CN115467947A - Transmission for a motor vehicle - Google Patents

Transmission for a motor vehicle Download PDF

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Publication number
CN115467947A
CN115467947A CN202210196611.2A CN202210196611A CN115467947A CN 115467947 A CN115467947 A CN 115467947A CN 202210196611 A CN202210196611 A CN 202210196611A CN 115467947 A CN115467947 A CN 115467947A
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CN
China
Prior art keywords
input shaft
transmission
switching element
spur gear
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210196611.2A
Other languages
Chinese (zh)
Inventor
F·库特尔
M·布雷默
M·霍恩
O·拜耳
J·卡尔滕巴赫
T·马丁
M·维克斯
T·克罗
M·巴赫曼
P·齐默尔
J·帕夫拉克维奇
I·普凡库亨
S·贝克
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ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN115467947A publication Critical patent/CN115467947A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/445—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the input and the set of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/447—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the set of orbital gears and the output
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention relates to a transmission (4) for a motor vehicle, comprising a first input shaft (9) and a second input shaft (10), wherein the first input shaft (9) is provided for connecting the transmission (4) to a drive machine of the motor vehicle, and the second input shaft (10) is coupled to a rotor (11) of an electric machine (12). In order to achieve a compact transmission (4), a planetary stage (33) is provided which has a first element (34), a second element (35) and a third element (36). The third element (36) of the planetary stage (33) is connected in a rotationally fixed manner to the first input shaft (9), while the second element (35) of the planetary stage (33) is connected in a rotationally fixed manner to a shaft (14) which can be coupled to the output side (32) by means of spur gear stages (16, 17, 19, 51). The first element (34) of the planetary stage (33) can be fixed by means of a first switching element (U) and can be connected in a rotationally fixed manner by means of a second switching element (D) to one of the two further elements (35. The second input shaft (10) can also be connected to a first element (34) of the planetary stage (33) in a rotationally fixed manner by means of a third shift element (H).

Description

Transmission for a motor vehicle
Technical Field
The invention relates to a transmission for a motor vehicle, comprising a first input shaft and a second input shaft, wherein the first input shaft is provided for connecting the transmission to a drive machine of the motor vehicle, and the second input shaft is coupled to a rotor of an electric machine. The invention also relates to a motor vehicle drive train having a transmission as described above and to a method for operating a transmission.
Background
In motor vehicles, multi-gear transmissions are known in which a plurality of different transmission ratios can be shifted as gears by actuating corresponding shift elements, which are preferably carried out automatically. The transmission is used to suitably implement the tractive power supply of a motor vehicle drive machine according to various standards. In transmissions for hybrid vehicles, the above-described transmissions are often combined with one or more electric machines, which can be coupled into the transmission in different ways in order to realize different operating modes, for example electric-only driving.
FR 2 811 395A1 discloses a transmission having a first input shaft and a second input shaft. The first input shaft can be connected to a drive machine designed as an internal combustion engine via a separating clutch. Two spur gear stages are arranged between the first input shaft and a countershaft axially parallel thereto, each of which consists of a spur gear arranged on the first input shaft in a rotationally fixed manner and a spur gear rotatably mounted on the countershaft. The respective spur gear meshes with a mating spur gear of the respective spur gear stage and can be fixed to the countershaft by means of a mating shift element, so that the first input shaft is thus coupled to the countershaft via the respective spur gear stage. The countershaft also supports a spur gear that meshes with a drive crown gear of the differential that forms the output side of the transmission. A second input shaft is also arranged coaxially with the first input shaft, is designed as a hollow shaft and is connected in a rotationally fixed manner to the rotor of the electric machine. In addition to the second input shaft being connected to the first input shaft in a rotationally fixed manner by means of a suitable shift element, the second input shaft can also be coupled to the countershaft, which can be realized by one of two spur gear stages arranged between the second input shaft and the countershaft, which can be engaged in the power flow by actuating a suitable shift element in each case.
Disclosure of Invention
Starting from the prior art described above, the object of the invention is to provide a transmission which is as compact as possible and inexpensive to produce and with which a hybrid function can be achieved.
This object is achieved on the basis of the preamble of claim 1 in combination with the characterizing features thereof. The following dependent claims each provide advantageous developments of the invention. Furthermore, a motor vehicle drive train in which the above-described transmission is provided is the solution of claim 14. Claims 15 to 18 each relate to a method for operating a transmission.
According to the present invention, the transmission includes a first input shaft and a second input shaft. The first input shaft is provided for connecting the transmission to a drive machine of the motor vehicle, while the second input shaft is coupled to a rotor of the electric machine.
A "shaft" in the sense of the present invention is to be understood as a rotatable component of the transmission, by means of which a force flow can be transmitted between the components, if necessary, with simultaneous actuation of the respective shift element. The respective shafts may connect the components to each other in the axial or radial direction or both. The respective shaft can therefore also be an intermediate piece, by means of which the respective component is connected, for example, radially.
"axial" in the sense of the present invention means an orientation in the direction of a longitudinal centre axis of the transmission, in which the axis of rotation of the shaft of the transmission is oriented parallel to the longitudinal centre axis. "radial" is to be understood to mean the radial orientation of the respective component of the transmission, in particular of the respective shaft.
The coupling to a differential arranged axially parallel to the input shaft of the transmission is preferably established via the output side of the transmission. The output side is preferably located axially in the region of or close to the connection of the first input shaft, at which connection the first input shaft can be connected to the upstream drive machine. In principle, however, the output side can also be arranged in the region between the axial ends of the transmission. This arrangement is particularly suitable for use in motor vehicles having a drive train oriented transversely to the direction of travel of the motor vehicle.
As an alternative, however, the output side of the transmission can in principle also be arranged at the axial end of the transmission opposite the connection to the first input shaft. The drive via the first input shaft and the output of the transmission are arranged in particular at opposite axial ends of the transmission. The transmission designed in this way is suitable for use in a motor vehicle having a drive train oriented in the direction of travel of the motor vehicle.
The transmission according to the invention has at least one electric machine, which makes the transmission suitable for use in hybrid or electric vehicles. The rotor of the electric machine is connected directly or indirectly to the second input shaft. In this case, the transmission has particularly preferably exactly one electric machine. In the context of the present invention, the at least one electric machine can preferably be operated as a generator on the one hand and as a motor on the other hand. The term "coupling" of the motor rotor to the second input shaft in the sense of the present invention is to be understood as meaning a connection between them, so that a constant rotational speed relationship exists between the motor rotor and the input shaft.
