DE102015209292A1 - Drive train for a vehicle, vehicle with the drive train and method for operating the drive train - Google Patents

Abstract

In hybrid vehicles are used as traction engines for a combustion engines and electric motors. It is an object of the present invention to propose a drive train for a vehicle, which allows a good integration into the vehicle. It is proposed a drive train 1 for a vehicle 2, with an electric motor 3, wherein the electric motor 3 has a rotor 25 and a rotor carrier 26 for supporting the rotor 25, with a first interface 6, the rotor 25 with the first interface 6 rotatably is connected to a second interface 7 for coupling an internal combustion engine 4, with a planetary gear section 8, wherein the planetary gear section 8 three shafts 9, 10, 11, wherein a first shaft 9 with the first interface 6 and a second shaft 10 with the second Interface 7 is operatively coupled to an output shaft 5, with a transmission gear assembly 21, wherein the transmission gear assembly 21 is coupled to the output shaft 5 and / or is coupled, with a first intermediate shaft 23 and a second intermediate shaft 24, wherein the first intermediate shaft 23 in a first path P1 between the first shaft 9 and / or the first interface 6 and the transmission gear assembly 21, the second intermediate shaft 24 being disposed in a second path P2 between the second or third shafts 10, 11 and the transmission gear assembly 21, the first and second intermediate shafts 23, 24 being coaxial with each other at an intermediate portion B are arranged, wherein the planetary gear portion 8 is disposed in a rotor space 27 between the rotor carrier 26 and the intermediate portion B.

Description

The invention relates to a drive train for a vehicle with an electric motor, wherein the electric motor has a rotor and a rotor carrier for supporting the rotor, with a first interface, wherein the rotor is rotatably connected to the first interface, with a second interface for coupling an internal combustion engine , comprising a planetary gear portion, said planetary gear portion having three shafts, a first shaft being coupled to said first interface and a second shaft being secondarily coupled to said second interface, an output shaft, a transmission gear assembly, said transmission gear assembly being coupleable to said output shaft, and / or with a first intermediate shaft and with a second intermediate shaft, wherein the first intermediate shaft is arranged in a first path between the first shaft and / or the first interface and the transmission gear arrangement, the two te intermediate shaft is arranged in a second path between the second or the third shaft and the transmission gear arrangement, wherein the first and the second intermediate shaft are arranged in an intermediate portion coaxial with each other. The invention also relates to a vehicle with this drive train.

In hybrid vehicles, combustion engines and electric motors are used alternatively or in parallel as traction motors. Accordingly, the transmissions must be designed to superimpose the drive torques of the traction motors or to route them separately to the driven wheels. This leads to novel designs of such transmissions, which, however, such as transmissions of internal combustion engines, have to fulfill similar constraints with regard to the ability to integrate into the vehicle.

Many concepts for the design of a drive gear for hybrid vehicles are already known from the prior art. In the context of a short list, only the pamphlets are to be used as an example DE 10 2013 210 012 or DE 10 2013 210 013 the applicant.

It is an object of the present invention to propose a drive train for a vehicle, which allows a good integration into the vehicle. This object is achieved by a drive train with the features of claim 1 and by a vehicle having the features of claim 10. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description and the accompanying drawings.

The subject of the invention thus forms a drive train, which is suitable and / or designed for a vehicle. The powertrain serves to direct drive torque for the vehicle to driven wheels of the vehicle. In particular, the drive train is used to accelerate the vehicle to a speed of at least 50 km / h, preferably at least 80 km / h. In particular, the drive train forms the only drive device for the vehicle. The vehicle can in principle be of any desired design, but particularly preferably this is designed as a passenger car, truck, bus, etc. Particularly preferably, the vehicle has four wheels and / or two axles.

The drive train has an electric motor with a rotor and a stator. The electric motor is preferably designed as a traction motor, which can accelerate the vehicle to at least 50 km / h in an exclusively electromotive operation of the drive train. Further, the electric motor and / or the drive train on a rotor carrier, which supports the rotor or at least mitlagert. The rotor carrier is particularly preferably non-rotatably connected to the rotor. In particular, the electric motor is designed as an internal rotor, wherein the rotor carrier supports the rotor by way of a radially inner rotor bearing device.

The drive train has a first, in particular mechanical, interface for coupling the electric motor. The first interface may be formed as a separable interface. Alternatively, the first interface in the powertrain architecture is considered to be a logical interface, for example, a shaft portion. Particularly preferably, the first interface is permanently and / or inseparably coupled to the electric motor, in particular to the rotor.

Furthermore, the drive train has a second interface for coupling an internal combustion engine - also called internal combustion engine - on. The second interface may be formed as a mechanical interface, alternatively, the second interface forms a logical interface in the architecture of the powertrain. The internal combustion engine may be a gasoline engine, diesel engine, gas engine, etc.

The powertrain has a planetary gear portion, which is formed, for example, as a Stirnradplanetengetriebeabschnitt. The planetary gear section has three waves - also called organs - on. Depending on the installation situation of the planetary gear section, the shafts can each form an output or an input in the planetary gear section.

A first wave of the three waves is coupled to the first interface, a second wave of the three waves is coupled to the second interface. The geared coupling is thus designed as an operative connection and in particular as a form-fitting geared coupling and / or rotationally fixed coupling. Optionally, it is possible that between the interface, in particular between the first interface and the corresponding shaft, a gear stage is arranged to adjust the speed.

