TRANSMISSION FOR A HYBRID DRIVE ARRANGEMENT, HYBRID DRIVE ARRANGEMENT, VEHICLE, METHOD FOR OPERATING THE HYBRID DRIVE ARRANGEMENT, COMPUTER PROGRAM AND STORAGE MEDIUM

Abstract

The invention relates to a transmission (100) for a hybrid drive arrangement which can be coupled to two drive assemblies (7, 8), comprising an input shaft (10), and an output shaft (11), at least one first, second, third and fourth shifting element (SE1, SE2, SE3, SE4), and at least one first planetary gear (5) and one second planetary gear (6). The input shaft (10) can be coupled to the ring gear planet carrier of the first planetary gear (5) by means of the first shifting element (SE1) and the output shaft (11) is coupled to the planet carrier of the first planetary gear (5). The planet carrier of the first planetary gear (5) can be coupled to the ring gear of the second planetary gear (6) by means of the second shifting element (SE2) and the planet carrier of the first planetary gear (5) can be coupled to the sun gear of the second planetary gear (6) by means of the third shifting element (SE3). The sun gear of the first planetary gear (5) can be coupled to the sun gear of the second planetary gear (6) by means of the fourth shifting element (SE4).

Claims

1. A transmission (100) for a hybrid drive arrangement, the transmission (100) configured to be coupled to two drive units (7, 8), and comprising an input shaft (10) and an output shaft (11), at least a first, second, third and fourth shifting element (SE1, SE2, SE3, SE4), and at least one first planetary transmission (5) and one second planetary transmission (6), the transmission (100) further configured to couple the input shaft (10) via the first shifting element (SE1) to the internal gear of the first planetary transmission (5), and the output shaft (11) to the planetary carrier of the first planetary transmission (5), couple the planetary carrier of the first planetary transmission (5) via the second shifting element (SE2) to the internal gear of the second planetary transmission (6), and couple the planetary carrier of the first planetary transmission (5) via the third shifting element (SE3) to the sun gear of the second planetary transmission (6), and couple the sun gear of the first planetary transmission (5) via the fourth shifting element (SE4) to the sun gear of the second planetary transmission (6).

2. The transmission as claimed in claim 1, further comprising a fifth shifting element (SE5) configured to couple the internal gear of the first planetary transmission (5) to a fixed point.

3. The transmission as claimed in claim 1, further comprising a sixth shifting element (SE6) configured to couple the internal gear of the second planetary transmission (6) to a fixed point.

4. The transmission as claimed in claim 1, further comprising a seventh shifting element (SE7), wherein the transmission (100) is further configured to couple the input shaft (10) via the seventh shifting element (SE7) to the planetary carrier of the second planetary transmission (6).

5. The transmission as claimed in claim 1, wherein the first, second, fifth, sixth, or a combination of the first, second, fifth, and sixth shifting element (SE1, SE2, SE5, SE6) comprise a claw coupling.

6. The transmission as claimed in claim 1, wherein the third, fourth, seventh or a combination of the third, fourth, and the seventh shifting element (SE3, SE4, SE7) comprise a slipping clutch.

7. The transmission as claimed in claim 1, further configured to couple an internal combustion engine to the input shaft (10), and an electric machine to the planetary carrier of the second planetary transmission (6).

8. The transmission as claimed in claim 1, further configured to change transmission ratios without the traction force being interrupted.

9. The transmission as claimed in claim 1, further comprising an actuator (50) for actuating at least one of the shifting elements (SE1 . . . SE7) in a manner which is dependent on a predefined operating specification signal (BV).

10. A hybrid drive arrangement (200) having a transmission (100) as claimed in claim 1, the hybrid drive arrangement comprising a second drive unit (8), a pulse inverter (60), an electric energy source (70), a first drive unit (7) or a combination of the same.

11. A vehicle (300) having a hybrid drive arrangement (200) as claimed in claim 10.

12. A method (400) for operating a hybrid drive arrangement (200) having a transmission (100) as claimed in claim 1, the method comprising: determining (410) of an operating specification signal (BV) actuating (420) of at least one of the shifting elements (SE1 . . . SE7) in order to set the functionality of the transmission (100) in a manner which is dependent on the operating specification signal (BV).

