U.S. patent application number 16/635674 was filed with the patent office on 2021-05-06 for transmission for a hybrid drive arrangement, hybrid drive arrangement, vehicle, method for operating the hybrid drive arrangement, computer program and storage medium.
The applicant listed for this patent is Robert Bosch GmbH. Invention is credited to Simon Brummer, Rolf Lucius Dempel, Dominik Eszterle, Thomas Huber, Tom Smejkal, Christian Wirth.
Application Number | 20210129656 16/635674 |
Document ID | / |
Family ID | 1000005373098 |
Filed Date | 2021-05-06 |
![](/patent/app/20210129656/US20210129656A1-20210506\US20210129656A1-2021050)
United States Patent
Application |
20210129656 |
Kind Code |
A1 |
Dempel; Rolf Lucius ; et
al. |
May 6, 2021 |
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).
Inventors: |
Dempel; Rolf Lucius;
(Besigheim, DE) ; Eszterle; Dominik; (Heilbronn,
DE) ; Huber; Thomas; (Daisbach, DE) ; Wirth;
Christian; (Eichenried, DE) ; Brummer; Simon;
(Grobenzell, DE) ; Smejkal; Tom; (Dresden,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Robert Bosch GmbH |
Stuttgart |
|
DE |
|
|
Family ID: |
1000005373098 |
Appl. No.: |
16/635674 |
Filed: |
July 31, 2018 |
PCT Filed: |
July 31, 2018 |
PCT NO: |
PCT/EP2018/070666 |
371 Date: |
January 31, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60Y 2200/92 20130101;
F16H 3/44 20130101; F16H 2200/2043 20130101; F16H 2200/2007
20130101; F16H 2200/2041 20130101; F16H 2200/2094 20130101; B60K
6/365 20130101; B60K 6/543 20130101; F16H 2200/2048 20130101; F16H
2200/2046 20130101; F16H 2200/0056 20130101; B60K 6/547 20130101;
F16H 2200/2064 20130101 |
International
Class: |
B60K 6/547 20060101
B60K006/547; B60K 6/543 20060101 B60K006/543; B60K 6/365 20060101
B60K006/365; F16H 3/44 20060101 F16H003/44 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 2, 2017 |
DE |
10 2017 213 337.6 |
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
BACKGROUND OF THE INVENTION
[0001] The invention relates to a transmission for a hybrid drive
arrangement. Furthermore, the invention relates to a hybrid drive
arrangement having a transmission, to a vehicle having a hybrid
drive arrangement, and to a method for operating the hybrid drive
arrangement, and to a computer program and a machine-readable
storage medium.
[0002] Transmissions for hybrid drive arrangements are known from
the prior art. For example, WO2010/009943 A1 discloses a double
clutch transmission which makes the operation of a hybrid vehicle
possible by way of internal combustion engine, by way of electric
motor, and by way of the two drive units together. Transmissions of
this type are complex, heavy and expensive. There is a requirement
for transmission topologies with a reduced mechanical complexity, a
decreased installation space requirement and a reduced weight.
[0003] In the following text, the term "coupled" or "attached" is
used in the sense of a fixed connection. In contrast to this, the
term "can be coupled" comprises both fixed and switchable
connections within the context of the present description. If a
switchable connection is specifically meant, the corresponding
shifting element is as a rule specified explicitly, in particular a
brake or a clutch. If, in contrast, a fixed, rigid or non-rotating
connection is specifically meant, the term "coupled" or "attached"
is as a rule used and the use of the term "can be coupled" is
dispensed with. The use of the term "can be coupled" without
specification of a specific shifting element therefore indicates
the intentional inclusion of the two types. This distinction takes
place solely for the benefit of improved comprehensibility and, in
particular, in order to clarify where the provision of a switchable
connection instead of a fixed connection or coupling which can as a
rule be realized more easily is absolutely necessary. The above
definition of the term "coupled" or "attached" is therefore in no
way to be interpreted to be so narrow that couplings which are
inserted arbitrarily for bypassing purposes are derived from its
literal sense.
