• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a drive train (10) with an in particular dedicated hybrid transmission (11) with a transmission input shaft (12) which is rotatably or rotatably connected to an internal combustion engine (ICE), with a transmission output shaft (13) and at least one with a switchable spur gear stage Fixed gear (G1z1, G2z1, G3z2, G4z2, G5z2) and an idler gear (G1z2, G2z2, G3z1, G4z1, G5z1) between the gearbox input shaft (12) and the gearbox output shaft (13th century) formed transmission gear stage (1, 2, 3, 4, 5) ), wherein a first electrical machine (EM1) with the transmission output shaft (13) and a second electrical machine (EM2) with the input shaft (12) is or can be rotatably connected. In order to increase driving comfort, it is provided that the first electrical machine (EM1) can be rotatably connected to at least one fixed gear (G3z2, G4z2, G5z2) of the transmission output shaft (13).
    公开号:AT522146A1
    申请号:T50144/2019
    申请日:2019-02-22
    公开日:2020-09-15
    发明作者:Ing Dipl (Fh) Mario Brunner；Ing Ivan Andrasec Dipl
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a drive train with an in particular dedicated hybrid transmission with a transmission input shaft that is rotatably or rotatably connected to an internal combustion engine, with a transmission output shaft and at least one transmission gear stage formed by a switchable spur gear stage with a fixed gear and an idler gear between the transmission input shaft and the transmission output shaft, with a first electrical machine with the transmission output shaft and a second electrical machine with the transmission input shaft rotatably or rotatably connected. The invention also relates to a method for operating this drive train.
    From CN 203283020 A, a drive train with a hybrid transmission with a transmission input shaft and a transmission output shaft, a first electrical machine and a second electrical machine is known. The first electrical machine and the second electrical machine are arranged coaxially to the transmission input shaft. The first electrical machine is rotatably connected to a loose wheel of the transmission input shaft, which meshes with a loose wheel of the transmission output shaft. The idler gear of the transmission output shaft can be rotatably connected to the transmission output shaft via a coupling. The second electrical machine is rotatably connected to a further idler gear of the transmission input shaft, which can be coupled to the transmission input shaft via a further clutch. This idler wheel stands with one
    Fixed gear of the gearbox output shaft in mesh.
    The US 9,789,754 B2 shows a similar arrangement, the second being electrical
    Machine is firmly connected to the transmission input shaft.
    In the cited prior art, torque drops during switching interruptions can only be compensated for by a single electrical machine. This restricts the mode of operation of the drive train and the ride comfort for passengers. Compensating for torque drops in particular
    during switching interruptions is also referred to as "torque filling".
    The object of the invention is to provide improved torque filling in a simple manner
    enable and increase driving comfort.
    Based on a drive train of the type mentioned at the outset, the object is achieved according to the invention in that the first electrical machine can be rotatably connected to at least one fixed gear of the transmission output shaft.
    The second electrical machine can preferably be rotatably connected to at least one fixed wheel of the input shaft or one fixed wheel of the transmission output shaft.
    This makes it possible to switch on both electrical machines during a switching process
    To provide drive torque (torque filling) or a braking torque.
    One embodiment of the invention provides that the axis of rotation of the first electrical machine is spaced from the axis of rotation of the transmission input shaft and the axis of rotation of the transmission output shaft, and / or that the axis of rotation of the second electrical machine is spaced from the axis of rotation of the transmission input shaft and the axis of rotation of the transmission output shaft. This results in great design freedom when arranging the electrical machines.
    In order to be able to selectively perform torque filling with the torque of the first electrical machine, it is advantageous if the first electrical machine can be rotatably connected to the transmission output shaft via a first switching device. The first switching device preferably has a first switching position in which the first electrical machine is rotatably connected to a fixed gear of the output transmission shaft, for example the third transmission gear of the internal combustion engine, via a first transmission gear stage of the first electrical machine. It is particularly advantageous if the first switching device has a second switching position in which the first electric machine is rotatably connected to another fixed gear of the output gear shaft, preferably the highest gear ratio of the internal combustion engine, via a second gear ratio of the first electric machine. This makes it possible to connect the first electrical machine to the transmission output shaft via various gear ratios. On the one hand, this enables torque filling by the first electric machine in different speed ranges. On the other hand, it is possible to have the transmission output shaft in two different gear ratios - with the internal combustion engine disconnected - only by the first electrical machine
    to drive.
