DE102019102437A1 - Drive train for a motor vehicle and motor vehicle with such a drive train - Google Patents

Abstract

Drive train for a motor vehicle, with at least one continuously variable transmission (3) which has an input shaft (12) via which a drive torque can be introduced into this transmission (3), and an output shaft (13) via which an output torque from this transmission (3 ) can be diverted, the drive train further having at least one internal combustion engine (1) which has an internal combustion engine drive shaft (14) via which a first drive torque can be provided by the internal combustion engine (1) for driving the motor vehicle, and at least one electric drive machine ( 2), which has an electric machine drive shaft (16) via which a second drive torque can be provided by the electric drive machine (2) for driving the motor vehicle, and an output pinion (15) with which the output torque from the continuously variable transmission (3) in the direction of at least one drivable motor vehicle axle (4) with whom At least one drivable wheel (5) can be transmitted, this drive train having a first separating clutch (9) which, in relation to the torque transmission, is arranged between the internal combustion engine drive shaft (14) and the output shaft (13) and the drive train having a second separating clutch (10) , which is arranged in relation to the torque transmission between the output shaft (13) and the output pinion (15), characterized in that the electric machine drive shaft (16) for torque transmission is permanently connected to the input shaft (12) or the output shaft (13) of the continuously variable transmission ( 3) is connected.

Description

The invention relates to a drive train for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1. Furthermore, the invention relates to a motor vehicle, in particular a motor vehicle, according to the preamble of patent claim 16.

The DE 10 2010 018 987 A1 discloses a hybrid powertrain with a first drive that includes an internal combustion engine. The hybrid drive train also has a second drive, which comprises an electric motor. A continuously variable transmission is also provided. The hybrid powertrain also includes a clutch. It is also provided that a rotor of the electric motor is directly connected in a rotationally fixed manner to an output element of the continuously variable transmission.

Of the DE 196 31 294 A1 A gear unit with a multi-range structure for motor vehicles can be seen as known. The transmission unit comprises a continuously variable transmission and further transmissions which can be connected to the continuously variable transmission via two alternately switchable clutches with a changeable, adjustable torque. It is also from the DE 198 28 844 A1 a motor vehicle known. The motor vehicle comprises a drive unit, an energy store and a transmission.

The object of the present invention is to further develop a drive train and a motor vehicle of the type mentioned at the outset in such a way that the motor vehicle can be particularly advantageously ready to drive. This object is achieved by a drive train according to patent claim 1 or by a motor vehicle with such a drive train according to patent claim 14; preferred further developments are the subject of the dependent claims.

A drive train for a motor vehicle in the sense of the invention is to be understood as a drive system for providing drive power for overcoming driving resistance, in particular rolling resistance, air resistance and gradient resistance, of a motor vehicle, in particular thus a passenger car. This drive train has at least one continuously variable transmission, that is to say a continuously variable transmission.

In the sense of the invention, a continuously variable transmission, or a continuously variable transmission, is to be understood as a transmission in which drive power can be transmitted from an input shaft to an output shaft with a predefinable ratio, this ratio, at least in a certain range, continuously or continuously , is changeable. Further preferably, such a transmission thus has the input shaft, means for continuously changing the transmission ratio and the output shaft, drive power being able to be supplied to the continuously variable transmission, in particular from the internal combustion engine, by means of the input shaft. This input shaft is thus arranged on a drive side of the continuously variable transmission, in particular the input shaft is therefore, in relation to the torque transmission from the input shaft to the output shaft, arranged in front of the means for providing the continuously variable transmission and is preferably selectively connectable or preferably permanently with these connected.

By means of the output shaft, the drive power when driving the motor vehicle can thus be output from the continuously variable transmission and the output shaft is thus arranged on an output side of the continuously variable transmission, in particular, based on the torque transmission from the input shaft to the output shaft, according to the means for providing the stepless translation. Preferably, the output shaft arranged on the output side can be selectively connected to the means for providing the continuously variable transmission or is preferably permanently connected to these.

