zum Kämmen mit einem der ersten Planetenräder auf weist, wobei wenigstens eines der zweiten Planetenräder drehbeweglich vom Plane tenträger abgestützt ist, eine erste Bremseinrichtung, ausgestaltet zum lösbaren Fest legen des zweiten Sonnenrads, und eine zweite Bremseinrichtung, ausgestaltet zum lösbaren Festlegen wenigstens eines der ersten Getriebeelemente, eine erste Trenn kupplung, ausgestaltet zur Drehverbindung der Eingangswelle mit wenigstens einem der ersten Getriebeelemente, und eine zweite Trennkupplung, ausgestaltet zur Dreh verbindung der Eingangswelle mit einem weiteren der ersten Getriebeelemente oder mit einem der zweiten Getriebeelemente, eine Abtriebswelle, welche mit einem weite- ren der zweiten Getriebeelemente drehverbunden ist, eine Elektromaschine, welche mit einem der Getriebeelemente drehverbunden ist. In addition, a torque transmission device is known from the publication WO 2016/075336, comprising: an input shaft, a first planetary gear set which, as first gear elements, has at least one first planet gear for meshing with a first sun gear and with a first ring gear of the first planet gear set and a planet carrier for rotatably supporting we have at least one of the first planetary gears, a second planetary gear set, which as second gear elements at least one second planetary gear for meshing with a second sun gear and with a second ring gear of the second planetary gear set and for meshing with one of the first planetary gears, wherein at least one of the second planetary gears is rotatably supported by the plane carrier, a first braking device designed for releasably securing the second sun gear, and a second braking device designed for releasably securing at least one of the first transmission elements, a first separating clutch, designed for rotary connection of the input shaft with at least one of the first transmission elements, and a second separating clutch, designed for rotary connection of the input shaft with another of the first transmission elements or with one of the second transmission elements, an output shaft which is connected to a wide- Ren of the second transmission elements is rotationally connected, an electric machine which is rotationally connected to one of the transmission elements.
Zusätzlich wird auf die DE 102018 130498 A1 verwiesen, die eine Getriebeeinheit of fenbart, für ein hybrides Kraftfahrzeug, mit einem Planetengetriebe, wobei das Plane tengetriebe mit einem ersten Planetenradsatz und einem zweiten Planetenradsatz ausgestattet ist, einer mit einem Bestandteil des Planetengetriebes gekoppelten elektrischen Maschine sowie mehreren, jeweils eine Bremse oder eine Kupplung bil denden und zwischen einer aktivierten Stellung und einer deaktivierten Stellungen verstellbaren Schalteinrichtungen, wobei die Schalteinrichtungen zum Schalten ver schiedener Getriebeübersetzungen zwischen einem mit einem Verbrennungsmotor koppelbaren Eingang sowie einem Ausgang und/oder zwischen der elektrischen Ma schine sowie dem Ausgang wirkend eingesetzt sind, dadurch gekennzeichnet, dass nicht mehr als vier Schalteinrichtungen zum Umsetzen zumindest zweier unterschied licher Getriebeübersetzungen in einem Antriebszustand des Verbrennungsmotors, zumindest einer Getriebeübersetzung in einem Antriebszustand der elektrischen Ma schine sowie zumindest einer Getriebeübersetzung in einem Rekuperationszustand der elektrischen Maschine durch ihre aktivierten sowie deaktivierten Stellungen vor handen sind. In addition, reference is made to DE 102018 130498 A1, which fenbart a gear unit for a hybrid motor vehicle, with a planetary gear, the planet gear is equipped with a first planetary gear set and a second planetary gear set, an electrical machine coupled to a component of the planetary gear and several switching devices, each having a brake or a clutch and adjustable between an activated position and a deactivated position, the switching devices for switching different gear ratios between an input that can be coupled to an internal combustion engine and an output and / or between the electrical machine and the Output are used to act, characterized in that no more than four switching devices for converting at least two different Licher gear ratios in a drive state of the internal combustion engine, at least one gear ratio in a drive state of the electrical machine and at least one gear ratio in a recuperation state of the electrical machine through their activated and deactivated positions are available.
Nachteilig an dem bekannten Stand der Technik ist, dass bei wiederholten Starts, bei spielsweise in Stadtgebieten mit hohem Verkehrsaufkommen, die Batterie schnell ent laden wird. In dem bekannten Stand der Technik wird die Batterie aufgeladen, indem die elektrische Maschine durch den Verbrennungsmotor während der Stillstandspha sen des Fahrzeuges angetrieben wird. Nachteilig an dem bekannten Stand der Tech nik ist zusätzlich, dass die Ladephasen oftmals nicht ausreichen, um die Batterie wie der aufzuladen. Zusätzlich stellt der Betriebe des Verbrennungsmotors im Stillstand zum Laden der Batterie eine akustische Beeinträchtigung dar. Insgesamt sind daher aus dem bekannten Stand der Technik sowohl die eingeschränkten Betriebszeiten, als auch die hohe Geräuschentwicklung nachteilig. Es ist die Aufgabe der vorliegenden Erfindung, ein effizienteres, länger zu betreiben des und geräuscharmeres Getriebe zur Verfügung zu stellen. Auch sollen die aus dem Stand der Technik bekannten Nacheile abgestellt oder wenigstens gemindert werden. The disadvantage of the known prior art is that with repeated starts, for example in urban areas with high traffic, the battery is charged quickly ent. In the known prior art, the battery is charged by the electric machine being driven by the internal combustion engine during the standstill phases of the vehicle. Another disadvantage of the known prior art is that the charging phases are often not sufficient to recharge the battery again. In addition, the operation of the internal combustion engine at a standstill to charge the battery represents an acoustic impairment. Overall, therefore, both the restricted operating times and the high level of noise development from the known prior art are disadvantageous. It is the object of the present invention to provide a more efficient, longer-lasting and quieter transmission. The disadvantages known from the prior art are also intended to be eliminated or at least reduced.
Diese Aufgabe wird bei einem gattungsgemäßen Getriebe, erfindungsgemäß dadurch gelöst, dass in der Steuereinrichtung wenigstens ein erster Batterieschonschwellen wert abgelegt ist, der einen Ladezustand des Ladungsspeichers wiedergibt, wobei die Steuereinrichtung dazu eingerichtet ist, bei Unterschreiten des ersten Batterieschon schwellenwertes die Schaltmechanismen so anzusteuern, dass der Antrieb des Hyb ridfahrzeuges durch den Verbrennungsmotor erzwungen wird, so dass das Hybrid fahrzeug im Rekuperationsbetrieb betrieben wird. This object is achieved in a generic transmission according to the invention in that at least one first battery protection threshold is stored in the control device, which represents a state of charge of the charge storage device, the control device being set up to control the switching mechanisms when the first battery protection threshold is not reached, so that the drive of the hybrid vehicle is forced by the internal combustion engine, so that the hybrid vehicle is operated in recuperation mode.
Bei einer solchen erfindungsgemäßen Ausgestaltung werden bei Unterschreitung des Ladezustandes der Batterie des Hybridfahrzeuges, die Schaltmechismen, also die Bremsen und Kupplungen des Getriebes, so geschaltet, dass das Fahrzeug im Ver brennerbetrieb betrieben wird. Der Elektromotor läuft in diesem Fall im Generatorbe trieb und lädt den Ladungsspeicher auf. Die Steuereinrichtung ist somit so ausgestal tet, dass sie die Schaltmechanismen so ansteuert, dass bei Unterschreitung des vor gegebenen Batterieschonschwellenwertes ein Aufladen des Ladungsspeichers, also der Batterie, durch den Verbrennungsmotor bewirkt ist. In vorteilhafter Weise ist somit die Geräuschbeeinträchtigung im Stillstand des Fahrzeuges minimiert und der La dungsspeicher wird immer so angesteuert, dass dieser ausreichend aufgeladen ist. In such an embodiment according to the invention, if the charge level of the battery of the hybrid vehicle is undershot, the switching mechanisms, ie the brakes and clutches of the transmission, are switched so that the vehicle is operated in the burner mode. In this case, the electric motor runs in generator mode and charges the charge storage device. The control device is thus designed in such a way that it controls the switching mechanisms in such a way that the internal combustion engine causes the internal combustion engine to charge the charge store, that is to say the battery, when the pre-given battery protection threshold is not reached. In an advantageous manner, the impairment of noise when the vehicle is at a standstill is thus minimized and the charge storage device is always controlled in such a way that it is sufficiently charged.