    On the other hand, the first electrical machine can be decoupled very easily from the transmission output shaft if the first switching device has a neutral switching position in which the first electrical machine is disconnected from the
    Transmission output shaft is separated.
    In one embodiment of the invention it is provided that the second electrical machine can be rotatably connected to the transmission input shaft via a second switching device. This makes it possible to optionally perform torque filling with the second electrical machine. The second switching device preferably has a first switching position in which the second electrical machine is rotatably connected to a first fixed gear of the transmission input shaft, for example a first transmission gear stage of the internal combustion engine, via a first transmission stage of the second electrical machine. In order to enable several operating modes, it is advantageous if the second switching device has a second switching position in which the second electrical machine has a second gear ratio of the second electrical machine with a fixed gear of the transmission output shaft, preferably a third
    or fifth gear ratio, is rotationally connected.
    This makes it possible to connect the second electrical machine to the input shaft via different gear ratios. On the one hand, this enables torque filling by the second electric machine in different speed ranges. On the other hand, it is possible to drive the input shaft in two different gear ratios - for example when the internal combustion engine is decoupled - only by the first electrical machine. By coupling the internal combustion engine to the transmission input shaft, the internal combustion engine can be started via the second electrical machine. The second switching device advantageously has a neutral switching position in which the second electrical machine is separated from the transmission input shaft. As a result, the second electrical machine can very quickly from the
    Transmission input shaft can be decoupled.
    The inventive method for operating the drive train provides that in at least one operating mode by the first electrical machine
    positive torque - i.e. a drive torque - or a negative one
    Torque - a braking torque - on at least one fixed gear of the
    Transmission output shaft is applied.
    In a simple variant embodiment of the invention, the first electrical machine is continuously rotatably connected to the transmission output shaft via at least one transmission stage.
    Another embodiment of the invention provides that at least one first operating mode, the first electric machine is rotatably connected via a first gear ratio of the first electric machine to a fixed gear of the transmission output shaft - which is preferably assigned to a third gear ratio of the internal combustion engine. In at least one second operating mode, the first electrical machine can be rotationally connected via a second gear ratio stage of the first electric machine to a fixed gear of the transmission output shaft - which is preferably assigned to the highest gear ratio stage of the internal combustion engine.
    In order to perform torque filling with the second electrical machine, a positive torque - i.e. drive torque - or negative torque - i.e. braking torque - can also be applied to the transmission input shaft in at least one operating mode with the second electrical machine. In this case, for example, in at least one operating mode, the second electric machine can have a first gear ratio of the second electric machine with a first fixed gear of the transmission input shaft - which is preferably a first gear ratio of the internal combustion engine
    is assigned - be rotationally connected.
    Furthermore, it can also be provided that, in at least one first and / or second operating mode, the second electrical machine is rotationally connected via a second gear ratio of the second electric machine to a second fixed gear of the transmission output shaft - which is preferably assigned to a third or fifth gear ratio of the internal combustion engine
    becomes,
    Furthermore, it can be provided that in at least one further operating mode, in
    which does not require electrical torque assistance, the first
    electrical machine from the transmission output shaft and / or the second
    electrical machine is / are separated from the transmission input shaft.
    With the drive train according to the invention, both electrical machines can be used to compensate for torque drops during switching interruptions. This significantly increases driving comfort during gear changes. In addition, this means that the electrical machines can be designed to be smaller in terms of their power. Furthermore, serial hybrid operation of the internal combustion engine and the first and / or second electrical machine is possible.
    The invention is illustrated below with reference to the non-restrictive figures
    Shown variants explained in more detail. They show schematically:
    In the figures, the same parts are provided with the same reference symbols.
    1 shows a first variant embodiment of a drive train according to the invention with four gear ratios for the internal combustion engine and two
    Gear ratios for the first electric machine,
    2 shows a second variant embodiment of a drive train according to the invention with four transmission stages for the internal combustion engine and one
    Gear ratio for the first electric machine,
    3 shows a third variant embodiment of a drive train according to the invention with five gear ratios for the internal combustion engine and two
    Gear ratios for the first electric machine,
    4 shows a fourth variant embodiment of a drive train according to the invention with five gear ratios for the internal combustion engine and one
    Gear ratio for the first electric machine and
    5 shows a fifth embodiment of a drive train according to the invention with three gear ratios for the internal combustion engine and one
    Gear ratio for the first electric machine.