The means for continuously changing the gear ratio are thus provided between these shafts (input shaft, output shaft) for torque transmission when providing drive power and for changing the transmission ratio, these means preferably being designed as a so-called chain variator. Such continuously variable transmissions are known from the prior art in various designs as so-called CVT transmissions (continuously variable transmissons).

To provide drive power, this drive train has at least one internal combustion engine, with an internal combustion engine drive shaft for delivering the drive power (speed, torque). In the sense of the invention, an internal combustion engine is to be understood as a thermal internal combustion engine for converting, in particular chemically bound, energy into mechanical drive power (speed / torque). Internal combustion engines of this type are known in different designs, for example as a reciprocating piston engine, which can preferably be operated according to the gasoline principle or the diesel principle. In the sense of the invention, the internal combustion engine drive shaft is to be understood as a rotatable shaft of the internal combustion engine, with which this drive power can be output in the form of speed and torque Internal combustion engine drive shaft can be designed as a so-called crankshaft and in particular can be set up to deliver a first drive torque.

Furthermore, the drive train has at least one electric drive machine, which in the sense of the invention can be understood as an electromechanical energy converter, preferably as an electric motor or as an electric motor / generator. Such an electric drive machine has an electric machine drive shaft for delivering mechanical drive power (speed, torque), via which an electric drive machine can provide a second drive torque for driving the motor vehicle.

In the sense of the invention, the output shaft of the continuously variable transmission is to be understood as a transmission shaft to which the drive power can be transferred from the internal combustion engine and from the electric drive machine and which in the torque transmission direction from the internal combustion engine to a drivable motor vehicle axle according to the means for providing the continuously variable transmission and is arranged in front of a so-called output pinion, or in front of a so-called motor vehicle shaft. In the case of a chain converter transmission in particular, the stepless transmission is provided by two pairs of adjustable conical disks and a traction device rotating around these two pairs. In such an embodiment, the output shaft is accordingly permanently connected to the pair of conical disks arranged at the output of the continuously variable chain converter transmission or is preferably selectively connectable to this pair, and further preferably the output shaft is arranged concentrically with this pair of conical disks.

Furthermore, the drive train has the above-mentioned output pinion, this output pinion being designed as a component with which the output torque, or coming from the continuously variable transmission, can be transmitted in the direction of the at least one drivable motor vehicle axle with at least one drivable wheel. The output pinion is preferably formed in one piece and the output pinion is preferably designed as a multi-part component. Furthermore, the output pinion is arranged in the torque transmission direction from the continuously variable transmission to the drivable motor vehicle axle after the output shaft and in front of the axle differential, and in particular the output pinion can be selectively coupled to the output shaft.

In the sense of the invention, the drivable motor vehicle axle is to be understood as a device with which the drive power can be transferred from the continuously variable transmission to a road surface. Furthermore, the output pinion, based on the torque transmission from the internal combustion engine or from the electric drive machine to the motor vehicle axis, is arranged directly after the output shaft and is selectively and preferably non-rotatably connectable to it. In an operating state of the drive train in which both the internal combustion engine and the electric drive machine provide drive power, these two drive powers, minus unavoidable losses, are transmitted as total power from the output pinion.

To control and provide different operating modes, the drive train has a first clutch and a second clutch. In the sense of the invention, a separating clutch is to be understood as a device for selectively establishing and interrupting a torque-conducting connection between two components, in particular between two shafts. Further preferably, the first separating clutch, based on the torque transmission, is arranged between the internal combustion engine drive shaft and the input shaft of the continuously variable transmission, so that the internal combustion engine can be selectively decoupled from the drivable motor vehicle axis. The first separating clutch, based on the torque transmission, is preferably arranged at least between the internal combustion engine drive shaft and the output pinion, and further preferably this separating clutch is also arranged after the input shaft and particularly preferably before the second separating clutch, based on the torque transmission from the internal combustion engine to the drivable motor vehicle axle. The second separating clutch, on the other hand, is arranged between the output shaft and the output pinion, based on the torque transmission, so that when the second separating clutch is open, drive power can be transmitted neither from the electric drive machine nor from the internal combustion engine to the drivable motor vehicle axle.