In besonders vorteilhafter Weise ist die Steuereinrichtung des Getriebes so voreinge richtet, um bei einem gewünschten Abruf von Leistung über eine Extraleistungs schwelle hinaus, die Schaltmechanismen so anzusteuern, dass ausschließlich oder zusätzlich auf die Energie des Elektromotors zum Antrieb des Hybridfahrzeuges zu rückgegriffen wird. Zusätzlich zu der bereits bereitstehenden Antriebsenergie des Verbrennungsmotors wird somit bei einem durch den Fahrer gewünschten Abruf von zusätzlicher Antriebsenergie, die oberhalb der voreingestellten oder vom Fahrer defi nierten Extraleistungsschwelle liegt, Antriebsenergie durch den Elektromotor bereitge stellt. ln weiter vorteilhafter Weise ist zusätzlich ein strategischer Batterieschwellenwert in der Steuereinrichtung des Getriebes abgelegt, wobei die Steuereinrichtung dazu vor eingerichtet ist, um bei Unterschreitung des strategischen Batterieschwellenwertes die Schaltmechanismen so anzusteuern, dass ein Betrieb des Elektromotors zum Antrieb des Hybridfahrzeuges nur noch n-Mal möglich ist. Es ist somit sichergestellt, dass immer ausreichend Ladekapazität in der Batterie vorhanden ist, um das Hybdridfahr- zeug zu starten. In a particularly advantageous manner, the control device of the transmission is so pre-set that when a desired demand for power above an extra power threshold is required, the switching mechanisms are controlled in such a way that the energy of the electric motor is used exclusively or in addition to drive the hybrid vehicle. In addition to the already available drive energy of the internal combustion engine, drive energy is provided by the electric motor when the driver requests additional drive energy that is above the pre-set or the driver-defined extra power threshold. In a further advantageous manner, a strategic battery threshold value is also stored in the control device of the transmission, the control device being set up to control the switching mechanisms if the strategic battery threshold value is not reached in such a way that the electric motor for driving the hybrid vehicle can only be operated n times is. This ensures that there is always sufficient charge capacity in the battery to start the hybrid vehicle.
Eine bevorzugte Ausführungsform ist, dass der Wert „n-Mal“ in Abhängigkeit des ab gelegten strategischen Batterieschwellenwertes und weiterer Rahmenbedingungen, wie Gefälle oder Steigung auf dem das Hybridfahrzeug steht, von der Steuereinrich tung bestimmt wird. Das Getriebe und/oder das Hybridfahrzeug umfasst einen Stei gungssensor, der dazu ausgebildet ist, zu ermitteln, auf welcher Steigung das Fahr zeug steht. Zum Starten des Fahrzeuges auf einer Steigung ist eine höhere Star tenergie notwendig. Somit muss in dieser Startposition der strategische Batterie schwellenwert höher festgelegt werden als beim Starten auf einem Gefälle. Eine wei tere Randbedingung, die einbezogen wird ist die Außentemperatur und die Feuchtig keit der Umgebung. A preferred embodiment is that the value “n times” is determined by the control device as a function of the stored strategic battery threshold value and other framework conditions, such as a gradient or an incline on which the hybrid vehicle is standing. The transmission and / or the hybrid vehicle includes an incline sensor which is designed to determine the incline on which the vehicle is standing. A higher starting energy is required to start the vehicle on an incline. Thus, in this starting position, the strategic battery threshold must be set higher than when starting on a slope. Another boundary condition that is taken into account is the outside temperature and the humidity of the environment.
In einerweiter bevorzugten Ausführungsform ist der Regelalgorithmus so ausgelegt, dass oberhalb einer gewünschten Zusatzleistungsschwelle die Schaltmechanismen von der Steuereinrichtung so angesteuert werden, dass der Elektromotor in einem Peak-Bereich betrieben wird, oder der Verbrennungsmotor zugeschaltet wird, um ei nen Betrieb in einem Boost-Bereich zu realisieren. Durch das Zuschalten des Elekt romotors im Verbrennerbetrieb wird der Peak-Bereich abgebildet, der die zusätzliche Leistungsreserve des Elektromotors an den Getriebeausgang überträgt. Im Boost- Betrieb wird während der Fahrt mit dem Elektromotor der Verbrennungsmotor zuge schaltet, um dessen Leistungsreserve zusätzlich zu nutzen. Dieses ist beispielsweise bei schnellen Fahrten auf einer Steigung oder bei abrupten Beschleunigungsvorgän gen vorteilhaft. In a further preferred embodiment, the control algorithm is designed so that above a desired additional power threshold, the switching mechanisms are activated by the control device in such a way that the electric motor is operated in a peak range or the internal combustion engine is switched on to operate in a boost range to realize. By switching on the electric motor in combustion mode, the peak area is mapped which transfers the additional power reserve of the electric motor to the transmission output. In boost mode, the internal combustion engine is switched on while driving with the electric motor in order to use its power reserve. This is advantageous, for example, when driving quickly on an incline or when accelerating abruptly.
In einer besonders bevorzugten Ausführungsform umfasst ein Hybridfahrzeug einen Verbrennungsmotor, einen Elektromotor und das erfindungsgemäße Getriebe, um Drehmoment zumindest zwischen dem Verbrennungsmotor, dem Elektromotor und dem Getriebeausgang zu verbringen. Somit ist das Getriebe besonders effizient ein gesetzt und seine Funktionen und Betriebsmodi sind vollumfänglich nutzbar. In a particularly preferred embodiment, a hybrid vehicle comprises an internal combustion engine, an electric motor and the transmission according to the invention To spend torque at least between the internal combustion engine, the electric motor and the transmission output. The transmission is thus used particularly efficiently and its functions and operating modes can be used to the full.
Weiter vorzugsweise ist ein Verfahren zum Betrieb des erfindungsgemäßen Getriebes für ein Hybridfahrzeug bereitgestellt, wobei das Getriebe dazu ausgebildet ist, Dreh moment zumindest zwischen einem Verbrennungsmotor, einem Elektromotor und ei nem Getriebeausgang eines Hybridfahrzeuges zu verbringen, umfassend die folgen den Schritte: Further preferably, a method for operating the transmission according to the invention for a hybrid vehicle is provided, the transmission being designed to spend torque at least between an internal combustion engine, an electric motor and a transmission output of a hybrid vehicle, comprising the following steps:
- Erfassen des Ladezustandes des Ladungsspeichers; - Detecting the state of charge of the charge storage device;
- kontinuierliches Analysieren und Verarbeiten des erfassten Ladezustandes durch die Steuereinrichtung des Getriebes; - Continuous analysis and processing of the detected state of charge by the control device of the transmission;
- Ansteuern der jeweiligen Schaltmechanismen in Abhängigkeit des Ladezustandes, sobald dieser einen vordefinierten ersten Batterieschonschwellenwert unterschreitet, so dass der Antrieb des Hybridfahrzeuges durch den Verbrennungsmotor über die Schaltmechanismen erzwungen wird. Der Ladezustand wird über entsprechende La dezustandssensoren direkt an dem Ladungsspeicher gemessen und an die Steuerein richtung übertragen, die den Ladezustand kontinuierlich analysiert und verarbeitet. Sobald die Analyse des aktuellen Ladezustandes ergibt, dass dieser unter einen vor definierten ersten Batterieschonschwellenwert sinkt, steuert die Steuereinrichtung die Schaltmechanismen an, so dass der Antrieb des Hybridfahrzeuges über den Verbren nungsmotor erzwungen wird. Dabei wird der Elektromotor im Generatorbetrieb betrie ben und lädt den Ladungsspeicher auf, so dass der Ladungszustand des Ladungs speichers wieder über den ersten Batterieschonschwellenwert steigt. Es ist in diesem Fall wieder ein Betrieb durch den Elektromotor möglich. - Activation of the respective switching mechanisms as a function of the state of charge as soon as this falls below a predefined first battery protection threshold, so that the drive of the hybrid vehicle is forced by the internal combustion engine via the switching mechanisms. The state of charge is measured directly on the charge storage device via corresponding charge state sensors and transmitted to the control device, which continuously analyzes and processes the state of charge. As soon as the analysis of the current state of charge shows that it falls below a predefined first battery protection threshold, the control device activates the switching mechanisms so that the hybrid vehicle is forced to drive the internal combustion engine. The electric motor is operated in generator mode and charges the charge storage device so that the state of charge of the charge storage device rises above the first battery protection threshold again. In this case, operation by the electric motor is possible again.
Ein weiter bevorzugtes Verfahren umfasst zusätzlich die folgenden Schritte: A further preferred method additionally comprises the following steps:
- Erfassen des Wunsches, ob das Hybridfahrzeuges Leistung oberhalb einer Extraleis tungsschwelle abrufen soll; - Detecting the desire whether the hybrid vehicle should call up power above an extra power threshold;
- Ansteuern der jeweiligen Schaltmechanismen durch die Steuereinrichtung, so dass ausschließlich oder zusätzlich auf die Energie des Elektromotors zum Antrieb des Hybridfahrzeuges zurückgegriffen wird. Die Steuereinrichtung ist somit dazu ausgebil- det, zu erfassen, ob der Fahrer zusätzlicher Leistungsreserven zum Betrieb seines Hybridfahrzeuges mobilisieren möchte. Dieser Wunsch wird erfasst, wenn der Fahrer beispielweise das Gaspedal in die Kick-Down-Stellung bringt, oder indem er extra da zu vorgesehene Knöpfe bzw. Programme am Armaturenbrett des Fahrzeuges so ein- stellt, dass sein Wunsch nach mehr Leistung des Fahrzeuges deutlich wird. - Activation of the respective switching mechanisms by the control device, so that the energy of the electric motor is used exclusively or in addition to drive the hybrid vehicle. The control device is thus trained det to detect whether the driver wants to mobilize additional power reserves to operate his hybrid vehicle. This desire is detected when the driver puts the accelerator pedal into the kick-down position, for example, or by setting the buttons or programs provided on the vehicle's dashboard so that his desire for more power from the vehicle becomes clear .
Ein bevorzugtes Verfahren umfasst außerdem die folgenden Schritte: A preferred method also includes the following steps:
-Vergleichen des erfassten Ladezustandes des Ladungsspeichers mit einem strategi schen Batterieschwellenwert durch die Steuereinrichtung; - Ansteuern der Schaltmechanismen, so dass bei Unterschreitung des strategischen-Comparison of the detected state of charge of the charge storage device with a strategic battery threshold value by the control device; - Control of the switching mechanisms, so that if the strategic
