Drive arrangement and motor vehicle

Abstract

A drive arrangement for a motor vehicle comprises an electric driving engine, an internal combustion engine, and a shift transmission having several gears and a multiple clutch. A first transmission element of the shift transmission is coupled in a torque-tight manner to a first rotational part of the multiple clutch and a second transmission element of shift transmission is coupled in a torque-tight manner to a second rotational part of the multiple clutch. A rotor of the electric driving engine is coupled in a torque-tight manner to a third rotational part of the multiple clutch, wherein the internal combustion engine is coupled in a torque-tight manner to a third transmission element of the shift transmission.

Claims

1. A drive arrangement for a motor vehicle, comprising an electric driving engine, an internal combustion engine, and a shift transmission having several gears and a multiple clutch, wherein a first transmission element of the shift transmission is coupled in a torque-tight manner to a first rotational part of the multiple clutch and a second transmission element of the shift transmission is coupled in a torque-tight manner to a second rotational part of the multiple clutch, and a rotor of the electric driving engine is coupled in a torque-tight manner to a third rotational part of the multiple clutch, wherein the internal combustion engine is coupled in a torque-tight manner to a third transmission element of the shift transmission, and wherein the third rotational part is a clutch housing of the multiple clutch.

2. The drive arrangement as claimed in claim 1, wherein the third transmission element, to which the internal combustion engine is coupled, is a gear wheel to realize a transmission ratio of a 4.sup.th gear of the shift transmission.

3. The drive arrangement as claimed in claim 2, wherein the gear wheel which serves as the third transmission element is a drive wheel of the transmission ratio of the 4.sup.th gear of the shift transmission.

4. The drive arrangement as claimed in claim 1, wherein the internal combustion engine is coupled to the third transmission element via a freewheel, a shiftable sliding sleeve, or a differential transmission.

5. The drive arrangement as claimed in claim 1, wherein the first rotational part is a first clutch disk of the multiple clutch, and the second rotational part is a second clutch disk of the multiple clutch.

6. The drive arrangement as claimed in claim 1, wherein the multiple clutch is arranged in a space enclosed by the rotor of the electric driving engine.

7. The drive arrangement as claimed in claim 1, wherein the shift transmission comprises a planetary gear transmission with a shiftable ring gear, wherein the planetary gear transmission is arranged between transmission elements for a realization of a further transmission ratio.

8. The drive arrangement as claimed in claim 1, wherein the shift transmission is a dual clutch transmission and the multiple clutch is a dual clutch, wherein a first output shaft of the dual clutch transmission is rotationally coupled to the first rotational part of the dual clutch, and a second output shaft of the dual clutch transmission is rotationally coupled to the second rotational part of the dual clutch.

9. A motor vehicle, having a drive arrangement as claimed in claim 1 and at least one drive wheel which can be driven by the drive arrangement.

10. The drive arrangement as claimed in claim 1, wherein the multiple clutch is a dual clutch.

11. The drive arrangement as claimed in claim 1, wherein: the first transmission element of the shift transmission is a first gear wheel or a first gear wheel pair; the second transmission element of shift transmission is a second gear wheel or a second gear wheel pair; and the third transmission element is a third gear wheel.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present disclosure described above is explained in detail below against the relevant technical background with reference to the associated drawings which show preferred configurations. The present disclosure is in no way restricted by the purely schematic drawings, wherein it should be noted that the exemplary embodiments shown in the drawings are not restricted to the represented dimensions. In the drawings:

(2) FIG. 1: shows a conventional drive arrangement with electric driving engine and without internal combustion engine,

(3) FIG. 2: shows a drive arrangement according to the present disclosure with connected internal combustion engine with illustration of the torque path in the 1.sup.st gear,

(4) FIG. 3: shows a drive arrangement according to the present disclosure with connected internal combustion engine with illustration of the shifting process from the 2.sup.nd to the 3.sup.rd gear,

(5) FIG. 4: shows a drive arrangement according to the present disclosure with connected internal combustion engine with illustration of the starting process of the internal combustion engine,

(6) FIG. 5: shows a further embodiment of a drive arrangement according to the present disclosure with connected internal combustion engine with differential transmission,

(7) FIG. 6: shows a further embodiment of a drive arrangement according to the present disclosure with connected internal combustion engine with planetary gear transmission.

DETAILED DESCRIPTION

(8) In the drive arrangement proposed here, a corresponding optimal transmission ratio can be realized by the mechanical connection of the internal combustion engine via a transmission element. The rotational speeds realized by the electric machine and the internal combustion engine can be adjusted independently of one another. No extra separating clutch is required to couple on the internal combustion engine, as a result of which the technical production outlay is reduced and installation space can additionally be made available.

(9) The fundamental structure of a drive arrangement according to the present disclosure is initially explained on the basis of FIGS. 1 and 2. FIG. 1 shows a drive arrangement with connected electric driving engine 10 to which no internal combustion engine is yet connected. This drive arrangement comprises, in addition to electric driving machine 10, a shift transmission 30 as well as a multiple clutch 40 embodied here as a dual clutch. The torque generated by electric driving engine 10 is conducted via multiple clutch 40 and shift transmission 30 to output 60.