    In each variant, the drive train 10 has a dedicated hybrid transmission 11 with a transmission input shaft 12 and a transmission output shaft 13, as well as a first electrical machine EM1 that can be drive-connected to the transmission output shaft 12 and a second electrical machine EM2. The transmission input shaft 12 is via a
    Clutch CO rotatable with an internal combustion engine ICE.
    The axes of rotation 16a and 18a of the first electrical machine EM1 and of the second electrical machine EM2 are spaced apart from the axis of rotation 12a of the transmission input shaft 12 and the axis of rotation 13a of the transmission output shaft 13. The transmission output shaft 13 is connected to a differential 15 via a spur gear stage 14 with meshing gears FDz1 and FDz2, which is connected to drive wheels of the motor vehicle via drive shafts (not shown)
    connected is.
    First variant
    1 shows an embodiment variant in which the transmission input shaft 12 can be connected to the transmission output shaft 13 via several transmission gear stages 1, 2, 3, 4. Each transmission stage 1, 2, 3, 4 has a fixed gear G1z1, G2z1, G3z2, G4z2 and a loose gear G1z2, G2z2, G3z1, G4z1 on the transmission input shaft 12 or the transmission output shaft 13 in meshing engagement with this. In the exemplary embodiments, the fixed gears G1z1 of the first gear stage 1 and G2z1 of the second gear stage 2 are arranged on the transmission input shaft 12, and the corresponding idler gears G1z2, G2z2 on the transmission output shaft 13. Furthermore, the fixed gears G3z2 of the third gear stage 3 and G4z2 of the fourth gear stage 4 are on the transmission output shaft 13, and the corresponding idler gears G3z1, G4z1 are on
    the transmission input shaft 12 is arranged.
    The idler gears G1z2 and G2z2 can optionally be drive-connected to the transmission output shaft 13 via the first shift sleeve S1. Similarly, the idler gears G3z1 and G4z1 can optionally be connected to the second gearshift sleeve S2 with the
    Transmission input shaft 12 are drive-connected. The shift sleeves S1 and S2
    each have a left position | and a right position r.
    7733
    Furthermore, the hybrid transmission 11 has a first electrical machine EM1 and a second electrical machine EM2. The first electrical machine EM1 can be connected to the transmission output shaft 13 via a first intermediate gear ZW1 and the second electrical machine EM2 can be connected to the transmission input shaft 12 via a second intermediate gear ZW2.
    In the embodiment shown in FIG. 1, the first intermediate gear ZW1 has a first transmission stage E1 with an idler gear E1z1 and a second transmission stage E2 with an idler gear E2z1. The idler gear E1z1 of the first gear stage E1 of the first electrical machine EM1 is connected to the fixed gear G3z2 of the third gear stage 3 of the internal combustion engine ICE and the idler gear E2z1 of the second gear stage E2 of the first electrical machine EM1 is in sync with the fixed gear G4z2 of the fourth gear stage 4 of the internal combustion engine ICE Meshing. The drive shaft 16 of the first electrical machine EM1 is drive-connected via a spur gear stage E with the spur gears Ez1 and Ez2 in mesh with your first intermediate shaft 17 of the first intermediate gear ZW1, on which the idler gears E1z1 and E2z1 are rotatably mounted. The first switching device SE1 can be used to switch between the first transmission stage E1 and the second transmission stage E2 of the first electrical machine EM1 and the first electrical machine EM1 can be coupled to the transmission output shaft 13 with different transmission stages E1 or E2. For this purpose, the first switching device SE1 has a left first switching position SE1-I and a right second switching position SE-r. The first switching device SE1 can optionally also have a central, neutral switching position in which the first electrical machine EM1 is mechanically separated from the transmission output shaft 13.
