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 and third shifting element (SE1, SE2, SE3), at least one double planetary gear (5). The input shaft (10) can be coupled to the planet carrier of the double planetary gear (5) by means of the first shifting element (SE1), and the input shaft (10) can be coupled to the ring gear of the double planetary gear (5) by means of the second shifting element (SE2) and the input shaft (10) can be coupled to the first sun gear of the double planetary gear (5) by means of the third shifting element (SE3) and the output shaft (11) is coupled to the planet carrier of the double planetary gear (5).

Claims

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

2. The transmission as claimed in claim 1, further comprising a fourth shifting element (SE4) configured to brake the internal gear of the double planetary transmission (5).

3. The transmission as claimed in claim 2, further comprising a fifth shifting element (SE5) configured to brake the second sun gear of the double planetary transmission (5).

4. The transmission as claimed in claim 1, wherein the first shifting element (SE1) comprises a slipping clutch.

5. The transmission as claimed in claim 1, wherein the second, the third, or both the first and second shifting elements (SE2, SE3) comprise a claw coupling.

6. The transmission as claimed in claim 2, wherein the fourth, the fifth, or both the fourth and the fifth shifting elements (SE4, SE5) comprise a brake.

7. The transmission as claimed in claim 1, further configured to couple an internal combustion engine to the input shaft (10), and to couple an electric machine to the first sun gear of the double planetary transmission (5).

8. The transmission as claimed in claim 1, the transmission further configured to change transmission ratios of the transmission (100) 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 . . . SE5) 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) and/or a pulse inverter (60), an electric energy source (70) or a first drive unit (7).

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) having, an input shaft (10) and an output shaft (11), at least a first, second and a third shifting element (SE1, SE2, SE3), and at least a double planetary transmission (5) having a first and a second sun gear, a planetary carrier and an internal gear, the transmission further configured to couple the input shaft (10) via the first shifting element (SE1) to the planetary carrier of the double planetary transmission (5), and couple the input shaft (10) via the second shifting element (SE2) to the internal gear of the double planetary transmission (5), and couple the input shaft (10) via the third shifting element (SE3) to the first sun gear of the double planetary transmission (5), and couple the output shaft (11) to the planetary carrier of the double planetary transmission (5), the method comprising: determining (410) an operating specification signal (BV); and actuating (420) at least one of the shifting elements (SE1 . . . SE5) in order to set the functionality of the transmission (100) in a manner which is dependent on the operating specification signal (BV).

13. A non-transitory, computer-readable storage medium containing program instructions that 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 and a third shifting element (SE1, SE2, SE3), and at least a double planetary transmission (5) having a first and a second sun gear, a planetary carrier and an internal gear, the transmission further configured to couple the input shaft (10) via the first shifting element (SE1) to the planetary carrier of the double planetary transmission (5), and couple the input shaft (10) via the second shifting element (SE2) to the internal gear of the double planetary transmission (5), and couple the input shaft (10) via the third shifting element (SE3) to the first sun gear of the double planetary transmission (5), and couple the output shaft (11) to the planetary carrier of the double planetary transmission (5), to determine (410) an operating specification signal (BV); and actuate (420) at least one of the shifting elements (SE1 . . . SE5) 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

(1) In the following text, the invention is to be described in greater detail on the basis of some figures, in which:

(2) FIG. 1 shows a diagrammatic illustration of the hybrid drive train arrangement having a transmission,

(3) FIG. 2 shows a shifting matrix of the transmission,

(4) FIG. 3 shows a diagrammatically illustrated vehicle having a hybrid drive train arrangement, and

(5) FIG. 4 shows a diagrammatically illustrated method for operating a hybrid drive train arrangement.

DETAILED DESCRIPTION

(6) 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 double planetary transmission 5, in particular a Ravigneaux set, having a first and a second sun gear, an (in particular, common) planetary carrier and an internal gear. In particular, the double planetary transmission comprises first planets which orbit the first sun gear and mesh with the first sun gear and with the internal gear. In particular, second planets orbit and mesh with the second sun gear, and mesh with the first planets. In particular, the planetary carrier fixes the spacings of the first and second planets from one another and in each case among one another. Furthermore, the transmission 100 comprises five shifting elements SE1 . . . SE5. The first shifting element SE1, in particular a clutch, is set up to connect or to disconnect the input shaft 10 to/from the planetary carrier of the double planetary transmission 5. The second shifting element SE2, in particular a claw coupling, is set up to connect or to disconnect the input shaft 10 to/from the internal gear of the double planetary transmission 5. The third shifting element SE3, in particular a claw coupling, is set up to connect or to disconnect the input shaft 10 to/from the first sun gear of the double planetary transmission 5. Furthermore, the transmission 100 can have a fourth shifting element SE4. The fourth shifting element SE4, in particular a brake, is set up to brake or to release the internal gear of the double planetary transmission 5, in particular by the brake connecting the internal gear to a fixed point or, for example, supporting it on the housing (not shown) of the transmission 100. Furthermore, the transmission 100 can comprise a fifth shifting element SE5. The fifth shifting element SE5, in particular a brake, is set up to brake or to release the second sun gear of the double planetary transmission (5), in particular by the brake connecting the second sun gear to a fixed point or, for example, supporting it on the housing (not shown) of the transmission 100. Furthermore, the transmission is set up to be coupled or connected to a first drive unit 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 spur gear set. The second drive unit 8, in particular an electric machine, is connected to the first sun gear of the double planetary transmission 5 for the operation of the transmission 100, as shown in FIG. 1. 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 . . . SE5 are indicated only as an arrow and are not fully illustrated for reasons of clarity. The communication between the shifting elements SE1 . . . SE5 and the apparatus can take place by means of the control lines but also by means of a bus system or in a wireless manner.

(7) FIG. 2 shows a shifting matrix of the transmission. The individual shifting elements SE1 . . . SE5 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 five shifting elements, four gears G1 . . . G4 can be set, the first gear G1 having the highest transmission ratio and the fourth gear G4 having the lowest transmission ratio. In the case of the gears G1 . . . G4, there is preferably in each case a fixed rotational speed ratio between the first drive unit 7 and the output shaft 11 in accordance with the transmission given in the last column. The output shaft is driven in the gears G1 . . . G4 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 and E2 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 first, second and the third shifting element SE1, SE2, SE3 has to be open, in order that there is no connection to the first drive unit 7. In particular, electric motor gears result in the case of a closed fourth or fifth shifting element, 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 specified in the shifting matrix between the second drive unit 8 and the output shaft 11 result by way of example in the case of closing of the fourth shifting element SE4 or the fifth shifting element SE5.

(8) Closing of the second shifting element SE2 and opening of the remaining shifting elements SE1, SE3, SE4, SE5 results 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.

(9) A further mode CH1, also called standstill charging, results if the third shifting element SE3 is closed and the first, second, fourth and fifth shifting elements SE1, SE2, SE4, SE5 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.

(10) FIG. 3 shows a vehicle 300 with wheels 310, the vehicle comprising a hybrid drive arrangement 200, as described above.

(11) 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 . . . SE5 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 . . . SE5. Moreover, the operating specification signal BV can also represent a defined operating mode such as one of the four gears G1 . . . G4 or the two gears E1 . . . E2 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 to SE5 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 . . . SE5 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.