DE102010018987A1 - Hybrid drivetrain for motor vehicle, has drive comprising electric motor, where rotor of electric motor is directly and rotatably connected with output element of stepless transmission that is implemented as I2-transmission - Google Patents

Abstract

The drivetrain (71) has a drive comprising an electric motor (72), where a rotor of the electric motor is directly and rotatably connected with an output element of a stepless transmission (75). A stator of the electric motor is firmly connected with a housing of the stepless transmission. The electric motor is rotatably connected with a drive component of the stepless transmission that is implemented as I2-transmission, where the electric motor is drivable in an electrical driving condition as a generator.

Description

The Invention relates to a hybrid powertrain having a first drive, comprising an internal combustion engine, with a second drive, which comprises an electric motor, with a continuously variable transmission and with a clutch.

From the German Utility Model DE 202 01 540 U1 is a hybrid drive with infinitely variable speed known. In the known hybrid drive, a continuously variable transmission is connected between a primary drive shaft and a secondary drive shaft. A clutch, which is placed on the primary drive shaft or the secondary drive shaft, is provided with a drum and prevents the transmission of torque from a first motor to the secondary drive shaft. A second transfer unit is connected to the drum of the clutch. An electric motor is connected to and drives the second transmission unit or is driven by the latter. From the German patent application DE 10 2008 027 440 A1 is known a vehicle transmission with a continuously variable transmission, which is designed as I ² gear, where I indicates the translation of a variator and the 2 indicates that the transmission range of the variator is passed through twice.

task The invention is the efficiency of a hybrid powertrain to improve according to the preamble of claim 1.

The Task is with a hybrid powertrain with a first drive, comprising an internal combustion engine, with a second drive, which comprises an electric motor, with a continuously variable transmission and with a clutch, solved by having a rotor of Electric motor directly rotatable with an output element of stepless Gear is connected. The larger spread the continuously variable transmission allows the internal combustion engine operate under much more fuel-efficient conditions. The electric motor can be unfavorable for the internal combustion engine Cushion operating areas. By the direct connection of the rotor of the electric motor with the output element of the continuously variable transmission the efficiency of the hybrid powertrain can be improved. The arrangement according to the invention has the advantage that losses of the continuously variable transmission have no negative impact to have the electrical power. Therefore, at the same acceleration a smaller internal combustion engine can be used. About that In addition, the electric motor can be operated as a generator, so that a separate starter can be omitted.

One preferred embodiment of the hybrid powertrain is characterized in that the rotor of the electric motor directly rotatably connected to a driven gear of the continuously variable transmission is. Alternatively, the rotor of the electric motor with an output shaft be connected to the continuously variable transmission.

One Another preferred embodiment of the hybrid powertrain is characterized in that the output gear of the continuously variable Getriebes and the rotor of the electric motor with the help of a common Bearing means are rotatably mounted. This is the structure the transmission considerably simplified.

One Another preferred embodiment of the hybrid powertrain is characterized characterized in that a stator of the electric motor firmly is connected to a housing of the continuously variable transmission. According to another aspect of the invention the electric motor integrated in the continuously variable transmission.

One Another preferred embodiment of the hybrid powertrain is characterized in that the hybrid powertrain in a electric driving condition via the output element of infinitely variable transmission is driven by the electric motor. The Driving through the electric motor can be both when driving forward as well as during a reverse drive of the associated Motor vehicle done. The internal combustion engine is in the electrical Driving state preferably switched off.

One Another preferred embodiment of the hybrid powertrain is characterized in that the hybrid powertrain in a Boat state via an input element of the continuously variable transmission by the internal combustion engine and via the output element of the continuously variable transmission additionally by the electric motor is drivable. The combination of the two drives can Accelerate associated motor vehicle faster.

One Another preferred embodiment of the hybrid powertrain is characterized in that the hybrid powertrain in a Recuperation state via the output element of the stepless Getriebes by the working as a generator electric motor braked is. When braking and in overrun mode, a part of the braking energy returned to a battery.

