AT526068A4 - Drive unit for a motor vehicle - Google Patents

Abstract

A drive unit (12) for a motor vehicle has a primary drive machine (ICE), a secondary drive machine (EM) and a transmission (13) with a planetary gear set (PGS) and a gear pair arrangement (20). Via a first switching element (C1L), two members (P1, P3) of the planetary gear set (PGS) can be connected to one another in a rotationally fixed manner and the primary drive machine (ICE) and/or the second input shaft (15) can be connected to a housing (H) of the transmission (13). . Two idler gears (2L, 6L) of a first group (A) of gear pairs (1/2, 4/6) are rotatably mounted on an intermediate shaft (16) and can be activated or deactivated via a second switching element (C2), two fixed gears (2L , 6L) of the first group (A) are arranged in a rotationally fixed manner on the first input shaft (14). Two idler gears (3L, 5L) of a second group (B) of gear pairs (3, 5) are rotatably mounted on the intermediate shaft (16) and can be activated or deactivated via a third switching element (C3), with two fixed gears (2L, 6L) this second group (B) are arranged in a rotationally fixed manner on the second input shaft (15).

Description

The invention relates to a drive unit for a motor vehicle, in particular for a motorcycle, with a primary drive machine and a secondary drive machine

and a transmission, which has a drive unit:

e a first input shaft and a second input shaft, the second input shaft being arranged coaxially with the first input shaft and being non-rotatably connected to the primary drive machine;

e an output shaft;

e an intermediate shaft disposed in parallel with the first and second input shafts and connected to the output shaft;

e a planetary gear set having first, second and third links, the first link being connected to the primary drive machine, the second link being connected to the secondary drive machine and the third link being connected to the first input shaft;

e Zat least one first switching element, which is designed to connect two members of the planetary gear set and / or the first input shaft and the second input shaft to one another in a rotationally fixed manner in a switching position and to connect the drive machine and / or the second input shaft to the housing in a further switching position and to block;

e a gear pair arrangement with several pairs of gears, each pair of gears having a fixed gear and an idler gear, each idler gear being able to be activated or deactivated via a switching element, and where

e two idler gears of a first group of gear pairs consisting of two gear pairs are rotatably mounted on the intermediate shaft and can be activated or deactivated via a second switching element, and two fixed gears of this first group of gear pairs are arranged in a rotationally fixed manner on the first input shaft,

e where the gears on the first input shaft with the gears on

the intermediate shafts have the gear ratios ie2 and ice.

The invention further relates to a motor vehicle, in particular a motorcycle

such a drive unit.

From EP 3 106 337 A1 a transmission is known which has an input shaft

with an internal combustion engine and another input shaft with a

electrical machine is connected. The two input shafts are arranged coaxially and act on an output shaft via an intermediate shaft, with a gear pair arrangement with several pairs of gears being provided between the input shafts and the intermediate shaft, the idler gears of which can be switched via switching elements by means of switching forks that can be actuated by a switching drum. The gear ratio ipss between the second link and the third link when the first link is stopped is less than zero. With this negative gear ratio, which is due to the connection of the internal combustion engine to the web of the planetary gear set, most of the gear positions are only passively torque-supported by the electric machine, with the torque of the electric machine - especially during gear changes, when charging the battery and when Consumption of electrical energy - positive and the speed is negative. Fig. 8 shows a power flow diagram from EP 3 106 337 A1 for switching operations between the switching stages S1 to S4 with the throttle valve wide open. The positions PTF S1-S2, PFT S3-S4, PFT G4-G5 show passive torque-assisted switching processes. The ATF G2-G3 position indicates an actively torque-assisted switching process. PDL denotes the generated electrical power of the electric machine and TF denotes the torque filling level. The reference LA denotes the start of the vehicle. It can be clearly seen that passive torque-assisted switching processes predominate.

The shifting comfort with passive torque-assisted shifts is significantly worse than the shifting comfort with actively torque-assisted shifts

switching processes.

The object of the invention is to improve the comfort of switching operations

To improve gearboxes of the type mentioned at the beginning.

The object is achieved according to the invention with a transmission of the type mentioned in that two idler gears of a second group of gear pairs consisting of two pairs of gears are also rotatably mounted on the intermediate shaft and can be activated or deactivated via a third switching element, and two fixed gears of this second group Gear pairs on the second input shaft are arranged in a rotationally fixed manner, with the gear pairs of the second

Group the gears on the second input shaft with the gears on the

The intermediate shaft has the gear ratios ic3 and iss, and that applies: ® lıprcs> 1,

where i1pGs is a gear ratio of the planetary gear set from the second input shaft to the first input shaft with stopped

Secondary drive machine is, and that

e the gear ratios ic2, ic3, Ice, Iırcs At least one of the following inequalities - preferably both of the following inequalities -

fulfill:

® icz2 Siaz3 X Iıpos «2 . . . ® lG3 S*162 X Lc6 X pas

A further improvement in switching quality can be achieved if the

Gear ratios ic3, ics, Ice, Iırcs satisfy the following inequality: «2 «2 . . 66 X Upas S*lc3 X read

In a further embodiment variant of the invention it is provided that additionally

the gear ratios ics, ice, Iırcs satisfy the following inequality:

«2 «2 . lGs = 166 X Lipas

It is particularly advantageous if the transmission has progressive gear ratios

has, whereby the following applies to the translations icı, ic2, ic3, Ica, Ics, Is:

i i i i i 65 < GA < 63 < 2 < G1 LG6 LG5 LG4 1G3 LG2

It is convenient to provide that the following applies to the translations I1Pcs, Icı, Ic2:

P= ic 1PGS ie»

4737

In an advantageous embodiment of the invention it is provided that the first member of the planetary gear set is designed as a ring gear, the second member of the planetary gear set is designed as a sun gear and the third member of the planetary gear set is designed as a web.