The electric machine drive shaft, i.e. the shaft of the electric drive machine for delivering drive power (speed, torque), is permanent and therefore not selectively connected to the input shaft or the output shaft of the continuously variable transmission. In particular, such a design enables a particularly space-saving design of the drive train and simple controllability of this drive train to be achieved.

In a preferred embodiment of the invention, the output pinion is at least partially or preferably completely as Hollow shaft trained. More preferably, the output pinion is arranged concentrically with the output shaft, so that these overlap, at least in sections, in a longitudinal direction and thus result in a nested structure with respect to these two components (output pinion, output shaft). More preferably, the output pinion is rotatably mounted opposite, or on, the output shaft. A space-saving construction can be achieved in particular through this design of the output pinion.

In a preferred embodiment of the invention, the continuously variable transmission is designed as a traction mechanism transmission, preferably as a chain converter transmission with a traction link or push link chain with two pairs of conical disks, around which the traction mechanism rotates for power transmission. In particular, chain converter transmissions of this type are known as particularly reliable transmissions, and thus a drive train with high operational reliability can be represented.

In a preferred embodiment of the invention, a planetary gear is arranged in the torque transmission direction between the electric machine drive shaft and the shaft of the continuously variable transmission with which it is connected for torque transmission, i.e. the input shaft or the output shaft of the continuously variable transmission, so that the electric machine drive shaft and so that the electric drive machine is permanently connected to the respective shaft of the continuously variable transmission by this planetary gear. Further preferably, it is also possible to use a traction mechanism or preferably a spur gear instead of the planetary gear.

In a preferred embodiment of the invention, the first separating clutch is arranged in relation to the torque transmission between the internal combustion engine drive shaft and the input shaft of the continuously variable transmission. In particular, this arrangement of the first separating clutch allows the torque transmission between the input shaft and the internal combustion engine drive shaft to be selectively interrupted, and thus the continuously variable transmission is not dragged along by the internal combustion engine when the first separating clutch is open, so there are no drag losses and a drive train can be represented with high efficiency.

In a further preferred embodiment of the invention, the first separating clutch, based on the torque transmission, is arranged between the output shaft of the continuously variable transmission, or between the electric machine drive shaft permanently connected to the output shaft, and the internal combustion engine drive shaft after the input shaft. In particular, the first separating clutch in this embodiment, based on the torque transmission from the internal combustion engine, is arranged after the means for providing the continuously variable transmission ratio. In particular through this arrangement of the first separating clutch, the torque transmission between the means for providing the continuously variable transmission and the output pinion can be selectively interrupted and thus the continuously variable transmission can be separated from the driven motor vehicle axle when the first separating clutch is open, and becomes, in particular, in overrun mode or when the motor vehicle is driven only dragged along via the electric drive machine, in particular when the internal combustion engine is switched off, and thus causes no drag loss. An efficient drive train can be represented, in particular, by reducing or avoiding drag losses.

In a preferred embodiment, the first or the second separating clutch is designed as a positive coupling, the first separating clutch is preferably designed as a frictional coupling. In particular, by means of a positive clutch, a high torque can be transmitted in a certain installation space compared to a friction clutch, and thus a compact drive train can be represented. In a further preferred embodiment, the first clutch is designed as a friction clutch. In particular, by means of a frictional clutch, simple opening (no torque transferable) and closing (torque transferable) of the clutch is made possible, since a frictional clutch can be closed even when there is a speed difference between the two components to be coupled, and thus an easily controllable drive train can be represented.