The above object is achieved in a hybrid powertrain with a first drive, which includes an internal combustion engine with a second drive, which includes an electric motor with a continuously variable transmission and with a clutch also characterized in that the electric motor rotatably with a drive element of the continuously variable transmission is connected. The connection between the internal combustion engine and the drive element of the continuously variable transmission is preferably effected by a coupling. The non-rotatable connection between the electric motor and the drive element of the continuously variable transmission, however, takes place without the interposition of a clutch. The power transmission of the electric motor via the continuously variable transmission. Due to the greater spread of the continuously variable transmission, the internal combustion engine and the electric motor can be operated under much more fuel-efficient conditions. The electric motor can cushion the unfavorable for the internal combustion engine operating areas. Thus, a smaller internal combustion engine can be used with the same acceleration.

One preferred embodiment of the hybrid powertrain Is characterized in that the electric motor rotatably with a Drive shaft of the continuously variable transmission is connected. The electric motor is preferably direct, that is without interposition a clutch, with the drive shaft of the continuously variable transmission connected.

One Another preferred embodiment of the hybrid powertrain is characterized by the fact that two wheel electric motors are non-rotatable are each connected to a wheel of a motor vehicle. By the combination of the electric motor with the additional ones Wheeled electric motors can accelerate with the hybrid powertrain be further increased. Preferably are both the electric motor and the wheel electric motors as Operated generators.

One Another preferred embodiment of the hybrid powertrain is characterized in that the electric motor in a first electric driving condition as a generator via the internal combustion engine and the continuously variable transmission is driven. The energy thus generated is according to another aspect of the invention used for driving the wheel electric motors.

One Another preferred embodiment of the hybrid powertrain is characterized in that the wheels in the first electric driving condition via the wheel motors drivable are. Driving via the wheel electric motors can both forward as well as backward. The internal combustion engine has in the first electric driving state preferably no mechanical connection to the wheels.

One Another preferred embodiment of the hybrid powertrain is characterized in that the hybrid powertrain in a second electric driving state via the drive element of the continuously variable transmission by the electric motor respectively the wheel electric motors can be driven. The driving can both forward as well as backward. The internal combustion engine is preferably switched off in this driving state.

One Another preferred embodiment of the hybrid powertrain is characterized in that the hybrid powertrain in a Boost state via the continuously variable transmission by the internal combustion engine and is additionally driven by the Radelektromotors. The operated as a generator electric motor is in the boost state the internal combustion engine driven.

One Another preferred embodiment of the hybrid powertrain is characterized in that the hybrid powertrain in a Rekuperationszustand on working as a generator Electric motor and / or working as a generator wheel electric motors can be braked. The internal combustion engine is in this driving state preferably switched off.

One Another preferred embodiment of the hybrid powertrain is characterized characterized in that a clutch between the internal combustion engine and the continuously variable transmission is switched. This allows the internal combustion engine simple way of decoupling from the drive.

One Another preferred embodiment of the hybrid powertrain is characterized in that a differential in the continuously variable transmission is integrated. About the differential, the drive power in a known manner on two drive wheels of a Axis be transmitted.

Another preferred embodiment of the hybrid powertrain is characterized marked in that the continuously variable transmission is designed as I ² transmission. The continuously variable transmission is preferably designed as a vehicle transmission with continuously variable transmission, which comprises a CVT variator with two variator shafts. Such a vehicle transmission is in the German patent application DE 10 2008 027 440 A1 described.

Further Advantages, features and details of the invention will become apparent the following description, with reference to the drawing various embodiments described in detail are. Show it:

1 a highly simplified representation of a hybrid powertrain of a motor vehicle according to a first embodiment with a continuously variable transmission in plan view;

2 a detailed view of the continuously variable transmission 1 ;

3 the hybrid powertrain 1 in an electric driving condition;

4 a tabular representation of the switching logic of in 3 illustrated driving condition;

5 the hybrid powertrain 1 in another electric driving condition;

6 a tabular representation of the switching logic of in 5 illustrated driving condition;

7 the hybrid powertrain 1 in a boost condition;

8th a tabular representation of the switching logic of in 7 illustrated driving condition;

9 the hybrid powertrain 1 at a load point increase;

10 a tabular representation of the switching logic of in 9 illustrated driving condition;

11 the hybrid powertrain 1 in a recuperation state;

12 a tabular representation of the switching logic of in 11 illustrated driving condition;

13 a partial view of a similar hybrid powertrain as in 1 with a continuously variable transmission in an electric driving condition;

14 a detailed view of a continuously variable transmission 13 ;

15 the hybrid powertrain 13 in a boost state;

16 a tabular representation of the switching logic of in 15 illustrated driving condition and

17 the hybrid powertrain 13 in a recuperation state.

