HYBRID TRANSMISSION DEVICE, ENGINE TRANSMISSION ARRANGEMENT, HYBRID DRIVETRAIN AND MOTOR VEHICLE

Abstract

The disclosure relates to a hybrid transmission device for an internal combustion engine transmission arrangement of a motor vehicle. The hybrid transmission device comprises at least one transmission input shaft, at least one drive device and at least one connecting clutch for connecting two shafts for conjoint rotation. The hybrid transmission device comprises no more than two gear stages. The disclosure additionally relates to a motor vehicle.

Claims

1. A hybrid transmission device for an internal combustion engine-transmission arrangement of a motor vehicle comprising, having at least one transmission input shaft, at least one drive device, a shift device having a clutch for the rotationally conjoint connection of two shafts, at least one shift device having at least one shift clutch for connecting an idler gearwheel to a shaft and an actuating arrangement for actuating all the shift devices of the hybrid transmission device, wherein the actuating arrangement has a single drive unit.

2. The hybrid transmission device as claimed in claim 1, wherein the actuating arrangement has a shift drum.

3. The hybrid transmission device as claimed in claim 2, wherein the shift drum has at least two shift guides.

4. The hybrid transmission device as claimed in claim 1, wherein the actuating arrangement has a first operating position in which only a first shift element is closed.

5. The hybrid transmission device as claimed in claim 4, wherein the actuating arrangement has a second operating position in which only a second shift element is closed.

6. The hybrid transmission device as claimed in claim 5, wherein the actuating arrangement has a third operating position in which two shift elements are closed.

7. The hybrid transmission device as claimed in claim 6, wherein that the actuating arrangement has a fourth operating position in which only a third shift element is closed.

8. The hybrid transmission device as claimed in claim 7, wherein the actuating arrangement has a fifth operating position in which all shift elements are open.

9. The hybrid transmission device as claimed in claim 1, wherein the hybrid transmission device has at most two, idler gearwheels.

10. The hybrid transmission device as claimed in claim 1, wherein the shift device with a connecting clutch and the shift device with the at least one shift clutch are arranged on both sides of a gear ratio stage.

11. The hybrid transmission device as claimed in claim 1, wherein the hybrid transmission device has at least one countershaft.

12. The hybrid transmission device as claimed in claim 10, wherein exactly one shift device is arranged on the countershaft.

13. An internal combustion engine-transmission arrangement having an internal combustion engine and a hybrid transmission device wherein the hybrid transmission device is configured as claimed in claim 1.

14. A hybrid drivetrain having a hybrid transmission device and/or an internal combustion engine-transmission arrangement, wherein the hybrid transmission device is configured as claimed in claim 1.

15. (canceled)

16. The hybrid transmission device as claimed in claim 3, wherein the shift guides are configured as shift grooves.

17. The hybrid transmission device as claimed in claim 1, wherein the hybrid transmission device has exactly two idler gearwheels.

18. The hybrid transmission device as claimed in claim 1, wherein the hybrid transmission device has at exactly one countershaft.

19. The hybrid transmission device as claimed in claim 18, wherein exactly one shift device is arranged on the countershaft.

20. The hybrid transmission device as claimed in claim 1, wherein the hybrid transmission device is configured as a gear ratio change transmission and wherein the gear ratio change transmission has at least two discrete gear ratio stages.

21. The hybrid transmission device as claimed in claim 20, wherein the gear ratio transmission has toothed gearwheels and shift elements.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0071] Further advantages, features and details of the disclosure will emerge from the following description of exemplary arrangements and figures. In the figures:

[0072] FIG. 1 shows a motor vehicle,

[0073] FIG. 2 shows an internal combustion engine-transmission arrangement in a first exemplary arrangement,

[0074] FIG. 3 shows an internal combustion engine-transmission arrangement in a second exemplary arrangement,

[0075] FIG. 4 shows an internal combustion engine-transmission arrangement in a third exemplary arrangement,

[0076] FIG. 5 shows an internal combustion engine-transmission arrangement in a fourth exemplary arrangement,

[0077] FIG. 6 shows an internal combustion engine-transmission arrangement in a fifth exemplary arrangement,

[0078] FIG. 7 shows an internal combustion engine-transmission arrangement in a sixth exemplary arrangement,

[0079] FIG. 8 shows an internal combustion engine-transmission arrangement in a seventh exemplary arrangement,

[0080] FIG. 9 shows an internal combustion engine-transmission arrangement in an eighth exemplary arrangement, and

[0081] FIG. 10 shows a developed view of a shift drum.