    The second intermediate gear ZW2 has a first transmission stage EM2-A with an idler gear EM2-Az1 and a second transmission stage EM2-B with a second idler gear EM2-Bz1. The idler gear EM2-Az1 is in meshing engagement with the fixed gear G1z1 of the transmission input shaft 12. The idler gear EM2-Bz1 is drive-connected to the fixed gear G3z2 of the transmission output shaft 13. The second switching device SE2 can be used to switch between the first gear stage EM2-A and the second gear stage EM2-B of the second electrical machine EM2 and the drive shaft 18 of the second electrical machine EM2 with different gear stages EM2-A or EM2-B with the
    Transmission input shaft 12 or the transmission output shaft 13 are coupled. For this purpose, the second switching device SE2 has a left first switching position SE2-I and a right second switching position SE2-r. The second switching device SE2 can optionally also have a central, neutral switching position in which the second electrical machine EM2 is mechanically separated from the
    Transmission input shaft 12 is separated.
    The electrical machines EM1, EM2 of the drive train 10 have in the in
    Fig. 1, the first embodiment variant shown the following functions:
    First electric machine EM1:
    = »Main function: electric driving;
    = »Main function: Torque replenishment during switching processes between all gear ratios 1, 2, 3, 4 of the ICE internal combustion engine;
    = »Main function: Additional power (boost) in all or most of the gear ratios 1, 2, 3, 4 of the ICE internal combustion engine;
    = »Additional function: load point shift of the internal combustion engine ICE.
    Second electrical machine EM2 (can be decoupled if necessary)
    = »Main function: serial hybrid mode SER;
    = »Main function: starting the ICE internal combustion engine;
    = »Main function: load point shift of the internal combustion engine ICE;
    = »Additional functions: Provision of additional power through the second electrical machine EM2;
    = »Additional service (boost) in all gear ratios 1, 2, 3, 4 of the
    Internal combustion engine ICE and the gear ratios E1, E2 of the
    first electric machine EM1;
    = »Additional torque replenishment during the switching processes between all gear ratios 1, 2, 3, 4 of the ICE internal combustion engine;
    = »Torque replenishment during switching between the two electrical modes BE1, BE2
    (implemented by the first electrical machine EM1).
    Depending on the speed of the vehicle and the state of charge of the vehicle battery, the following operating modes can be run with the drive train 10:
    Low speed range:
    * High state of charge SOC of the vehicle battery
    * The drive is provided by the first electric machine EM1 (gear ratio 1 up to »70-80km / h);
    * The second electric machine EM2 can provide additional power.
    * Low state of charge SOC of the vehicle battery
    * The internal combustion engine ICE is started by the second electrical machine EM2;
    * The ICE internal combustion engine charges the vehicle battery via the second
    electric machine EM2;
    * It is driven by the first electrical machine EM1.
    Medium to high speed range (mid-high speed range):
    * Vehicle battery SOC high
    * It is driven by the first electrical machine EM1
    (Gear ratio 1 or 2);
    * An additional line may be through the second electrical machine EM2
    available.
    * Low state of charge SOC of the vehicle battery
    * It is driven by the second electrical machine EM2;
    * The ICE internal combustion engine charges the vehicle battery via the second
    electric machine EM2;
    * The internal combustion engine ICE operated in the range of the optimum efficiency; The drive power is transmitted directly to the drive wheels
    (Load point shift by second electrical machine EM2);
    * The first electrical machine EM1 can provide an additional service.
    With the first embodiment variant shown in FIG. 1, the following shifting operations assigned to the gear ratios 1, 2, 3, 4 of the internal combustion engine ICE or operating modes BE1, BE2, SER based on the gear ratios E1, E2 of the first electrical machine EM1 can be carried out:
    Gear ratio switching elements
    operation mode
    Co s1 s2 SE1 SE2 r r r r 1 X X X "X" X X 2 X X X "X" X X 3 X X X "X" X X 4 X X X "X" X X
    BE1 X X BE2 X X SER X X X
    EM1 is operated as a motor or generator
    EM2 is operated as a motor or generator
    Engine start and slow travel (e.g. <30 km / h):
    * Start with a high state of charge SOC:> by means of EM1: electrical mode BE1 (additional power through the second electrical machine EM2 possible if the second switching device SE2 is in the first left position SE2-I and the first switching sleeve S1 is in the left position S1-I );
    * Start at low state of charge SOC:> serial hybrid mode SER with EM2, clutch CO closed.