The present invention now includes the following technical teachings: a planetary stage is also provided having a first, second and third member in the form of a sun gear, planet carrier and ring gear. The third element of the planetary stage is connected in a rotationally fixed manner to the first input shaft, while the second element of the planetary stage is connected in a rotationally fixed manner to a shaft which can be coupled in each case to the output side of the transmission via a spur gear stage. In contrast, the first element of the planetary stage can be fixed by the first shift element and can be connected to one of the two other elements of the planetary stage by the second shift element in a rotationally fixed manner. The second input shaft can furthermore be connected to the first element of the planetary stage in a rotationally fixed manner via a third shift element.
In other words, the transmission according to the invention additionally comprises a planetary stage with three elements, of which one is the sun gear, one is the planet carrier and one is the ring gear. Of these elements, the third element is connected in a continuously rotationally fixed manner to the first input shaft, while the second element is connected in a permanently rotationally fixed manner to a shaft which can be coupled to the output side of the transmission via a spur gear stage. The first switching element, when actuated, fixes the first element of the planetary stage and thus prevents a rotational movement of the first element, while the second switching element, in the closed state, ensures a rotationally fixed connection of the first element with one of the other two elements and thus interlocks the planetary stage. Furthermore, a third shift element is provided which, when actuated, connects the second input shaft in a rotationally fixed manner to the first element of the planetary stage and thus also couples the rotor of the electric machine to the first element of the planetary stage.
This design of the transmission has the following advantages: by means of the planetary stages and their different switching states, on the one hand fixing the first element and on the other hand interlocking the planetary stages, the first input shaft and therefore the upstream drive machine can be coupled to the shaft with different transmission ratios, and then a further different transmission ratio from the shaft to the output side can be achieved via the spur gear stage. This can be achieved by the planet stage having a compact structure and at the same time being inexpensive to manufacture. Since the second input shaft can be connected in a rotationally fixed manner via the third shift element to the first element of the planetary stage, the electric machine of the transmission can also be switched in order to implement different mixing functions.
It is particularly preferred if the first element of the planetary stage is the sun gear, the second element of the planetary stage is the planet carrier if the planetary stage is designed as a negative planetary gear set and the ring gear if the planetary stage is designed as a positive planetary gear set, and the third element of the planetary stage is the ring gear if the planetary stage is designed as a negative planetary gear set and the planet carrier if the planetary stage is designed as a positive planetary gear set. If the planetary stage is implemented as a negative planetary gear set, the first element of the planetary stage is the sun gear, the second element of the planetary stage is the planet carrier and the third element of the planetary stage is the ring gear. Conversely, if the planetary stage is a positive planetary gear set, the first member of the planetary stage is the sun gear, the second member of the planetary stage is the ring gear and the third member of the planetary stage is the planet carrier.
In the sense of the invention, at least one, but preferably a plurality of planet gears in the minus planetary gear set are rotatably mounted in a planet carrier, which each mesh with the sun gear and also with the encircling ring gear. In contrast, in the case of a spur gear set, a carrier supports at least one pair of planet gears, of which one planet gear meshes with the radially inner sun gear and the other planet gear meshes with the radially outer ring gear, and the planet gears mesh with one another.
In the event that the connection of the individual elements permits, a negative planetary gear set can be converted into a positive planetary gear set, in which case the ring gear connection and the planet carrier connection should be interchanged and the fixed transmission ratio of the planetary stages increased by 1, compared to a design as a negative planetary gear set. Conversely, a negative planetary gear set may be substituted for the positive planetary gear set if the connection of the transmission elements permits. In this case, the ring gear connection and the carrier connection should also be exchanged in comparison with the positive planetary gear set, and the fixed transmission ratio of the planetary stages will be reduced by 1.
A part of the transmission according to the invention is a plurality of spur gear stages, which in the sense of the invention are each composed of at least two spur gears, which are permanently meshed with one another. In this case, the spur gears of the individual spur gear stages can each be arranged as spur gears on the shafts to be connected via them in a rotationally fixed manner, so that the shafts, between which the respective spur gear stages are arranged, are continuously coupled to one another. However, one or more spur gears of a spur gear stage may also be so-called spur gears which are rotatably mounted on the respective shaft and which can optionally be connected in a rotationally fixed manner to the respective shaft by means of suitable shift elements in order to couple the shaft to one or more parallel shafts via the spur gear stage. In particular, the spur gears of the spur gear stages are each provided with helical teeth, on which the spur gears mesh with one another.
According to one embodiment of the invention, the shaft can be coupled to the output side via the first spur gear stage by actuating the fourth switching element on the one hand and via the second spur gear stage by closing the fifth switching element on the other hand. In this case, the first spur gear stage and the second spur gear stage preferably each have a spur gear and a spur gear which meshes with the respective spur gear. In this case, two different transmission ratios can be shifted between the shaft and the output side by engaging the first or the second spur gear stage into the power flow by operating the associated shift element. In accordance with a variant of the transmission according to the invention, the transmission can have exactly two spur gear stages between the shaft and the output side.
In a development of the above-described embodiment, the fourth switching element and the fifth switching element are combined to form one switching device. The switching device preferably has an actuating element, which can be moved out of a neutral position to switch the fourth switching element or the fifth switching element into the actuated state.
In the context of the present invention, it is conceivable, alternatively or additionally to the above-described embodiments, for the first switching element and the second switching element to also be combined to form a switching device in which the first switching element and the second switching element can be moved into the closed state on the one hand by moving the actuating element out of the neutral position.
In the above-described embodiment, the first gear position is formed between the first input shaft and the output side by operating the first switching element and the fourth switching element, and the second gear position is switchable between the first input shaft and the output side by closing the first switching element and the fifth switching element. Furthermore, a third gear can be realized between the first input shaft and the output side by actuating the second shifting element and the fifth shifting element. In this case, three different gears can be switched between the first input shaft and the output side and therefore also travel using the upstream drive machine. However, it is also conceivable within the scope of the invention to provide an additional intermediate gear between the first gear and the second gear by actuating the second shifting element and the fourth shifting element.
The transmission according to the invention can thus be operated such that a charging operation or a starting operation is carried out, for which purpose the first shift element and the third shift element are closed. Since the second shifting element and the third shifting element are closed at the same time, the first input shaft and the second input shaft are connected to one another in a rotationally fixed manner by the interlocking of the planetary stages, so that the electric machine connected to the second input shaft can also start the upstream drive machine in motor mode or be driven by the upstream drive machine in generator mode.