DETAILED DESCRIPTION

[0082] FIG. 1 shows a motor vehicle 1 having an internal combustion engine 2 and a hybrid transmission device 3. As will be described in more detail further below, the hybrid transmission device 3 also comprises an electric motor EM2, such that it can be installed as an assembly unit. This is however not imperative; in principle, the gearwheel set may also form an assembly unit without an electric motor EM2 already connected. A control device 4 is provided for controlling the hybrid transmission device 3. This may be part of the hybrid transmission device 3 or of the motor vehicle 1.

[0083] In addition to the internal combustion engine 2 and the hybrid transmission device 3, the hybrid drivetrain 5 may also have at least one electric axle 6. In one exemplary arrangement, the electric axle 6 is the rear axle if the hybrid transmission device 3 is arranged as a front transverse transmission and drives the front axle 7, and vice versa.

[0084] Here, the internal combustion engine 2 and the hybrid transmission device 3 form an internal combustion engine-transmission arrangement 8. By contrast to transmissions for a single drive device, for example only for an internal combustion engine or only for an electric motor, the hybrid transmission device is configured for the attachment of at least two drive devices with different forms of energy conversion or consumption.

[0085] FIG. 2 shows the internal combustion engine-transmission arrangement 8 having the internal combustion engine 2 and the hybrid transmission device 3, and in particular the transmission 9 thereof, in the form of a gearwheel set diagram in a first exemplary arrangement. The internal combustion engine-transmission arrangement 8 is described below, starting with the internal combustion engine 2. The crankshaft 10 is connected to the transmission input shaft 14 via a damping device 12. The damping device 12 may comprise a torsion damper and/or absorber and/or a slip clutch. For the connection of the crankshaft 10 to the transmission input shaft 14, a connecting clutch K3 is provided as shift device S1. This is arranged on the side of the internal combustion engine 2.

[0086] Two fixed gearwheels 16 and 18 are arranged on the transmission input shaft 14. Here, the fixed gearwheel 16 is the fixed gearwheel of gear ratio stage Ga and the fixed gearwheel 18 is the fixed gearwheel of gear ratio stage Gb.

[0087] The transmission input shaft 14 has two ends, namely an end 20 pointing toward the internal combustion engine 2 and an end 22 at the side averted from the engine.

[0088] The clutch K3 connects the internal combustion engine 2 to the hybrid transmission device 3. The connecting clutch K3 may be entirely or partially pre-installed on the hybrid transmission device 3 before the process of assembly with the internal combustion engine 2.

[0089] The hybrid transmission device 3 has a single countershaft 24 for connection to a differential 32 and for forming the transmission ratio or gear ratio stages. A single shift device S2 with shift clutches A and B for connecting the idler gearwheels 26 and 28 to the countershaft 24 is arranged on the countershaft 24. The countershaft 24 is configured without a gear-ratio fixed gearwheel, that is to say there is no fixed gearwheel of a gear ratio stage situated on said countershaft. Only one fixed gearwheel 30 for the attachment of the differential 32 is provided as a fixed gearwheel on the countershaft 24. The assignment of the fixed gearwheels and idler gearwheels to the gear ratio stages is apparent from the gear ratio stage names Ga and Gb below the toothed gearwheels arranged on the countershaft 24.

[0090] Here, the gear ratio stage Ga with the toothed gearwheels 16 and 26 is always used in conjunction with the internal combustion engine 2, either for an internal combustion engine gear ratio V1 or for a hybrid gear ratio H11. By contrast, the gear ratio stage Gb with the toothed gearwheels 18 and 28 is driven and used purely electrically, that is to say by the electric motor EM.

[0091] In the arrangement as per FIG. 2, the electric motor EM is connected to the gear ratio stage Ga of the internal combustion engine 2 in order to utilize this for an upstream transmission ratio in a purely electric operating mode. Whereas the gear ratio stage Ga provides a step-up transformation, that is to say has a transmission ratio of less than 1, a total transmission ratio of approximately 15 is required for the electric motor EM. The gear ratio stage Gb contributes a factor of approximately 2.5 for this purpose. The fixed gearwheel 16 of the gear ratio stage Ga is used for attachment and for an upstream transmission ratio, wherein a transmission ratio of approximately 2 is attained between electric motor EM and transmission input shaft 14. In this way, an optimum transmission ratio can be obtained for each drive device with minimal outlay.

[0092] Based on this diagram, the following can be stated with regard to the gear ratio stages: Each gear ratio stage Ga and Gb is assigned a fixed gearwheel and an idler gearwheel, specifically in each case a single fixed gearwheel and a single idler gearwheel. Each fixed gearwheel and idler gearwheel is always uniquely assigned to a single gear ratio stage, that is to say there are no winding-path gear ratios using a toothed gearwheel of several gear ratio stages.