In a preferred embodiment of the invention, based on the torque transmission between the internal combustion engine drive shaft and the input shaft, an adapter gear is arranged. In particular by means of an adaptation gear, the speed of the internal combustion engine, or the torque that can be provided by it, can be adapted to the load or speed requirement of the motor vehicle. The internal combustion engine can be operated in an operating range that is favorable for this purpose, in particular by means of a matching gearbox, and thus a drive train can be represented with high efficiency. In such an embodiment, the width of the drive train is furthermore advantageous, compared to an embodiment without a matching gear, so-called Y dimension, since the continuously variable gear, at least partially or preferably completely, in addition to the Internal combustion engine can be arranged, or can be arranged geometrically between the internal combustion engine and the drivable motor vehicle axis.

In a preferred embodiment of the invention, the adaptation gear is designed as a traction mechanism transmission or the adaptation transmission preferably has at least one traction mechanism transmission for power transmission from the internal combustion engine to the continuously variable transmission. The internal combustion engine drive shaft is further preferably arranged axially parallel and radially spaced from the input shaft of the continuously variable transmission. In such an embodiment, a radial distance must therefore be bridged for power transmission from the internal combustion engine drive shaft to the input shaft. The adapter gear is preferably provided for this bridging and particularly preferably it is designed as a traction mechanism gear. The traction mechanism transmission is preferably designed as a chain transmission or as a toothed belt transmission; the traction mechanism transmission preferably has a traction mechanism for the positive transmission of the drive forces. Traction mechanism transmissions in particular have a small space requirement for bridging a radial distance, and thus a compact drive train can be represented.

In a preferred embodiment of the invention, the adaptation gear is designed as a spur gear or, preferably, the adaptation gear has power transmission from the internal combustion engine to the continuously variable transmission to at least one spur gear. With a traction mechanism transmission in particular, high drive powers can be transmitted with high efficiency.

In a preferred embodiment of the invention, the drivable motor vehicle axle has two drivable wheels for transmitting drive power to a road surface and is thus in particular designed as a driven front or rear axle of a motor vehicle. More preferably, these two drivable wheels are kinematically coupled to one another with an axle differential, in particular in order to enable the two drivable wheels to be compensated for when the motor vehicle is cornering. The axle differential is preferably designed as a spur gear differential and preferably as a bevel gear differential. Furthermore, the drive train is preferably designed such that drive power, which is provided by the internal combustion engine or by the electric drive machine or by both, can be transmitted from the output pinion to the axle differential and, starting from this, can be distributed to the two drivable wheels.

In a preferred embodiment of the invention, the drive train has a further electric drive machine with which a third drive torque can be provided for driving the motor vehicle. This further electric drive machine, based on the torque transmission from the aforementioned electric drive machine to the axle differential, is arranged behind or behind the output pinion and further preferably behind the axle differential or preferably in front of the axle differential. In particular, such an arrangement of the two electric drive machines makes it possible for these two electric drive machines (electric drive machine, further electric drive machine) to deliver drive power to the drivable motor vehicle axle independently of one another. Further preferably, the two electric drive machines each have a power transmission path to the axle differential, so that each of these power transmission paths can have a gear ratio adapted to the respective electric drive machine for transmitting the drive power.

Furthermore, a motor vehicle with a drive train of the type described above is provided.

• 1: eine schematisiert dargestellte erste Ausführungsform des Antriebsstrangs,
• 2: eine schematisiert dargestellte zweite Ausführungsform des Antriebsstrangs,
• 3: eine schematisiert dargestellte dritte Ausführungsform des Antriebsstrangs,
• 4: eine schematisiert dargestellte vierte Ausführungsform des Antriebsstrangs,
• 5: eine schematisiert dargestellte fünfte Ausführungsform des Antriebsstrangs.

Individual embodiments and features of the invention are explained in more detail below with reference to the figures, in which case:

• 1 1 shows a schematically illustrated first embodiment of the drive train,
• 2nd : a schematically illustrated second embodiment of the drive train,
• 3rd : a schematically illustrated third embodiment of the drive train,
• 4th : a schematically illustrated fourth embodiment of the drive train,
• 5 : a schematically illustrated fifth embodiment of the drive train.

It is common to the embodiments of the drive train shown below that they are each shown with a second electric drive machine, this feature is optional and therefore shown accordingly, dashed outline.