Batterieschwellenwertes ein Betrieb des Elektromotors zum Antrieb des Hybridfahr zeuges nur noch n-Mal möglich ist. Der strategischen Batterieschwellenwert ist dazu vorgesehen, sicherzustellen, dass immer ausreichend Ladekapazität in dem Ladungs speichervorhanden ist, um das Hybridfahrzeug noch n-Mal zu starten. Somit ist im- mer ein sicherer uns reibungsloser Betrieb des Hybridfahrzeuges gewährleistet. Battery threshold value operation of the electric motor to drive the hybrid vehicle is only possible n times. The strategic battery threshold value is provided to ensure that there is always sufficient charge capacity in the charge storage device to start the hybrid vehicle n times. Thus, a safe and smooth operation of the hybrid vehicle is always guaranteed.
Die Erfindung wird nachfolgend mit Hilfe einer Zeichnung näher erläutert. Es zeigen: The invention is explained in more detail below with the aid of a drawing. Show it:
Fig. 1 eine schematische Schnittdarstellung einer erste, in einem teilweise dar gestellten Antriebsstrang eines Kraftfahrzeuges eingesetzten, Getriebe einheit nach einem ersten Ausführungsbeispiel, Fig. 1 is a schematic sectional view of a first, used in a partially provided drive train of a motor vehicle, transmission unit according to a first embodiment,
Fig. 2 ein Diagramm zur Veranschaulichung aller durch die Getriebeeinheit der Fig. 1 schaltbaren Gänge, FIG. 2 shows a diagram to illustrate all the gears that can be shifted by the transmission unit of FIG. 1,
Fig. 3 eine weitere schematische Schnittdarstellung einer Getriebeeinheit nach einem zweiten Ausführungsbeispiel, 3 shows a further schematic sectional illustration of a gear unit according to a second exemplary embodiment,
Fig. 4 ein weiteres Diagramm zur Veranschaulichung aller durch die Getriebe einheit der Fig. 3 schaltbaren Gänge, Fig. 4 is another diagram to illustrate all of the gear unit of FIG. 3 shiftable gears,
Fig. 5 eine erste schematische Ansicht des Ladezustandes eines Ladungsspei chers, Fig. 5 is a first schematic view of the state of charge of a Ladungsspei memory,
Fig. 6 ein erstes Diagramm zur Veranschaulichung der Betriebsmodi bei einem Ladezustand entsprechend der Fig. 5, FIG. 6 shows a first diagram to illustrate the operating modes in a state of charge corresponding to FIG. 5,
Fig. 7 eine zweite schematische Ansicht des Ladezustandes eines Ladungsspei chers, Fig. 7 is a second schematic view of the state of charge of a Ladungsspei memory,
Fig. 8 ein zweites Diagramm zur Veranschaulichung der Betriebsmodi bei einem Ladezustand entsprechend der Fig. 7, FIG. 8 shows a second diagram to illustrate the operating modes in a state of charge corresponding to FIG. 7,
Fig. 9 eine dritte schematische Ansicht des Ladezustandes eines Ladungsspei chers, Fig. 9 is a third schematic view of the state of charge of a Ladungsspei memory,
Fig. 10 ein drittes Diagramm zur Veranschaulichung der Betriebsmodi bei einem Ladezustand entsprechend der Fig. 9, Fig. 11 eine vierte schematische Ansicht des Ladezustandes eines Ladungsspei chers, FIG. 10 shows a third diagram to illustrate the operating modes in a state of charge corresponding to FIG. 9, 11 shows a fourth schematic view of the state of charge of a Ladungsstei memory,
Fig. 12 eine schematische Ansicht einer Steuereinrichtung und Fig. 13 eine schematische Ansicht eines Hybridfahrzeuges. FIG. 12 shows a schematic view of a control device and FIG. 13 shows a schematic view of a hybrid vehicle.
Die Figuren sind lediglich schematischer Natur und dienen nur dem Verständnis der Erfindung. Die gleichen Elemente sind mit denselben Bezugszeichen versehen. Die Merkmale der verschiedenen Ausführungsbeispiele können prinzipiell frei miteinander kombiniert werden. The figures are merely of a schematic nature and are only used for understanding the invention. The same elements are provided with the same reference symbols. In principle, the features of the various exemplary embodiments can be freely combined with one another.
In der Fig. 1 ist ein Antriebsstrang mit einem Getriebe 1 eines Flybridfahrzeuges 3 gut zu erkennen. Das in diesem Antriebsstrang eingesetzte Getriebe 1 ist als Hybridge- triebe realisiert und alternativ auch als solches bezeichnet. Eine bevorzugte Position des Getriebes 1 des Antriebsstranges ist in der Fig. 13 in einem schematisch darge stellten Hybridfahrzeug, hier einem PKW, dargestellt. Hierbei ist zu erkennen, dass das Getriebe 1 mit dem Antriebsstrang an einer Vorderachse des Hybridfahrzeuges 2 wirkend eingesetzt ist und von einem Verbrennungsmotor 3 mit Drehmoment beauf- schlagt wird. Die Fig. 1 zeigt zusätzlich einen Elektromotor 4 und einen Getriebeaus gang 5 des Getriebes 1. A drive train with a transmission 1 of a flybridge vehicle 3 can be clearly seen in FIG. 1. The transmission 1 used in this drive train is implemented as a hybrid transmission and, alternatively, also designated as such. A preferred position of the transmission 1 of the drive train is shown in FIG. 13 in a schematic Darge presented hybrid vehicle, here a car. It can be seen here that the transmission 1 with the drive train is used to act on a front axle of the hybrid vehicle 2 and is acted upon with torque by an internal combustion engine 3. Fig. 1 also shows an electric motor 4 and a Getriebeaus gear 5 of the transmission 1.
Gemäß der Ausbildung als Hybridgetriebe weist das Getriebe 1 ein zweistufiges Pla netengetriebe 6 sowie die mit diesem Planetengetriebe wirkverbundene elektrische Maschine 4 auf. Der prinzipielle Aufbau des Getriebes 1 ist besonders gut in Fig. 1 zu erkennen. Demnach weist das Planetengetriebe 6 einen ersten Planetenradsatz 6a auf, der die erste Getriebestufe des Planetengetriebes bildet und der rechtsseitig dar gestellt ist, und einen zweiten Planetenradsatz 6b, der die zweite Stufe des Planeten getriebes 6 bildet und der linksseitig dargestellt ist. Der erste Planetenradsatz 6a weist ein erstes Sonnenrad 20, einen ersten Planeten radsatz 21 und ein erstes Hohlrad 22 auf. Der zweite Planetenradsatz 6b weist ein zweites Sonnenrad 23, einen zweiten Planetenradsatz 24 und ein zweites Hohlrad 25 auf. Die Planetenräder des ersten Planetenradsatzes 21 befinden sich einerseits mit dem ersten Sonnenrad 20, andererseits mit dem ersten Hohlrad 22 in Zahneingriff.According to the design as a hybrid transmission, the transmission 1 has a two-stage Pla designated transmission 6 and the electrical machine 4 that is operatively connected to this planetary transmission. The basic structure of the transmission 1 can be seen particularly well in FIG. 1. Accordingly, the planetary gear 6 has a first planetary gear set 6a, which forms the first gear stage of the planetary gear and which is provided on the right, and a second planetary gear set 6b, which forms the second stage of the planetary gear 6 and which is shown on the left. The first planetary gear set 6a has a first sun gear 20, a first planetary gear set 21 and a first ring gear 22. The second planetary gear set 6b has a second sun gear 23, a second planetary gear set 24 and a second ring gear 25. The planet gears of the first planetary gear set 21 are in meshing engagement with the first sun gear 20 on the one hand and with the first ring gear 22 on the other.
Der erste Planetenradsatz 21 ist mit seinen einzelnen (ersten) Planetenrädern auf ei nem ersten Planetenradträger 26 verdrehbar angeordnet. Der zweite Planetenradsatz 24 ist mit seinen einzelnen (zweiten) Planetenrädern auf einem zweiten Planetenrad träger 27 verdrehbar angeordnet. Die jeweiligen Planetenradsätze 21, 24 sind jeweils mit dem entsprechenden Sonnenrad 20, 23 und dem entsprechenden Hohlrad 22, 25 in Zahneingriff. The first planetary gear set 21 is rotatably arranged with its individual (first) planetary gears on a first planetary gear carrier 26. The second planetary gear set 24 is rotatably arranged with its individual (second) planetary gears on a second planetary gear carrier 27. The respective planetary gear sets 21, 24 each mesh with the corresponding sun gear 20, 23 and the corresponding ring gear 22, 25.
Es ist zu erkennen, dass das erste Sonnenrad 20 mit dem Elektromotor 4 drehfest verbunden ist und dass das erste Hohlrad 22 mit dem zweiten Planetenradsatz 24 drehfest verbunden ist, wobei diese Verbindung durch einen ersten Schaltmechanis mus 8a, hier eine Bremse B2, an einem fahrzeugrahmenfesten Gehäuse festsetzbar ist. It can be seen that the first sun gear 20 is non-rotatably connected to the electric motor 4 and that the first ring gear 22 is non-rotatably connected to the second planetary gear set 24, this connection being fixed to a vehicle frame by a first switching mechanism 8a, here a brake B2 Housing can be fixed.
Das zweite Sonnenrad 23 des zweiten Planetenradsatzes 6b ist durch einen zweiten Schaltmechanismus 8b, hier eine Bremse B1, wiederum an dem fahrzeugrahmenfes ten Gehäuse festsetzbar. The second sun gear 23 of the second planetary gear set 6b can in turn be fixed to the housing fixed to the vehicle frame by a second switching mechanism 8b, here a brake B1.
Der zweite Planetenradträger 27 ist über einen dritten Schaltmechanismus 8c, hier ei ne Kupplung K2, mit dem Verbrennungsmotor 3 drehfest verbindbar. The second planetary gear carrier 27 can be connected to the internal combustion engine 3 in a rotationally fixed manner via a third switching mechanism 8c, here a clutch K2.
Die elektrische Maschine 4 weist typischerweise einen Stator und einen relativ zu dem Stator verdrehbar gelagerten Rotor auf, wobei der Rotor innerhalb des Stators drehbar aufgenommen ist. Der Rotor ist dabei drehfest auf einer Triebwelle der elektrischen Maschine 4 angebracht, wobei die Triebwelle mit ihrer Drehachse über ein Drehmo- mentenausgangsbauteil 28 an das erste Sonnenrad 20 angebunden ist. Folglich ist die elektrische Maschine 4 mit dem ersten Sonnenrad 20 über das Drehmomenten- ausgangsbauteil 28 wirkverbunden. In weiteren Ausführungen ist die elektrische Ma schine 4 mit ihrer Stator-/Rotoreinheit auch nicht zwangsläufig koaxial zu der zentra- len Drehachse 28 angeordnet, sondern kann beispielsweise mit ihrem Drehmomen- tenausgangsbauteil 28 koaxial zur zentralen Drehachse 28 angeordnet sein. The electrical machine 4 typically has a stator and a rotor which is mounted rotatably relative to the stator, the rotor being rotatably received within the stator. The rotor is attached in a rotationally fixed manner to a drive shaft of the electrical machine 4, the drive shaft being connected with its axis of rotation to the first sun gear 20 via a torque output component 28. Consequently, the electrical machine 4 is operatively connected to the first sun gear 20 via the torque output component 28. In further versions, the electrical machine 4 with its stator / rotor unit is not necessarily coaxial with the central len axis of rotation 28, but can be arranged, for example, with its torque output component 28 coaxially to the central axis of rotation 28.