    Slow travel and travel at medium speed (> 30 km / h):
    * with gear ratio E1 of the first electrical machine EM1> start of the internal combustion engine ICE, second switching device SE2 is in the first left position SE2-I, synchronization takes place with the first shift sleeve $ S1 in left position S1-I; there is an energy balance between the internal combustion engine ICE, the first electrical machine EM1 and the second electrical machine EM2;
    * With serial hybrid mode SER with EM2> synchronization takes place with first shift sleeve S1 in left position S1-I
    there is an energy balance between the ICE internal combustion engine,
    the first electrical machine EM1 and the second electrical machine EM2.
    Second variant
    The second exemplary embodiment shown in FIG. 2 differs from the first exemplary embodiment in that the first intermediate gear ZW1 between the transmission output shaft 13 and the intermediate shaft 17 has only a single gear ratio E1 and that no switching device SE1 between the first electrical machine EM1 and the transmission output shaft 13 is provided. The first electrical machine EM1 is thus via the spur gear stage E and the
    Gear ratio E1 is constantly coupled to the transmission output shaft 13.
    With the second embodiment variant shown in FIG. 2, the following shifting operations assigned to the ratio stages 1, 2, 3, 4 of the internal combustion engine ICE or operating modes BE1, SER based on the ratio stage E1 of the first electrical machine EM1 can be carried out:
    Gear ratio switching elements operating mode
    Co s1 s2 SE2 I r I r I r
    1 X X X X
    2 X X X X
    3 X X X X
    4 X X X X BE1 X SER X X
    * _ ..EM2 is operated as a motor or generator
    Third variant
    The third embodiment variant shown in FIG. 3 differs from the drive train 10 shown in FIG. 1 in that the hybrid transmission 11 does not have four, but five transmission stages 1, 2, 3, 4, 5 for the internal combustion engine ICE
    having.
    Each gear stage 1, 2, 3, 4, 5 has a fixed gear G1z1, G2z1, G3z2, G4z2, G5z2 and a loose gear G1z2, G2z2, G3z1, G4z1, G5z1 on the gearbox input shaft 12 or the gearbox output shaft 13. In the embodiment shown in FIG. 3, the fixed gears G1z1 of the first gear stage 1 and G2z1 of the second gear stage 2 are arranged on the transmission input shaft 12 and the corresponding idler gears G1z2, G2z2 on the transmission output shaft 13. Furthermore, the fixed gears G3z2 of the third gear stage 3, G4z2 of the fourth gear stage 4 and G5z2 of the fifth gear stage 5 are arranged on the transmission output shaft 13 and the corresponding idler gears G3z1, G4z1, G5z1 on the transmission input shaft 12.
    The idler gears G1z2 and G2z2 can optionally be drive-connected to the transmission output shaft 13 via the first shift sleeve S1. Analogously to this, the idler gear G3z1 can optionally be drive-connected to the transmission input shaft 12 via the second shift sleeve S2 and the idler gears G4z1 and G5z1 via the third shift sleeve S3. The shift sleeves S1 and S3 each have a left position | in addition to a central decoupling position and a right-hand position r for activating the respective idler gear G4z1, G5z1. In addition to the decoupling position, the second shift sleeve S2 has only one left position for activating the idler gear G3z1.
    With the third embodiment variant shown in FIG. 3, the following first embodiment variant shown can be used for the following shifting operations assigned to the gear ratios 1, 2, 3, 4, 5 of the internal combustion engine ICE or operating modes BE1 based on the gear ratios E1, E2 of the first electrical machine EM1 , BE2, SER carry out:
    Gear ratio switching elements
    operation mode
    Co s1 s2 s3 SE1 SE2 I r I I r I r I r 1 X X X | MO] X | X 2 X X X] X | 3 X X X | MO] X | X 4 X X X] X | 5 X X X] X | BE1 X | X] X BE2 X X | X SER) X X X
    EM1 is operated as a motor or generator
    EM2 is operated as a motor or generator
    Fourth variant
    The fourth embodiment shown in Fig. 4 differs from the third embodiment in that - similar to the second embodiment - the first intermediate gear ZW1 between the transmission output shaft 13 and the intermediate shaft 17 has only a single gear ratio E1, and that no switching device between the first electrical machine EM1 and the transmission output shaft 13 are provided
    is. The first electrical machine EM1 is thus via the spur gear stage E and the
    Gear ratio E1 is constantly coupled to the transmission output shaft 13.