The symbolically illustrated first clutch for selectively connecting the internal combustion engine to the drive train can be designed as a frictional or positive clutch, as can the second clutch.

In the in 1 schematically illustrated embodiment gives the Internal combustion engine 1 via the internal combustion engine drive shaft 14 by means of the torsional vibration damper 18th Drive power to the first clutch 9 from. Using the first clutch 9 is the input shaft 12th selective with the continuously variable transmission 3rd connectable. The continuously variable transmission 3rd is designed as a chain converter transmission, so-called CVT variator, and has on the drive side 20 the input shaft 12th and on the output side 19th the output shaft 13 on. The one from the internal combustion engine 1 The power output is with a continuously variable ratio on the output shaft 13 transferable.

Concentric to the output shaft 13 is the electric prime mover 2nd arranged, this is designed as an electric motor / generator. The e-machine drive shaft is for speed / torque adjustment 16 permanently via the planetary gear 11 with the output shaft 13 connected. To drive power from the continuously variable transmission 3rd or from the electric drive machine 2nd on the output sprocket 15 and thus in the direction of the drivable motor vehicle axis 4th to be transferred is the second clutch 10th intended. The output sprocket 15 is designed as a hollow shaft and concentric to the output shaft 13 as well as the e-machine drive shaft 16 arranged. The second clutch 10th is in this embodiment as a positive coupling and for selectively connecting the output shaft 13 with the output sprocket 15 educated.

From the output sprocket 15 is the total power (drive power provided by the internal combustion engine and by the electric drive machine) or a partial drive power (drive power provided by one of the two drive machines) to the axle differential 6 the drivable motor vehicle axis 4th dispensable.

Another electric drive machine is optional 7 provided which is designed as an electric motor / generator and by means of the spur gear 8th to the axle differential 6 is connected. About the axle differential 6 are the two drivable wheels 5 kinematically coupled with each other, so that on the one hand the transmission of drive forces from the two drive machines 1 and 2nd and optionally also from the other electric drive machine 7 on this is made possible and a compensation of different wheel speeds when cornering is made possible. With the further electric drive machine 7 So additional drive power can be provided or the recuperation potential can also be increased with this.

In the in 2nd schematically shown embodiment gives the internal combustion engine 1 via the internal combustion engine drive shaft 14 by means of the torsional vibration damper 18th Drive power to the input shaft 12th and is permanently linked to it. Using the first clutch 9 is the output shaft 13 selectively with the output side of the continuously variable transmission 3rd connectable, the first clutch is arranged after the means for providing the continuously variable ratio. The continuously variable transmission 3rd is designed as a chain converter transmission, so-called CVT variator, and has on the drive side 20 the input shaft 12th and on the output side 19th the output shaft 13 on. The one from the internal combustion engine 1 The drive power output, in particular the drive torque provided, is so with a continuously variable ratio on the output shaft 13 transferable.

Concentric to the output shaft 13 is the electric prime mover 2nd arranged, this is designed as an electric motor / generator. The e-machine drive shaft is for speed / torque adjustment 16 permanently via the planetary gear 11 with the output shaft 13 connected. To drive power from the continuously variable transmission 3rd or from the electric drive machine 2nd on the output sprocket 15 and thus in the direction of the drivable motor vehicle axis 4th to be transferred is the second clutch 10th intended. The output sprocket 15 is designed as a hollow shaft and concentric to the output shaft 13 as well as the e-machine drive shaft 16 arranged. The second clutch 10th is in this embodiment as a positive coupling and for selective connection of the output shaft 13 with the output sprocket 15 , educated.

From the output sprocket 15 is the total drive power (drive power provided by the internal combustion engine and by the electric drive machine) or a partial drive power (drive power provided by one of the two drive machines) to the axle differential 6 the drivable motor vehicle axis 4th dispensable.