SUMMARY OF THE INVENTION
[0004] A transmission for a hybrid drive arrangement is provided,
which transmission can be coupled to two drive units, having an
input shaft and an output shaft, at least a first, second, third
and fourth shifting element and at least one first planetary
transmission and one second planetary transmission, it being
possible for the input shaft to be coupled by means of the first
shifting element to the internal gear of the first planetary
transmission, and the output shaft being coupled to the planetary
carrier of the first planetary transmission, it being possible for
the planetary carrier of the first planetary transmission to be
coupled by means of the second shifting element to the internal
gear of the second planetary transmission, and it being possible
for the planetary carrier of the first planetary transmission to be
coupled by means of the third shifting element to the sun gear of
the second planetary transmission, it being possible for the sun
gear of the first planetary transmission to be coupled by means of
the fourth shifting element to the sun gear of the second planetary
transmission.
[0005] A transmission for a hybrid drive arrangement is provided.
For the operation of the hybrid drive arrangement, two drive units
can be coupled to the transmission. The transmission comprises an
input shaft and an output shaft, at least a first, second, third
and fourth shifting element, and at least one first and one second
planetary transmission. The output shaft is coupled to the
planetary carrier of the first planetary transmission. Within the
context of the description, a coupling is to be understood to mean
a connection which is configured rigidly, for example in one piece,
for example by means of a shaft, or with a fixed transmission or
transmission stage. The input shaft can be coupled by means of the
first shifting element to the internal gear of the first planetary
transmission. The planetary carrier of the first planetary
transmission can be coupled by means of the second shifting element
to the internal gear of the second planetary transmission.
Furthermore, the planetary carrier of the first planetary
transmission can be coupled by means of the third shifting element
to the sun gear of the second planetary transmission. The sun gear
of the first planetary transmission can be coupled by means of the
fourth shifting element to the sun gear of the second planetary
transmission. In particular, the output shaft can be coupled to an
output. An output is, in particular, at least one shaft or one axle
which transmits the movement of the output shaft to the mechanical
drive train of a vehicle, for example to a differential or to a
drive wheel. A transmission is advantageously provided which
transmits the rotational speed and the torque which prevails at the
input shaft to the output shaft in accordance with the transmission
ratios in the transmission in the case of a closed first, second,
third and fourth shifting element. In the case of an open first
shifting element, the input shaft is decoupled from the output
shaft.
[0006] In another refinement of the invention, the transmission
comprises a fifth shifting element which is set up to couple the
internal gear of the first planetary transmission to a fixed
point.
[0007] A fifth shifting element is provided for the transmission,
which fifth shifting element makes releasing or fixed holding of
the internal gear of the first planetary transmission possible, in
particular connecting of the internal gear of the first planetary
transmission or supporting of the internal gear of the first
planetary transmission on a fixed point or a housing of the
transmission. The fixed holding of the internal gear of the first
planetary transmission comprises the fixed, rigid fixing of the
stationary internal gear of the first planetary transmission. The
releasing of the internal gear of the first planetary transmission
comprises the releasing of the fixing, with the result that the
internal gear of the first planetary transmission accelerates in
accordance with the forces which act on the internal gear. In
addition to those which are mentioned above, further operating
modes can advantageously be set by way of the above-described
topology of the transmission with the first to fifth shifting
elements. A closed fifth shifting element thus results in blocking
of the input shaft if the first shifting element is closed at the
same time.
[0008] In another refinement of the invention, the transmission
comprises a sixth shifting element which is configured to couple
the internal gear of the second planetary transmission to a fixed
point.
[0009] A sixth shifting element is provided for the transmission,
which sixth shifting element makes releasing or fixing of the
internal gear of the second planetary transmission possible, in
particular connecting of the internal gear of the second planetary
transmission or supporting of the internal gear of the second
planetary transmission on a fixed point or on a housing of the
transmission. The fixing of the internal gear of the second
planetary transmission comprises the fixed, rigid fixing of the
stationary internal gear of the second planetary transmission. The
releasing of the internal gear of the second planetary transmission
comprises the releasing of the fixing, with the result that the
internal gear of the second planetary transmission accelerates in
accordance with the forces which act on the internal gear. In
addition to the abovementioned operating modes, further operating
modes can advantageously be set by way of the above-described
topology of the transmission with the first to sixth shifting
elements. The internal gear of the second planetary carrier thus
blocks in the case of a closed sixth shifting element.