    In the third and fourth embodiment variants shown in FIGS. 3 and 4, the electrical machines EM1, EM2 of the drive train 10 also have the following
    Features on:
    First electric machine EM1:
    = »Main function: electric driving;
    = »Main function: Torque replenishment during switching processes between all gear ratios 1, 2, 3, 4, 5 of the ICE internal combustion engine;
    = »Main function: Additional service (boost) in all or most
    Gear ratios 1, 2, 3, 4, 5 of the internal combustion engine ICE;
    = »Additional function: load point shift of the internal combustion engine ICE.
    Second electrical machine EM2 (can be decoupled if necessary)
    = »Main function: serial hybrid mode SER;
    = »Main function: starting the ICE internal combustion engine;
    = »Main function: load point shift of the internal combustion engine ICE;
    = »Additional function: Provision of additional power through the second electrical machine EM2;
    = »Additional power (boost) in all gear ratios 1, 2, 3, 4, 5 of the internal combustion engine ICE and in the electrical modes BE1 and BE2 of the first electrical machine EM1;
    = »Additional torque replenishment during switching operations between all gear ratios 1, 2, 3, 4, 5 of the ICE internal combustion engine;
    = »Torque replenishment during the switching process between the two electrical modes BE1, BE2 (implemented by the first electrical machine EM1).
    With the fourth embodiment variant shown in FIG. 4, the following shifting operations assigned to the ratio stages 1, 2, 3, 4, 5 of the internal combustion engine ICE or operating modes BE1, SER based on the ratio stage E1 of the first electrical machine EM1 can be carried out:
    Gear ratio switching elements
    operation mode
    Co s1 s2 s3 SE2 I r I I r I r
    1 X X X | X
    2 X X X | X
    3 X X X
    4 X X X | X
    5 X X X BE1 X SER X X
    * _ ..EM2 is operated as a motor or generator
    Fifth variant
    FIG. 5 shows a structurally simple fifth embodiment variant of a drive train 10 according to the invention, which differs from the drive train 10 shown in FIG. 2 in that the hybrid transmission 11
    not four, but only three gear ratios 1, 2, 3 for the internal combustion engine
    ICE.
    Each gear stage 1, 2, 3 for the internal combustion engine ICE has a fixed gear G1z1, G2z1, G3z2 and a loose gear G1z2, G2z2, G3z1 on the transmission input shaft 12 or the transmission output shaft 13 in meshing engagement with this. In the exemplary embodiment shown in FIG. 5, the fixed gears G1z1 of the first gear stage 1 and G2z1 of the second gear stage 2 are arranged on the transmission input shaft 12 and the corresponding idler gears G1z2, G2z2 on the transmission output shaft 13. Furthermore, the fixed gear G3z2 of the third gear stage 3 on the transmission output shaft 13 and the corresponding one
    Idler gear G3z1 is arranged on the transmission input shaft 12.
    The idler gears G1z2 and G2z2 can optionally be drive-connected to the transmission output shaft 13 via the first shift sleeve S1. Similarly, the idler gear G3z1 can optionally be drive-connected to the transmission input shaft 12 via the second shift sleeve S2. The first shift sleeve S1 has, in addition to a central decoupling position, a left position | and a right-hand position r for activating the respective idler gear G1z2, G2z2. In addition to the decoupling position, the second shift sleeve S2 only has a left one
    Position | for the activation of the idler gear G3z1.
    With the fifth embodiment variant shown in FIG. 5, the following shifting operations assigned to the gear ratios 1, 2, 3 of the internal combustion engine ICE or operating modes BE1, SER based on the gear ratio E1 of the first electrical machine EM1 can be carried out:
    Switching elements
    Translation level | CO s1 s2 SE2
    operation mode
    1 X X X X
    2 X X X X
    3 X X X X BE1 X SER X X
    * _ ..EM2 is operated as a motor or generator
    权利要求:
    Claims (1)
    [1]
    PATENT CLAIMS
    Drive train (10) with an in particular dedicated hybrid transmission (11) with a transmission input shaft (12) which is rotatably or rotatably connected to an internal combustion engine (ICE), with a transmission output shaft (13) and at least one through a switchable spur gear stage with a fixed gear (G1z1, G2z1, G3z2, G4z2, G5z2) and an idler gear (G1z2, G2z2, G3z1, G4z1, G5z1) formed transmission gear stage (1, 2, 3, 4, 5) between the transmission input shaft (12) and the transmission output shaft (13), whereby one first electrical machine (EM1) is rotatably or rotatably connected to the transmission output shaft (13) and a second electrical machine (EM2) is rotatably connected to the input shaft (12), characterized in that the first electrical machine (EM1) with at least one fixed gear (G3z2, G4z2 , G5z2)
    the transmission output shaft (13) is rotatable.