The following applies preferably:

i _— Z1+Z2 1PGS zz, 7

where zı is the number of teeth of the sun gear and z, the number of teeth of the

Ring gear is.

A first embodiment variant of the invention provides that the planetary gear set is arranged between the gear pair arrangement and the secondary drive machine.

A second embodiment variant of the invention provides that the secondary drive machine is located between the gear pair arrangement and the

Planetary gear set is arranged.

A third embodiment variant of the invention provides that the gear pair arrangement is arranged between the secondary drive machine and the planetary gear set, the secondary drive machine and the planetary gear set being arranged on end faces of the transmission facing away from one another

are.

A fourth embodiment variant of the invention provides that the primary drive machine is coaxial with the planetary gear set and the secondary drive machine is parallel and spaced from the first and second

Input shaft is arranged.

According to one embodiment of the invention, the secondary drive machine can be arranged coaxially with the planetary gear set.

According to a variant of the invention, the primary drive machine is arranged coaxially with the secondary drive machine.

In versions for motorcycles, a parking lock can be dispensed with. In applications for motor vehicles, it is advantageous if a parking lock device is provided, the parking lock device being on the

Parking lock wheel arranged intermediate shaft.

In an extremely compact embodiment variant of the invention it is provided that at least one switching element is formed by an axially displaceable switching sleeve. At least one switching element advantageously has two switching positions and preferably between a first and a second

Switch position to a neutral position.

The idler gears of the second group of gear pairs can be switched by the second switching element and the idler gears of the second group of gear pairs can be switched, i.e. activated or deactivated, by the third switching element. In each of the switching positions, at least one idler gear is activated and the other is deactivated. In the neutral position, both idler gears of the neighboring gear pairs are deactivated. Activated means that the idler gear is connected to the intermediate shaft in a rotation-proof manner. Deactivated means that the corresponding idler gear is decoupled from the intermediate shaft, i.e. it can rotate freely on it.

It is particularly advantageous if the first switching element is designed in one piece with the fixed gears of the two adjacent gear pairs of the second group. This allows installation space and the number of parts to be saved. The two fixed gears are moved axially with the first switching element during the switching process. This design requires a degree gearing of the affected ones

Gear pairs.

Alternatively - especially in transmissions with helical gears - it can be provided that the first switching element is axially displaceable relative to the fixed gears of adjacent gear pairs, but is connected to the fixed gears in a rotationally fixed manner.

The primary drive machine is advantageously provided with an internal combustion engine and

the secondary drive machine is formed by an electrical machine.

The object can further be achieved with a motor vehicle, for example a motorcycle, with a drive unit, in which, according to the invention, the transmission is designed to carry out at least the majority of all gear changes with active torque replenishment by the secondary drive machine. This can significantly improve the comfort of switching operations

become.

The invention is not explained below with reference to those shown in the figures

limiting exemplary embodiments explained in more detail. It shows schematically:

1 shows a motor vehicle with a drive unit according to the invention,

Fig. 2 shows a drive unit according to the invention in a first

design variant,

Fig. 3 shows a drive unit according to the invention in a second

design variant,

Fig. 4 shows a drive unit according to the invention in a third

design variant,

Fig. 5 shows a drive unit according to the invention in a fourth

design variant,

Fig. 6 shows a drive unit according to the invention in a fifth

design variant,

7 shows a gear change map of the drive unit according to the invention,

Fig. 8 is a power flow diagram of a known transmission arrangement for

various switching processes,

Fig. 9 is a power flow diagram of the drive unit according to the invention

various switching processes, and

Fig. 10 is a speed/torque diagram of the invention

Drive unit for various switching operations.

7137

Fig. 1 shows a motorcycle 11 with a drive unit 12 according to the invention, consisting of a primary drive machine ICE, a secondary drive machine EM and a transmission 13 with transversely arranged parallel input 14, 15, intermediate 16 and output shafts 17. The output shaft 17 is via an im illustrated embodiment, formed by a traction mechanism final drive FD, for example via a drive chain 18 with a rear wheel 19 of the motorcycle 1. The primary drive machine ICE is in the exemplary embodiments by an internal combustion engine and the

Secondary drive unit EM formed by an electric machine.

In Fig. 2, the drive unit 12 from Fig. 1 is shown in detail. The transmission 13 of the drive unit 12 is designed in each of the embodiment variants to provide at least two gear changes with active torque support

Secondary drive machine EM to be carried out.