As a further operating mode, a start mode for forward travel can also be implemented when driving the machine via the first input shaft and thus upstream. For this purpose, the third and fourth switching elements are closed such that the drive machine is driven by the third element of the planetary stage and at the same time the electric machine is supported on the first element of the planetary stage, while the output is carried out by the second element of the planetary stage and further by the first spur gear stage. The forward drive launch can be achieved by the motor supporting the torque.
According to one embodiment of the invention, a reverse gear stage is provided, via which the shaft can be coupled to the output side by actuating a suitable shift element, in which reverse gear stage an additional engagement is achieved compared to the first and second spur gear stages. In this case, a spur gear of the reverse gear stage is particularly preferably rotatably mounted on the shaft and can be fixed to the shaft by means of a suitable shift element, thereby establishing the coupling of the shaft to the output side. In this case, a reverse gear is produced between the first input shaft and the output by closing the first shifting element and the shifting element associated with the reverse gear stage, since the first input shaft and thus also the upstream drive machine are coupled to the output via the planetary stage and the reverse gear stage. Backward travel is thereby possible. Alternatively or additionally, however, a further reverse gear can also be realized by actuating the second shifting element and the shifting element associated with the reverse gear stage.
In a further development of the above-described embodiment, a starting mode for the backward travel can also be implemented as an operating mode when driving via the first input shaft and thus the upstream drive machine. For this purpose, the third shifting element and the shifting element associated with the reverse gear stage are closed, so that the drive machine is driven by the third element of the planetary stage and the electric machine is simultaneously supported on the first element of the planetary stage, while the output is carried out by the second element of the planetary stage and further by the reverse gear stage. Thus, the starting of the backward travel can be realized by supporting the torque by the motor.
Furthermore, the parking lock can be achieved by simultaneously engaging the reverse gear stage and one of the remaining spur gear stages into the power flow by actuating the associated shift element. The fifth shifting element and the shifting element associated with the reverse gear stage are particularly preferably closed for this purpose. However, it is also sufficient as an alternative to switch in two spur gear stages simultaneously.
A further embodiment of the invention is that a third spur gear stage is also provided, via which the shaft can be coupled to the output side by closing a suitable switching element. The third spur gear stage preferably has a spur gear and a spur gear meshing with the spur gear, which is preferably rotatably mounted on the shaft and can be fixed to the shaft by means of a suitable shift element.
In a development of this embodiment, a first gear is formed between the first input shaft and the output side by actuating the first shifting element and the fourth shifting element, while a second gear is shifted between the first input shaft and the output side by closing the first shifting element and the fifth shifting element. Furthermore, a third gear can be formed between the first input shaft and the output side by actuating the first shifting element and the shifting element assigned to the third spur gear stage, while a fourth gear can be formed between the first input shaft and the output side by closing the second shifting element and the shifting element assigned to the third spur gear stage. In this case, four gears can be realized between the first input shaft and the output side. However, it is also conceivable within the scope of the invention to switch to the first additional gear after the first gear and to switch to the second additional gear after the second gear, to operate the second shifting element and the fourth shifting element for the first additional gear and to operate the first shifting element and the fifth shifting element for the second additional gear.
According to one specific embodiment, the second input shaft can be connected in a rotationally fixed manner via a further shift element to a spur gear of a spur gear stage of the spur gear stages, which can couple the shaft to the output side. Alternatively, the second input shaft can be connected via the further shift element in a rotationally fixed manner to a spur gear of a spur gear stage which can couple the second input shaft to the output side. In both cases, the second input shaft is coupled to the output side, so that purely electric driving can be achieved by the electric machine. Depending on the direction of rotation induced by the electric machine, forward travel or backward travel of the motor vehicle can be achieved in this case. In this case, it is particularly preferred to use a spur gear stage of the spur gear stages, which can couple the shaft to the output side, so that this spur gear stage can be used on the one hand to connect the output side to the shaft and on the other hand to connect the output side to the second input shaft.
In a further embodiment of the invention, the rotor of the electric machine is arranged coaxially or axially offset to the second input shaft. In the first case, the rotor of the electric machine can be connected directly to the second input shaft in a rotationally fixed manner or via one or more intermediate gear stages, which results in a more advantageous electric machine design with a higher rotational speed and a lower torque. The at least one gear stage can be designed as a spur gear stage and/or as a planetary stage.
Conversely, if the electric machine is arranged axially offset from the second input shaft, the coupling takes place via one or more intermediate gear stages and/or traction gears. The one or more gear stages can also be embodied here as spur gear stages or planetary stages, respectively. The traction drive may be a belt drive or a chain drive.
According to one embodiment of the invention, the spur gear stage is arranged between the shaft and at least one auxiliary shaft, which is permanently coupled to the output side by an output constant device. In this case, the power flow is conducted from the shafts to the at least one auxiliary shaft via spur gear stages respectively located in the power flow and further to the output side via an output constant device respectively. In a further development of this embodiment, two auxiliary shafts are provided, which can each be coupled to the shaft via at least one spur gear stage and are each connected to the output side via an output constant device.
In a development of the invention, the output side is formed by a drive crown gear of the differential. Alternatively, it is also conceivable within the scope of the invention for the output side to be formed by an output shaft which can be coupled to the shaft by means of the spur gear stage, if appropriate via the at least one intermediate countershaft.
One embodiment of the invention provides that the individual shift elements are designed as form-fitting shift elements, in particular claw shift elements. Alternatively, however, the form-locking shift element can also be a locking synchronization device. The form-fitting shifting elements have the advantage in principle that they have only a low drag torque in the open state and accordingly have a high efficiency. As an alternative, however, the individual shift elements can also be designed as force-fitting shift elements, such as leaf shift elements, which can be advantageously transferred into the actuated state even under load.
In the context of the invention, a starting element, such as a hydrodynamic torque converter or a friction clutch, can be connected upstream of the transmission. The starting element can also be a component of the transmission and be used to configure the starting process in such a way that it can cause a slip speed (Schlupfdrehzahl) between a drive machine configured as an internal combustion engine and the first input shaft of the transmission. One of the shift elements of the transmission can also be designed as such a starting element by being present as a frictional shift element. However, it is particularly preferred if the first input shaft is designed for direct connection to an upstream drive machine, i.e. without an intermediate starting element. Furthermore, a one-way clutch (freelauf) for the transmission housing or other shafts can in principle be provided on each shaft of the transmission.