Furthermore, the drive train has an output shaft, which transmits a drive torque from the drive train in the direction of the wheels. Optionally, it can be provided that further components, such as, for example, one or more final gear stages and / or a differential device for distributing the drive torque, are arranged after the output shaft on two wheels of one axle or on two axles of the vehicle.

The drive train further comprises a transmission gear arrangement, wherein the transmission gear arrangement is coupled to the output shaft or at least be coupled. Preferably, the transmission gear arrangement converts at least one transmission gear stage, in particular a plurality of transmission gear stages for the translation of the drive torque of the electric motor and / or the internal combustion engine.

The drive train has at least or exactly a first and a second intermediate shaft, which may also be formed as intermediate shaft sections. The intermediate shafts lead the drive torque from the interfaces, possibly with the interposition of the planetary gear portion to the transmission gear assembly. More specifically, the first intermediate shaft is disposed in a first path between the first shaft and / or the first interface and the transmission gear assembly. The second intermediate shaft is disposed in a second path between the second or third shaft and the transmission gear assembly. The path is to be understood in each case as a drive torque path and / or a power path. In particular, the path is the path over which drive torque and / or power are routed. The first and the second intermediate shaft are arranged coaxially in an intermediate section and in particular concentrically with one another. In particular, at least one of the intermediate shafts is formed as a hollow shaft, wherein the other intermediate shaft is arranged in the hollow shaft.

Considering an axial extension of the drive train, wherein the axial extent is related to a rotational axis of the planetary gear portion and / or the electric motor, the intermediate portion separates a drive portion of the drive train with the planetary gear portion and the electric motor from a driven portion of the drive train with the transmission gear assembly.

In particular, the drive section, the intermediate section and the output section are arranged serially and / or in series along the axial extension of the drive train. It is envisaged that the rotor carrier is arranged on one side of the rotor, which faces away from the transmission gear assembly.

It is proposed that the planetary gear section is arranged in a rotor space between the rotor carrier and the intermediate section. In particular, the planetary gear section is arranged completely or at least partially within the rotor in the rotor space. Particularly preferably, the planetary gear portion is arranged in the axial direction flush with the rotor. Particularly preferably, the planetary gear portion is arranged coaxially and / or concentrically with the rotor. In particular, the planetary gear portion is disposed in an area defined by the axial extent of the rotor.

Through the integration of the planetary gear portion in the rotor space is achieved that the drive train can be constructed very compact and thus can be integrated in a particularly simple manner in the vehicle. The rotor carrier preferably forms a lateral conclusion of the drive train.

In a preferred embodiment of the invention, the drive train on a clutch assembly with at least one coupling device. Functionally, the coupling arrangement is arranged between the drive section and the output section. However, constructively can Be arranged portions of the clutch assembly in the drive section and / or in the output section. In the preferred embodiment, the at least one coupling device is also arranged in the rotor space. As a result of this measure, further components of the drive train are integrated into the rotor space and the required installation space of the drive train is further reduced.

In a preferred embodiment, the transmission gear arrangement may comprise at least or a first and a second transmission section, wherein the first and the second transmission section are coupled to the output shaft and / or coupled. Thus, it can be provided that one or both transmission gear sections are permanently coupled to the output shaft or that one or both transmission gear sections are releasably coupled to the output shaft.

The drive torques from the electric motor and / or from the internal combustion engine are conducted in the drive train as a function of a selected operating state via paths, in particular power paths and / or torque paths.

The drive train, in particular the clutch arrangement, has a first clutch device. The first coupling device is arranged in a first path, the first path extending from the first interface and / or from the first shaft via the second transmission gear section to the output shaft.

A second clutch device as part of the drive train, in particular the clutch assembly is arranged in a second path, wherein the second path from the third shaft via the first transmission gear section extends to the output shaft.

Further, the drive train, in particular the clutch assembly, a further coupling means, wherein the further coupling means is arranged in a further path which extends from the first interface and / or the first shaft via the first transmission gear section to the output shaft.

It is envisaged that at least or exactly one of the coupling devices, two of the coupling devices or even all three coupling devices are arranged to save space in the rotor space and / or as the at least one coupling device is or are formed.

In the context of the invention, a coupling device is understood to be a separating coupling device. It is possible that the coupling device, in particular any of the coupling devices, as a frictional coupling device, such as a multi-plate clutch device is formed. Alternatively, as a coupling device, a positive coupling device, such as a dog clutch device, are used. It is also possible that a combination of these options, such as a positive coupling device with synchronization device, in particular frictional synchronization device, is used to facilitate the coupling process.

In this architecture of the powertrain a variety of operating conditions is adjustable, so that the overall result is a comfortable to be switched hybrid transmission as a drive train. The drive train according to the invention presents itself as an architecture with a few switching elements and planetary gear sets, wherein nevertheless many operating states, modes or gears can be represented, between which can be changed comfortably and in particular automatically by using only three coupling devices. The drive train can, depending on the design of the internal combustion engine with respect to a large spread, that is, have many gears, so that it can be operated closer to optimum efficiency.

In a preferred embodiment of the invention, the first coupling device is arranged in the first path in front of the second transmission gear section. Alternatively or additionally, the second clutch device is arranged in the second path in front of the first transmission gear section. Alternatively or additionally, the further coupling device is arranged in the further path in front of the first transmission gear section. In principle, it would also be possible to make the transitions between the transmission gear sections and the output shaft separable instead of positioning the clutch devices in front of the respective transmission gear section. In some embodiments, it is even provided that a certain redundancy of the coupling devices is given here. Especially for the If one or more of the coupling devices is designed as a friction clutch device, however, it is preferable, not least for reasons of space, to position the clutch device in the respective path before the respective transmission gear section.