The transmission 13 has a first input shaft 14 and a second input shaft 15, the second input shaft 15 being arranged coaxially with the first input shaft 14 and being connected in a rotationally fixed manner to the primary drive machine ICE. The output shaft 17 is connected in a rotationally fixed manner to an intermediate shaft 16 or is designed in one piece with it. The intermediate shaft 16 is arranged parallel to the first 14 and the second input shaft 15. The transmission 13 has a planetary gear set PGS with a first P1, second P2 and third link P3, the first link P1 being connected to the primary drive machine ICE, the second link P2 to the secondary drive machine EM and the third link P3 to the first input shaft 4 . In the first exemplary embodiment shown in FIG. 1, the primary drive machine is connected to the first link P1 of the planetary gear set PGS via a primary drive PD formed by a spur gear stage

drive connected.

To carry out gear changes, a first switching element C1, a second switching element C2 and a third switching element C3 are provided. Each of the switching elements C1, C2, C3 has two switching positions and a middle neutral position. In the switching positions, rotating gear elements such as idler gears 2L, 3L, 5L, 6L or axially displaceable fixed gears 3F, 5F are converted into rotationally fixed gear pairs 1/2, 3, 5, 4/6, which will be explained in more detail below

Connection with a torque transmitting or supporting partner,

for example, the first input shaft 14 or with the housing H of the transmission 13 or the supporting intermediate shaft 16. In the neutral position, the rotation-proof connection with the torque-transmitting or supporting partner is interrupted and, for example, the idler gear 2L, 3L, 5L, 6L of the switched gear pair 1/2, 3, 5, 4/6 can be rotated freely on the supporting intermediate shaft 16.

The first link P1 and the third link P3 of the planetary gear set PGS and/or the first input shaft 14 and the second input shaft 15 can be connected to one another in a rotationally fixed manner in the first switching position by means of the first switching element C1

become.

In the second switching position of the first switching element C1, the primary drive machine ICE and/or the second input shaft 15 can be connected to the housing H and blocked.

The transmission 13 has a gear pair arrangement 20 with four gear pairs 1/2, 3, 5, 4/6 - namely a first group A of gear pairs 1/2, 4/6 and a second group B of gear pairs 3, 5 - where each gear pair 1/2, 3, 4/6, 5 has a fixed gear 2F, 3F, 5F, 6F and an idler gear 2L, 3L, 5L, 6L, which correspond to one another and are in mesh. Fixed gears are gears that are connected in a rotationally fixed manner to the respective supporting shaft - the first input shaft 14 or the second input shaft 15. Idler gears are gears that are rotatably mounted on the supporting shaft - the intermediate shaft 16. The idler gear 2L, 3L, 5L, 6L and the fixed gear 2F, 3F, 5F, 6F of each gear pair 1/2, 3, 5, 4/6 are therefore arranged on different supporting shafts, with the supporting shafts being parallel and spaced apart in the transmission 13 are arranged.

The four idler gears 2L, 3L, 5L, 6L of the four gear pairs 1/2, 3, 5, 4/6 are rotatably arranged on the intermediate shaft 16. Two gears of two pairs of gears 1/2, 4/6, each formed by a fixed gear 2F, 6F, are on and rotationally fixed to the first input shaft 14 and two gears of two further pairs of gears 3, 5, each formed by a fixed gear 3F, 5F, are on and rotationally fixed with the

second input shaft 15 arranged.

Each idler gear 2L, 3L, 5L, 6L can be connected in a rotationally fixed manner to the respective supporting shaft - for example the intermediate shaft 16 - via a corresponding second switching element C2 or third switching element C3.

The gears on the first input shaft 14 have gear ratios ie2z - for the gear pair 1/2 - and ice —- for the gear pair 4/6 - with the gears on the intermediate shaft 16. The gears on the second input shaft 15 have gear ratios ic3 —- for the gear pair 3 - and iss - for the gear pair 5 - with the gears on the intermediate shaft 16.

iı1pcs denotes a transmission ratio of the planetary gear set PGS from the second input shaft 15 to the first input shaft 14 when the secondary drive machine EM is stopped. This gear ratio i1Ppcs is in

All embodiment variants according to the invention are larger than 1.

It is also provided that the gear ratios are iec2, ic3, Ics, Ice, I1rcs

satisfy at least one of the following inequalities:

® icz2 SiGc3 X I1pcs (1) ® 63 < 162 X Ice X pcs (2) ® ice X pcs < ic3

In all variants of the invention, the transmission 13 has a progressive gear gradation of the gears G1, G2, G3, G4, G5, G6, for which

Translations icı, ic2, ic3, ic4, ics, i6 applies:

i i i i i ° 1G5 < IG4 < 163 < 1G2 < lG1 (5) 1G6 1G5 1G4 1G3 1G2

The following applies to the translations I1PGs, icı, ic2:

i = 1a (6)

1PGS ic,

Fig. 7 shows a gear change map of the drive unit 12 according to the invention. The progressive gear gradation is clearly shown by the dashed lines

recognize.

In all embodiment variants shown in FIGS. 2 to 6, the first link P1 of the planetary gear set PGS is as a ring gear, the second link P2 of the planetary gear set PGS is as a sun gear and the third link P3 of the planetary gear set PGS is as

Planet carrier is designed. The following applies:

; _— Z1+Z2

I pcs” z, / (7) where zı is the number of teeth of the sun gear and z,2 is the number of teeth of the ring gear.