The transmission according to the invention is in particular part of a motor vehicle drive train for a hybrid or electric vehicle and is arranged between a drive machine of the motor vehicle, which is designed as an internal combustion engine or as an electric machine, and further downstream components of the drive train in the direction of force flow to the drive wheels of the motor vehicle. In this case, the first input shaft of the transmission is permanently coupled in a rotationally fixed manner to the crankshaft of the internal combustion engine or can be connected to the crankshaft via an intermediate separating clutch or a starting element, and a torsional vibration damper can also be arranged between the internal combustion engine and the transmission. In the case of a drive machine designed as an electric motor, the first input shaft can also be connected directly to the rotor of the electric motor in a rotationally fixed manner. On the output side, the transmission is preferably coupled in the motor vehicle drive train to a differential of a motor vehicle drive axle, but can also be connected to a longitudinal differential, via which it is distributed to a plurality of driven axles of the motor vehicle. The differential or the longitudinal differential can be arranged in a common housing with the transmission. The torsional vibration damper can also be integrated together in the housing.
Two components of a transmission are "connected" or "coupled" or "connected to one another" in a rotationally fixed manner, which means in the sense of the present invention a permanent coupling of the components, so that these cannot rotate independently of one another. In this connection, no shift elements are provided between these components, which can be elements of the planetary stage and/or spur gears of the spur gear stage and/or shafts and/or non-rotatable components of the transmission, but the respective components are rigidly coupled to one another.
If, on the other hand, a shift element is provided between two components of the transmission, the components are not permanently coupled to one another in a rotationally fixed manner, but rather are connected in a rotationally fixed manner only by actuating the intermediate shift element. In this context, the actuation of the switching element in the sense of the present invention means that the relevant switching element is switched into the closed state and thus the rotational movement of the structural element directly connected thereto is kept constant. In the case of a form-fitting shift element, the components connected to one another in a directly rotationally fixed manner via the relevant shift element are operated at the same rotational speed, whereas in the case of a force-fitting shift element, after the same shift element has been actuated, a rotational speed difference can exist between the structural elements. However, this desired or undesired state is also referred to in the context of the invention as a non-rotatable connection of the respective structural element by the switching element.
The invention is not limited to the combinations of features of the independent claims presented or the dependent claims thereof. Furthermore, the individual features disclosed in the claims, the following description of preferred embodiments of the invention or directly in the figures can also be combined with one another. The claims should not limit the scope of protection of the claims by reference to the drawings using reference numerals.
Drawings
Advantageous embodiments of the invention explained below are shown in the figures. The attached drawings are as follows:
FIG. 1 shows a schematic diagram of a motor vehicle powertrain;
FIG. 2 shows a partial schematic view of the automotive powertrain of FIG. 1 having a transmission in accordance with a first embodiment of the present invention;
FIG. 3 shows a partial schematic view of the automotive powertrain of FIG. 1 having a transmission in accordance with a second embodiment of the present invention;
FIG. 4 shows a schematic fragmentary view of the motor vehicle powertrain of FIG. 1 with a transmission according to a third embodiment of the present invention;
FIG. 5 shows a partial schematic view of the automotive powertrain of FIG. 1 having a transmission according to a fourth embodiment of the present invention;
FIG. 6 illustrates an exemplary shift diagram for the transmission of FIGS. 2-5;
FIG. 7 shows a schematic fragmentary view of the automotive powertrain of FIG. 1 with a transmission according to a fifth embodiment of the present invention;
FIG. 8 shows a schematic fragmentary view of the automotive powertrain of FIG. 1 with a transmission according to a sixth embodiment of the present invention; and
fig. 9 illustrates an exemplary shift diagram for the transmission of fig. 7 and 8.
Detailed Description
Fig. 1 shows a schematic representation of a motor vehicle drive train 1 of a hybrid vehicle, in which an internal combustion engine 2 is connected to a transmission 4 via an intermediate torsional vibration damper 3. Downstream of the transmission 4, on the output side, a differential 5 is connected, via which the drive power is distributed to the drive wheels 6 and 7 of the drive axle of the motor vehicle. The transmission 4 and the torsional vibration damper 3 are combined in a common transmission housing 8 of the transmission 4, in which the differential 5 can also be integrated. As can also be seen in fig. 1, the internal combustion engine 2, the torsional vibration damper 3, the transmission 4 and the differential 5 are oriented transversely to the direction of travel of the motor vehicle.
Fig. 2 shows a schematic partial view of the motor vehicle drive train 1 from fig. 1 in the region of a transmission 4, which is currently designed according to a first embodiment of the invention. The transmission 4 comprises a first input shaft 9 and a second input shaft 10, which are arranged coaxially with respect to one another. The first input shaft 9 is connected in a rotationally fixed manner to the torsional vibration damper 3 and extends as a solid shaft over almost the entire axial length of the transmission 4, while the second input shaft 10 is designed as a short axial hollow shaft and is connected in a rotationally fixed manner to the rotor 11 of the electric machine 12. The electric machine 12 is also arranged coaxially with the two input shafts 9 and 10 and, in addition to the rotor 11, also comprises a stator 13, which is permanently fixed to the transmission housing 8 of the transmission 4.
In addition to the input shafts 9 and 10, the transmission 4 in fig. 2 also has a shaft 14 and a countershaft 15, wherein the shaft 14 is arranged coaxially with the input shafts 9 and 10 and extends radially between the first input shaft 9 and the second input shaft 10. In contrast, the counter shaft 15 is disposed axially parallel to the input shafts 9 and 10 and the shaft 14. Between the shaft 14 and the countershaft 15, a plurality of spur gear stages 16 to 18 and a spur gear stage in the form of a reverse gear stage 19 are provided. The spur gear stages each have a spur gear 20 or 21 or 22 or 23 and a spur gear 24 or 25 or 26 or 27. In the spur gear stages 16, 17 and 18, the respective spur gear 24 or 25 or 26 meshes with the respectively associated spur gear 20 or 21 or 22, while in the reverse gear stage 19, a coupling is established between the spur gear 23 and the spur gear 27 via an intermediate gear 28 which meshes with both the spur gear 23 and the spur gear 27.
The spur gears 20 and 21 of the spur gear stages 16 and 17 are arranged on the shaft 14 in a rotationally fixed manner and the associated spur gears 24 and 25 are rotatably mounted on the countershaft 15, while the spur gears 22 and 23 of the spur gear stage 18 and the reverse gear stage 19 are arranged on the countershaft 15 in a rotationally fixed manner and the associated spur gears 26 and 27 are rotatably mounted on the shaft 14. Furthermore, a spur gear 29, which is designed as an output constant device 30 of a spur gear stage, is provided on the countershaft 15, which spur gear 29 permanently meshes with a drive crown gear 31 of the shaft reduction gear 5, which drive crown gear forms the output side 32 of the transmission 4.