In Fig. 1 ist des Weiteren zu erkennen, dass in der Getriebeeinheit 1 seitens des Ver brennungsmotors 3 prinzipiell ein Drehschwingungsdämpfer 30 integrierbar ist. Der Drehschwingungsdämpfer 30 ist hier zwischen der Ausgangswelle des Verbren nungsmotors 3 und dem Eingang des Getriebes 1 angeordnet. Der Drehschwin gungsdämpfer 30 kann prinzipiell als Bestandteil des Getriebes 1 oder als separates Bauteil angeordnet sein und bspw. als Zweimassenschwungrad oder als hydrodyna mischer Tilger ausgebildet sein. In FIG. 1 it can also be seen that a torsional vibration damper 30 can in principle be integrated in the transmission unit 1 on the part of the internal combustion engine 3. The torsional vibration damper 30 is arranged here between the output shaft of the combustion engine 3 and the input of the transmission 1. The torsional vibration damper 30 can in principle be arranged as part of the transmission 1 or as a separate component and, for example, be designed as a dual mass flywheel or as a hydrodynamic damper.
In der Fig. 1 sind drei Schaltmechanismen 8a, 8b, 8c in das Getriebe 1 integriert, um durch ihre aktivierten bzw deaktivierten Stellungen die einzelnen Getriebeübersetzun gen / Gänge, wie sie aus den folgenden Fig. 2 und Fig. 4 hervorgehen, umzusetzen. In Fig. 1, three switching mechanisms 8a, 8b, 8c are integrated into the transmission 1 in order to implement the individual transmission translations / gears, as shown in the following FIGS. 2 and 4, through their activated or deactivated positions.
Der erste Schaltmechanismus 8a ist als eine Bremse B2 realisiert und diese ist zwi schen dem ersten Flohlrad 22 und dem zweiten Planetenradträger 24 wirkend einge setzt. The first switching mechanism 8a is implemented as a brake B2 and this is between tween the first Flohlrad 22 and the second planet carrier 24 is acting.
Der zweite Schaltmechanismus 8b ist ebenfalls als Bremse B1 realisiert. Der zweite Schaltmechanismus 8b ist zwischen dem Sonnenrad 23 und dem fahrzeugrahmenfes ten Bereich wirkend eingesetzt. The second switching mechanism 8b is also implemented as a brake B1. The second switching mechanism 8b is operatively inserted between the sun gear 23 and the area fixed to the vehicle frame.
Der dritte Schaltmechanismus 8c ist als Kupplung K2 realisiert und zwischen der Aus gangswelle 31 des Verbrennungsmotors 3 und dem zweiten Planetenradträger 27 des zweiten Planetenradsatzes 6b wirkend eingesetzt. Demnach ist die Ausgangswelle 31 des Verbrennungsmotors 3 im Betrieb des Flybridfahrzeuges 2 in der aktivierten Stel lung des dritten Schaltmechanismus 8c drehfest mit dem zweiten Planetenrdträger 27 des zweiten Planetenradsatzes 6b verbunden und in der deaktivierten Stellung des zweiten Schaltmechanismus 8c von dem zweiten Planetenradträger 27 des zweiten Planetenradsatzes 6b drehentkoppelt, d.h. frei relativ zu diesem für drehbar angeord net. Somit ist die aktivierte Stellung der Kupplung K2 eine geschlossene Kupplungs stellung und die deaktivierte Stellung der Kupplung K2 eine geöffnete Kupplungsstel lung. In Verbindung mit den Figuren 2 bis 10 sind die einzelnen Betriebs- bzw. Antriebszu stände des Getriebes 1 mit den unterschiedlichen Verbrennungskraftmaschinen- Gängen, den Elektromaschinen Gängen und den EVT-Gängen veranschaulicht. In diesen Antriebszuständen wirkt entweder ausschließlich der Verbrennungsmotor 3, ausschließlich der Elektromotor oder der Verbrennungsmotor 3 unterstützt von der elektrischen Maschine 4 antreibend auf die Abtriebsräder 31. The third switching mechanism 8c is implemented as a clutch K2 and used between the output shaft 31 of the internal combustion engine 3 and the second planet carrier 27 of the second planetary gear set 6b acting. Accordingly, when the flybridge vehicle 2 is in operation, the output shaft 31 of the internal combustion engine 2 is non-rotatably connected to the second planet carrier 27 of the second planetary gear set 6b in the activated position of the third switching mechanism 8c and, in the deactivated position of the second switching mechanism 8c, by the second planetary gear carrier 27 of the second planetary gear set 6b rotatably decoupled, ie free relative to this for rotatable angeord net. Thus, the activated position of clutch K2 is a closed clutch position and the deactivated position of clutch K2 is an open clutch position. In connection with FIGS. 2 to 10, the individual operating or drive states of the transmission 1 with the different internal combustion engine gears, the electric machine gears and the EVT gears are illustrated. In these drive states, either only the internal combustion engine 3, only the electric motor, or the internal combustion engine 3, supported by the electrical machine 4, acts to drive the output gears 31.
Aus dem Diagramm der Fig. 2 ist ersichtlich, dass über die drei Schaltmechanismen (die Bremse B1, die Bremse B2 und die Kupplung K2) insgesamt sechs verschiedene Gänge bzw. Fahrzustände umsetzbar sind. It can be seen from the diagram in FIG. 2 that a total of six different gears or driving states can be implemented via the three shift mechanisms (brake B1, brake B2 and clutch K2).
Durch Aktivierung der ersten Bremse B2 sowie durch Deaktivierung der Bremse B1 sowie durch Deaktivierung der Kupplung K2 wird die elektrische Maschine bei einem Übersetzungsverhältnis 32 von 3,00 im Motorbetrieb betrieben, wobei der Verbren nungsmotor 3 deaktiviert ist. Dieses stellt die zweite Betriebsart 9b dar. By activating the first brake B2 and by deactivating the brake B1 and by deactivating the clutch K2, the electric machine is operated at a gear ratio 32 of 3.00 in engine mode, the internal combustion engine 3 being deactivated. This represents the second operating mode 9b.
Im aktivierten Zustand der Bremse B1 und im deaktivierten Zustand der Bremse B2 und im deaktivierten Zustand der Kupplung K2 wird die elektrische Maschine 4 im mo torischen Betrieb bei einem Übersetzungsverhältnis von 1,571 betrieben, wobei der Verbrennungsmotor 3 deaktiviert ist. Dieses stellt die dritte Betriebsart 9c dar. In the activated state of the brake B1 and in the deactivated state of the brake B2 and in the deactivated state of the clutch K2, the electric machine 4 is operated in motor mode at a gear ratio of 1.571, the internal combustion engine 3 being deactivated. This represents the third operating mode 9c.
Durch Aktivierung der Kupplung K2 sowie durch Deaktivierung der Bremse B1 und der Bremse B2 wird die elektrische Maschine 4 im Generatorbetriebe betrieben und lädt die Batterie auf. Dabei ist ein kleineres Übersetzungsverhältnis von 1,50 bewirkt, wo bei der Verbrennungsmotor 3 dabei aktiviert ist. Dieses ist die erste Betriebsart 9a. By activating the clutch K2 and deactivating the brake B1 and the brake B2, the electric machine 4 is operated in generator mode and charges the battery. A smaller transmission ratio of 1.50 is brought about, where the internal combustion engine 3 is activated. This is the first operating mode 9a.
Durch Aktivierung der Kupplung K2 sowie durch Aktivierung der Bremse B1 und durch Deaktivierung der Bremse B2 wird der Elektromotor im Generatorbetrieb oder im Mo torbetrieb betrieben, wobei der Verbrennungsmotor 3 aktiviert ist. Dabei ist eine vierte Betriebsart 9d mit einem Übersetzungsverhältnis von 0,714 bewirkt. Durch Aktivierung der Bremse B2 sowie durch Deaktivierung der Bremse B1 und durch Deaktivierung der Kupplung K2 wird der Elektromotor im Motorbetrieb betrie ben, wobei der Verbrennungsmotor 3 deaktiviert ist. Dabei ist eine fünfte Betriebsart 9d bewirkt mit einem Übersetzungsverhältnis von 3,00. By activating the clutch K2 and by activating the brake B1 and by deactivating the brake B2, the electric motor is operated in generator mode or in engine mode, the internal combustion engine 3 being activated. A fourth operating mode 9d with a transmission ratio of 0.714 is thereby effected. By activating the brake B2 as well as by deactivating the brake B1 and by deactivating the clutch K2, the electric motor is operated in motor mode, the internal combustion engine 3 being deactivated. A fifth operating mode 9d is effected with a transmission ratio of 3.00.
Durch Aktivierung der Bremse B1 sowie durch Deaktivierung der Bremse B2 sowie durch Deaktivierung der Kupplung K2 wird der Elektromotor im Motorbetrieb betrie ben, wobei der Verbrennungsmotor 3 deaktiviert ist. Dabei ist eine sechste Betriebsart 9f bewirkt mit einem Übersetzungsverhältnis von 1,571. By activating the brake B1 and by deactivating the brake B2 and by deactivating the clutch K2, the electric motor is operated in motor mode, the internal combustion engine 3 being deactivated. A sixth operating mode 9f is effected with a transmission ratio of 1.571.
Das Getriebe 1 der Fig. 3 entspricht dem Getriebe 1 der Fig. 1, wobei der dritte Schaltmechanismus 3 in der Fig. 3 durch eine Freiluftkupplung im Vergleich zu der Kupplung K2 der Fig. 1 ersetzt ist. Freilaufkupplungen zeichnen sich dadurch aus, dass sie das Drehmoment nur in eine Richtung übertragen. Freilaufkupplungen wer den auch als Rücklaufsperren, Überholkupplungen oder als schaltbare Freiläufe be zeichnet. The transmission 1 in FIG. 3 corresponds to the transmission 1 in FIG. 1, the third shift mechanism 3 in FIG. 3 being replaced by an overhead clutch in comparison to the clutch K2 in FIG. 1. One-way clutches are characterized by the fact that they only transmit torque in one direction. Freewheel clutches who are also referred to as backstops, overrunning clutches or as switchable freewheels.