The transmission 13 has a total of 6 gears G1, G2, G3, G4, G5, G6 for ICE or hybrid operation. ICE or hybrid operating modes are operating modes of the drive unit 12 with the primary drive machine ICE alone or with the primary drive machine ICE and the secondary drive machine EM in combination. The primary drive machine ICE can be operated with torque support from the secondary drive machine EM in four fixed gears G2, G3, G5, G6. Two further “virtual” gears G1 and G4 can be driven with an electrically blocked rotor of the electric machine forming the secondary drive machine EM or with its speed support. All these gear changes for ICE or hybrid operation

occur torque-filled, i.e. without torque interruption.

The transmission 13 also has two gears E1, E2 for EV operation. EV operating modes are operating modes with the secondary propulsion engine EV alone. The gear changes for EV operation occur with torque interruption.

The primary drive machine ICE can be started by the secondary drive machine EM. When the motor vehicle is at a standstill, the primary drive engine can be towed cold - i.e. unfired. A warm so fired - towing of the primary drive engine ICE can also be used

when the motor vehicle is stationary or when the motor vehicle is sailing.

Furthermore, it is possible for the secondary machine EM to be generated by the primary drive machine ICE when at a standstill - for example for charging L

Vehicle battery - to operate.

Advantageously, the transmission 13 has a completely progressive gear ratio. The gear increments between first gear 1 and second gear 2 and also between fourth gear 4 and sixth gear 6

are the same and are each formed by the same pair of gears 22, 26.

The four gear pairs 1/2, 3, 5, 4/6 are in four parallel gear planes &€,, &;,

There, £6 of gear 13 arranged.

The three switching elements C1, C2, C3 are formed by switching sleeves and each have two switching positions for activating rotary connections and a neutral position for deactivating the rotary connections. The switching elements C1, C2 and C3 can be designed as simple claw clutches. With it

the transmission 13 works completely without friction clutches.

2, 3 and 4 show embodiment variants of drive units 11 according to the invention, which are particularly suitable for single-track motor vehicles, in particular motorcycles 11. When using the drive unit 12 for a single-track motor vehicle, a parking lock and

a reverse gear can be dispensed with.

In Figures 2 to 4 and 6, the secondary drive machine EM is arranged coaxially with the planetary gear set PGS. Fig. 5 shows an embodiment variant in which the primary drive machine ICE coaxially with the secondary drive machine EM

is arranged.

In the embodiment variants shown in FIGS. 2 to 4, the gears of the gear arrangement 20 have straight teeth. This makes it possible to form the first switching element C1 by an axially displaceable switching sleeve unit, which is firmly connected to the adjacent fixed gears 3F and 5F of the adjacent gear pairs 3, 5, for example formed in one piece with them

are.

In the first embodiment variant shown in FIG. 2, the planetary gear set PGS is arranged between the gear pair arrangement 20 and the secondary drive machine EM. The primary drive machine is via one, for example by one

Gear stage formed primary drive PD and a torsional vibration damper D

second input shaft 15 of the transmission 13 is drive-connected. All gears

can be designed with straight teeth so that no axial forces occur.

The first switching element C1 is designed as a sliding sleeve unit which also

Fixed gears 3F and 5F drives, for example formed in one piece with them.

The first input shaft 14, which is connected in a rotationally fixed manner to the third member P3 of the planetary gear set PGS formed by a planet carrier, is designed as an inner shaft. The second input shaft 15, which is connected in a rotationally fixed manner to the first member P1 of the planetary gear set PGS, which is formed by a ring gear

designed as a hollow shaft receiving the inner shaft.

The transmission 13 has in the first embodiment variant shown in FIG. 2 (and in

the third embodiment variant shown in Fig. 4) has the following circuit diagram:

Stationary modes:

Fashion gear ICE EM C1|IC2| C3 completely N off off neutral charging in . . Standstill SC driving generator operation L . . E1 blocks motor operation RI L electrical modes E2 blocks motor operation R| R. Rotor standstill or G1 driving speed increase L G2 driving torque increase LI L G3A | driving torque increase L L ICE and . . Hybrid modes G3B | driving torque increase R L G4 driving rotor standstill or R speed increase G5 driving torque increase R R G6 driving torque increase L | R Transient modes: Mode ICE EM C1|IC2/|C3 Note

Rear brake must be cranked cold start | driving R must be tightened, high crank torque

Driving possible, low

Warm start crank | driving | L crank torque

Down- faster switching off switching off aid braking L the ICE before switching to electric mode

. Synchronielectric. . . torque operation, blocks R switching interruption gear change element C2

Passive torqueICE start driving | braking L filling PTF (battery charging)

40..100% . torque-active N driving | driving L torque filling filled G1-G2 ATF (battery discharge) circuit g 25..60% torque. . active torque-filled G2-G3 | 3Ndriving | driving L filling circuit synchronizing gear preselection when driving en of during gear preselection G3 switching no boost is available element C2 35..70% torque driving | braking passive torque-filled G3-G4 filling PTF circuit R (battery charge) 60..100% torque-driving | driving active torque filled G4-G5 filling ATF circuit R (battery discharge) 35..80% torque- driving | driving active torque filled G5-G6 filling ATF switching R (battery discharge) In the switching table L means switching to the left (related to Fig. 2 or Fig. 4) R switching to the right (related to Fig. 2 or Fig. 4)