The planetary gear portion is preferably formed as a negative gear. Particularly preferably, the first shaft is designed as a ring gear, the second shaft as a planet carrier and the third shaft as a sun gear. However, it is also possible that the sun gear and the ring gear are reversed. Alternatively, the planetary gear portion is formed as a plus gear. With a plus transmission, it is possible to associate the first interface, the second interface and the output from the planetary gear section, any shaft.

In a preferred constructive embodiment of the invention, the second transmission section is formed as a one-speed transmission stage and the first transmission section as a two-speed transmission stage. It is even particularly preferred that the second transmission section is permanently and / or inseparably connected to the output shaft. Thereby, a separator between the second gear stage section and the output shaft can be saved. In contrast, it is preferred that the first transmission section is formed as a shiftable transmission section. Preferably, the second transmission gear section has exactly one spur gear stage and the first transmission gear section has exactly two spur gear stages with different ratios. It is particularly preferred that the first transmission gear section has a largest gear ratio, e.g. 3.3, the second reduction gear section has a mean gear ratio, e.g. 1.6, and the first transmission gear section has a smallest gear ratio, e.g. 0.8, has.

Optionally, the drive train has a control device which is designed to control the clutch devices and optionally in addition the transmission gear sections and / or optionally additionally the electric motor and / or optionally additionally the internal combustion engine to adjust the operating conditions.

In a preferred embodiment of the invention, it is provided that the drive train can assume at least one, some, any selection or all of the following operating states. K1 KX K2 First transmission section HI 0 1 1 U1 HII 1 0 1 U1 HIII 1 1 1 N HIV 1 0 1 U2 HV 0 1 1 U2 EGG 0 1 0 U1 EII 1 0 0 U1 EIII 0 1 0 U2 VI 0 0 1 U1 VII 0 0 1 U2 N 0 1 1 N

The nomenclature is chosen as follows:
Each of HI, HII, HIII, HIV, HV designates an operational state wherein there is a path from both the first interface and a path from the second interface to the output shaft, the path being principally adapted to direct drive torque. Figuratively speaking, these operating states can be referred to as hybrid operating states.

The operating states EI, EII, EIII designate operating states in which an exclusively electromotive operating state exists. The operating states VI, VII indicate operating states in which there is a rotationally underdetermined, ie variable transmission state, in which, however, a moment equilibrium between internal combustion engine and electric motor must be maintained. such Depending on the driving strategy, operating states can be used permanently as stepless driving ranges similar to a CVT, or they can also serve for a short time, for example during a gear change, temporarily to improve comfort.

K1 denotes the first coupling device, K2 the second coupling device, and KX the further coupling device. 0 means that the coupling device is opened, 1 means that the coupling device is closed. X means that both coupling states lead to a comparable transmission function.

In the first transmission gear section, Ü1 means the large gear ratio, Ü2 the gear ratio smaller by comparison, and N a neutral position of the first gear transmission section from the output shaft. The second transmission section is not listed in the table, as this is not switchable and is permanently operatively connected to the output shaft.

The transitions between the operating states are explained by way of example in the following description of the figures.

In an alternative embodiment of the invention, the first transmission section as a two-speed transmission stage and the second transmission section is also designed as a two-speed transmission stage. In this embodiment, it is preferred that both the first transmission gear section and the second transmission gear section are each formed as a shiftable transmission gear section.

The switchability of the second transmission section allows more freedom in terms of the execution of the K1 clutch, since the opening can now be done alternatively by neutral or clutch opening. In the extreme case, this more freedom can even mean that the K1 clutch is dispensed with and its function is taken over by the shifting element.

In a preferred embodiment of the invention, the powertrain may take one, some, any selection or all of the following operating states: K1 KX K2 First transmission section Second transmission section HI X 1 1 ÜI.1 N HII 1 0 1 ÜI.1 ÜII.1 HIII 1 1 1 N ÜII.1 HIV 1 0 1 ÜI.2 ÜII.1 HV X 1 1 ÜI.2 N HVI 1 0 1 ÜI.2 ÜII.2 HVII 1 1 1 N ÜII.2 EGG X 1 0 ÜI.2 N EII 1 X 0 N ÜII.1 EIII X 1 0 ÜI.1 N EIV 1 X 0 N ÜII.2 VI X 0 1 ÜI.1 N VII X 0 1 ÜI.2 N N X 1 1 N N

In a development of the invention, the rotor carrier is mounted relative to the second shaft, in particular on the second shaft, or supports it. The rotor carrier forms an axial boundary for the transmission interior, in particular for the rotor space. The rotor carrier is formed as an oil-tight boundary of the transmission interior on the axial side remote from the transmission gear sections. In particular, the rotor carrier forms a separation between an oil atmosphere or an oil sump area in the transmission interior and an oil-free atmosphere in the vicinity of the drive train. The rotor carrier seals to the rotor of the electric motor and to the second shaft. For this purpose, for example, a seal, in particular a sealing ring, can be arranged between the second shaft and the rotor carrier.