[0010] In another refinement of the invention, the transmission
comprises a seventh shifting element which is set up to couple the
input shaft to the planetary carrier of the second planetary
transmission.
[0011] A seventh shifting element is provided for the transmission,
which seventh shifting element makes releasing or coupling of the
input shaft to the planetary carrier of the second planetary
transmission possible. The coupling of the input shaft to the
planetary carrier of the second planetary transmission comprises
the fixed, rigid connection of the input shaft to the planetary
carrier of the second planetary transmission so as to rotate with
it. The releasing of the input shaft from the planetary carrier of
the second planetary transmission comprises the releasing of the
connection, with the result that the input shaft or the planetary
carrier of the second planetary transmission accelerate in
accordance with the forces which act on the input shaft or the
planetary carrier of the second planetary transmission. In addition
to those mentioned above, further operating modes can
advantageously be set by way of the above-described topology of the
transmission with the first to seventh shifting elements. Five
different transmission ratios between the input shaft and the
output shaft thus result depending on the combination of the
closing and opening of the shifting elements. In another refinement
of the invention, the first, second, fifth and/or the sixth
shifting element comprise/comprises a claw coupling.
[0012] The first, second, fifth and/or the sixth shifting element
are/is configured as a claw coupling.
[0013] The first and fifth or the second and sixth shifting element
are either open or are closed in an alternating manner, that is to
say are never closed at the same time. Therefore, said in each case
two shifting elements can advantageously be actuated in each case
by means of an actuator and a selector fork or selector rocker. To
this end, the actuator actuates, in particular, three positions:
first-mentioned shifting element closed; both shifting elements
open; last-mentioned shifting element closed. A possibility for
controllably coupling the components of the transmission is
advantageously provided.
[0014] In a further refinement of the invention, the third, fourth,
and/or the seventh shifting element comprise/comprises a clutch, in
particular a slipping clutch.
[0015] In order to connect individual components of the
transmission, the third, fourth and/or the seventh shifting element
are/is configured as a clutch. A clutch of this type can be, in
particular, a dry clutch, a wet clutch, a slipping clutch or a claw
coupling. Possibilities for a controllable connection of the
components of the transmission are advantageously provided.
[0016] In another refinement of the invention, a first drive unit,
in particular an internal combustion engine, can be coupled to the
input shaft, and/or a second drive unit, in particular an electric
machine, can be coupled to the planetary carrier of the second
planetary transmission.
[0017] The first drive unit can be attached on the input shaft on
the input side. The second drive unit can be coupled to the
planetary carrier of the second planetary transmission. For
generator operation of the second drive unit, for example an
electric machine, for example in order to charge a battery, the
first drive unit or the internal combustion engine can
advantageously be connected to the electric machine by means of
closing of the seventh shifting element and opening of the other
shifting elements. Since the two drive units are decoupled here
from the output shaft and therefore no torque is transmitted to the
output shaft, said charging can take place in the case of an output
shaft which is at a standstill, for example, that is to say, for
example, during the standstill of a vehicle (standstill charging).
In the case of an output shaft which is, for example, at a
standstill, a direct transmission of the rotational energy of the
first drive unit to the second drive unit or vice versa is made
possible, for example in order to start an internal combustion
engine.
[0018] Power-split operation of the transmission (eCVT mode) is
made possible by way of closing of the first, fourth and sixth
shifting element and opening of the second, third, fifth and
seventh shifting element. Here, the first drive unit acts on the
first internal gear of the first internal planetary transmission,
and the electric machine acts on the planetary carrier of the
second planetary transmission. Here, the transmission ratio between
the input shaft and the output shaft can be varied continuously
over a wide range by means of specification of a rotational speed
or a torque of the second drive unit. Power-split operation (also
called eCVT1 mode) is advantageously made possible, in the case of
which both the propulsion power at the output shaft and the
charging power for the generator operation of the electric machine
can be set independently of one another. Charging at a standstill
or in crawling mode (.gtoreq.0 km/h to approximately 10 km/h) and a
smooth comfortable transition from the standstill charging mode
into the crawling charging mode and the driving mode is
advantageously made possible with a fixed transmission, that is to
say in a fixed gear.