N neutral

SC Charging the vehicle battery

E1 first gear in EV mode

E2 second gear in EV mode

G1 first gear in ICE and hybrid mode

G2 second gear in ICE and hybrid mode

G3 third gear in ICE and hybrid mode

G3A, G3B, G3C Third gear variants in ICE and hybrid modes G4 fourth gear in ICE and hybrid modes

G5 fifth gear in ICE and hybrid mode

G6 sixth gear in ICE and hybrid mode

A concrete exemplary embodiment of the first embodiment variant is shown below. The transmission 13 has the following parameters:

currently = 30 1

z_= 75 2

i__ =2.83 G2

i__ =2.16 G3

i__ =1.45 G5

i__ =1.24 G6

with

currently number of teeth on the sun gear of the planetary gear set PGS; currently number of teeth of the ring gear of the planetary gear set PGS;

i Gear ratio for the gear pair 1/2;

i Gear ratio for gear pair 5;

i Gear ratio for the gear pair 4/6.

Calculation:

. Z1+Z 30475 1PGS Zz 75

i__ 1. __=3.96

G1 'G2 1PGS

=) 1 .=1.73 G4 G6 1PGS

Checking the progressive gear ratio of the exemplary gear design using the criteria defined by inequalities (1) to (5):

® ic2 Sic3 In the second embodiment variant shown in FIG. 3, the secondary drive machine EM is arranged between the gear pair arrangement 20 and the planetary gear set PGS. This arrangement is particularly suitable for motorcycles in which the primary drive machine ICE has a relatively large axial extent and is formed, for example, by an internal combustion engine with at least three cylinders. In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and the transmission levels g,, &;, Es, £6 of the transmission 13 are swapped. The first input shaft 14, which is connected in a rotationally fixed manner to the third member P3 of the planetary gear set PGS formed by a planet carrier, is therefore designed as a hollow shaft. The second input wave

1.24 145 173 2.16 2.83

117<1.19<1.25< 131 < 1.4 v

Thus, inequalities (1) to (5) are satisfied.

In the second embodiment variant shown in FIG. 3, the secondary drive machine EM is arranged between the gear pair arrangement 20 and the planetary gear set PGS. This arrangement is particularly suitable for motorcycles in which the primary drive machine ICE has a relatively large axial extent and is formed, for example, by an internal combustion engine with at least three cylinders. In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and the transmission levels g,, &;, Es, £6 of the transmission 13 are swapped. The first input shaft 14, which is connected to the third link P3 of the planetary gear set PGS formed by a planetary carrier

is connected in a rotationally fixed manner, so it is designed as a hollow shaft. The second input wave

15, which is connected in a rotationally fixed manner to the first member P1 of the planetary gear set PGS formed by a ring gear, is formed here within the hollow shaft.

In the second embodiment variant shown in FIG. 3, the transmission 13 has the following switching pattern:

Stationary modes:

Fashion gear ICE EM C1|C2 | C3

completely N off off neutral loading in | | Standstill SC driving generator operation R Electrical E1 blocks engine operation L| R Modes E2 blocks motor operation L L

G1 driving rotor standstill or R

Speed increase G2 driving torque increase R| R

G3A | driving torque increase R | R ICE and G3C_ | driving Torque increase L R Hybrid modes Roto tillstand or N . rsti he G4 driving speed increase L G5 driving torque increase L L

G6 driving torque increase RI L

Transient modes:

Mode ICE EM C1|IC2/|C3 Note

Rear brake must be cranked cold start | driving L must be tightened, high crank torque

Driving possible, low

Warm start cranking driving | R crank torque down- quick switching off of the switch-off aid braking R ICE before switching to driving the electric mode synchronous electric blocks of operation, switching torque gear change element C2 | L interruption

passive torqueICE start driving | braking R filling PTF (battery charging)

40..100% . torque-active. driving | driving R torque filling filled G1-G2 ATF (battery discharge) circuit g 25..60% torque. . active torque-filled G2-G3 | 3Ndriving | driving R filling ATF circuit synchronizing gear preselection when driving from during gear preselection G3 switching no boost is available element C2 35..70% torque. passive torque-filled G3-G4 | 3Ndriving | braking - filling PTF circuit (battery charging) 60..100% torque. . active torque-filled G4-G5 | 9ndriving | driving - filling ATF circuit (battery discharge) 35..80% torque. . active torque-filled G5-G6 | 3" driving | driving L filling ATF switching (battery discharge) In the switching table L means switching to the left (related to Fig. 3) R switching to the right (related to Fig. 3) N neutral SC charging the vehicle battery E1 first gear in EV Mode E2 second gear in EV mode G1 first gear in ICE and hybrid mode G2 second gear in ICE and hybrid mode G3 third gear in ICE and hybrid mode

G3A, G3B, G3C Third gear variants in ICE and Hybrid modes

G4 fourth gear in ICE and hybrid mode G5 fifth gear in ICE and hybrid mode G6 sixth gear in ICE and hybrid mode