In a possible development of the invention, the drive train has a bearing wall device, wherein the bearing wall device is fixed to the frame and / or connected to a housing of the drive train. In particular, the bearing wall device is stationary. The bearing wall device can be designed, for example, as a housing wall section with one or more bearing devices. The bearing wall device serves to support at least one of the intermediate shafts in the intermediate section between the planetary gear section and at least one of the transmission gear sections. The bearing wall device separates the drive section from the output section. Optionally, in addition, the bearing wall device is designed as a carrier for pressure transfer points for actuating at least one of the coupling devices. In particular, a hydraulic connection is guided from the hydraulic control to the at least one coupling device via the pressure transfer points. In a preferred embodiment of the invention, the bearing wall device additionally supports the output shaft so that it has a support in the intermediate section.

In a further development of the invention, the electric motor has a further rotor carrier, wherein the further rotor carrier limits the rotor space in the direction of the transmission gear arrangement, wherein the further rotor carrier is mounted on the bearing wall device. It can be provided that the further rotor carrier transmits no drive torques outside the paths and thus assumes a purely supporting function. Alternatively, the further rotor carrier may be formed as a portion of one of the intermediate shafts and thus assume a dual function.

A particularly compact design can be achieved in that at least one of the coupling devices, preferably two of the coupling devices are arranged with respect to an axial extent of the drive train between the first and the second transmission gear section. In the event that two of the coupling devices are arranged between the transmission gear sections, these may be formed as a double clutch device.

Another object of the invention relates to a vehicle with exactly one electric motor as a traction motor and with exactly one internal combustion engine as another traction motor and with a drive train as this has been previously described or according to one of the preceding claims. Optionally additionally, the vehicle may have further electric motors, which are designed as torque vectoring motors.

Further features, advantages and effects of the invention will become apparent from the following description of preferred embodiments of the invention. Showing:

1 a powertrain in the form of a Wolf diagram as a first embodiment of the invention;

2 the powertrain of 1 in a schematic representation;

3a - 3k various operating states of the drive train in the 2 ;

4a , b two alternative embodiments of the drive train of the preceding figures;

5a , b two further alternative embodiments of the drive train of the preceding figures;

6a , b two further alternative embodiments of the drive train of the preceding figures;

7 and 8th in each case a further embodiment of the drive train.

The 1 shows schematically in a so-called Wolf diagram a drive train 1 for driving a vehicle 2 , where the vehicle 2 is shown as a block.

The vehicle 2 includes an electric motor 3 and an internal combustion engine 4 which together or alternatively to the drive of the vehicle 2 can be used as traction motors. Of the powertrain 1 can assume different operating states, so that the driving torques of the internal combustion engine 4 and / or the electric motor 3 translated differently and / or added or subtracted to an output shaft 5 can be directed. To the output shaft 5 can get more transmission components - also as part of the powertrain 1 - Connect, such as a final gear stage (final drive) or a differential device. As a result, over the output shaft 5 the drive torque for the vehicle 2 directed to the driven wheels.

The drive torque of the electric motor 3 is via a first interface 6 in the drive train 1 directed. The drive torque of the internal combustion engine 4 is via a second interface 7 in the drive train 1 directed.

The powertrain 1 has a planetary gear section 8th which comprises three waves, namely a first wave 9 , which with the first interface 6 coupled by a gear, in particular rotatably connected, a second shaft 10 , which with the second interface 7 coupled gear, in particular rotatably connected and another shaft 11 , which an output of the planetary gear section 8th can form or make.

The powertrain 1 has a translation gear arrangement 21 with a first transmission section 12 on, which provides at least one translation stage. The output of the first transmission section 12 is with the output shaft 5 operatively connected or operatively connected. Furthermore, the transmission gear arrangement 21 a second transmission section 13 on, which provides at least one transmission gear stage. The output of the second transmission section 13 is with the output shaft 5 operatively connected or operatively connected. The first and second transmission section 12 . 13 are arranged parallel to each other with respect to a path for power or torque transmission.

In addition, the drive train has a clutch arrangement 22 with a first clutch device K1, a second clutch device K2 and a further clutch device KX. The first clutch device K1, the second clutch device K2 and the further clutch device KX can be designed in any, even mixed selection as a positive or frictional clutch. In particular, these are realized as multi-plate clutches or the like.

About the first coupling device K1 is the input of the second transmission section 13 with the first interface 6 for coupling the electric motor 3 and / or with the first wave 9 of the planetary gear section 8th connected. In particular, power and / or torque may be from the electric motor 3 or from the first wave 9 via the first clutch device K1 to the second transmission gear section 13 be guided over a first path P1.

The second clutch device K2 connects an input of the first transmission gear section 12 with the third wave 11 of the planetary gear section 8th so that a second path P2 from the third wave 11 via the second clutch device K2 to the input of the first transmission gear section 12 can be performed.

The further coupling device KX connects the input of the first transmission gear section 12 with the first interface 6 and / or the first wave 9 so that another path PX from the first wave 9 and / or the first interface 6 to the input of the first transmission section 12 results.

Optional features the powertrain 1 an unillustrated control device, which comprises the first clutch device K1, the second clutch device K2, the further clutch device KX and optionally additionally the electric motor 3 and / or the internal combustion engine 4 controls. With the illustrated drive train, a plurality of operating states can be assumed depending on the control of the clutch devices K1, K2, KX.

The 2 shows a schematic representation of a first possible embodiment of the invention and at the same time the drive train 1 in the 1 ,

The powertrain 1 in the 2 again has a first and a second interface 6 . 7 on, in the representation in the 2 the internal combustion engine is not shown. However, the electric motor 3 shown, the electric motor 3 in this embodiment coaxial and concentric with the planetary gear section 8th and / or to the coupling devices K1, K2 and / or KX is arranged.