Das Diagramm der Fig. 4 zeigt die Betriebszustände, die durch das Getriebe 1 der Fig. 1 bewirkbar sind. In der ersten Betriebsart 9a und der vierten Betriebsart 9e wird die Freilaufkupplung 8c in einem geschlossenen, also einem „locked“-Zustand betrie ben. In den Betriebsarten 9b, 9c und 9d wird die Freilaufkupplung 8c in einem offenen, also einem „unlocked“-Zustand, betrieben. The diagram in FIG. 4 shows the operating states which can be brought about by the transmission 1 in FIG. 1. In the first operating mode 9a and the fourth operating mode 9e, the overrunning clutch 8c is operated in a closed, that is to say a “locked” state. In the operating modes 9b, 9c and 9d, the overrunning clutch 8c is operated in an open, that is to say an “unlocked” state.
Die Fig. 5 zeigt eine schematische Darstellung des Ladungsspeichers 10, wobei auf der Hochachse verschiedene Ladungszustände 33 aufgetragen sind. Die Ladungszu stände 33 werden dabei mit dem Begriff SOC (State of Charge) abgekürzt. Bei einem Wert SOC von 0 % ist die Batterie vollständig entladen und bei einem Ladezustand von 100 % ist die Batterie vollständig geladen. Dazwischen sind verschiedene SOC- Werte, zwischen SOC1 und SOC4 definiert. Der SOC1-Wert erstreckt sich in einem Bereich zwischen 0 % und 20 %. Dieser Zustand zwischen 0 % und 20 % wird jedoch nicht genutzt, damit die Batterie dauerfest ist. Dieses ist der nicht nutzbare Bereich 33. ln einem SOC-Wert zwischen 20 % und 25 % ist ein strategisches Batterieschwellen wert 14 vorgesehen, welcher seine untere Grenze bei 20% Ladezustand hat. Mit die sem kann das Hybridfahrzeug 2 nur noch mit einer definierten Anzahl von Startvor gängen gestartet werden kann. FIG. 5 shows a schematic illustration of the charge storage device 10, various charge states 33 being plotted on the vertical axis. The states of charge 33 are abbreviated to the term SOC (State of Charge). If the SOC value is 0%, the battery is fully discharged and if the state of charge is 100%, the battery is fully charged. In between there are various SOC values, defined between SOC1 and SOC4. The SOC1 value ranges between 0% and 20%. However, this state between 0% and 20% is not used to ensure that the battery is permanent. This is the unusable area 33. In an SOC value between 20% and 25%, a strategic battery threshold value 14 is provided, which has its lower limit at 20% state of charge. With this sem, the hybrid vehicle 2 can only be started with a defined number of start processes.
Der SOC2-Wert erstreckt sich in einem Bereich zwischen 25 % und 40%, wobei sich am oberen Ende dieses Bereiches der erste Batterieschonschwellenwert 11 befindet, der dem SOC2-Zustand entspricht. Der SOC3-Wert, also der mittlere Bereich, er streckt sich zwischen 40 % und 80 %, wobei der oberste Punkt dieses Bereiches der SOC4-Wert ist, der auch als Zusatzleistungsschwelle 15 bezeichnet wird. Der oberste Bereich, der jedoch nicht benutzt wird, damit die Batterie dauerfest ist, erstreckt sich zwischen 80 und 100 %. Dieses wird wiederum als nicht nutzbarer Bereich 33 be zeichnet. Dem Fahrer des Hybridfahrzeuges 2 wird nicht der Bereich zwischen 0 und 20 % und der Bereich zwischen 80 und 100 % angezeigt, somit steht dieser Bereich nicht zur Verfügung. Der Ladezustand 12 des Ladespeichers 10 befindet sich in der Fig. 5 in der Mitte des SOC3-Bereiches. Die Batterie ist somit zu ungefähr 60 % gela den. Mit diesem Ladezustand ist das Getriebe 1 in der Lage, die zweite Betriebsart 9b (EM1 ), die dritte Betriebsart 9c (EM2) und die vierte Betriebsart (ICE4) abzubilden. The SOC2 value extends in a range between 25% and 40%, with the first battery-saving threshold value 11, which corresponds to the SOC2 state, being at the upper end of this range. The SOC3 value, that is to say the middle range, extends between 40% and 80%, the topmost point of this range being the SOC4 value, which is also referred to as the additional performance threshold 15. The uppermost area, which is not used to ensure that the battery is durable, extends between 80 and 100%. This is in turn referred to as the unusable area 33. The range between 0 and 20% and the range between 80 and 100% are not displayed to the driver of the hybrid vehicle 2, so this range is not available. The state of charge 12 of the charging memory 10 is located in FIG. 5 in the middle of the SOC3 area. The battery is thus approximately 60% charged. With this state of charge, the transmission 1 is able to map the second operating mode 9b (EM1), the third operating mode 9c (EM2) and the fourth operating mode (ICE4).
Die Fig. 6 zeigt ein Kraft-Geschwindigkeits-Diagramm mit verschiedenen Betriebszu ständen, die mit dem Ladungszustand 12 gemäß der Fig. 5 der Batterie, also einem Ladezustand 12, der sich in der Mitte des SOC3-Bereiches befindet, durchführbar sind. In der Fig. 6 ist auf der X-Achse die Geschwindigkeit in km/h aufgetragen, siehe hierzu das Bezugszeichen 19. Auf der Y-Achse ist die Kraft in Newton [N] aufgetra gen, siehe hierzu das Bezugszeichen 18. Die Antriebskraft erstreckt sich in einem Be reich zwischen F=0N und F=12.500 N, d. h. F=12,5 kN. Die Geschwindigkeit auf der X-Achse erstreckt sich in einem Bereich zwischen V=0 km/h und V=250 km/h. 6 shows a force-speed diagram with different Betriebszu states that can be carried out with the state of charge 12 according to FIG. In FIG. 6, the speed in km / h is plotted on the X-axis, see the reference number 19. The force in Newtons [N] is applied to the Y-axis, see the reference number 18. The driving force extends in a range between F = 0N and F = 12,500 N, i.e. H. F = 12.5 kN. The speed on the X-axis extends in a range between V = 0 km / h and V = 250 km / h.
Des Weiteren sind verschiedene Bereiche definiert, welche die Betriebsbereiche des Hybridfahrzeuges unterscheiden: Der Betriebsbereich EM1 erstreckt sich zwischen einer Kraft von F=7.500 N bis zu einer Geschwindigkeit von ca. 40 km/h, sinkt dann langsam bis zu einer Geschwindigkeit von 50 km/h auf ca. F=7.000N ab und fällt dann hyperbelförmig bis zu einer Geschwindigkeit von V=140 km/h auf ca. F=2.000N ab. Die Betriebsart EM2, d. h. die dritte Betriebsart 9c, beginnt bei ca. 140 km/h und sinkt langsam bis zu ca. F=2.500 N bei einer Geschwindigkeit von V=150 km/h ab. Furthermore, different areas are defined which differentiate the operating areas of the hybrid vehicle: The operating area EM1 extends between a force of F = 7,500 N up to a speed of approx. 40 km / h, then slowly decreases to a speed of 50 km / h h drops to approx. F = 7,000N and then drops hyperbolic up to a speed of V = 140 km / h to approx. F = 2,000N. The operating mode EM2, ie the third operating mode 9c, begins at approx. 140 km / h and slowly decreases to approx. F = 2,500 N at a speed of V = 150 km / h.
Oberhalb des EM1- und des EM2-Bereiches befindet sich der Boost-Bereich 17. Der Boost-Bereich wird dadurch bewirkt, dass auf dem konstanten Antrieb mit dem Elekt romotor zusätzlich der Verbrennungsmotor aufgeschaltet wird. Der Boost-Bereich er streckt sich in einem Bereich zwischen ca. V=60 km/h bei einer Antriebskraft von F=7.600N und fällt bis zu einer Geschwindigkeit von V=250 km/h bei einer Antriebs kraft von ca. F=2.700N ab. The boost area 17 is located above the EM1 and EM2 areas. The boost area is brought about by the internal combustion engine being connected to the constant drive with the electric motor. The boost range extends in a range between approx. V = 60 km / h with a drive force of F = 7,600N and falls to a speed of V = 250 km / h with a drive force of approx. F = 2,700 N from.
In dem vorderen Bereich oberhalb des EM1 -Bereiches befindet sich der Peak- Bereich 16. Dieser erstreckt sich, ausgehend von einer Kraft von F=11.000N bis zu einer Geschwindigkeit von ca. V=50 km/h horizontal und sinkt dann steil auf eine Ge schwindigkeit von ca. V=60 km/h bei einer Kraft von ca. F=7.500N ab. The peak area 16 is located in the front area above the EM1 area. This extends from a force of F = 11,000N up to a speed of approx. V = 50 km / h horizontally and then drops steeply to one Ge speed of approx. V = 60 km / h with a force of approx. F = 7,500N.
Die Fig. 7 zeigt den Ladungsspeicher 10, wobei der Ladezustand 12 des Ladungs speichers 10 bei ca. 25 % seiner vollen Kapazität angesiedelt ist. Fig. 7 shows the charge storage device 10, the state of charge 12 of the charge storage device 10 being approximately 25% of its full capacity.
Bei diesem Ladezustand 12 des Ladungsspeichers 10 sind die in der Fig. 8 gezeigten Betriebszustände erreichbar. Die erste Betriebsart 9a, d. h. die Betriebsart ICE2 im EVT-Modus beginnt bei einer Kraft von ca. F=4.000 N und erstreckt sich horizontal bis zu einer Geschwindigkeit von ca. V=60 km/h und sinkt stetig auf eine Kraft von ca. F=3.000 N bei ca. V=140 km/h ab. Das heißt, im Anfahrvorgang bei geringen Ge schwindigkeiten und einem Ladezustand 12 der Batterie, der sich im unteren Drittel bewegt, fährt das Auto im Verbrennerbetrieb. With this state of charge 12 of the charge store 10, the operating states shown in FIG. 8 can be achieved. The first mode of operation 9a, i. H. The ICE2 operating mode in EVT mode starts at a force of approx. F = 4,000 N and extends horizontally up to a speed of approx. V = 60 km / h and steadily decreases to a force of approx. F = 3,000 N at approx . V = 140 km / h from. This means that when starting off at low speeds and the battery has a charge level of 12 in the lower third, the car drives in combustion mode.
Der ICE4-Modus, d. h. die vierte Betriebsart 9d, beginnt bei ca. F=2.000 N bei einer Geschwindigkeit von ca. V=60 km/h und erstreckt sich langsam abfallend bis zu einer Geschwindigkeit von V=250 km/h und endet bei ca. F=2.000 N. Oberhalb des Berei ches 9b befindet sich beginnend bei einer Kraft von ca. F=7.000 N und einer Ge schwindigkeit von V=60 km/h der Boost-Bereich 17. Der Boost-Bereich 17 fällt von F=7.000 N bei einer Geschwindigkeit von V=60 km/h stetig ab bis zu einer Geschwin digkeit von V=250 km/h und einer Kraft von ca. F=2.700 N. The ICE4 mode, ie the fourth operating mode 9d, starts at approx. F = 2,000 N at a speed of approx. V = 60 km / h and extends slowly downwards to a speed of V = 250 km / h and ends at approx. F = 2,000 N. Above the area 9b is the boost area 17 starting at a force of approx. F = 7,000 N and a speed of V = 60 km / h. The boost area 17 drops from F = 7,000 N at a speed of V = 60 km / h steadily up to a speed of V = 250 km / h and a force of approx. F = 2,700 N.