Fig. 4 shows a third embodiment variant of the invention, in which the gear pair arrangement 20 is arranged between the secondary drive machine EM and the planetary gear set PGS, the secondary drive machine EM and the planetary gear set PGS being arranged on opposite end faces of the transmission 13. This arrangement is also particularly suitable for motorcycles in which the primary drive machine ICE has a relatively large axial extent and is formed, for example, by an internal combustion engine with at least three cylinders. In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and, in comparison to the embodiment variant shown in FIG. The first input shaft 14, which is connected in a rotationally fixed manner to the third member P3 of the planetary gear set PGS formed by a planet carrier, is - as in FIG. 3 - designed as a hollow shaft. The second input shaft 15, which is connected in a rotationally fixed manner to the first member P1 of the planetary gear set PGS formed by a ring gear, is formed within the hollow shaft.

The circuit diagram corresponds to that of the first one shown in Fig. 2

Version variant.

Fig. 5 shows a fourth embodiment variant, in which the primary drive machine ICE coaxial with the planetary gear set PGS and the secondary drive machine EM

is arranged parallel and distanced from the first 14 and second input shaft 15.

Fig. 6 shows a fifth embodiment variant of the invention, which differs from the fourth embodiment variant in that the primary drive machine ICE and the secondary drive machine EM are arranged coaxially with the planetary gear set PGS and coaxially with the first input shaft 14 and second input shaft 15.

The fourth embodiment variant and the fifth embodiment variant are particularly suitable for passenger vehicles, with the drive unit 12 being installed transversely, for example for front-wheel drive. Reference number 30 is a differential in each of the fourth and fifth embodiment variants

designated. A parking lock wheel P of a parking lock is arranged on the intermediate shaft 16. The drive unit 12 has a reversing function formed by electrical operation by the secondary drive machine EM. The secondary drive machine EM is designed as a high-speed offset electric machine and with the second link designed, for example, as a sun gear

P2 of the PGS planetary gear set is drive-connected via a spur gear.

In comparison to the first embodiment variant shown in FIG. 2, the input shafts 14, 15 and also the transmission levels E,, E3, Es, £6 of the transmission 13 are swapped. The first input shaft 14, which is connected in a rotationally fixed manner to the third link P3 of the planetary gear set PGS formed by a planet carrier, is - as in FIG. 3 - designed as a hollow shaft and the second input shaft 15, which is connected to the first link P1 formed by a ring gear Planetary gear set PGS

is connected in a rotationally fixed manner, is arranged within the hollow shaft.

The gear pairs 1/2, 3, 5, 4/6 of the gear pair arrangement 20 are designed as helical teeth. The resulting axial forces do not allow the first switching element C1 to be designed as a sliding sleeve unit with combined fixed gears 3F and 5F. The first switching element C1 shown in the right position in FIG. 5 is therefore designed as a simple switching sleeve which is axially displaceable in the space between the fixed gears 3F and 3F. The fixed gears 3F, 5F have openings 23, 25 in the gear wheel through which axial webs of the first switching sleeve penetrate. Thus, the first switching element C1 is connected to the fixed gears 3F and 5F in a rotationally fixed manner, but is axially displaceable relative to them.

Reference number 28 denotes a friction torque limiter.

The transmission 13 has the fourth embodiment variant shown in FIG. 5 and in

The fifth embodiment variant shown in FIG. 6 has the following circuit diagram:

Stationary modes:

Fashion gear ICE EM C1|C2/|C3I| P completely N off off neutral parking/loading in | | Standstill SC driving generator operation R X

electrical modes E1 blocks engine operation L | R E2 blocks motor operation LI L . Rotor standstill or G1 driving speed increase R G2_ | driving |torque increase| R | R. driving |torque increase RIL ICE- U YarId- G3C | driving | torque increase LIL G4 | driving rotor standstill or L speed increase G5 | driving |torque increase L | R

G6 | driving |torque increase| R | L

Transient modes:

Mode ICE EM C1|C2/|C3I| P remark

Rear brake must be cranked cold start driving | R X must be tightened, high crank torque

in motion possible, warm start cranking driving | R lower crank torque

Faster shutdown of the

Shut-off aid braking down | R Motors drive in electric synchronous operation before switching to electric mode. locking of gear- blocked switching- L torque change element C2 interruption

passive torqueICE Start | driving | braking R filling PTF (battery charging)

40..100% torque-active padded | driving | driving R torque filling ATF G1-G2 (battery discharge) circuit 25..60% torque- . padded | driving | driving R active torque G2-G3 MUNG circuit Gear preselection driving |Synchronize L during gear preselection at G3 en from there is no boost available

Switching element C2 35..70% torque filled | driving | braking L passive torque G3-G4 filling PTF circuit (battery charging) 60..100% torque-filled | driving | driving L active torqueG4-G5 filling ATF circuit (battery discharge) 35..80% torque filled | driving | driving L active torque G5-G6 filling ATF circuit (battery discharge)

In the switching table means

L Shift to the left (relative to Fig. 5 or Fig. 6) R Shift to the right (relative to Fig. 5 or Fig. 6) X activated