The planetary gear section 8th is formed as a Stirnradplanetengetriebeabschnitt, wherein the first shaft 9 as a ring gear, the second shaft 10 as a planet carrier and the third wave 11 is designed as a sun gear. The first clutch device K1 is arranged parallel to the further clutch device KX, the second clutch device K2 forms, together with the further clutch arrangement KX, a dual clutch device.

The first transmission section 12 has two translation stages, wherein a larger translation stage Ü.I.1 has an amount of 3.3 as a ratio and a smaller translation stage Ü.I.2 an amount of 0.8 as a gear ratio. The first transmission section 12 is formed as a shiftable transmission section, which optionally the output shaft 5 with the first translation stage Ü.I.1, with the second translation stage Ü.I.2 can connect or a neutral stage, so a decoupling set.

The second transmission section 13 on the other hand, has only one translation stage Ü.II.1, which has a transmission ratio of 1.6 by way of example. The translation stage Ü.II.1 of the second transmission section 13 is permanent with the output shaft 5 coupled.

The planetary gear section 8th has a stand ratio of example -1.4, so that rotates 4 times faster in the opposite direction of the ring gear when the planet carrier the sun gear.

The powertrain 1 can be divided into three different sections in the axial extent. A drive section A is driven by the electric motor 3 and the planetary gear section 8th educated. An output section C is through the transmission gear assembly 21 educated. Between the drive section A and the output section C, an intermediate section B is arranged, which by a first and a second intermediate shaft 23 . 24 is formed. The first intermediate shaft 23 lies in the first path P1, the second intermediate wave 24 lies in the second path P2 and / or in the further path PX. The intermediate waves 23 . 24 can - as in the 2 in the path behind the coupling devices K1, K2, KX or as in the embodiments shown later in each case in front of the coupling devices K1, K2, KX. The first intermediate shaft 23 is formed as a hollow shaft, wherein the second intermediate shaft 24 coaxial and / or concentric with the first intermediate shaft 23 runs in the hollow shaft.

The electric motor 3 has a rotor 25 on, with the rotor 25 is designed as an internal rotor. The rotor 25 is non-rotatable with the first interface 6 connected or forms this. With the rotor 25 is a rotor carrier 26 rotatably connected, wherein the rotor carrier 26 forms an axial termination of the drive assembly. The rotor carrier 26 is relative to the second interface 7 formed as an input shaft, stored. So it can be provided that the rotor carrier 26 over the second interface 7 stores or that the second interface 7 is mounted over the rotor carrier. The rotor arm takes over primarily 26 the function, the rotor 25 to store. The rotor arm takes over secondary 26 the function, a rotor space 27 , which extends in the axial direction between the rotor carrier 26 and the intermediate portion B and in the radial direction up to the rotor 25 extends to cover an environment oil-tight. In particular, the rotor carrier assumes the function of a cover plate.

In the rotor chamber 27 is the planetary gear section 9 and in the embodiment in the 2 arranged all coupling devices K1, K2, KX. In particular, the components mentioned are arranged at least in sections in a cylinder region which extends through the axial extent of the rotor 25 is defined. This type of integration is very space-saving.

In the 3a -K are different operating states of the powertrain 1 in the 2 shown. For visualization of the switching states of the coupling devices K1, K2, KX and the switchable ratio stages Ü.I.1 and Ü.I.2 of the first transmission section 12 are squares drawn, which are white when the circuit of the respective element is open and are shown in black when the circuit of the respective element is closed.

In the 3a a first hybrid state HI is shown, wherein the coupling means K2 and KX are closed and the coupling means K1 is opened. Further, in the first transmission gear section 12 the translation stage Ü.I.1 closed, so here is a ratio of 3.3. Starting from the second interface 7 A moment path runs over the Planetary gear section 8th to the third wave 11 and a second path from the second interface 7 to the first wave 9 and to the further coupling device KX. The second clutch device K2 and the further clutch device KX are closed, so that the paths to the first transmission gear section 12 and from there to the first translation stage Ü.I.1 forwarded. This first hybrid state HI thus allows torque from the electric motor 3 and the internal combustion engine 4 on the output shaft 5 bring to.

In the 3b a second hybrid state HII is shown, wherein the first and the second clutch means K1, K2 closed and the further clutch means KX is opened. While the first hybrid state HI has resulted in a common output translation stage, the paths in the second hybrid state HII result in two different translation stages. A first path goes from the second interface 7 over the planetary gear section 8th to the first clutch device K1 and from there to the second transmission section 13 , A second path goes from the second interface 7 over the planetary gear section 8th , the third wave 11 , the second clutch device K2 to the first transmission gear section 12 and then to the translation stage Ü.I.1. This results in a total transmission ratio of 2.31.

The 3c shows a third hybrid state HIII, wherein all three coupling devices K1, K2, KX are closed, the first transmission gear section 12 is in a neutral position and the output torque via the second transmission section 13 is directed. In this third hybrid state HIII, a first path results from the second interface 7 over the planetary gear section 8th , the first wave 9 , the first clutch device K1, the second transmission gear section 13 to the output shaft 5 , A second way leads from the second interface 7 , the planetary gear section 8th , the third wave 11 to the first clutch device K1 and also to the second transmission gear section 13 , This results in a total transmission ratio of 1.6.