Oberhalb des Bereiches 9a, d. h. des ICE2-Bereiches im EVT-Modus, befindet sich der Endbereich 16, der auch EM1 + Peak-Bereich 16 genannt wird und der bei ca.Above the area 9a, d. H. of the ICE2 area in EVT mode, there is the end area 16, which is also called EM1 + peak area 16 and which starts at approx.
F=11 .000 N beginnt mit einer Geschwindigkeit von ca. V=0 km/h und der sich horizon tal bis zu einer Geschwindigkeit von ca. V=50 km/h erstreckt und dann rasant abfällt auf eine Kraft von ca. F=7.000 N und einer Geschwindigkeit von ca. V=60 km/h. F = 11,000 N begins at a speed of approx. V = 0 km / h and which extends horizontally up to a speed of approx. V = 50 km / h and then rapidly drops to a force of approx. F = 7,000 N and a speed of approx. V = 60 km / h.
In der Fig. 9 ist der Ladungsspeicher 10 gezeigt, der bis zum Ladezustand 12 geladen ist, d.h. der sich bei ca. 20% des vollen Ladezustand der Batterie befindet, d. h. unter halb des strategischen Batterieschwellenwertes 14 oder genau an der Grenze des strategischen Batterieschwellenwertes 14. In Fig. 9, the charge storage device 10 is shown, which is charged up to the state of charge 12, i.e. which is at approx. 20% of the full charge state of the battery; H. below half of the strategic battery threshold value 14 or exactly at the limit of the strategic battery threshold value 14.
Die erste Betriebsart, d. h. der Rekuperationsbetrieb 9a, befindet sich zwischen einer Kraft F=4.500 N, beginnend bei einer Geschwindigkeit von V=0 km/h, läuft horizontal bis zu einer Geschwindigkeit von V=60 km/h und sinkt dann stetig bis zu einer Ge schwindigkeit von V=150 km/h auf eine Kraft von ca. F=2.600 N ab. Oberhalb dieses Bereiches befindet sich kein Betriebsbereich mehr, da die Batterie fast leer ist und somit kein Peak-Bereich mehr durch einen zusätzlichen Betrieb des Elektromotors be reitgestellt werden kann. Der ICE4-Bereich, d. h. die vierte Betriebsart 9d beginnt bei einer Kraft von ca. F=2.400 N bei einer Geschwindigkeit von ca. V=60 km/h und er streckt sich horizontal langsam abfallend bis zu einer Kraft von ca. F=2.400 N bis zu einer Geschwindigkeit von ca. V=250 km/h. Auch oberhalb dieses Bereiches befindet sich kein weiterer Boost-Bereich, da die Batterie, d.h. der Ladespeicher, nahezu leer ist. The first mode of operation, i.e. H. the recuperation operation 9a, is between a force F = 4,500 N, starting at a speed of V = 0 km / h, runs horizontally up to a speed of V = 60 km / h and then decreases steadily to a speed of V = 150 km / h to a force of approx. F = 2,600 N. Above this range there is no longer an operating range, since the battery is almost empty and therefore no more peak range can be provided by an additional operation of the electric motor. The ICE4 area, i. H. the fourth operating mode 9d begins at a force of approx. F = 2,400 N at a speed of approx. V = 60 km / h and it stretches slowly descending horizontally up to a force of approx. F = 2,400 N up to a speed of approx. V = 250 km / h. There is no further boost range above this range either, as the battery, i.e. the charge memory, is almost empty.
Die Fig. 11 zeigt den Ladezustand 12 des Ladespeichers 10, wobei der Ladezustand 12 sich unterhalb des strategischen Batterieschwellenwertes 14 bewegt, also die Bat terie fast leer ist. Unterhalb des strategischen Batterieschwellenwertes 14 ist ein An trieb des Hybridfahrzeuges durch den Elektromotor nur noch n-mal möglich. Der Wert n-mal ist dabei abhängig von der definierten Höhe des strategischen Batterieschwel lenwertes 14 und weiterer Rahmenbedingungen, wie bspw. dem Gefälle oder der Steigung auf dem das Hybridfahrzeug steht, der Außentemperatur, der Luftfeuchte oder weiterer Randbedingungen, die vom jeweiligen Einsatzgebiet abhängig sind. 11 shows the state of charge 12 of the charging store 10, the state of charge 12 moving below the strategic battery threshold value 14, that is to say the battery is almost empty. Below the strategic battery threshold value 14, the hybrid vehicle can only be driven n times by the electric motor. The value n times is dependent on the defined level of the strategic battery threshold 14 and other framework conditions, such as, for example, the gradient or the Incline on which the hybrid vehicle is standing, the outside temperature, the humidity or other boundary conditions that depend on the respective area of use.
Mit anderen Worten ist ein Getriebe bereitgestellt, welches zusätzlich einen EVT- Modus beinhaltet, d. h. einen Verbrennerbetrieb auf welchem ein Antrieb des Elektro motors im Generatorbetrieb zusätzlich beaufschlagt werden kann. Damit ist es in vor teilhafter Weise möglich, die meisten Starts mit dem Verbrennungsmotor beim Aufla den des Ladungsspeichers, d. h. der Batterie, durchzuführen. Verschiedene Start- und Modus-Nutzungsstrategien müssen entsprechend den unterschiedlichen SOC- Schwellenwerten (State of Charge) definiert werden. Die beschriebenen Strategien gelten für Dedicated Hybrid Transmission (DHT) mit mindestens zwei elektrischen Vorwärtsgängen, einem EVT-Gang und einer Übersetzung für den Verbrennungsmo tor. Zum Rückwärtsfahren werden mindestens zwei elektrische Gänge verwendet, bei denen der Elektromotor in die andere Richtung läuft, d.h. in die rückwärtsgerichtete Richtung. Abhängig von den unterschiedlichen Ladezuständen der Batterie werden Regeln für die Verwendung der verschiedenen verfügbaren Übersetzungen bzw. Modi definiert, in Abhängigkeit der gewünschten Fahrzeuggeschwindigkeit und der ge wünschten Antriebskraft. In other words, a transmission is provided which additionally includes an EVT mode, i. H. a combustion operation on which a drive of the electric motor can also be acted upon in generator operation. This makes it possible, in an advantageous manner, most starts with the internal combustion engine when charging the charge storage device, d. H. the battery. Different start and mode usage strategies have to be defined according to the different SOC (State of Charge) thresholds. The strategies described apply to Dedicated Hybrid Transmission (DHT) with at least two electrical forward gears, one EVT gear and a gear ratio for the combustion engine. At least two electrical gears are used for reversing, in which the electric motor runs in the other direction, i.e. in the reverse direction. Depending on the different states of charge of the battery, rules for the use of the different available ratios or modes are defined, depending on the desired vehicle speed and the desired drive force.
Die Fig. 12 zeigt eine schemtaische Darstellung der Parameter, die auf die Steuerein richtung 7 wirken. Die Steuereinrichtung 7 ist dazu ausgebildet, den ersten Batterie schwellwert 11 , den Ladezustand des Ladungsspeichers 12, die Extraleistungs schwelle 13, den strategischen Batterieschwellwert 14 und die Zusatzleistungsschwel le 15 als Betriebsparameter zu verarbeiten. In Abhängigkeit dieser Parameter steuert die Steuereinrichtung dann die Schaltmechanismen 8a, 8b, 8c, so dass diese anhand eines hinterlegten Regelalgorithmus und der Parameter 11 , 12, 13, 14, 15 angesteuert werden. FIG. 12 shows a schematic representation of the parameters which act on the control device 7. The control device 7 is designed to process the first battery threshold 11, the state of charge of the charge store 12, the extra power threshold 13, the strategic battery threshold 14 and the additional power threshold 15 as operating parameters. Depending on these parameters, the control device then controls the switching mechanisms 8a, 8b, 8c so that they are controlled using a stored control algorithm and the parameters 11, 12, 13, 14, 15.
Die Fig. 13 zeigt eine schematische Darstellung eines Hybridfahrzeuges 2, umfassend mehrere Antriebsräder 31 , die von dem ein Getriebe 1 angetrieben werden, welches wiederum von dem Verbrennungsmotor 3 angetrieben wird. Der Verbrennungsmotor kann dabei als Otto- oder als Dieselmotor ausgestaltet sein. Bezuqszeichenliste 13 shows a schematic representation of a hybrid vehicle 2, comprising a plurality of drive wheels 31 which are driven by a transmission 1 which in turn is driven by the internal combustion engine 3. The internal combustion engine can be designed as a gasoline or diesel engine. Reference list
1 Getriebe 1 gear
2 Hybridfahrzeug 2 hybrid vehicle
3 Verbrennungsmotor 3 combustion engine
4 Elektromotor 4 electric motor
5 Getriebeausgang 5 transmission output
6 Planetengetriebe 6 planetary gears
6a erster Planetenradsatz 6a first planetary gear set
6b zweiter Planetenradsatz 6b second planetary gear set
7 Steuereinrichtung 7 Control device
8a erster Schaltmechanismus 8a first switching mechanism
8b zweiter Schaltmechanismus 8b second switching mechanism
8c dritter Schaltmechanismus 8c third switching mechanism
9a erste Betriebsart (Rekuperationsbetrieb) 9a first operating mode (recuperation mode)
9b zweite Betriebsart 9b second mode of operation
9c dritte Betriebsart 9c third mode of operation
9d vierte Betriebsart 9d fourth operating mode
9e fünfte Betriebsart 9e fifth mode of operation
9f sechste Betriebsart 9f sixth mode of operation
10 Ladungsspeicher 10 charge stores
11 erster Batterieschonschwellwert 11 first battery protection threshold
12 Ladezustand des Ladungsspeichers 12 State of charge of the charge storage
13 Extraleistungsschwelle 13 Extra performance threshold
14 strategischer Batterieschwellenwert 14 strategic battery threshold
15 Zusatzleistungsschwelle 15 Additional benefit threshold
16 Peak-Bereich 16 peak area
17 Boost-Bereich 17 Boost area
18 Kraft [N] 18 force [N]
19 Fahrzeuggeschwindigkeit [km/h] 19 vehicle speed [km / h]
20 erstes Sonnenrad 21 erster Planetenradsatz 20 first sun gear 21 first planetary gear set
22 erstes Hohlrad 22 first ring gear
23 zweites Sonnenrad 23 second sun gear
24 zweiter Planetenradsatz 25 zweites Hohlrad 24 second planetary gear set 25 second ring gear
26 erster Planetenradträger 26 first planet carrier
27 zweiter Planetenradträger27 second planet carrier
28 Drehmomentausgangsbauteil28 Torque Output Component
29 Drehachse 30 Drehschwingungsdämpfer29 Axis of rotation 30 Torsional vibration damper
31 Antriebsräder 31 drive wheels
32 Übersetzungsverhältnis 32 gear ratio
33 Nicht nutzbarer Bereich 33 Unusable area