N neutral

SC Charging the vehicle battery

E1 first gear in EV mode

E2 second gear in EV mode

G1 first gear in ICE and hybrid mode

G2 second gear in ICE and hybrid mode

G3 third gear in ICE and hybrid mode

G3A, G3B, G3C Third gear variants in ICE and hybrid modes G4 fourth gear in ICE and hybrid modes

G5 fifth gear in ICE and hybrid mode

G6 sixth gear in ICE and hybrid mode

All embodiment variants of the invention have the following properties:

e Six gears G1 to G6 with progressive gear gradation over just 4 tooth meshes

e No friction clutches and synchronizers

e Short design

e Low number of components

e Low weight

e The gears G5 and G6 provide high-efficiency travel gear ratios. No torque support from the secondary drive machine EM is required, as is the case with gears G1 and G4.

e In all ICE operating modes, the secondary drive machine EM is used to replenish torque when changing gears;

e The primary drive engine ICE can be started energy-efficiently even when the battery charge level is low. The secondary drive machine EM is operated in generator mode;

e A cold start of the ICE primary drive machine with high torque (at standstill) is possible;

e It is possible to warm start the ICE primary drive engine while driving (switching from electric to hybrid operation);

e 48 V mild hybrid is possible. The secondary drive machine EM with an output of 10..15% of the ICE power enables the full range of functions (cold/warm towing, starting the primary drive machine

ICE, boost/regenerative braking, EV driving in traffic jams);

Fig. 8 shows a power flow diagram of a transmission known from EP 3 106 337 A1 for switching operations between the switching stages S1 to S4 with the throttle valve wide open. In this transmission, an input shaft is connected to an internal combustion engine and another input shaft is connected to an electric machine. The two input shafts are arranged coaxially and act on an output shaft via an intermediate shaft, with a gear pair arrangement with several pairs of gears being provided between the input shafts and the intermediate shaft, the idler gears of which can be switched via switching elements by means of switching forks that can be actuated by a switching drum. The gear ratio ipss between the second link and the third link when the first link is stopped is less than zero. With this gear ratio n, which is due to the connection of the internal combustion engine to the web of the planetary gear set, most of the gear positions are only passively torque-supported by the electric machine, whereby the torque

the electrical machine - especially during switching processes

Charging the battery and consuming electrical energy - positive and the speed is negative. In Fig. 8, the positions PTF S1-S2, PFT S3-S4, PFT G4G5 show passively torque-filled shifts. The ATF G2-G3 position shows an actively torque-filled switching process. PDL denotes the generated electrical power of the electric machine and TF denotes the torque replenishment level. The reference LA denotes the start of the vehicle. It can be clearly seen that passive torque-assisted

PTF switching operations predominate.

Fig. 9 shows a power flow diagram of the drive unit according to the invention for various switching operations and Fig. 10 shows a speed/torque diagram

the drive unit according to the invention for various switching operations.

In the present invention, in each embodiment variant shown, the primary drive machine ICE is connected to the ring gear of the planetary gear set PGS, so that most switching operations can take place with active torque filling ATF (positive torque of the secondary drive machine EM, positive speed of the secondary drive machine EM during the switching process, battery is being charged and/or electrical energy is dissipated). Active torque-filled shifts ATF deliver more power at the output and the percentage of torque fill is higher than passive

Torque replenishment PTF.

Claims (1)