[0093] By contrast, one gear ratio also comprises the upstream transmission ratios and downstream transmission ratios. In the electric motor gear ratio E1, the transmission ratio attained by way of the toothed gearwheels 16 and 34 is thus also realized as an upstream transmission ratio. Here, a further toothed gearwheel may be arranged between the toothed gearwheels 16 and 34 in order to achieve the desired transmission ratio and/or to bridge the spacing.

[0094] The electric motor EM is attached as shown, specifically to the toothed gearwheel 16. This makes it possible to attach the electric motor EM to the transmission input shaft for 14 without an additional toothed gear, which saves structural space. In particular, as a result of the attachment of the electric motor EM with an overlap of the electric motor 2 and the transmission 9 in the axial direction, an axially extremely short hybrid transmission device 3 can be created.

[0095] The electric motor EM or its longitudinal axis is arranged parallel to the transmission input shaft 14.

[0096] The shift devices S1 and S2 are arranged to both sides of the gearwheel plane of the gear ratio stage Ga in an axial direction. In FIG. 2, the shift device S1 is arranged to the left of the gearwheel plane and the shift device S2 is arranged to the right of the same gearwheel plane, specifically directly adjacent thereto. Said shift devices are advantageously situated on different axes. In FIG. 2, these are the axes of the transmission input shaft 14 and of the countershaft 24.

[0097] FIG. 3 shows a second arrangement of an internal combustion engine-transmission arrangement 34. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 36. By contrast to the arrangement as per FIG. 2, the connecting clutch K3 is arranged at that end 22 of the transmission input shaft which is averted from the engine. For the separation of the internal combustion engine 2 from the electric motor EM or from the further torque transmission, an intermediate shaft 38 is provided, which is mounted on the transmission input shaft 14. The connecting clutch K3 then connects the transmission input shaft 14 and the intermediate shaft 38.

[0098] The further construction and the mode of operation are apparent from FIG. 2. In particular, the described functionality is also retained.

[0099] FIG. 4 shows a third arrangement of an internal combustion engine-transmission arrangement 40. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 42. The hybrid transmission device 42 differs from the hybrid transmission device 3 as per FIG. 2 in that the sections behind the axis 44 have been mirror-inverted in the axial direction. The gear ratio stage Ga is accordingly situated at that end 22 of the transmission input shaft 14 which is averted from the engine, whereas the gear ratio stage Gb with the toothed gearwheels 18 and 28 is now closer to the internal combustion engine 2. The electric motor EM has likewise been mirror-inverted in terms of its position and location.

[0100] FIG. 5 shows a fourth exemplary arrangement of an internal combustion engine-transmission arrangement 46. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 48. The hybrid transmission device 48 differs from the hybrid transmission device 3 as per FIG. 2 in that, for the attachment of the electric motor EM, a dedicated toothed gearwheel 50 is arranged on the transmission input shaft 14. The toothed gearwheel 50 in this arrangement is configured as a fixed gearwheel. Through the use of a dedicated toothed gearwheel 50 instead of the gear-ratio fixed gearwheel 16, the electric motor EM can be attached by a chain. The dimensioning may be implemented as in the case of the toothed gearwheel 16, though it may also differ.

[0101] In the arrangement as per FIG. 5, the toothed gear is arranged on the motor-side end 20 of the transmission input shaft 14.

[0102] FIG. 6 shows a fifth arrangement of an internal combustion engine-transmission arrangement 52. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 54. The hybrid transmission device 54 differs from the hybrid transmission device 3 as per FIG. 2 in that, for the attachment of the electric motor EM, a dedicated toothed gearwheel 50 is arranged on the transmission input shaft 14. In relation to FIG. 5, however, an alternative attachment point for the toothed gear 50 has been selected. This is now arranged at that end 22 which is averted from the motor, and the output of the electric motor EM has therefore been reversed in the axial direction.

[0103] FIG. 7 shows a sixth arrangement of an internal combustion engine-transmission arrangement 56. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 58. The hybrid transmission device 58 differs from the hybrid transmission device 3 as per FIG. 2 in that the shift device S2 has been relocated to the transmission input shaft 14. Accordingly, the idler gearwheels 26 and 28 of the gear ratio stages Ga and Gb are arranged on the transmission input shaft 14 and the fixed gearwheels 16 and 18 are arranged on the countershaft 24. Furthermore, the electric motor EM is attached to a separate toothed gearwheel 50, which is not a gear-ratio toothed gearwheel.

[0104] FIG. 8 shows a seventh arrangement of an internal combustion engine-transmission arrangement 60. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 62. The hybrid transmission device 62 differs from the hybrid transmission device 3 as per FIG. 2 in that the electric motor EM is arranged coaxially with respect to the transmission input shaft 14 and is attached directly thereto. In the arrangement as per FIG. 7, said electric motor is attached to the end 22 averted from the engine.