Claims

Patentansprüche Claims
1. Getriebe (1 ) für ein Hybridfahrzeug (2), um Drehmoment zumindest zwi schen einem Verbrennungsmotor (3), einem Elektromotor (4) und einem Getriebeausgang (5) zu verbringen, umfassend ein im Drehmomentenfluss liegendes Planetengetriebe (6), welches von einer Steuereinrichtung (7) durch mehrere Schaltmechanismen (8a, 8b, 8c) in mehrere Betriebsarten (9a, 9b, 9c, 9d, 9e, 9f) schaltbar ist, von denen eine Betriebsart (9a, 9b, 9c, 9d, 9e, 9f) ein Rekuperationsbetrieb (9a) ist, in welcher der Verbrennungs motor (3) antreibend wirkt und der Elektromotor (4) im Generatorbetrieb dazu vorgesehen ist, einen wirkverbundenen Ladungsspeicher (10) aufzu laden, dadurch gekennzeichnet, dass in der Steuereinrichtung (7) wenigs tens ein erster Batterieschonschwellenwert (11) abgelegt ist, der einen La dezustand (12) des Ladungsspeichers (10) wiedergibt, wobei die Steuerein richtung (7) dazu eingerichtet ist, bei Unterschreiten des ersten Batterie schonschwellenwertes (11) die Schaltmechanismen (8a, 8b, 8c) so anzu steuern, dass der Antrieb des Hybridfahrzeuges (2) durch den Verbren nungsmotor (3) erzwungen wird, so dass das Hybridfahrzeug (2) im Reku perationsbetrieb (9a) betrieben wird. 1. Transmission (1) for a hybrid vehicle (2) to spend torque at least between an internal combustion engine (3), an electric motor (4) and a transmission output (5), comprising a planetary gear (6) located in the torque flow, which of a control device (7) can be switched into several operating modes (9a, 9b, 9c, 9d, 9e, 9f) by several switching mechanisms (8a, 8b, 8c), of which one operating mode (9a, 9b, 9c, 9d, 9e, 9f ) is a recuperation mode (9a), in which the combustion engine (3) acts as a driving force and the electric motor (4) is provided in generator mode to charge an operatively connected charge storage device (10), characterized in that little in the control device (7) At least a first battery protection threshold value (11) is stored, which reflects a charge state (12) of the charge storage device (10), the control device (7) being set up to switch the switching mechanisms (8a, 8b) when the first battery protection threshold value (11) is undershot , 8c) to be controlled in such a way that the drive of the hybrid vehicle (2) is forced by the internal combustion engine (3) so that the hybrid vehicle (2) is operated in recuperation mode (9a).
2. Getriebe (1 ) nach Anspruch 1 , dadurch gekennzeichnet, dass die Steuer einrichtung (7) voreingerichtet ist, um bei einem gewünschten Abruf von Leistung über eine Extraleistungsschwelle (13) hinaus, die Schaltmecha nismen (8a, 8b, 8c) so anzusteuern, dass ausschließlich oder zusätzlich auf die Energie des Elektromotors (4) zum Antrieb des Hybridfahrzeuges (2) zurückgegriffen wird. 2. Transmission (1) according to claim 1, characterized in that the control device (7) is pre-set up to control the switching mechanisms (8a, 8b, 8c) in such a way as to control the switching mechanisms (8a, 8b, 8c) at a desired demand for power above an extra power threshold (13) that the energy of the electric motor (4) is used exclusively or in addition to drive the hybrid vehicle (2).
3. Getriebe (1) nach Anspruch 1 oder Anspruch 2, dadurch gekennzeichnet, dass ein strategischer Batterieschwellenwert (14) in der Steuereinrichtung (7) abgelegt ist, wobei die Steuereinrichtung (7) dazu voreingerichtet ist, um bei Unterschreitung des strategischen Batterieschwellenwertes (14) die Schaltmechanismen (8a, 8b, 8c) so anzusteuern, dass ein Betrieb des Elektromotors (4) zum Antrieb des Hybridfahrzeuges nur noch n-Mal mög lich ist. 3. Transmission (1) according to claim 1 or claim 2, characterized in that a strategic battery threshold value (14) is stored in the control device (7), wherein the control device (7) is pre-set up to respond when the strategic battery threshold value (14 ) the To control switching mechanisms (8a, 8b, 8c) in such a way that the electric motor (4) can only be operated n times to drive the hybrid vehicle.
4. Getriebe (1 ) nach Anspruch 3, dadurch gekennzeichnet, dass der Wert n- Mal in Abhängigkeit des abgelegten strategischen Batterieschwellenwertes (14) und weiterer Rahmenbedingungen, wie Gefälle oder Steigung auf dem das Hybridfahrzeug (2) steht, von der Steuereinrichtung (7) bestimmt wird. 4. Transmission (1) according to claim 3, characterized in that the value n times as a function of the stored strategic battery threshold value (14) and other framework conditions, such as downhill or uphill gradient on which the hybrid vehicle (2) is standing, from the control device (7 ) is determined.
5. Getriebe (1) nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass in der Steuereinrichtung (7) ein Regelalgorithmus abgelegt ist, der er zwingt, dass, wenn der Ladungsspeicher (10) einen Ladezustand (12) oberhalb des ersten Batterieschonschwellwertes (11) erreicht, die Schalt mechanismen (8a, 8b, 8c) so angesteuert werden, dass der Elektromotor (4) zum Antrieb für das Hybridfahrzeug (2) genutzt wird. 5. Transmission (1) according to one of claims 1 to 4, characterized in that a control algorithm is stored in the control device (7) which it forces that when the charge storage (10) has a state of charge (12) above the first battery protection threshold (11) achieved, the switching mechanisms (8a, 8b, 8c) are controlled so that the electric motor (4) is used to drive the hybrid vehicle (2).
6. Getriebe (1) nach Anspruch 5, dadurch gekennzeichnet, dass der Regelal gorithmus so ausgelegt ist, dass oberhalb einer gewünschten Zusatzleis tungsschwelle (15) die Schaltmechanismen (8a, 8b, 8c) von der Steuerein richtung (7) so angesteuert werden, dass der Elektromotor (4) in einem Peak-Bereich (16) betrieben wird, oder der Verbrennungsmotor (3) zuge schaltet wird, um einen Betrieb in einem Boost-Bereich (17) zu realisieren. 6. Transmission (1) according to claim 5, characterized in that the control algorithm is designed so that the switching mechanisms (8a, 8b, 8c) are controlled by the control device (7) above a desired additional power threshold (15) that the electric motor (4) is operated in a peak range (16), or the internal combustion engine (3) is switched on in order to implement operation in a boost range (17).
7. Hybridfahrzeug (2) umfassend einen Verbrennungsmotor (3), einen Elekt romotor (4) und das Getriebe (1) nach einem der Ansprüche 1 bis 6, um Drehmoment zumindest zwischen dem Verbrennungsmotor (3), dem Elekt romotor (4) und dem Getriebeausgang (5) zu verbringen. 7. Hybrid vehicle (2) comprising an internal combustion engine (3), an electric motor (4) and the transmission (1) according to any one of claims 1 to 6 to torque at least between the internal combustion engine (3), the electric motor (4) and the transmission output (5) to spend.
8. Verfahren zum Betrieb des Getriebes (1) nach einem der Ansprüche 1 bis 6 für ein Hybridfahrzeug (2), wobei das Getriebe (1) dazu ausgebildet ist, Drehmoment zumindest zwischen einem Verbrennungsmotor (3), einem Elektromotor (4) und einem Getriebeausgang (5) eines Hybridfahrzeuges (1) zu verbringen, umfassend die folgenden Schritte: - Erfassen des Ladezustandes (12) des Ladungsspeichers (10); 8. The method for operating the transmission (1) according to one of claims 1 to 6 for a hybrid vehicle (2), wherein the transmission (1) is designed to provide torque at least between an internal combustion engine (3), an electric motor (4) and a To spend transmission output (5) of a hybrid vehicle (1), comprising the following steps: - Detecting the state of charge (12) of the charge store (10);
- kontinuierliches Analysieren und Verarbeiten des erfassten Ladezu standes (12) durch die Steuereinrichtung (7) des Getriebes (1); - Continuous analysis and processing of the detected Ladenzu status (12) by the control device (7) of the transmission (1);
-Ansteuern der jeweiligen Schaltmechanismen (8a, 8b, 8c) in Abhängig keit des Ladezustandes (12), sobald dieser einen vordefinierten ersten Batterieschonschwellenwert (11) unterschreitet, so dass der Antrieb des Hybridfahrzeuges (2) durch den Verbrennungsmotor (3) über die Schaltmechanismen (8a, 8b, 8c) erzwungen wird. -Activating the respective switching mechanisms (8a, 8b, 8c) depending on the state of charge (12) as soon as it falls below a predefined first battery protection threshold (11), so that the hybrid vehicle (2) is driven by the internal combustion engine (3) via the switching mechanisms (8a, 8b, 8c) is forced.
9. Verfahren nach Anspruch 8, zusätzlich umfassend die folgenden Schritte: 9. The method according to claim 8, additionally comprising the following steps:
- Erfassen des Wunsches, ob das Hybridfahrzeuges (2) Leistung ober halb einer Extraleistungsschwelle (13) abrufen soll; - Detecting the desire whether the hybrid vehicle (2) should retrieve power above an extra power threshold (13);
- Ansteuern der jeweiligen Schaltmechanismen (8a, 8b, 8c) durch die Steuereinrichtung (7), so dass ausschließlich oder zusätzlich auf die Energie des Elektromotors (4) zum Antrieb des Hybridfahrzeuges (2) zurückgegriffen wird. - Activation of the respective switching mechanisms (8a, 8b, 8c) by the control device (7), so that the energy of the electric motor (4) is used exclusively or in addition to drive the hybrid vehicle (2).
10. Verfahren nach einem der Ansprüche 8 oder 9, zusätzlich umfassend die folgenden Schritte: 10. The method according to any one of claims 8 or 9, additionally comprising the following steps:
-Vergleichen des erfassten Ladezustandes (12) des Ladungsspeichers (10) mit einem strategischen Batterieschwellenwert (14) durch die Steuereinrichtung (7); -Comparison of the detected state of charge (12) of the charge store (10) with a strategic battery threshold value (14) by the control device (7);
- Ansteuern der Schaltmechanismen (8a, 8b, 8c), so dass bei Unter- schreitung des strategischen Batterieschwellenwertes (14) ein Betrieb des Elektromotors (4) zum Antrieb des Hybridfahrzeuges nur noch n- Mal möglich ist. - Activation of the switching mechanisms (8a, 8b, 8c) so that if the strategic battery threshold value (14) is not reached, the electric motor (4) can only be operated n times to drive the hybrid vehicle.
PCT/DE2021/100096 2020-02-17 2021-02-02 Transmission for a hybrid vehicle, method for operating such a transmission, and hybrid vehicle WO2021164813A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020104047.4 2020-02-17
DE102020104047.4A DE102020104047A1 (en) 2020-02-17 2020-02-17 Transmission for a hybrid vehicle and method for operating such a transmission