13. (canceled)

14. A non-transitory, computer-readable storage medium comprising instructions which when executed by a computer cause, the computer to control a transmission having an input shaft (10) and an output shaft (11), at least a first, second, third and fourth shifting element (SE1, SE2, SE3, SE4), and at least one first planetary transmission (5) and one second planetary transmission (6), the transmission (100) further configured to couple the input shaft (10) via the first shifting element (SE1) to the internal gear of the first planetary transmission (5), and the output shaft (11) to the planetary carrier of the first planetary transmission (5), couple the planetary carrier of the first planetary transmission (5) via the second shifting element (SE2) to the internal gear of the second planetary transmission (6), and couple the planetary carrier of the first planetary transmission (5) via the third shifting element (SE3) to the sun gear of the second planetary transmission (6), and couple the sun gear of the first planetary transmission (5) via the fourth shifting element (SE4) to the sun gear of the second planetary transmission (6), wherein the instructions when executed by the computer further cause the computer to determine (410) of an operating specification signal (BV); and actuate (420) of at least one of the shifting elements (SE1 . . . SE7) in order to set the functionality of the transmission (100) in a manner which is dependent on the operating specification signal (BV).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0034] It goes without saying that the features, properties and advantages of the transmission relate and/or can be applied accordingly to the hybrid drive arrangement, the vehicle and/or the method, and vice versa. Further features and advantages of embodiments of the invention result from the following description with reference to the appended drawings.

[0035] In the following text, the invention is to be described in greater detail on the basis of some figures, in which:

[0036] FIG. 1 shows a diagrammatic illustration of the hybrid drive train arrangement having a transmission,

[0037] FIG. 2 shows a shifting matrix of the transmission,

[0038] FIG. 3 shows a diagrammatically illustrated vehicle having a hybrid drive train arrangement, and

[0039] FIG. 4 shows a diagrammatically illustrated method for operating a hybrid drive train arrangement.

DETAILED DESCRIPTION

[0040] FIG. 1 shows a hybrid drive train arrangement 200 having a first drive unit 7, in particular an internal combustion engine, and a second drive unit 8, in particular an electric machine, and a transmission 100. In particular, the hybrid drive train arrangement comprises a pulse inverter 60 for supplying the second drive unit 8 with electric energy. Furthermore, the hybrid drive train arrangement 200 comprises, in particular, an electric energy source 70 which is connected to the pulse inverter 60. The transmission 100 comprises the input shaft 10 and the output shaft 11. Furthermore, the transmission 100 comprises a first planetary transmission 5 and a second planetary transmission 6. Furthermore, the transmission 100 comprises seven shifting elements SE1 . . . SE7. The first shifting element SE1, in particular a claw coupling, is set up to connect or to disconnect the input shaft 10 to/from the internal gear of the first planetary transmission 5. The second shifting element SE2, in particular a claw coupling, is set up to connect or to disconnect the planetary carrier of the first planetary transmission 5 to/from the internal gear of the second planetary transmission 6. The third shifting element SE3, in particular a clutch, is set up to connect or to disconnect the planetary carrier of the first planetary transmission 5 to/from the sun gear of the second planetary transmission 6. The fourth shifting element SE4, in particular a clutch, is set up to connect or to disconnect the sun gear of the first planetary transmission 5 to/from the sun gear of the second planetary transmission 6. The fifth shifting element SE5, in particular a claw coupling, is set up to connect or to disconnect the internal gear of the first planetary transmission 5 to/from a fixed point. The sixth shifting element SE6, in particular a claw coupling, is set up to connect or to disconnect the internal gear of the second planetary transmission 6 to/from a fixed point. Furthermore, the transmission 100 can have a seventh shifting element SE7. The seventh shifting element SE7, in particular a clutch, is set up to connect or to disconnect the input shaft 10 to/from the planetary carrier of the second planetary transmission 6. Furthermore, the transmission is set up to be coupled or connected to a first drive unit 7 via the input shaft 10 for operation. To this end, FIG. 1 shows that the shaft of the drive unit 7 is connected to the input shaft 10, in particular via a first spur gear set. The second drive unit 8, in particular an electric machine, is connected to the planetary carrier of the second planetary transmission 6, in particular via a second spur gear set 12, for the operation of the transmission 100, as shown in FIG. 1. Therefore, the seventh shifting element SE7 is set up to connect or to disconnect the first drive unit 7 which is connected to the input shaft 10 to/from the planetary carrier of the second planetary transmission 6 and to/from the second drive unit 8. For an optimization of the transmission ratios, the output shaft 11 is connected, for example, to a differential 14, for example via an output 12, in particular a spur gear set, via which differential 14 the movements are transmitted to the wheels 310. An actuator 50 is provided for actuating the shifting elements, which actuator 50 carries out the method for operating the hybrid drive arrangement having the transmission. The control lines between the actuator 50 and the individual shifting elements SE1 . . . SE7 are indicated merely as an arrow for reasons of clarity and are not shown completely. The communication between the shifting elements SE1 . . . SE7 and the apparatus can take place by means of the control lines and also by means of a bus system or in a wireless manner.