The 3d shows a fourth hybrid state HIV, wherein the first clutch means K1 and the second clutch means K2 are closed and the further clutch means KX is opened. Further, from the first transmission gear section 12 the second translation stage Ü.I.2 closed. A first translation path is from the second interface 7 , the planetary gear section 8th , the first clutch device K1 to the second transmission gear section 13 to the output shaft 5 , A second path runs from the second interface 7 , about the planetary gear section 8th , the third wave 11 , via the second clutch device K2 to the first transmission gear section 12 , to the second translation stage Ü.I.2. This results in a total transmission ratio of 1.27.

In the 3e a fifth hybrid state HV is shown, wherein the first clutch device K1 is opened and the second clutch device K2 and the further clutch device KX are closed. Furthermore, the second translation stage is Ü.I.2 of the first transmission section 12 with the output shaft 5 connected. There are again two paths, one path from the second interface 7 over the planetary gear section 8th , about the first wave 9 leads to the further coupling device KX and the second path from the second interface 7 , about the planetary gear section 8th about the third wave 11 and the second clutch device K2 to the first transmission gear section 12 and there leads to the second translation stage Ü.I.2. This results in a total transmission ratio of 0.8.

In the other 3f -K are further operating states shown, with the coupling positions are listed in the table below. K1 KX K2 First translation section 12 Overall ratio HI 0 1 1 Ü.I.1 (= 3.3) 3.3 HII 1 0 1 Ü.I.1 (= 3.3) 2.31 HIII 1 1 1 N 1.6 HIV 1 0 1 Ü.I.2 (= 0.8) 1.27 HV 0 1 1 Ü.I.2 (= 0.8) 0.8 EGG 0 1 0 Ü.I.1 (= 3.3) electrical: 3.3 EII 1 0 0 Ü.I.1 (= 3.3) electric: 1.6 EIII 0 1 0 Ü.I.2 (= 0.8) electrical: 0.8 VI 0 0 1 Ü.I.1 (= 3.3) variable, 1.4 standing at EM VII 0 0 1 Ü.I.2 (= 0.8) variable, 0.33 standing at EM N 0 1 1 N N

Thus, with the drive section 1 to achieve a total of five hybrid driving states HI-HV, three purely electric driving states EI-EIII, two variable-speed variable operating states VI-VII and a neutral driving state N. Considering only the operating conditions HI-HV and the operating state VII, which represents a CVT operating state, it can be switched without traction interruption between these six operating states, wherein at an upshift the electric motor 3 each generates an increase in torque and generates a torque dip during downshifting. Characterized in that always between two parallel paths for the transfer of torque to the output shaft 5 and a single path, traction-free shifting is enabled.

Transition HI -> HII and HII -> HI:

In the transition from HI to HII or in the opposite direction results in an overlap between the coupling devices KX and K1.

Transition HII -> HIII:

The electric motor 3 relieved by a positive drive torque, the first transmission gear section 12 , in parallel, the internal combustion engine 4 throttled and the first transmission section 12 , in particular the first translation stage Ü.I.1 opened. Thereafter, the coupling device KX is closed and electric motor 3 and internal combustion engine 4 adjusted to each other.

Transition HIII -> HII:

The electric motor 3 generates a positive drive torque during the combustion engine 4 is throttled and thus relieves the KX, the other coupling device KX is opened. Thereafter, via the electric motor 3 and the internal combustion engine 4 the first transmission section 12 synchronized and the first translation stage Ü.I.1 closed.

Transition HIII -> HIV:

The electric motor 3 generates a positive drive torque during the combustion engine 4 is throttled accordingly and relieves the further coupling device KX, which is opened. The electric motor 3 together with the combustion engine 4 synchronize the first transmission section 12 , the second translation stage Ü.I.2 is closed and electric motor 3 and internal combustion engine 4 adjusted to each other.

Transition HIV -> HIII:

The electric motor 3 Relieved by a positive drive torque the first transmission section 12 (the internal combustion engine 4 is throttled in parallel accordingly), we subsequently the translation stage Ü.I.2 opened, the transition is by means of the electric motor 3 adjusted and the further coupling device KX is closed.

In the transitions between HII <-> HIII <-> HIV simplifies the electric motor 3 the complete drive power, so that the total torque on the output shaft 5 on the 2 translation section 13 is transmitted and the first translation section 12 is relieved. In this state, the first translation section 12 be switched off load.

Transition HIV -> HV and HV -> HIV:

In the transition from HIV to HV or in the opposite direction results in an overlap between the coupling devices KX and K1.

Transition HV -> VII and VII -> HV:

The electric motor 3 Relieves the additional coupling device KX, so that it can be opened. The electric motor 3 can work as a generator. In the opposite direction accelerates the electric motor 3 and the further coupling device is closed.

In the 4a and 4b are two alternative embodiments of the powertrain 1 of the 2 shown below, with only the differences being discussed below, for the matches to the description of the 2 or the 3a - 3k is referenced.

In the powertrain 1 in the 4a is the first clutch device K1 in the direction of the first transmission gear section 12 postponed. In particular, between the electric motor 3 and the first clutch device K1, the first intermediate shaft 23 designed as a hollow shaft section 14 arranged, wherein the second intermediate shaft 24 through the hollow shaft section 14 is performed. The first intermediate shaft 23 is fixed to the rotor in this embodiment 25 of the electric motor 3 connected and thus forms another rotor carrier 28 , The first intermediate shaft 23 is via a storage wall facility 15 opposite a housing or frame 16 supported. For this purpose is between the first intermediate shaft 23 and the bearing wall device 15 a storage facility 29 intended.