Another electric drive machine is optional 7 provided which is designed as an electric motor / generator and by means of the spur gear 8th to the axle differential 6 is connected. About the axle differential 6 are the two drivable wheels 5 kinematically coupled with each other, so that on the one hand the transmission of drive forces from the two drive machines 1 and 2nd and optionally also from the other electric drive machine 7 on this is made possible. The axle differential also compensates for different wheel speeds of the two drivable wheels 5 is enabled when cornering. With the further electric drive machine 7 So additional drive power can be provided or the recuperation potential can also be increased with this.

In the in 3rd schematically shown embodiment gives the internal combustion engine 1 via the internal combustion engine drive shaft 14 by means of the torsional vibration damper 18th Drive power to the input shaft 12th and is with this by means of the first clutch 9 selectively connectable. The continuously variable transmission 3rd is designed as a chain converter transmission, so-called CVT variator, and has on the drive side 20 the input shaft 12th and on the output side 19th the output shaft 13 on. The one from the internal combustion engine 1 The drive power output, in particular the drive torque provided, is so with a continuously variable ratio on the output shaft 13 transferable.

Concentric to the input shaft 12th of the continuously variable transmission 3rd is the electric prime mover 2nd arranged, this is designed as an electric motor / generator. In such an embodiment, that of the electric drive machine 2nd output drive power, in particular the provided drive torque, with infinitely variable translation on the output shaft 13 transferable.

The e-machine drive shaft is for speed / torque adjustment 16 permanently via the planetary gear 11 with the input shaft 12th connected. To drive power from the continuously variable transmission 3rd or from the electric drive machine 2nd and / or the internal combustion engine 1 on the output sprocket 15 and thus in the direction of the drivable motor vehicle axis 4th to be transferred is the second clutch 10th intended. The output sprocket 15 is designed as a hollow shaft and concentric to the output shaft 13 arranged. The second clutch 10th is in this embodiment as a positive coupling and for selective connection of the output shaft 13 with the output sprocket 15 , educated.

From the output sprocket 15 is the total drive power (drive power provided by the internal combustion engine and by the electric drive machine) or a partial drive power (drive power provided by one of the two drive machines) to the axle differential 6 the drivable motor vehicle axis 4th dispensable.

Another electric drive machine is optional 7 provided which is designed as an electric motor / generator and by means of the spur gear 8th to the axle differential 6 is connected. About the axle differential 6 are the two drivable wheels 5 kinematically coupled with each other, so that on the one hand the transmission of drive forces from the two drive machines 1 and 2nd and optionally also from the other electric drive machine 7 on this is made possible. Next is through the axle differential 6 also a compensation of different wheel speeds of the two drivable wheels 5 is enabled when cornering. With the further electric drive machine 7 So additional drive power can be provided or the recuperation potential can also be increased with this.

In the in 4th schematically illustrated embodiment is of the internal combustion engine 1 via the internal combustion engine drive shaft 14 and by means of the torsional vibration damper 18th Drive power to the input shaft 12th deliverable, in this embodiment of the invention, based on the torque transmission, between the internal combustion engine drive shaft 14 and the input shaft 12th the adapter gear 17th is arranged. The adjustment gear 17th is designed as a traction center gear. The internal combustion engine drive shaft 14 is with the input shaft 12th via the adapter gear 17th permanently coupled. The output shaft 13 is permanent with the electric machine drive shaft 16 coupled and by means of the second clutch 9 is the output pinion 15 with the output shaft 13 selectively connectable. It can be seen that when the first clutch is disengaged 9 the internal combustion engine 1 from the drive train, in particular from the drivable motor vehicle axle 4th , is disconnected. The continuously variable transmission 3rd is designed as a chain converter transmission, so-called CVT variator, and has on the drive side 20 the input shaft 12th and on the output side 19th the output shaft 13 on. The one from the internal combustion engine 1 The drive power is so, with continuously variable transmission on the output shaft 13 transferable by the electric prime mover 2nd The drive power output is not directly affected by the translation of the continuously variable transmission.