    Drive train (10) according to claim 1, characterized in that the second electrical machine (EM2) alternatively with at least one fixed gear (G1z1) of the input shaft (12) or one fixed gear (G3z2) of the
    Transmission output shaft (13) is rotatable.
    Drive train (10) according to Claim 1 or 2, characterized in that the axis of rotation (16a) of the first electrical machine (EM1) is spaced apart from the axis of rotation (12a) of the transmission input shaft (12) and the axis of rotation (13a) of the transmission output shaft (13) .
    Drive train (10) according to one of claims 1 to 3, characterized in that the axis of rotation (18a) of the second electrical machine (EM2) is separated from the axis of rotation (12a) of the transmission input shaft (12) and the axis of rotation (13a) of the transmission output shaft (13) is spaced.
    Drive train (10) according to one of claims 1 to 4, characterized in that the first electrical machine (EM1) via a first switching device (SE1) - preferably via at least one transmission stage (E1, E2) of the first electrical machine (EM1) - with the transmission output shaft (13) is rotatable.
    11.
    20th
    Drive train (10) according to claim 5, characterized in that the first switching device (SE1) has a first switching position (SE1-I) in which the first electrical machine (EM1) via a first transmission stage (E1) of the first electrical machine (EM1 ) is rotatably connected to a fixed gear (G3z2) of the output gear shaft (13) - which is preferably assigned to a third transmission gear stage (4, 5) of the internal combustion engine (ICE).
    Drive train (10) according to claim 5 or 6, characterized in that the first switching device (SE1) has a second switching position (SE-r) in which the first electrical machine (EM1) via a second transmission stage (E2) of the first electrical machine (EM1) is rotatably connected to a fixed gear (G4z2) of the output gear shaft (13) - which is preferably assigned to the highest gear ratio (3) of the internal combustion engine (ICE).
    Drive train (10) according to one of claims 5 to 7, characterized in that the first switching device (SE1) has a neutral switching position in which the first electrical machine (EM1) is separated from the transmission output shaft (13).
    Drive train (10) according to one of claims 1 to 8, characterized in that the second electrical machine (EM2) - preferably via at least one transmission stage (EM2-A, EM2-B) of the second electrical machine (EM2) - via a second switching device (SE2) is rotatable with the transmission input shaft (12).
    Drive train (10) according to claim 9, characterized in that the second switching device (SE2) has a first switching position (SE2-I) in which the second electrical machine (EM2) via a first transmission stage (EM2-A) of the second electrical machine (EM2) is rotatably connected to a fixed gear (G1z1) of the transmission input shaft (12) - which is preferably assigned to the first transmission gear stage (1) of the internal combustion engine (ICE).
    Drive train (10) according to claim 9 or 10, characterized in that the second switching device (SE2) has a second switching position (SE2-r)
    21733
    13.
    14th
    15th
    16.
    21st
    has, in which the second electrical machine (EM2) via a second transmission stage (EM2-B) of the second electrical machine (EM2) with a fixed gear (G3z2, G5z2) of the transmission output shaft (13) - which is preferably a third or fifth transmission gear stage (3 , 5) is assigned - is rotationally connected.
    Drive train (10) according to one of claims 9 to 11, characterized in that the second switching device (SE2) has a neutral switching position in which the second electrical machine (EM2) is separated from the transmission input shaft (12) and the transmission output shaft (13)
    is.
    Method for operating a drive train (10) according to one of Claims 1 to 12, with several operating modes (BE1, BE2, SER), characterized in that in at least one operating mode (BE1, BE2, SER) by the first electrical machine (EM1) a positive or negative torque is applied to at least one fixed gear (G3z2, G4z2, G5z2) of the transmission output shaft (13).
    Method according to claim 13, characterized in that in at least one first operating mode (BE1) or third operating mode (SER) the first electrical machine (EM1) via a first transmission stage (E1) of the first electrical machine (EM1) with a fixed gear (G3z2) the transmission output shaft (13) - which is preferably assigned to a third transmission gear stage (3) of the internal combustion engine (ICE) -
    is rotationally connected.