In the 1 to 12 is a hybrid powertrain 1 with an internal combustion engine 2 and an electric motor 3 shown in different views and driving conditions. In the internal combustion engine 2 It is an internal combustion engine that uses fuel or fuel from a tank 4 is operated. A continuously variable transmission 5 is between the internal combustion engine 2 and the electric motor 3 connected. In the continuously variable transmission 5 is a differential 6 integrated. A clutch 8th is between the internal combustion engine 2 and the continuously variable transmission 5 connected.

About the differential 6 is the continuously variable transmission 5 drivingly with an axis 10 and two wheels 11 . 12 connectable. The hybrid powertrain 1 includes more wheels 13 and 14 a greatly simplified illustrated motor vehicle 15 , The electric motor 3 is under intermediate circuit of an electronic control 17 to an electric battery or an accumulator 18 connected. The wheels 13 . 14 is in each case a wheel electric motor 21 . 22 assigned. The two wheeled electric motors 21 . 22 are about the electronic control 17 also to the battery 18 connected.

This in 2 detailed continuously variable transmission 5 includes a first set of discs 31 and a second pulley set 32 , The two disc sets 31 and 32 comprise pairs of conical pulleys, that of a belt 34 be entwined. Such a continuously variable transmission 5 with a first variator shaft 35 and a second variator shaft 36 is in the German Offenlegungsschrift DE 10 2008 027 440 A1 described in detail. The translation between the variator shafts 35 and 36 can be changed continuously within a spreading range of the variator. By an opposite change in the distance between the two cone pulley pairs or disc sets 31 . 32 the translation is changeable. The continuously variable transmission 5 further comprises a drive shaft or input shaft 38 and an output gear 40 , On the drive shaft 38 Several gears are stored. Each of the gears is connected via an associated coupling K ₁ , K ₂ , K ₃ , K ₄ to the drive shaft or input shaft 38 can be brought into non-rotatable engagement.

In the 3 and 4 is shown an electric driving state in which the electric motors 3 and 21 . 22 the car 15 Power by removing electrical energy from the battery 18 taken and via the electronic control 17 , which is also referred to as power electronics, is provided. The internal combustion engine 2 is switched off in this driving state. The coupling 8th corresponds in the tabular representation of 4 K ₉ . In a slow reverse driving the clutch K ₁ and K _{3 are} open and the clutch K ₄ and K ₂ closed. In a slow forward drive K ₉ , K ₁ and K _{3 are} open and K ₄ and K ₂ closed. In a fast forward drive K ₉ , K ₄ and K _{2 are} open and closed K ₁ and K3. In 3 is by arrows 41 to 44 indicated that the electric motors 3 . 21 . 22 in the illustrated driving state of the battery 18 are driven.

In the 5 and 6 is shown another electric driving state in which the internal combustion engine 2 no mechanical connection to the wheels or drive wheels 11 to 14 Has. In this electric driving state drives the internal combustion engine 2 the electric motor 3 on, as by arrows 45 . 46 . 47 is indicated. The coupling 8th or K ₉ is closed in slow reverse, slow forward and fast forward. The clutches K ₁ to K ₄ are open. Through the arrows 46 and 47 is indicated that the electric motor 3 that by the internal combustion engine 2 is driven, as a generator works and the battery 18 charging. By arrows 48 . 49 and 50 is hinted that the wheel electric motors 21 and 22 from the battery 18 or the electric motor operating as a generator 3 are driven.

In the 7 and 8th is shown a boost state in which the internal combustion engine 2 is operated at full power. The performance of the internal combustion engine 2 becomes, as by arrows 51 and 52 is indicated, branched. Part of the power is provided by the continuously variable transmission 5 the axis 10 with the drive wheels 11 . 12 fed. With the rest of the power is the electric motor 3 driven. By arrows 53 is indicated that the electric motor 3 works as a generator. About more arrows 55 and 56 is hinted that the wheel electric motors 21 and 22 over the battery 18 or via the electric motor operating as a generator 3 be supplied with electrical energy to the drive wheels 13 and 14 drive. This allows the motor vehicle 15 additionally accelerated. At a slow forward drive are the clutches 8th or K ₉ , K ₄ and K ₂ closed and the clutches K ₁ and K ₃ open. In a fast forward drive the clutches K ₉ , K ₁ and K _{3 are} closed and the clutches K ₄ and K ₂ open.