As can be seen in fig. 2, the transmission 4 also comprises a planetary stage 33 having a first member 34, a second member 35 and a third member 36. The first element 34 is formed here by a sun gear 37, the second element 35 by a planet carrier 38 and the third element 36 by a ring gear 39, the planet carrier 38 rotatably supporting a plurality of planet gears 40 here, which mesh with both the sun gear 37 and the ring gear 39, respectively. In this regard, the planetary stage 33 is currently designed as a negative planetary gear set.
In principle, however, it is also possible within the scope of the invention for the planetary stage 33 to be designed as a positive planetary gear set, in which case, in contrast to being designed as a negative planetary gear set, the planet carrier rotatably supports at least one pair of planet gears, of which one planet gear meshes with the sun gear and one planet gear meshes with the ring gear and the planet gears also mesh with one another. Furthermore, the connection of the ring gear and the connection of the planet carrier will be interchanged and the fixed transmission ratio of the planetary stages will be increased by 1 compared to a design as a negative planetary gear set.
In the present case, the second element 35 is permanently connected in a rotationally fixed manner to the shaft 14, while the third element 36 is connected in a rotationally fixed manner to the first input shaft 9. Furthermore, the planetary stage 33 is arranged axially at the level of the electric machine 12 and radially inside the electric machine. The planetary stage 33 and the electric machine 12 are arranged here together at the axial end of the transmission 4 opposite the connection to the torsional vibration damper 3.
The transmission 4 has a shift element U, a shift element D, a shift element H, a shift element B, a shift element a, a shift element R and a shift element E, which are each designed as form-fitting shift elements in the form of claw shift elements. The shift element U is present as a brake, by means of which the transmission 4 components connected thereto can be fixed, while the shift elements D, H, B, a, R and E are clutches, which can be actuated by corresponding actuation to connect the transmission components connected thereto in each case to one another in a rotationally fixed manner.
In the present case, the first element 34 of the planetary stage 33 can be connected in a rotationally fixed manner to the transmission housing 8 via the shift element U and is therefore fixed, and the first element 34 of the planetary stage 33 can also be connected in a rotationally fixed manner to the first input shaft 9 via the closed shift element D and can therefore also be connected to the third element 36 of the planetary stage 33, which results in an interlocking of the planetary stage 33. Furthermore, the first element 34 of the planetary stage 33 can also be connected in a rotationally fixed manner via the closing shift element H to the second input shaft 10, which in turn can be connected in a rotationally fixed manner via the closing shift element E to the spur gear 26 of the spur gear stage. In the latter case, the second input shaft 10 is coupled with the countershaft 15 by a spur gear stage 18.
Closing the shift element B fixes the spur gear 24 of the spur gear stage 16 on the countershaft 15, which is thus coupled to the shaft 14 via the spur gear stage 16. Alternatively, the countershaft 15 can also be coupled to the shaft 14 by closing the shift element a via the spur gear stage 17 or by actuating the shift element R via the reverse gear stage 19. Spur gear 25 is fixed to countershaft 15 by switching element a and spur gear 27 is fixed to shaft 14 by switching element R.
The switching element U and the switching element D are combined at the present time into one of the switching devices 41, by moving their operating elements (not shown in detail at present) out of the neutral position, the switching element U on the one hand and the switching element D on the other hand can be switched into the closed state. Likewise, the switching element H and the switching element E also form a switching device 42, in which the switching element E on the one hand and the switching element H on the other hand can be operated by bringing a common operating element out of a neutral position. Finally, the switching element B and the switching element a are also combined to form a switching device 43, which, by moving their actuating elements out of the neutral position, can switch the switching element B and, on the other hand, the switching element a into the closed state, respectively.
At one axial end of the transmission 4, at which the transmission is connected with the first input shaft 9 to the torsional vibration damper 3, there is then axially first the output constant device 30 and therefore the output side 32, then the reverse gear stage 19, then the spur gear stage 16, then the spur gear stage 17, then the spur gear stage 18 and finally the electric machine 12 and the planetary stage 33. The shifting device 41 is arranged axially between the electric machine 12 and the planetary stage 33 on the one hand and the axial end of the transmission 4 remote from the connection to the torsional vibration damper 3 on the other hand. The switching device 42 is arranged axially between the spur gear stage 18 on the one hand and the electric machine 12 and the planetary stage 33 on the other hand, and the second switching device 42 is arranged coaxially with the input shafts 9, 10 and the shaft 14, in this case, like the switching device 41. The shift device 43 is located axially between the spur gear stage 16 and the spur gear stage 17 and is coaxial with the countershaft 15. Finally, the switching element R is arranged as a single switching element in the axial direction at the level of the output constant device 30.
Fig. 3 shows a schematic representation of the motor vehicle drive train 1 from fig. 1 in the region of a transmission 4' which is designed according to a second embodiment of the invention. The embodiment corresponds essentially to the variant according to fig. 2, with the difference that the second input shaft 10 can be coupled in this case, in addition to being connected in a rotationally fixed manner by closing the shift element H to the first element 34 of the planetary stage 33, via the reverse gear stage 19 to the axially parallel countershaft 15. For this purpose, the second input shaft 10 can be connected in a rotationally fixed manner via the shift element E' to a spur gear 27 of the reverse gear stage 19, which spur gear 27 in turn can be connected in a rotationally fixed manner again via the shift element R to the shaft 14.
Another difference is that: spur gears 24 and 25 are now arranged on countershaft 15 in a rotationally fixed manner, while spur gears 20 and 21, which mesh with it, are rotatably mounted on shaft 14. The spur gear 20 can be connected to the shaft 14 via a switching element B and the spur gear 21 can be connected to the shaft 14 via a switching element a, which are again combined to form a switching device 43. The switching device 43 is arranged coaxially with the input shafts 9, 10 and the shaft 14. The reverse gear stage 19 is now arranged axially between the second spur gear stage 17 on the one hand and the electric machine 12 and the planetary stage 33 on the other hand, and the shift element R is arranged axially between the second spur gear stage 17 and the reverse gear stage 19. Furthermore, an output constant device 30 is located axially between the spur gear stages 16 and 17. In other respects, the embodiment according to fig. 3 corresponds to the variant according to fig. 2, so reference is made to what has already been described here.