[0041] FIG. 2 shows a shifting matrix of the transmission. The individual shifting elements SE1 . . . SE7 are indicated in the columns, and an approximate transmission ratio which results between one of the drive units and the output shaft is shown in the last column by way of example. The different gear stages, gears or operating modes of the transmission are indicated in the rows. Crosses in the shifting matrix show which of the shifting elements have to be activated, in order that the corresponding gear or operating mode is set. Here, activation of the shifting elements means, in particular, that a clutch is closed or a brake is actuated, with the result that a force is transmitted via the clutch from one shaft to a further shaft or a force is transmitted by means of the brake to a fixed point, in particular the transmission housing. It can be seen from the shifting matrix that, depending on the combination of the four shifting elements, five gears G1 . . . G5 can be set, the first gear G1 having the highest transmission ratio and the fifth gear G5 having the lowest transmission ratio. In the case of the gears G1 . . . G5, a fixed rotational speed ratio in accordance with the transmission ratio indicated in the last column preferably prevails in each case between the first drive unit 7 and the output shaft 11. In the gears G1 . . . G5, the output shaft is driven either by the first drive unit 7 alone or together with the second drive unit 8. In particular, these are internal combustion engine or hybrid gears, for example if the first drive unit 7 is an internal combustion engine and the second drive unit 8 is an electric machine. Said gears also make it possible to raise the load point of the internal combustion engine, with the result that the electric machine can be operated as a generator, and charging of a battery can take place during operation, in particular driving operation of a vehicle. The gears E1 to E4 or operating modes, in which only the second drive unit 8 is connected to the output shaft 11, are also shown in the following lines of the matrix. To this end, in particular, the seventh shifting element SE7 has to be open, in order that there is no connection to the first drive unit 7. This results, in particular, in the electric motor gears, for example if the second drive unit is an electric machine. A vehicle can advantageously be operated locally without emissions in said gears. The transmission ratios which are indicated in the shifting matrix result by way of example between the second drive unit 8 and the output shaft 11.

[0042] Closing of the first, fourth and sixth shifting element SE1, SE4, SE6 and opening of the remaining shifting elements SE2, SE3, SE5, SE7 result in power-split operation, the eCVT1 mode which makes a mutually independent propulsion power at the output shaft 11 and charging power of the second drive unit 8 possible. In particular, said operating mode is suitable for hybrid driving off in the case of a low battery charging state, since stepless changing of the transmission ratios and therefore, in particular, stepless acceleration are possible in the case of a simultaneous generator operation of the second drive unit 8.

[0043] A further mode CH1 (also called standstill charging) results if only the seventh shifting element SE7 is closed and the remaining shifting elements SE1 . . . SE6 are open. Here, the drive units 7 and 8 are coupled to one another, there not being a connection to the output shaft 11. In said operating mode, the second drive unit 8 can be driven by means of the first drive unit 7 during the standstill of the output shaft, in particular of a vehicle, in particular can be used in the manner of a generator for charging an electric energy source 70, in particular a battery. As an alternative, the first drive unit 7 can also be driven by means of the second drive unit 8, and, for example, an internal combustion engine start or a diagnosis of the internal combustion engine can be carried out if the first drive unit 7 is an internal combustion engine and the second drive unit 8 is an electric machine.

[0044] FIG. 3 shows a vehicle 300 with wheels 310, the vehicle comprising a hybrid drive arrangement 200, as described above.

[0045] FIG. 4 shows a flow chart of a method 400 for operating a hybrid drive arrangement 200 having a transmission 100. The method starts with step 405. In step 410, an operating specification signal BV is determined and, in step 420, at least one of the shifting elements SE1 . . . SE7 is actuated in order to set the functionality of the transmission 100 in a manner which is dependent on the operating specification signal BV. The method ends with step 425. Here, the operating specification signal BV is either a parameter for a physical variable in the transmission 100, such as a torque or a rotational speed or a power output to be transmitted which is to prevail at or to be transmitted to a component of the transmission 100. Said components are, in particular, the input shaft 10, the output shaft 11, but also the parameters at the drive units 7, 8 or the shifting elements SE1 . . . SE7. Moreover, the operating specification signal BV can also represent a defined operating mode such as one of the five gears G1 . . . G5 or the four gears E1 . . . E4 which are operated only by way of the second drive unit, or else can represent the special functions eCVT1 or standstill charging CH1. In a manner which is dependent on said operating specification signal BV, the shifting elements SE1 . . . SE7 are actuated in accordance with the shifting matrix, in order to shift the transmission 100 into the corresponding gear or operating mode. For a shift between the individual gears or operating modes with no interruption of the tractive force, it is necessary that one of the shifting elements SE1 . . . SE7 retains its state before and after the shifting operation, a further shifting element moving during the shifting from the open into the closed state, whereas another shifting element moves from the closed into the open state.