In the 9 and 10 is a driving condition shown with load point increase. The internal combustion engine 2 is loaded with high torque and thus works in a favorable consumption point. Only a part of the torque becomes, as by an arrow 51 is hinted at the continuously variable transmission 5 and about this to the axle 10 with the drive wheels 11 . 12 delivered, as indicated by further arrows. The remaining part of the torque is via the electric motor 3 used as generator torque, as by further arrows 52 and 53 is intimated to generate electrical energy and in the battery 18 to save, as by another arrow 54 is indicated.

During a slow forward drive, the clutches K ₉ , K ₄ and K _{2 are} closed and the clutches K ₁ and K _{3 are} opened. In a fast forward drive the clutches K ₉ , K ₁ and K _{3 are} closed and the clutches K ₄ and K ₂ open.

In the 11 and 12 is a recuperation state of the hybrid powertrain 1 Darge-up. The motor vehicle is powered by the electric motors 3 and 21 . 22 braked, which work as generators, as by arrows 61 . 62 is indicated. Much of the kinetic energy of the vehicle 15 becomes, as by further arrows 63 . 64 and 65 is hinted about the electronic control 17 in the battery 18 fed back. The internal combustion engine 2 is not in operation in this state.

In 12 is shown that in a slow forward drive in Rekuperationszustand the clutches K ₄ , K ₂ closed and clutches K ₉ , K ₁ and K _{3 are} open. In a fast forward driving the clutches K ₁ and K _{3 are} closed in the recuperation state and the clutches K ₉ , K ₄ and K ₂ opened.

In the 13 to 17 is a hybrid powertrain 71 shown in different views and driving conditions. The hybrid powertrain 71 comprises a first drive with an internal combustion engine (not shown) and a second drive with an electric motor 72 , The electric motor 72 is with the interposition of an electronic control 73 to a battery 74 connected. The internal combustion engine and the electric motor 72 are via a continuously variable transmission 75 and a differential 76 drivingly with an axis 77 connectable. At the ends of the axle 77 are two wheels 78 . 79 indicated by a total of four wheels of a motor vehicle.

The continuously variable transmission 75 includes a first set of discs 81 and a second disc set 82 , Via a drive shaft 83 is the continuously variable transmission 75 Coupled with the internal combustion engine. An output gear 84 of the continuously variable transmission 75 is non-rotatable or fixed with a rotor 85 of the electric motor 72 connected. The rotor 85 acts with a stator 86 stuck together with a gearbox of the continuously variable transmission 75 connected is. The rotor 85 and the output gear 84 are rotatably supported by a common bearing device. The continuously variable transmission 75 is, as in the previous embodiment, designed as I ² gear, as for example in the German patent application DE 10 2008 027 440 A1 is described. About four clutch K1 to K4 are different gears with the drive shaft or input shaft 83 the continuously variable transmission can be coupled.

In 13 is the hybrid powertrain 71 shown in an electric driving condition. The drive wheels 78 and 79 be like arrows 68 and 69 is indicated, via the electric motor 72 through the battery 74 driven. The internal combustion engine is switched off in this driving state. All couplings are open. In the electric driving state, the motor vehicle with the hybrid powertrain 71 be driven forwards and backwards.

In 15 is the hybrid powertrain 71 shown in a Boostfahrzustand. In the Boostfahrzustand the internal combustion engine is in operation and transmits, as indicated by an arrow 91 is indicated, a torque on the input shaft or drive shaft 83 of the continuously variable transmission 75 , In addition, the electric motor 72 as by arrows 92 is indicated electrically driven and transmits an additional torque through the rotor 85 on the output gear 84 of the continuously variable transmission 75 , This allows the motor vehicle with the hybrid powertrain 71 additionally accelerated. The drive energy of the electric motor 72 is through the battery 74 provided.

In the in 16 shown in tabular logic, it can be seen that the two clutches K ₄ and K ₂ are closed at a slow forward drive, while the two clutches K ₁ and K _{3 are} opened. In a fast forward drive, the two clutches K ₁ and K _{3 are} closed, while the two clutches K ₄ and K _{2 are} open.

In 17 is the hybrid powertrain 71 shown in a Rekuperationszustand. The motor vehicle with the hybrid powertrain 71 is by the electric motor 72 braked, which works as a generator. Much of the kinetic energy of the motor vehicle is, as by arrows 93 . 94 is indicated, via the electric motor 72 in the battery 74 fed back. All couplings are open.