Publications (1)

Publication Number Publication Date
WO2021164813A1 true WO2021164813A1 (en) 2021-08-26

Family

ID=74625773

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2021/100096 WO2021164813A1 (en) 2020-02-17 2021-02-02 Transmission for a hybrid vehicle, method for operating such a transmission, and hybrid vehicle

Country Status (2)

Country Link
DE (1) DE102020104047A1 (en)
WO (1) WO2021164813A1 (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2146855B1 (en) 2007-05-24 2012-01-25 ZF Friedrichshafen AG Hybrid drive system for a vehicle
DE102013211975A1 (en) * 2013-02-06 2014-08-07 Bayerische Motoren Werke Aktiengesellschaft Torque overlay device for hybrid drive and method for operating such a hybrid drive
US20150307109A1 (en) * 2012-12-07 2015-10-29 Continental Automotive Gmbh Method And Device For Estimating The Residual Energy Of An Energy Accumulator Of A Motor Vehicle And A Method And Device For Operating A Hybrid Motor Vehicle
WO2016075336A1 (en) 2014-11-14 2016-05-19 Avl List Gmbh Torque transmission device and method for the operation thereof
DE102016221045A1 (en) 2016-10-26 2018-04-26 Audi Ag Gear arrangement for a hybrid vehicle
EP3315372A1 (en) 2015-06-24 2018-05-02 Nissan Motor Co., Ltd. Power generation control device for hybrid vehicle
DE102018130498A1 (en) 2018-11-30 2020-06-04 Schaeffler Technologies AG & Co. KG Hybrid transmission unit with two planetary gear sets and several switching devices; as well as motor vehicle

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004023512A1 (en) 2004-05-10 2005-12-08 Volkswagen Ag Method for power management in electrical system of hybrid vehicle entails adjusting charge state of energy accumulator to value below nominal charge state when motor RPMs are greater than second ceiling RPM
DE102007024471B4 (en) 2007-05-25 2023-04-06 Volkswagen Ag Method and device for energy management in an electrical energy system of a hybrid vehicle
JP2009023614A (en) 2007-07-23 2009-02-05 Toyota Motor Corp Controller for power transmission device for vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2146855B1 (en) 2007-05-24 2012-01-25 ZF Friedrichshafen AG Hybrid drive system for a vehicle
US20150307109A1 (en) * 2012-12-07 2015-10-29 Continental Automotive Gmbh Method And Device For Estimating The Residual Energy Of An Energy Accumulator Of A Motor Vehicle And A Method And Device For Operating A Hybrid Motor Vehicle
DE102013211975A1 (en) * 2013-02-06 2014-08-07 Bayerische Motoren Werke Aktiengesellschaft Torque overlay device for hybrid drive and method for operating such a hybrid drive
WO2016075336A1 (en) 2014-11-14 2016-05-19 Avl List Gmbh Torque transmission device and method for the operation thereof
EP3315372A1 (en) 2015-06-24 2018-05-02 Nissan Motor Co., Ltd. Power generation control device for hybrid vehicle
DE102016221045A1 (en) 2016-10-26 2018-04-26 Audi Ag Gear arrangement for a hybrid vehicle
DE102018130498A1 (en) 2018-11-30 2020-06-04 Schaeffler Technologies AG & Co. KG Hybrid transmission unit with two planetary gear sets and several switching devices; as well as motor vehicle

Also Published As

Publication number Publication date
DE102020104047A1 (en) 2021-08-19

Similar Documents

Publication Publication Date Title
DE102005042499B4 (en) Electrically adjustable transmission with improved climbing ability
DE102005006371B4 (en) Control for switching through a neutral mode in an electrically variable transmission
EP1409282B1 (en) Methods for operating a motor vehicle driven by an internal combustion engine and by two electric machines
DE102005006149B4 (en) Accelerator release control
DE102011078815A1 (en) POWER TRANSMISSION DEVICE FOR A VEHICLE
WO2012123170A1 (en) Hybrid drive of a motor vehicle
EP3887189A1 (en) Hybrid transmission unit having two planetary gear sets and a plurality of switching devices; and motor vehicle
WO2014122026A1 (en) Torque overlay device for a hybrid drive system, and a method for operating such a hybrid drive system
DE102005022011A1 (en) Drive chain for use in motor vehicle, has input and output planetary gear sets, clutches and two brakes that are arranged in such manner that six different forward gears are adjustable between input shaft and output shaft
WO2009024162A1 (en) Hybrid drive system with two partial transmissions
WO2017084889A1 (en) Operating a drive device of a hybrid vehicle and hybrid vehicle
WO2009150046A1 (en) Hybrid drive train for a motor vehicle and method for operating the hybrid drive train
DE102010030573A1 (en) Hybrid drive with an automated manual transmission
DE102010010435A1 (en) Drive system and method for operating such a drive system, in particular for a motor vehicle
DE102007029610A1 (en) Hybrid vehicle, in particular hybrid vehicle with front-wheel drive
DE102011086057A1 (en) hybrid vehicle
EP2544909A1 (en) Drive device
EP3969309A1 (en) Hybrid transmission unit having planetary wheel sets for implementing two serial and four parallel modes; and motor vehicle
DE102010018987A1 (en) Hybrid drivetrain for motor vehicle, has drive comprising electric motor, where rotor of electric motor is directly and rotatably connected with output element of stepless transmission that is implemented as I2-transmission
EP4208361A1 (en) Drive unit and drive assembly
WO2021104801A1 (en) Hybrid drivetrain, hybrid gearbox, and method for operating same
WO2021164813A1 (en) Transmission for a hybrid vehicle, method for operating such a transmission, and hybrid vehicle
WO2014086680A1 (en) Hybrid drive system
DE102017218666B4 (en) Method for recuperation during operation of a motor vehicle and motor vehicle
EP4025445A1 (en) Powertrain unit having electrical machine and internal combustion engine; and method for operating a powertrain unit

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21705426

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 21705426

Country of ref document: EP

Kind code of ref document: A1