Fig. 4 shows a schematic partial view of a motor vehicle drive train, in which case a transmission 4 ″ according to a third embodiment of the invention is provided. The transmission 4 ″ also largely corresponds to the variant according to fig. 2, with the difference that the electric machine 12 is not arranged coaxially with the input shafts 9 and 10 in this case, but axially offset therefrom. The rotor 11 of the electric machine 12 is not connected to the second input shaft 10 in a rotationally fixed manner, but rather is connected to it via an intermediate spur gear stage 44. The spur gear stage 44 comprises a spur gear 45, which is arranged on a rotor shaft 46 of the electric motor 12 in a rotationally fixed manner and meshes with an intermediate gear 47, the intermediate gear 47 also meshing with a spur gear 48, which is connected in a rotationally fixed manner to the second input shaft 10. The rotationally fixed connection is thereby made in the axial direction between the switching device 41 and the second switching device 42. As a further difference, the planetary stage 33 is now arranged axially at the axial end of the transmission 4, at which the first input shaft 9 is connected to the torsional vibration damper 3. In other respects, the embodiment according to fig. 4 corresponds to the variant according to fig. 2, so reference is made to what has already been described here.
Fig. 5 shows a schematic partial view of the motor vehicle drive train of fig. 1 with a transmission 4' ″ according to a fourth embodiment of the invention. This embodiment corresponds essentially to the variant described above with reference to fig. 4, with the difference that the second input shaft 10 can now be coupled to the axially parallel countershaft 15 by closing the shift element E' via the reverse gear stage 19. The variant according to fig. 5 is therefore a combination of the differences of the embodiments according to fig. 3 and 4 compared with fig. 2. In contrast to the variant according to fig. 4, the reverse gear stage 19 is now located axially between the spur gear stage 17 and the spur gear stage 44. Furthermore, the third shift device 43 is now arranged coaxially with the input shafts 9 and 10, so that the spur gears 20 and 21 of the spur gear stages 16 and 17 are now each rotatably supported on the shaft 14, while the spur gears 24 and 25 of the spur gear stages 16 and 17 are each arranged on the countershaft 15 in a rotationally fixed manner. In other respects, the embodiment according to fig. 5 corresponds to the variant according to fig. 4, so reference is made to what has already been described here.
Fig. 6 shows an exemplary shift pattern of the transmission 4 or 4 'or 4 ″ or 4' ″ of fig. 2 to 5 in tabular form. It can be seen that a total of three gears V1 to V3 can be realized between the first input shaft 9 and the output side 32. In the columns of the shift pattern, which shift element U, D, H, E or E', R, a and B is closed is designated by X. In each of the gears V1 to V3, two shift elements U, D, H, E or E', R, a and B are closed in each case.
As can be seen in fig. 6, the first gear V1 is shifted between the first input shaft 9 and the output 32 by operating the shift element U and the shift element a, starting from which a second gear V2 acting between the first input shaft 9 and the output 32 is formed by opening the shift element a and closing the shift element B. Then, a third gear V3 acting between the first input shaft 9 and the output side 32 is shifted by opening the shift element U and closing the shift element D. Furthermore, a reverse gear R1 is generated between the first input shaft 9 and the drive shaft 32 by operating the shift element U and the shift element R.
In particular, it is preferred to also close the seventh shifting element E or E 'during a shift between the gears V1 to V3, so that the output side 32 can be supported during a shift by the electric machine 12, which is coupled to the output side 32 in the closed state of the shifting element E or E'. The synchronization during the switching can be carried out by a corresponding adjustment of the upstream internal combustion engine 2, so that the switching element to be disengaged can be opened without load and subsequently the switching element to be closed can be closed without load.
The transmission 4 or 4 'or 4 ″ or 4' ″ of fig. 2 to 5 can also be operated in other operating modes by means of the electric machine 12: in the gear E1, which acts between the second input shaft 10 and the output side 32 and for which it is only necessary to shift the shift element E or E 'into the closed state, as shown in fig. 6, the electric-only drive can be carried out, since in the closed state of the shift element E or E', the second input shaft 10 and therefore the rotor 11 of the electric machine 12 are coupled via the spur gear stage 18 or the reverse gear stage 19 to the countershaft 15 and therefore also to the output side 32. This can be done simultaneously with the shifting into the gears V1 to V3, so that, in addition to the output torque being supported by the electric machine 12, driving is carried out simultaneously by the upstream internal combustion engine 2 and the electric machine 12. Gear E1 can be used for electric-only forward or backward driving.
Furthermore, a charging or starting function can be achieved by closing the shift elements D and H, since in the closed state of the shift elements D and H the electric machine 12 is coupled to the first element 34 of the planetary stage 33 and therefore also to the internal combustion engine 2 via the interlocking planetary gear set 33, but at the same time there is no force lock (Kraftschluss) with the output side 32. In generator mode of the electric machine 12, an electrical energy store (not shown in detail at present) can be charged by the internal combustion engine 2, while in motor mode of the electric machine 12 the internal combustion engine 2 can be started by the electric machine 12.
As an additional operating mode, a start function for forward travel, which function is designated EDA-V in fig. 6, can also be implemented. For this purpose, the switching element H and the switching element a are closed, and are thus driven via the first input shaft 9 by means of the third element 36 of the planetary stage 33, while the electric machine 12 can be supported on the first element 34 of the planetary stage 33 on the basis of the closed state of the switching element H. Then through the second element 35 of the planetary stage 33 and through the second spur gear stage 17 to the layshaft 15 and further through the output constant device 30 to the output side 32. Thereby, the start for forward travel can be achieved.
Furthermore, a start function for backward travel (referred to as EDA-R in fig. 6) can also be implemented as a further operating mode, for which purpose the switching element H and the switching element R are closed. In this case, the internal combustion engine 2 in turn drives the third element 36 of the planetary stage 33 via the first input shaft 9, and the electric machine 12 is supported here on the first element 34 of the planetary stage 33, again on account of the closed state of the shift element H. The output is then again output via the second element 35 to the shaft 14 and from there via the reverse gear stage 19 to the countershaft 15 and thus further via the output constant device 30 to the output side 32. Thereby, the start for the backward travel can be realized.