The further coupling device KX is located at the original position as in the 2 , Likewise, the rotor can 25 through the rotor carrier 26 form a conclusion of the rotor-integrated transmission components to the transmission input side. As a result, these transmission components are oil lubricated operable, while the electric motor is oil-free and thus schleppmomentarm operable. Just like the storage wall facility 15 represents the rotor carrier 25 an oil chamber and may also bear bearings and seals. Advantageous here are bearings that the rotor arm 25 store yourself, or the input shaft 7 or the second wave 10 to store.

This will be a rotor space 27 formed, located between the rotor carrier 26 and the bearing wall device 15 extends and in which the planetary gear section 9 and the second and further coupling means K2, KX is received.

In the powertrain 1 in the 4b is also the further coupling device KX in the direction of the first transmission gear section 12 shifted, wherein the first coupling means K1 and the further coupling means KX are formed as a double clutch device. The double clutch device can - as shown - axially stacked or be formed radially stacked.

This will be a rotor space 27 formed, located between the rotor carrier 26 and the bearing wall device 15 extends and in which the planetary gear section 9 and only the second clutch device K2 is received.

In the 5a and 5b are other variants of the powertrain 1 of the 2 shown, in which 5a a final gear stage (final drive) 17 and a differential device 18 at the output shaft 5 on one of the electric motor 3 opposite side and at the 5b on one of the electric motor 3 Connect facing side. As a differential device, as shown, a bevel gear differential, or a planetary differential or an all-wheel transfer case with or without controllable tensile force distribution can be used.

The 6a . 6b have two different developments of the powertrain 1 of the 4a on, wherein the coupling means K1 and KX between the first transmission gear section 12 and the second transmission section 13 are arranged. The positioning of the coupling devices K1 and KX at this position is not absolutely necessary, these can also as in the 2 be arranged. In contrast to the preceding figures, the second transmission gear section 13 two different gear stages Ü.II.1 and Ü.II.2, which selectively with the output shaft 5 can be coupled. In the variant in the 6a is advantageously the added gear ratio about 0.6 and thus gives at least two additional gears six and seven and another purely electrical gear. In this variant, seven gears are created from five wheel planes.

In the embodiment in the 6b has the second transmission section 13 again only one translation stage, namely the first translation stage Ü.II.1, on, the first Up gear section 12 on the other hand has four stages of translation, namely Ü.I.1, Ü.I.2, Ü.I.3, Ü.I.4. In particular, the translation stages Ü.I.3 and Ü.I.4 form a sixth and a seventh gear.

In the 7 is another embodiment of the powertrain 1 shown which functionally considered the powertrain in the 6b corresponds and constructively considered the powertrain in the 2 corresponds, wherein the second transmission section 13 has two translation stages Ü.II.1 and Ü.II.2.

With this switching architecture - regardless of whether this as in the 7 or as in the 6a is executed - the following switching states can be set: K1 KX KH K2 KS First translation section 12 Second translation section 13 Overall translation ratio HI X 1 1 Ü.I.1 (= 3.3) N 3.3 HII 1 0 1 Ü.I.1 (= 3.3) ÜIIII (= 1.6) 2.31 HIII 1 1 1 N ÜIIII (= 1.6) 1.6 HIV 1 0 1 Ü.I.2 (= 0.9) ÜIIII (= 1.6) 1.31 HV X 1 1 Ü.I.2 (= 0.9) N 0.9 HVI 1 0 1 Ü.I.2 (= 0.9) ÜII.2 (= 0.6) 0.72 HVII 1 1 1 N ÜII.2 (= 0.6) 0.6 EGG X 1 0 Ü.I.1 (= 3.3) N electrical 3.3 EII 1 0 0 N ÜIIII (= 1.6) electric 1.6 EIII X 1 0 Ü.I.2 (= 0.9) N electrical 0.9 EIV 1 0 0 N ÜII.2 (= 0.6) electrically 0.6 VI X 0 1 Ü.I.1 (= 3.3) N variable, 1.4 standing at EM VII X 0 1 Ü.I.2 (= 0.9) N variable, 0.3 standing at EM N X 1 1 N N N

The embodiment in the 8th corresponds to the embodiment in the 2 , so that reference is made to the description there. Unlike the 2 indicates the drive train 1 in the 8th the bearing wall device 15 already in connection with the 4a , b, so that reference is made to the description there. In contrast to the previous figures is in the 8th the other rotor carrier 28 not driving torque conducting, but passively formed with respect to the driving torque. The other rotor carrier 28 is supported by a further bearing device on the bearing wall device 15 from. This thus stored in this embodiment, the output shaft 5 , the first intermediate wave 23 and the other rotor carrier 28 , The rotor carrier 26 is via a bearing device against the input shaft 7 / first interface 7 stored and sealed by a seal oil-tight. The rotor carrier 26 is by a further storage device relative to the housing 7 frame 16 stored.