(10) Shift transmission 30 has several transmission stages for the realization of gears 1-4. Gear wheels of gears 1 and 3 are coupled as first transmission elements 31 to a first output shaft 35, and the gear wheels of gears 2 and 4 are coupled as second transmission elements 32 to a second output shaft 36.

(11) First output shaft 35 can be connected in a torque-tight manner to a first rotational part 44 of multiple clutch 40 by a coupling process, and second output shaft 36 can be connected in a torque-tight manner to a second rotational part 45 of multiple clutch 40 by a coupling process. Here, first rotational part 44 is the clutch disk of first sub-clutch 41, and second rotational part 45 is the clutch disk of second sub-clutch 42 of multiple clutch 40.

(12) These clutch disks are rotatable relative to clutch housing 43 of multiple clutch 40. Clutch housing 43 forms a third rotational part 46 of multiple clutch 40 which is connected fixedly to rotor 11 of electric driving engine 10.

(13) In the event of rotation of rotor 11 in relation to stator 12 of electric driving engine 10, the path of the transmitted torque through shift transmission 30 can thus be determined by closing sub-clutches 41,42, namely either via the transmission ratios of the 1.sup.st or 3.sup.rd gear or via the transmission ratios of the 2.sup.nd and 4.sup.th gear.

(14) FIG. 2 shows the embodiment represented in FIG. 1 of a drive arrangement with internal combustion engine 20 coupled thereon. Internal combustion engine 20 is connected via a centrifugal pendulum 80 to shift transmission 30. Here, no further separating clutch is arranged between internal combustion engine 20 and shift transmission 30, rather internal combustion engine 20 is connected thereto via a third transmission element 33, which here is also the drive wheel of the transmission ratio of the 4.sup.th gear of shift transmission 30. There are a wide range of possibilities for the use of internal combustion engines of varying capacities as a result of the selection of the transmission ratio of the transmission ratio realized with this third transmission element 33. It is thus possible, among other things, to arrange relatively high rpm internal combustion engines 20 which require a small amount of installation space.

(15) FIG. 2 furthermore shows the torque path during operation of the drive arrangement by means of internal combustion engine 20. It is apparent that the torque made available by internal combustion engine 20 is input via drive wheel 34 of the transmission ratio for the 4.sup.th gear of shift transmission 30 into shift transmission 30 and via second output shaft 36 to second sub-clutch 42, from this to clutch housing 43 and from this to first sub-clutch 41. The torque is conducted from first sub-clutch 41 into first output shaft 35 and is made available from there via the transmission ratio of the 1.sup.st gear to output 60.

(16) FIGS. 3 and 4 show the same drive arrangement as FIG. 2, but with different functions. FIG. 3 shows the procedure of the shifting process from the 2nd to the 3rd gear. It is apparent that the torque made available by internal combustion engine 20 is initially conducted via the transmission ratio of the 4th gear and from there via second output shaft 36 to output 60. By activating first sub-clutch 41 and by operating first electric driving engine 10, a torque is input from rotor 11 via first sub-clutch 41 into first output shaft 35 and conducted from this via the transmission stage of the 3.sup.rd gear to output 60. In this state, electromotive drive is thus carried out so that internal combustion engine 20 does not have to be operated.

(17) The shifts between the gears are always carried out as a load shift of electric driving engine 10; internal combustion engine 20 is uncoupled prior to shifting or only coupled on again after the load shift.

(18) In order to restart internal combustion engine 20 from the described 3.sup.rd gear, one can proceed as apparent from FIG. 4. In this case, second sub-clutch 42 is closed so that torque is transmitted to second output shaft 36 and conducted from there via drive wheel 34 to internal combustion engine 20 so that it can be started.

(19) FIGS. 5 and 6 show configurations of the drive arrangement according to the present disclosure, in the case of which shift transmission 30 is coupled to a differential transmission 70. It is furthermore apparent that internal combustion engine 20 in the embodiment represented in FIG. 5 of the drive arrangement is connected via a freewheel 50 to shift transmission 30. In the embodiment represented in FIG. 6, the connection of internal combustion engine 20 to shift transmission 30 is realized via a planetary gear transmission 100 which preferably has a shiftable internal gear 101 for adjustment of the torque ratios.

(20) A corresponding optimum transmission ratio can be realized by the mechanical connection of the internal combustion engine via a transmission element. The rotational speeds realized by the electric machine and the internal combustion engine can be adjusted independently of one another. No extra separating clutch is required to couple on the internal combustion engine, as a result of which the technical production outlay is reduced and installation space can additionally be made available.

LIST OF REFERENCE NUMBERS

(21) 1 First gear 2 Second gear 3 Third gear 4 Fourth gear 10 Electric driving engine 11 Rotor 12 Stator 20 Internal combustion engine 30 Shift transmission 31 First transmission element 32 Second transmission element 33 Third transmission element 34 Drive wheel 35 First output shaft 36 Second output shaft 40 Multiple clutch 41 First sub-clutch 42 Second sub-clutch 43 Clutch housing 44 First rotational part 45 Second rotational part 46 Third rotational part 50 Freewheel 60 Output 70 Differential transmission 80 Centrifugal pendulum 100 Planetary gear transmission 101 Shiftable ring gear