Fig. 7 shows a schematic partial illustration of the motor vehicle drive train from fig. 1 with a transmission 4 according to a fifth embodiment of the invention IV . The embodiment corresponds to a large extent to the transmission 4 in fig. 2, with the difference that two countershafts 49 and 50 are now provided, which are axially parallel to the input shafts 9 and 10 and to the shaft 14, respectively. Here, the spur gear stages 17 and 19 are arranged between the first countershaft 49 and the shaft 14, while the spur gear stage 16 and a further spur gear stage 51 are arranged between the shaft 14 and the second countershaft 50. The spur gear stage 16 and the reverse gear stage 19 are arranged in a gear plane and share a common spur gear 20, which is arranged on the shaft 14 in a rotationally fixed manner and meshes at the same time with a spur gear 24 of the spur gear stage 16 and with an intermediate gear 28 of the reverse gear stage 19. The spur gear 24 is rotatably mounted on the second countershaft 50, while the spur gear 23 of the reverse gear stage 19, which meshes with the intermediate gear 28, is rotatably mounted on the first countershaft 49.
Likewise, spur gear stage 17 and spur gear stage 51 are also arranged in a common gear plane and share a common spur gear 21. The spur gear 21 is arranged in a rotationally fixed manner on the shaft 14 and meshes at the same time with the spur gear 25 of the spur gear stage 17 and with the spur gear 52 of the spur gear stage 51, the spur gear 25 being rotatably mounted on the first countershaft 49 and the spur gear 52 being rotatably mounted on the second countershaft 50. The spur gear 52 of the spur gear stage 51 can be fixed to the second countershaft 50 by means of a shift element C, which is combined with the shift element B to form a third shift device 53. In this switching device 53, the switching element B or the switching element C can be switched into the actuated state by moving an actuating element out of the neutral position.
As can be seen from fig. 7, the switching element a and the switching element R are also combined to form a switching device 54, in which the switching element a on the one hand and the switching element R on the other hand can be switched into the actuated state by bringing a common actuating element out of the neutral position.
The two countershafts 49 and 50 are jointly connected to the output side 32 via an output constant device 55, which comprises a spur gear 56 arranged in a rotationally fixed manner on the first countershaft 49 and a spur gear 57 arranged in a rotationally fixed manner on the second countershaft 50. The two spur gears 56 and 57 in this case each mesh with a drive crown gear 31, which in turn forms the output side 32.
As a further difference compared to the variant according to fig. 2, in the embodiment according to fig. 7 the planetary stage 33 is arranged axially adjacent to the connection of the first input shaft 9 to the torsional vibration damper 3, and the switching device 41 is located axially between the planetary stage 33 and the connection of the first input shaft 9 to the torsional vibration damper 3. Axially after the planetary stage 33 there is first the shift device 42, then the spur gear stage 18, the output constant device 55, the spur gear stages 16 and 19 in one gear plane and the spur gear stages 17 and 51 in the other gear plane. The two shift devices 53 and 54 are arranged axially between the two gear planes defined by the spur gear stages 16 and 19 on the one hand and the spur gear stages 17 and 51 on the other hand. The switching device 53 is arranged coaxially with the second countershaft 50, while the switching device 54 is arranged coaxially with the first countershaft 49.
In other respects, the embodiment according to fig. 7 corresponds to the variant according to fig. 2, so reference is made to what has already been described here.
Finally, fig. 8 also shows a transmission 4 having a sixth embodiment according to the invention V Which embodiment substantially corresponds to the variant according to figure 7 described above. But differs in that the electric machine 12 is now not arranged coaxially with the input shafts 9 and 10 and the shaft 14, but axially offset from them. As already described in the embodiment according to fig. 4 and 5, the rotor 11 of the electric machine 12 is connected to the second input shaft 10 via a spur gear stage 44. As a further difference, the transmission 4 V The arrangement of the components of (b) differs in the axial direction in that the planetary stage 33 is arranged axially adjacent after the connection of the first input shaft 9 to the torsional vibration damper 3, the following axial sequence is first the output constant means 55, then the spur gear stages 16 and 19 in one gear plane, then the spur gear stages 17 and 51 in one gear plane, the spur gear stage 18, the switching means 42, the spur gear stage 44 and finally the switching means 41. In other respects, the embodiment according to fig. 8 corresponds to the variant according to fig. 7, so reference is made to what has already been described here.
Fig. 9 also shows an exemplary shift pattern that may be used in the transmission according to fig. 7 and 8. This shift pattern corresponds to a large extent to the shift pattern of fig. 6, the gears V1 'to V4' between the first input shaft 9 and the output side 32 being implemented differently in this case. The first gear V1 'is produced by closing the shift element U and the shift element a, while the second gear V2' can be switched by closing the shift element U and the shift element B. The third gear V3 'is then shifted by actuating the shifting element U and the shifting element C, while the fourth gear V4' is produced by closing the shifting element D and the shifting element C. Fig. 6 is referred to, on the other hand, with regard to the realization of the gear E1 between the second input shaft 10 and the output side 32 and also of the other operating modes.
With the embodiment according to the invention, a compact transmission can be realized at low production costs.
List of reference numerals
1. Motor vehicle drive train
2. Internal combustion engine
3. Torsional vibration damper
4. Speed variator
4' speed variator
4' speed variator
4' speed variator
4 IV Speed variator
4 V Speed variator
5. Differential gear
6. Driving wheel
7. Driving wheel
8. Transmission housing
9. First input shaft
10. Second input shaft
11. Rotor
12. Electrical machine
13. Stator
14. Shaft
15. Auxiliary shaft
16. Spur gear stage
17. Spur gear stage
18. Spur gear stage
19. Reverse gear stage
20. Spur gear
21. Spur gear
22. Spur gear
23. Spur gear
24. Spur gear
25. Spur gear
26. Spur gear
27. Spur gear
28. Intermediate gear
29. Spur gear
30. Output constant device
31. Driving crown gear
32. Output side
33. Planetary stage
34. First element
35. Second element
36. Third component
37. Sun wheel
38. Planet carrier
39. Gear ring
40. Planetary gear
41. Switching device
42. Switching device
43. Switching device
44. Spur gear stage
45. Spur gear
46. Rotor shaft
47. Intermediate gear
48. Spur gear
49. Auxiliary shaft
50. Auxiliary shaft
51. Spur gear stage
52. Spur gear
53. Switching device
54. Switching device
55. Output constant device
56. Spur gear
57. Spur gear
U switching element
D switching element
H-switching element
E. E' switching element
R switching element
A switching element
B switching element
C switching element
V1, V1' first gear
Second gear of V2 and V2
V3, V3' third gear
V4' fourth gear
E1 First gear
R1 reverse gear
EDA-V forward start function
EDA-R start function for backward travel

Claims (18)

1. Transmission (4 IV ；4 V ) The transmission comprises a first input shaft (9) and a second input shaft (10), the transmissionThe first input shaft (9) is provided for connecting the transmission (4 '; 4';4 IV ；4 V ) Connected to the drive machine of the motor vehicle, and the second input shaft (10) is coupled to the rotor (11) of the electric machine (12), characterized in that a planetary stage (33) is provided, which has a first element (34), a second element (35) and a third element (36) in the form of a sun gear (37), a planet carrier (38) and a ring gear (39), the third element (36) of the planetary stage (33) being connected in a rotationally fixed manner to the first input shaft (9) and the second element (35) of the planetary stage (33) being connected in a rotationally fixed manner to a shaft (14), which can be connected in a rotationally fixed manner to the first input shaft (9) via spur gear stages (16, 17, 19; 16. 17, 19, 51) are each coupled to the output side (32), and a first element (34) of the planetary stage (33) can be fixed by means of a first switching element (U) and can be connected in a rotationally fixed manner by means of a second switching element (D) to two further elements (35; 36 Is connected and the second input shaft (10) can also be connected in a rotationally fixed manner via a third shift element (H) to the first element (34) of the planetary stage (33).