[0019] In the case of an open first and seventh shifting element,
the second drive unit is connected in each case via one of the four
possible fixed transmission ratios to the output shaft, with the
result that driving of the output shaft takes place only by means
of the second drive unit with one of the four fixed transmission
ratios. By means of (in particular, metered) closing of the seventh
shifting element, the first drive unit can be driven and, for
example, can be started if the first drive unit is an internal
combustion engine while driving by means of the second drive
unit.
[0020] There is also the possibility that the first drive unit is
configured, for example, as an electric machine, and the second
drive unit is configured, for example, as an internal combustion
engine. In a configuration of this type, different functionalities
and operating modes for the interaction of the components can
result by means of the transmission, which are not described
further here.
[0021] In another refinement of the invention, the transmission
ratios of the transmission are changed without the traction force
being interrupted.
[0022] Changing of the transmission ratios of the transmission, in
particular shifting into another gear or into another operating
mode of the transmission, takes place without the traction force
being interrupted if, in particular, for the change from one
operating mode of the transmission into another, one of the
shifting elements retains its state, a second one of the shifting
elements is transferred from a closed state into an open state, and
a third one of the shifting elements is transferred from an open
state into a closed state. A transmission is advantageously
provided, in the case of which changing of the gear stages without
an interruption of the traction force is made possible.
[0023] In another refinement of the invention, the transmission
comprises an actuator for actuating at least one of the shifting
elements in a manner which is dependent on a predefined operating
specification signal.
[0024] An actuator is provided which actuates at least one of the
shifting elements in a manner which is dependent on a predefined
operating specification signal, for example a requested torque, a
predefined rotational speed, or a defined operating point of the
drive unit. Said parameters of the operating specification signal
can be related to the output shaft of the transmission, to the
input shaft, or to the shafts which are to be connected to the
drive units. Control of the transmission is advantageously made
possible.
[0025] Furthermore, the invention relates to a hybrid drive
arrangement having a transmission, the hybrid drive arrangement
comprising a second drive assembly and/or a pulse inverter, an
electric energy source or a first drive unit.
[0026] A hybrid drive arrangement having an above-described
transmission is provided. The hybrid drive arrangement comprises a
second drive assembly. In particular, the hybrid drive arrangement
comprises a pulse inverter, an electric energy source and/or a
first drive unit. The second drive unit is coupled or connected, in
particular, to the planetary carrier of the second planetary
transmission. The pulse inverter is provided, in particular, for
supplying the second drive unit, in particular an electric machine.
To this end, in particular, it converts the electric energy of an
electric energy source, for example a battery and/or a fuel cell.
The first drive unit is coupled or connected, in particular, to the
input shaft. A hybrid drive arrangement which is set up for use in
a vehicle is advantageously provided.
[0027] Furthermore, the invention comprises a vehicle having a
described hybrid drive arrangement. A vehicle which comprises a
hybrid drive arrangement is advantageously provided.
[0028] Furthermore, the invention comprises a method for operating
a hybrid drive arrangement having a transmission. The method
comprises the following steps: [0029] determining of an operating
specification signal; [0030] actuating of at least one of the
shifting elements in order to set the functionality of the
transmission in a manner which is dependent on the operating
specification signal (BV).
[0031] A method for operating a hybrid drive arrangement having a
transmission is provided. Here, an operating specification signal
is determined. At least one of the shifting elements is closed or
opened in order to set the functionality of the transmission or of
a corresponding operating mode in a manner which is dependent on
the operating specification signal. The operating specification
signal is predefined in a manner which is dependent on an operating
strategy, a driver request or accelerator pedal, a battery
management system or other systems which are available, for
example, in a vehicle. In a manner which is dependent on said
operating specification signal, the shifting elements are actuated
in order to set the corresponding functionality or the operating
mode of the transmission, in particular the clutches or brakes are
closed or opened. The functionality of the transmission or the
operating mode are, in particular, the different transmission
ratios of the various gear stages, or the various modes or
operating modes, for example generator operation of the second
drive unit in the case of a stationary output shaft or the eCVT
mode. A method for operating a hybrid drive arrangement is
advantageously provided.
[0032] Furthermore, the invention relates to a computer program
which is set up to carry out the described method.
[0033] Furthermore, the invention relates to a machine-readable
storage medium, on which the described computer program is
stored.
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.
* * * * *