PATENT CLAIMS 1. Drive unit (12) for a motor vehicle, in particular for a motorcycle (11), with a primary drive machine (ICE), a secondary drive machine (EM) and a transmission (13), which has a drive unit (12): e a first input shaft (14) and a second input shaft (15), the second input shaft (15) being arranged coaxially with the first input shaft (14) and being non-rotatably connected to the primary drive machine (ICE); e an output shaft (17); e an intermediate shaft (16) arranged in parallel to the first (14) and second input shafts (15) and connected to the output shaft (17); e a planetary gear set (PGS) with a first (P1), second (P2) and third link (P3), the first link (P1) with the primary drive machine (ICE), the second link (P2) with the secondary drive machine (EM) and the third member (P3) is connected to the first input shaft (14); e Zat least one first switching element (C1L), which is designed to connect two members (P1, P3) of the planetary gear set (PGS) and/or the first input shaft (14) and the second input shaft (15) to one another in a rotationally fixed manner in a switching position and a further switching position to connect and block the primary drive machine (ICE) and/or the second input shaft (15) with a housing (H) of the transmission (13); e a gear pair arrangement (20) with several gear pairs (1/2, 3, 5, 4/6), each gear pair (20) having a fixed gear (2F, 3F, 5F, 6F) and an idler gear (2L, 3L, 5L, 6L ), wherein each idler gear (2L, 3L, 5L, 6L) can be activated or deactivated via a switching element (C2, C3), and where e Two idler gears (2L, 6L) of a first group (A) of gear pairs (1/2, 3, 5, 4/6) consisting of two pairs of gears (1/2, 4/6) are rotatably mounted on the intermediate shaft (16). and can be activated or deactivated via a second switching element (C2), and two fixed gears (2L, 6L) of this first group (A) of gear pairs (1/2, 4/6) are arranged in a rotationally fixed manner on the first input shaft (14); e where in the case of the gear pairs (1/2, 4/6) of the first group (A) of gear pairs (1/2, 4/6), the gears on the first input shaft (14) with the gears on the intermediate shaft (16). Have gear ratios is2z and ics, characterized in that two idler gears (3L, 5L) of a second group (B) of gear pairs (1/2, 3, 5, 4/6) consisting of two gear pairs (3, 5) are also rotatably mounted on the intermediate shaft (16). and can be activated or deactivated via a third switching element (C3), and two fixed gears (2L, 6L) of this second group (B) of gear pairs are arranged in a rotationally fixed manner on the second input shaft (15), with the gear pairs (3, 5) the second group (B) the gears on the second input shaft (15) with the gears on the Intermediate shaft (16) has the gear ratios iss and ies, and that applies: ® lıprcs> 1, where i1res is a gear ratio of the planetary gear set (PGS) from the second input shaft (15) to the first input shaft (14). stopped secondary drive engine (EM), and that e the gear ratios ic2, ics, Ice, Iırcs At least one of the satisfy the following inequalities: ® iGcz Sic3 X l1pcs '2. . . ® iGc3 Sic2 X Ice X pas Drive unit (12) according to claim 1, characterized in that Gear ratios ic3, ics, Ice, Iırcs satisfy the following inequality: +2 +2 . . ® iGc6 X lipas S Ic3 X Ic5 Drive unit (12) according to claim 1 or 2, characterized in that the gear ratios iG5, iG6, iLPGS satisfy the following inequality: ® iGcs S 166 X l1pas 26 Drive unit (12) according to one of claims 1 to 3, characterized in that the transmission (13) has a progressive gear ratio has, whereby the following applies to the translations icı, ic2, ic3, Ica, Ics, Is: i i i i i 1G5 < IG4 < 163 < 1G2 < lG1 1G6 1G5 1G4 1G3 1G2 Drive unit (12) according to one of claims 1 to 4, characterized marked that for the translations i1Pcs, Icı, Icz applies: ; = 1PGS iG2 Drive unit (12) according to one of claims 1 to 5, characterized in that the first link (P1) of the planetary gear set (PGS) is a ring gear, the second link (P2) of the planetary gear set (PGS) is a sun gear and the third link (P3) of the planetary gear set (PGS) is designed as a web. Drive unit (12) according to claim 6, characterized in that applies _— Zı1+Z2 1PGS z2 / 1 where z;ı is the number of teeth of the sun gear and z, the number of teeth of the ring gear. Drive unit (12) according to one of claims 1 to 7, characterized in that the planetary gear set (PGS) is arranged between the gear pair arrangement (20) and the secondary drive machine (EM). Drive unit (12) according to one of claims 1 to 7, characterized in that the secondary drive machine (EM) between the Gear pair arrangement (20) and the planetary gear set (PGS) is arranged. Drive unit (12) according to one of claims 1 to 7, characterized in that the gear pair arrangement (20) between the Secondary drive machine (EM) and the planetary gear set (PGS) are arranged 27137 12. 13. 14. 15. 16. 17. 27 is, whereby the secondary drive machine (EM) and the planetary gear set (PGS) are arranged on opposite end faces of the transmission (13). Drive unit (12) according to one of claims 1 to 7, characterized in that the primary drive machine (ICE) is coaxial with the planetary gear set (PGS) and the secondary drive machine (EM) is parallel and is arranged at a distance from the first (14) and second input shaft (15). Drive unit (12) according to one of claims 1 to 10, characterized in that the secondary drive machine (EM) is coaxial with the Planetary gear set (PGM) is arranged. Drive unit (12) according to one of claims 1 to 10, characterized in that the primary drive machine (ICE) is arranged coaxially with the secondary drive machine (EM). Drive unit (12) according to one of claims 1 to 13, characterized in that the drive unit (12) has a parking lock device, a parking lock wheel (P) of the parking lock device being arranged on the intermediate shaft. Drive unit (12) according to one of claims 1 to 14, characterized in that at least one switching element (C1, C2, C3) is formed by an axially displaceable switching sleeve Drive unit (12) according to one of claims 1 to 15, characterized in that the first switching element (C1) is formed in one piece with two fixed gears (2F, 5F) of an adjacent gear pair (3, 5) of the second group (B). Drive unit (12) according to one of claims 1 to 15, characterized in that the first switching element (C1) is axially displaceable but rotationally fixed relative to the fixed gears (3F, 5F) of adjacent gear pairs (3, 5) of the second group (B). with the fixed wheels (3F, 5F) connected is. 18. Drive unit (12) according to one of claims 1 to 17, characterized in that the at least one switching element (C1, C2, C3) has two switching positions and one - preferably between a first (L) and a second switching position (R) - has neutral position. 19. Drive unit (12) according to one of claims 1 to 18, characterized in that the primary drive machine (ICE) is an internal combustion engine and the secondary drive machine (EM) is an electric one machine is. 20. Motor vehicle, in particular motorcycle (11), with a drive unit (12) according to one of claims 1 to 19, characterized in that the transmission (13) is designed to carry out at least the majority of all gear changes with active torque filling by the secondary drive machine (EM ) to carry out. 08/09/2022 FU/iv