    Method according to claim 13 or 14, characterized in that in at least one second operating mode (BE2) the first electrical machine (EM1) via a second transmission stage (E2) of the first electrical machine (EM1) with a fixed gear (G4z2, G5z2) of the transmission output shaft (13) - preferably the highest gear ratio (4, 5) of the
    Internal combustion engine (ICE) is assigned - is rotationally connected.
    The method according to any one of claims 13 to 15, characterized in that in at least one further operating mode the first electrical
    Machine (EM1) is separated from the gearbox output shaft (13).
    17. The method according to any one of claims 13 to 16, characterized in that in at least one operating mode (BE1, BE2, SER) a positive or negative torque through the second electrical machine (EM2) on the
    Transmission input shaft (12) is applied.
    18. The method according to any one of claims 13 to 17, characterized in that in at least one operating mode (BE1, BE2, SER) the second electrical machine (EM2) via a first translation stage (EM2-A) of the second electrical machine (EM2) a first fixed gear (G1z1) of the transmission input shaft (12) - which is preferably assigned to a first transmission gear stage (1) of the internal combustion engine (ICE) -
    is rotationally connected.
    19. The method according to any one of claims 13 to 18, characterized in that in at least one first and / or second operating mode (BE1, BE2) the second electrical machine (EM2) via a second transmission stage (EM2-B) of the second electrical machine ( EM2) with a second fixed gear (G3z2, G5z2) of the transmission output shaft (13) - which is preferably assigned to a third (3) or fifth gear ratio (5) of the internal combustion engine (ICE) - is rotationally connected.
    20. The method according to any one of claims 13 to 19, characterized in that in at least one further operating mode, the second electrical
    Machine (EM2) is separated from the gearbox input shaft (12).
    02/22/2019 FÜ
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    引用文献:
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    US20100000814A1|2006-11-30|2010-01-07|Hiroshi Katsuta|Power output apparatus, vehicle equipped with power output apparatus, and control method of power output apparatus|
    CN103213490A|2012-12-07|2013-07-24|常州万安汽车部件科技有限公司|Multi-speed-ratio multi-mode hybrid power system and driving mode thereof|
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    CN107234964A|2016-03-29|2017-10-10|上海中科深江电动车辆有限公司|Mixed power plant|
    CN107089130A|2017-04-24|2017-08-25|合肥工业大学|A kind of novel double-motor multi gear hybrid power system|DE102020111175A1|2020-04-24|2021-10-28|Bayerische Motoren Werke Aktiengesellschaft|Drive train of a vehicle, in particular a hybrid vehicle|DE102010063092A1|2010-12-15|2011-06-30|Bayerische Motoren Werke Aktiengesellschaft, 80809|Hybrid drive for motor vehicle i.e. passenger car, has transmission devices coupled with torque output on driven side, where each transmission device includes alternatively selectable transmission stages|
    CN203283020U|2013-04-28|2013-11-13|长城汽车股份有限公司|Hybrid power speed changer and corresponding automobile|
    DE102013213951A1|2013-07-16|2015-01-22|Magna Powertrain Ag & Co. Kg|electric vehicle|
    DE102014210042A1|2014-05-27|2015-12-03|Bayerische Motoren Werke Aktiengesellschaft|Transmission assembly and drive unit for a hybrid drive of a vehicle|
    CN105644335B|2014-11-14|2020-02-28|上海汽车集团股份有限公司|Dual-motor power system and dual-motor hybrid power system for vehicle|
    JP2018154208A|2017-03-16|2018-10-04|本田技研工業株式会社|Driving device for hybrid vehicle|CN113085532A|2021-04-30|2021-07-09|绿传汽车科技股份有限公司|Multi-mode hybrid power transmission device and vehicle comprising same|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50144/2019A|AT522146B1|2019-02-22|2019-02-22|Powertrain|ATA50144/2019A| AT522146B1|2019-02-22|2019-02-22|Powertrain|
    DE112020000900.9T| DE112020000900A5|2019-02-22|2020-02-21|POWERTRAIN AND METHOD OF OPERATING IT|
    PCT/AT2020/060050| WO2020168373A1|2019-02-22|2020-02-21|Drive train and method for operating same|
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