LIST OF REFERENCE NUMBERS

1

 powertrain

2

 vehicle

3

 electric motor

4

 internal combustion engine

5

 output shaft

6

 first interface

7

 second interface

8th

 Planetary gear section

9

 first wave

10

 second wave

11

 third wave

12

 first transmission section

13

 second transmission section

14

 Hollow shaft section

15

 Bearing wall means

16

 frame

17

 last gear stage (final drive)

18

 differential device

19

 spur gear

20

 output gear

21

 Transmission gearing arrangement

22

 clutch assembly

23

 first intermediate shaft

24

 second intermediate shaft

25

 rotor

26

 rotorarm

27

 rotor chamber

28

 further rotor carrier

29

 Storage facility

HI

 first hybrid state

HII

 second hybrid state

HIII

 third hybrid state

HIV

 fourth hybrid state

HV

 fifth hybrid state

VII

 CVT-mode

P1

 first path

P2

 second path

PX

 further path

K1

 first coupling device

K2

 second coupling device

KX

further coupling device

Ü.I.1

 larger translation level

Ü.I.2

 smaller translation level

Ü.II.1

 first translation stage

U

 Surroundings

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102013210012 [0003]
• DE 102013210013 [0003]

Claims (10)

Powertrain ( 1 ) for a vehicle ( 2 ) with an electric motor ( 3 ), wherein the electric motor ( 3 ) a rotor ( 25 ) and a rotor carrier ( 26 ) for the storage of the rotor ( 25 ), with a first interface ( 6 ), wherein the rotor ( 25 ) with the first interface ( 6 ) is rotatably connected, with a second interface ( 7 ) for coupling an internal combustion engine ( 4 ), with a planetary gear section ( 8th ), wherein the planetary gear section ( 8th ) three waves ( 9 . 10 . 11 ), wherein a first wave ( 9 ) with the first interface ( 6 ) and a second wave ( 10 ) with the second interface ( 7 ) is coupled in terms of gearing, with an output shaft ( 5 ), with a transmission gear arrangement ( 21 ), wherein the transmission gear arrangement ( 21 ) with the output shaft ( 5 ) is coupled and / or coupled, with a first intermediate wave ( 23 ) and with a second intermediate shaft ( 24 ), the first intermediate wave ( 23 ) in a first path (P1) between the first wave ( 9 ) and / or the first interface ( 6 ) and the transmission gear arrangement ( 21 ), wherein the second intermediate shaft ( 24 ) in a second path (P2) between the second or third wave ( 10 . 11 ) and the transmission gear arrangement ( 21 ), wherein the first and the second intermediate shaft ( 23 . 24 ) are arranged coaxially with one another in an intermediate section (B), wherein the planetary gear section ( 8th ) in a rotor space ( 27 ) between the rotor carrier ( 26 ) and the intermediate portion (B) is arranged. Powertrain ( 1 ) according to claim 1, characterized by a coupling arrangement ( 22 ) with at least one coupling device (K1, K2, KX), wherein the coupling arrangement ( 22 ) between the planetary gear section ( 8th ) and / or the first interface ( 6 ) on the one hand and the translation gear arrangement ( 21 ) is arranged on the other side, wherein the at least one coupling device (K1, K2, KX) in the rotor space ( 27 ) is arranged. Powertrain ( 1 ) according to claim 2, characterized in that the transmission gear arrangement ( 21 ) a first and a second transmission gear section ( 12 . 13 ) and the coupling arrangement ( 22 ) has a first coupling device (K1), wherein the first coupling device (K1) is arranged in a first path (P1), wherein the first path (P1) from the first interface (P1) 6 ) and / or from the first wave ( 9 ) via the second transmission section ( 13 ) to the output shaft ( 5 ), that the clutch arrangement comprises a second clutch device (K2), wherein the second clutch device (K2) is arranged in the second path (P2), wherein the second path (P2) of the third shaft ( 11 ) via the first transmission section to the output shaft ( 5 ), and that the coupling arrangement has a further coupling device (KX), wherein the further coupling device (KX) is arranged in a further path (PX), wherein the further path (PX) from the first interface ( 6 ) and / or from the first wave ( 9 ) over the first transmission section ( 12 ) to the output shaft ( 5 ), wherein the first, the second and / or the further coupling device (K1, K2, KX) as the at least one coupling device in the rotor space ( 27 ) is trained. Powertrain ( 1 ) according to one of the preceding claims, characterized in that the rotor carrier has a transmission interior for the planetary gear section ( 8th ) to an environment (U) oil-tight limited. Powertrain ( 1 ) according to one of the preceding claims, characterized by a bearing wall device ( 15 ), wherein the bearing wall device ( 15 ) between the planetary gear section ( 8th ) and translation arrangement ( 21 ) and at least one of the intermediate shafts ( 23 . 24 ) in the intermediate section (B). Powertrain ( 1 ) according to claim 5, characterized in that pressure transfer points for actuating at least one of the coupling devices (K1, K2, KX) in the bearing wall device ( 15 ) are arranged or worn by this. Powertrain ( 1 ) according to one of the preceding claims 5 or 6, characterized in that the bearing wall device ( 15 ) the output shaft ( 5 ) stores. Powertrain ( 1 ) according to one of the preceding claims, characterized in that the electric motor ( 3 ) another rotor carrier ( 28 ), wherein the further rotor carrier ( 28 ) the rotor space ( 27 ) in the direction of the transmission gear arrangement ( 21 ), wherein the further rotor carrier ( 28 ) via the bearing wall device ( 15 ) is stored. Powertrain ( 1 ) according to one of the preceding claims, characterized in that the further rotor carrier ( 28 ) as a section of one of the intermediate waves ( 23 . 24 ) is trained. Vehicle ( 2 ) with the drive train ( 1 ) according to any one of the preceding claims.

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