LIST OF REFERENCE NUMBERS

1

Hybrid powertrain

2

Internal combustion engine

3

electric motor

4

tank

5

stepless transmission

6

differential

8th

clutch

10

axis

11

wheel

12

wheel

13

wheel

14

wheel

15

motor vehicle

17

electronic control

18

battery

21

Radelektromotor

22

Radelektromotor

31

first disc set

32

second disc set

34

endless

35

first variator

36

second variator

38

drive shaft

40

output gear

41

arrow

42

arrow

43

arrow

44

arrow

45

arrow

46

arrow

47

arrow

48

arrow

49

arrow

50

arrow

51

arrow

52

arrow

53

arrow

54

arrow

55

arrow

56

arrow

58

arrow

61

arrow

62

arrow

63

arrow

64

arrow

65

arrow

68

arrow

69

arrow

71

Hybrid powertrain

72

electric motor

73

electronic control

74

battery

75

stepless transmission

76

differential

77

axis

78

wheel

79

wheel

81

first disc set

82

second disc set

83

drive shaft

84

output gear

85

rotor

86

stator

91

arrow

92

arrow

93

arrow

94

arrow

K1

clutch

K2

clutch

K3

clutch

K4

clutch

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 20201540 U1 [0002]
• - DE 102008027440 A1 [0002, 0021, 0042, 0051]

Claims (13)

Hybrid powertrain having a first drive, which is an internal combustion engine ( 2 ), with a second drive, an electric motor ( 3 ; 72 ), with a continuously variable transmission ( 5 ; 75 ) and with a coupling ( 8th , K ₁ -K ₄ ), characterized in that a rotor ( 85 ) of the electric motor ( 72 ) directly against rotation with an output element of the continuously variable transmission ( 75 ) connected is. Hybrid drive train according to claim 1, characterized in that a stator ( 86 ) of the electric motor ( 72 ) fixed to a housing of the continuously variable transmission ( 75 ) connected is. Hybrid drive train according to one of the preceding claims, characterized in that the hybrid drive train ( 71 ) in an electric driving state via the output element of the continuously variable transmission ( 75 ) by the electric motor ( 72 ) is drivable. Hybrid drive train according to one of the preceding claims, characterized in that the hybrid drive train ( 71 ) in a boost state via an input element of the continuously variable transmission ( 75 ) by the internal combustion engine and via the output element of the continuously variable transmission ( 75 ) additionally by the electric motor ( 72 ) is drivable. Hybrid drive train according to one of the preceding claims, characterized in that the hybrid drive train ( 71 ) in a recuperation state via the output element of the continuously variable transmission ( 75 ) by the electric motor acting as a generator ( 72 ) is braked. Hybrid drive train according to the preamble of claim 1, characterized in that the electric motor ( 3 ) rotatably with a drive element of the continuously variable transmission ( 5 ) connected is. Hybrid drive train according to claim 6, characterized in that two wheel electric motors ( 21 . 22 ) rotatably with one wheel ( 13 . 14 ) of a motor vehicle ( 15 ) are connected. Hybrid drive train according to claim 7, characterized in that the electric motor ( 3 ) in a first electric driving state as a generator via the internal combustion engine ( 2 ) and the continuously variable transmission ( 5 ) is drivable. Hybrid drive train according to claim 8, characterized in that the wheels ( 13 . 14 ) in the first electric driving state via the wheeled electric motors ( 21 . 22 ) are drivable. Hybrid drive train according to claim 8 or 9, characterized in that the hybrid powertrain ( 1 ) in a second electrical driving state via the drive element of the continuously variable transmission ( 5 ) by the electric motor ( 3 ) or the wheel electric motors ( 21 . 22 ) is drivable. Hybrid drive train according to one of claims 7 to 10, characterized in that the hybrid powertrain ( 1 ) in a boost state via the continuously variable transmission ( 5 ) by the internal combustion engine ( 2 ) and additionally by the wheel electric motors ( 21 . 22 ) is drivable. Hybrid drive train according to one of claims 7 to 11, characterized in that the hybrid powertrain ( 1 ) in a recuperation state via the electric motor acting as a generator ( 3 ) and / or the wheel electric motors operating as a generator ( 21 . 22 ) is braked. Hybrid drive train according to one of the preceding claims, characterized in that the continuously variable transmission ( 5 ; 75 ) is designed as I ² gear.

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