The electric prime mover 2nd is designed as an electric motor / generator. The e-machine drive shaft is for speed / torque adjustment 16 permanently via the planetary gear 11 with the output shaft 13 connected. To drive power from the continuously variable transmission 3rd , or from the drive machines 1 , 2nd on the output sprocket 15 and thus in the direction of the drivable motor vehicle axis 4th to be transferred is the second clutch 10th intended. The output sprocket 15 is designed as a hollow shaft and concentric to the output shaft 13 arranged. The second clutch 10th is in this embodiment as a positive coupling and for selectively connecting the output shaft 13 with the output sprocket 15 educated.

From the output sprocket 15 is the total drive power (drive power provided by the internal combustion engine and by the electric drive machine) or a partial drive power (drive power provided by one of the two drive machines) to the axle differential 6 the drivable motor vehicle axis 4th dispensable.

Another electric drive machine is optional 7 provided which is designed as an electric motor / generator and by means of the spur gear 8th to the axle differential 6 is connected. About the axle differential 6 are the two drivable wheels 5 kinematically coupled with each other, so that on the one hand the transmission of drive forces from the two drive machines 1 and 2nd and optionally also from the other electric drive machine 7 on this is made possible. The axle differential also compensates for different wheel speeds of the two drivable wheels 5 is enabled when cornering. With the further electric drive machine 7 So additional drive power can be provided or the recuperation potential can also be increased with this. In the proposed embodiment, it is in particular due to the arrangement of the first separating clutch 9 achievable that the continuously variable transmission 3rd with the internal combustion engine at a standstill 1 and driving the motor vehicle via at least one electric drive machine ( 2nd , 7 ), stands still and thus causes practically no losses.

In 5 a further embodiment of the invention is shown, in which, in contrast to that in FIG 4th illustrated embodiment, the electric drive machine 2nd not with the output shaft 13 but with the input shaft 12th of the continuously variable transmission 3rd is coupled. Below is essentially the difference between the in 4th illustrated embodiment and the in 5 Embodiment of the drive train shown received. Common to the two embodiments is in 4th and 5 that through the adapter gear 17th the overall width of the drive train (extension in the longitudinal direction of the internal combustion engine) is reduced.

The first disconnect clutch 9 is in the torque transmission direction from the internal combustion engine 1 on the drivable motor vehicle axle 4th between the adapter gear 17th and the input shaft 12th arranged so that the internal combustion engine 1 from the continuously variable transmission 3rd is selectively decoupled, or can be selectively coupled to it. The adjustment gear 17th is designed as a traction mechanism transmission, more precisely as a toothed chain transmission, but can also be designed as a gear transmission.

When the internal combustion engine is disconnected 1 , is the first clutch 9 opened, and the drive of the motor vehicle takes place via the electric drive machine 1 , only the adapter gear is there 17th silent and the continuously variable transmission 3rd rotates. After which the electric prime mover 2nd about the planetary gear 11 to the input shaft 12th and not to the output shaft 13 is coupled, that is from the electric drive machine 2nd provided drive torque by means of the continuously variable transmission of the continuously variable transmission 3rd to the drivable motor vehicle axle 4th predefined load requirement adaptable.

The second clutch 10th is, based on the torque transmission, between the output shaft 13 and the output pinion 15 arranged. When driving the motor vehicle by means of the optionally provided further electric drive machine 7 , can, as before, the rest of the drive train with the electric drive machine 2nd , the internal combustion engine 1 and the continuously variable transmission 3rd stand still and therefore causes no losses. The adjustment gear 17th is designed as a traction mechanism transmission, more precisely as a toothed chain transmission, but can also be designed as a gear transmission.