[0105] FIG. 9 shows an eighth arrangement of an internal combustion engine-transmission arrangement 64. This likewise comprises an internal combustion engine 2 and a hybrid transmission device 66. The hybrid transmission device 64 differs from the hybrid transmission device 3 as per FIG. 2 in that the electric motor EM is arranged coaxially with respect to the transmission input shaft 14 and is attached directly thereto. By contrast to the arrangement as per FIG. 8, said electric motor is attached to that end 20 of the transmission input shaft 14 which faces toward the engine.

[0106] The hybrid transmission devices 3, 36, 42, 48, 54, 58, 62 and 66 have the following features in common:

[0107] The hybrid transmission devices 3, 36, 42, 48, 54, 58, 62 and 66 have only two gear ratio stages, specifically an electric motor gear ratio stage Gb and a gear ratio stage Ga which is always operated with an internal combustion engine, be it an internal combustion engine on its own or as part of a hybrid. The transmission ratio of the gear ratio stage Ga is less than 1 and the transmission ratio of gear ratio stage Gb is greater than 1. The internal combustion engine 2 can be coupled in by means of a connecting clutch. The gear ratio stages Ga and Gb are engageable by means of a single shift device S2. There is a single countershaft 22. A damping device 12 is provided for reducing vibrations. The electric motor EM is connected to the transmission input shaft.

[0108] These are in each case preferred developments of the core of the disclosure, and it is for example self-evidently also possible for each idler gearwheel to be assigned a dedicated one-sided shift device with a single shift clutch.

[0109] The preceding exemplary arrangements of the hybrid transmission device or internal combustion engine-transmission arrangement each disclose arrangements in which the shift device S1 with the clutch K3 and the shift device S2 with the shift clutches A and B are arranged so as to be spaced apart from one another in an axial direction. What is particularly preferred in these arrangements is a spacing across a gearwheel set plane, that is to say a situation in which exactly one arrangement of a fixed gearwheel and an idler gearwheel is situated between the clutch K3 and the shift clutches A and B. Further spacings may self-evidently also be bridged, but this has the result that the shift drum is widened, resulting in an increase in weight. Here, an arrangement of the shift devices S1 and S2 on different shafts is not a problem, because it is merely necessary to adapt the design of the shift grooves, and the shift forks that are guided by the shift grooves can extend to different sides of the shift drum. It is thus possible, for example, for the shift drum to be arranged spatially between the shafts with the shift devices S1 and S2.

[0110] FIG. 10 shows an exemplary developed view of the circumference of a shift drum. Here, merely by way of example, the shift groove 68 for the shift device S2 and the shift groove 70 for the shift device S1 are illustrated. The shift grooves 68 and 70 extend over one full circumference of 360°, wherein the counting begins at ˜30° and correspondingly ends at 330°. “0” denotes here the neutral position in which the clutch K3 and the shift clutches A and B are open.

[0111] In section 71, all shift elements, that is to say the clutch K3 and the shift clutches A and B, are open. This can be referred to as fifth operating position.

[0112] In section 72, the shift clutch A is closed, and the hybrid transmission device 3 is thus operated purely electrically; the electric gear ratio stage Gb is engaged. The clutch K3 and the shift clutch B are open. For distinction with respect to the fifth operating position, this position can be referred to as fourth operating position.

[0113] By contrast, in section 74, the shift clutch A is open again and the separating clutch K3 is closed. In this mode, serial driving is possible, that is to say the internal combustion engine and the electric motor of the hybrid transmission devices generate electrical current in order to drive the motor vehicle 1 by the electric axle 6. Here, the electrical current may be temporarily stored in a battery or transmitted directly to the electric axle. This operating position may be referred to as first operating position.

[0114] Then, in section 76, the separating clutch K0 and the shift clutch B are closed, resulting in an internal combustion engine gear ratio V1 or a hybrid gear ratio H11 that can be used for driving the motor vehicle. This is dependent on whether the electric motor EM is being used as a motor or generator or is “at idle”. This operating position may be referred to as third operating position. Here, in relation to the neutral position, the shift groove 68 is deflected in the opposite direction to that for the closing of the shift clutch A.

[0115] Not shown, but likewise possible, is a second operating position in which only the shift clutch B is closed. Then, it would be possible for only the electric motor EM to impart drive via the gear ratio stage Ga. This transmission ratio is however inefficient. The use of the gear ratio stage Gb as an electric gear ratio stage and of the gear ratio stage Ga as an internal combustion engine gear ratio stage is thus based on the attainable transmission ratio. The use of the gear ratio stage Ga for a hybrid gear ratio H11 is therefore expedient in particular in exceptional cases, for example in order to briefly increase the output power.