2. Transmission (4 IV ；4 V ) Characterized in that the shaft (14) can be coupled to the output side (32) via the first spur gear stage (17) by actuating the fourth switching element (A) on the one hand and via the second spur gear stage (16) by closing the fifth switching element (B) on the other hand.
3. The transmission (4, 4';4"; 4"') according to claim 2, characterized in that the fourth shift element (a) and the fifth shift element (B) are combined into one shift device (43).
4. Transmission (4,
-a first gear (V1) is formed between the first input shaft (9) and the output side (32) by operating the first switching element (U) and the fourth switching element (A),
-forming a second gear (V2) between the first input shaft (9) and the output side (32) by closing the first switching element (U) and the fifth switching element (B), and
-a third gear (V3) is formed between the first input shaft (9) and the output side (32) by operating the second switching element (D) and the fifth switching element (B).
5. A transmission (4 IV ；4 V ) Characterized in that a reverse gear stage (19) is provided, via which the shaft (14) can be coupled to the output (33) by actuating a suitable shift element (R), wherein an additional engagement is achieved in the reverse gear stage (19) compared to the first and second spur gear stages (16, 17).
6. Transmission (4 IV ；4 V ) Characterized in that a reverse gear (R1) is formed between the first input shaft (9) and the output side (32) by closing the first shift element (U) and a shift element (R) associated with the reverse gear stage (19).
7. Transmission (4) according to any of claims 2 to 6 IV ；4 V ) Characterized in that a third spur gear stage (51) is provided, via which the shaft (14) can be coupled to the output side (32) by closing a suitable switching element (C).
8. Transmission (4) according to claim 7 IV ；4 V ) The method is characterized in that the method comprises the following steps of,
-forming a first gear (V1') between the first input shaft (9) and the output side (32) by operating the first switching element (U) and the fourth switching element (A),
-forming a second gear (V2') between the first input shaft (9) and the output side (32) by closing the first switching element (U) and the fifth switching element (B),
-a third gear (V3') is formed between the first input shaft (9) and the output side (32) by operating the first switching element (U) and a switching element (C) assigned to the third spur gear stage (51), and
-forming a fourth gear (V4') between the first input shaft (9) and the output side (32) by closing the second switching element (D) and the switching element (C) assigned to the third spur gear stage (51).
9. A variator (4 IV ；4 V ) Characterized in that the second input shaft (10) is connectable to the first input shaft by means of a further switching element (E; e') is rotationally fixed to the spur gear stages (16, 17, 19; 16. 17, 19, 51) can connect the shaft (14) to the spur gear (27) of the spur gear stage (19) which is coupled to the output (33) or to the spur gear (26) of the spur gear stage (18) which is coupled to the second input shaft (10) to the output (32).
10. A variator (4 IV ；4 V ) Characterized in that the rotor (11) of the electric machine (12) is arranged coaxially or axially offset to the second input shaft (10).
11. A variator (4 IV ；4 V ) Characterized in that the spur gear stages (16, 17, 19; 16. 17, 19, 51) are arranged between the shaft (14) and at least one secondary shaft (15; 49. 50) of the output shafts, respectively, by means of an output constant device (30; 55 Permanently coupled to the output side (32).
12. Transmission (4) according to claim 11 IV ；4 V ) Characterized in that two auxiliary shafts (49, 50) are provided, which can be coupled to the shaft (14) by means of at least one spur gear stage (16, 17, 19, 51) and which can be connected to the output side (32) by means of an output constant device (55).
13. Transmission (4 ';4";4"'; 4"; 4) according to any one of the preceding claims IV ；4 V ) Characterised by the features ofCharacterized in that the output side (32) is formed by a drive crown gear (31) of the differential (5).
14. Motor vehicle drive train (1), in particular for a hybrid or electric vehicle, comprising a transmission (4 IV ；4 V )。
15. For operating the transmission (4 IV ；4 V ) Is characterized in that, for carrying out the charging operation or the starting operation, only the second switching element (D) and the third switching element (H) are closed.
16. For operating the transmission (4 IV ；4 V ) Characterized in that, in order to realize a start-up mode (EDA-V) for forward travel when driven by the first input shaft (9), the third switching element (H) and the fourth switching element (a) are closed.
17. For operating the transmission (4 IV ；4 V ) Is characterized in that, in order to realize a starting mode (EDA-R) for backward driving when driven by the first input shaft (9), the third shift element (H) and the shift element (R) associated with the reverse gear stage (19) are closed.
18. For operating a transmission (4 IV ；4 V ) Characterized in that, in order to realize electric-only driving by the electric machine (12), the further switching element (E; e').
CN202210196611.2A 2021-06-11 2022-03-02 Transmission for a motor vehicle Pending CN115467947A (en)

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FR2811395B1 (en) 2000-07-06 2002-12-06 Peugeot Citroen Automobiles Sa GEARBOX FOR HYBRID VEHICLE
JP4274268B2 (en) 2007-06-19 2009-06-03 トヨタ自動車株式会社 Power transmission device
DE202016103126U1 (en) 2016-05-09 2017-09-06 Hofer-Pdc Gmbh Hybrid powertrain with power-splitting transmission, especially with switch positions
DE102020205089A1 (en) 2020-04-22 2021-10-28 Zf Friedrichshafen Ag Transmission and drive system of a motor vehicle

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