Reference list

1

Internal combustion engine

2nd

Electric prime mover

3rd

Continuously variable transmission

4th

drivable motor vehicle axle

5

drivable wheel

6

Axle differential

7

Another electric drive machine

8th

Helical gear

9

first clutch

10th

second clutch

11

Planetary gear

12th

Input shaft

13

Output shaft

14

Internal combustion engine drive shaft

15

Output sprocket

16

E-machine drive shaft

17th

Adapter gear

18th

Torsional vibration damper

19th

Output side of the continuously variable transmission

20

Drive side of the continuously variable transmission

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102010018987 A1 [0002]
• DE 19631294 A1 [0003]
• DE 19828844 A1 [0003]

Claims (16)

Drive train for a motor vehicle, with at least one continuously variable transmission (3), which has an input shaft (12) via which a drive torque can be introduced into this transmission (3), and an output shaft (13) via which an output torque from this transmission (3 ), the drive train further comprises at least one internal combustion engine (1) which has an internal combustion engine drive shaft (14) via which the internal combustion engine (1) can provide a first drive torque for driving the motor vehicle, and at least one electric drive machine ( 2), which has an electric machine drive shaft (16), via which a second drive torque for driving the motor vehicle can be provided by the electric drive machine (2), and an output pinion (15) with which the output torque from the continuously variable transmission (3) in the direction of at least one drivable motor vehicle axle (4) at least one drivable wheel (5) can be transmitted, this drive train having a first disconnect clutch (9), which is arranged in relation to the torque transmission between the internal combustion engine drive shaft (14) and the output shaft (13) and wherein the drive train has a second disconnect clutch (10) which is arranged in relation to the torque transmission between the output shaft (13) and the output pinion (15), characterized in that the electric machine drive shaft (16) for torque transmission is permanently connected to the input shaft (12) or the output shaft (13) of the stepless Gearbox (3) is connected. Powertrain after Claim 1 , characterized in that the output pinion (15) is at least partially or completely formed as a hollow shaft and that the output pinion (15) is arranged concentrically with the output shaft (13). Drive train according to one of the preceding claims, characterized in that the continuously variable transmission (3) is designed as a traction mechanism transmission. Drive train according to one of the preceding claims, characterized in that a transmission stage for torque transmission is arranged in the torque transmission direction between the electric machine drive shaft (16) and the shaft (12, 13) of the continuously variable transmission (3) to which it is connected. Powertrain after Claim 4 , characterized in that the transmission stage is designed as a planetary gear (11). Drive train according to one of the preceding claims, characterized in that the first separating clutch (9) is arranged in relation to the torque transmission between the internal combustion engine drive shaft (14) and the input shaft (12). Powertrain according to one of the Claims 1 to 5 , characterized in that the first separating clutch (9) is arranged in relation to the torque transmission between the output shaft (13) and the input shaft (12). Powertrain after Claim 7 , characterized in that the first separating clutch (9), based on the torque transmission, is arranged on the output side (19) of the continuously variable transmission (3) and in front of the output shaft (13). Drive train according to one of the preceding claims, characterized in that the first separating clutch (9) is designed as a positive or frictional clutch. Drive train according to one of the preceding claims, characterized in that, based on the torque transmission between the internal combustion engine drive shaft (14) and the input shaft (12), an adaptation gear (17) is arranged. Powertrain after Claim 9 , characterized in that the adapter gear (17) has a traction mechanism gear or is designed as such. Powertrain after Claim 9 , characterized in that the adapter gear (17) has a spur gear or is designed as such. Drive train according to one of the preceding claims, characterized in that the drivable motor vehicle axle (4) has two drivable wheels (5) for transmitting drive power to a road surface and that these two drivable wheels (5) are kinematically coupled to one another with an axle differential (6) and that from the output pinion (15) drive power from the internal combustion engine (1) or from the electric drive machine (2) or from both (1, 2) can be transmitted to the axle differential (6). Drive train according to one of the preceding claims, characterized in that the latter has a further electric drive machine (7), with which a third drive torque can be provided for driving the motor vehicle, and that the transmission of this third drive torque to the further electric drive machine (7) takes place by means of a transmission which is arranged on the axle differential (6) is. Powertrain after Claim 14 , characterized in that the transmission for transmitting the third drive torque is designed as a spur gear (8). Motor vehicle with a drive train according to one of the preceding claims.

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