CN115681424A - Transmission for a motor vehicle - Google Patents

Transmission for a motor vehicle Download PDF

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Publication number
CN115681424A
CN115681424A CN202210788303.9A CN202210788303A CN115681424A CN 115681424 A CN115681424 A CN 115681424A CN 202210788303 A CN202210788303 A CN 202210788303A CN 115681424 A CN115681424 A CN 115681424A
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CN
China
Prior art keywords
planetary gear
gear set
transmission
drive shaft
rotationally fixed
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
CN202210788303.9A
Other languages
Chinese (zh)
Inventor
斯特凡·贝克
马蒂亚斯·霍恩
法比安·库特尔
托马斯·梅尔廷
约翰尼斯·卡尔滕巴赫
米夏埃尔·韦克斯
延斯·莫拉夫
格哈德·尼德布鲁克
奥利弗·绍特
姆拉詹·拉迪奇
马蒂亚斯·格鲁勒
芒努斯·格罗斯
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN115681424A publication Critical patent/CN115681424A/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
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2410/00—Constructional features of vehicle sub-units
    • B60Y2410/102—Shaft arrangements; Shaft supports, e.g. bearings
    • B60Y2410/1022—Concentric shaft arrangements
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • 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
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two 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
    • F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
    • 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
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches
    • 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
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
    • 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 an electric machine (10), a first drive shaft (19), a second drive shaft (20), an output shaft (21) and two planetary gear sets (11, 12) as well as five shift elements (A, B, C, D, E), wherein different gears can be shifted by selectively actuating the five shift elements (A, B, C, D, E) and different operating modes can also be displayed in cooperation with the electric machine (10). The invention also relates to a drive train of a motor vehicle having such a transmission (4) and to a method for operating a transmission (4).

Description

Transmission for a motor vehicle
Technical Field
The invention relates to a transmission for a motor vehicle, comprising an electric machine, a first drive shaft, a second drive shaft, an output shaft, and a first planetary gear set and a second planetary gear set, wherein the first drive shaft is designed to connect the transmission to a drive engine of the motor vehicle, wherein the planetary gear sets each comprise a first element, a second element, and a third element, wherein a first, a second, a third, a fourth, and a fifth shift element are provided, and wherein a rotor of the electric machine is connected to the second drive shaft. The invention further relates to a drive train of a motor vehicle, in which the transmission described above is used, and to a method for operating a transmission.
Background
The following transmissions are known in hybrid vehicles: which in addition to having a gear set also has one or more motors. In this case, the transmission is usually designed with a plurality of gears, i.e. a plurality of different transmission ratios, as gears which can be shifted out between the driveshaft and the output shaft by actuating the respective shifting element, wherein this is preferably carried out automatically. Depending on the arrangement of the shifting elements, they are either clutches or brakes. In this case, the transmission is used to provide the traction force of the drive motor of the motor vehicle, which is suitable for different standards. In this case, the gears of the transmission are also used in conjunction with at least one electric machine in order to obtain a purely electric drive. At least one electric machine can also be coupled to the transmission in various ways in order to represent different operating modes.
DE 10 2013 013 947 A1 discloses a transmission for a motor vehicle, which, in addition to a first drive shaft and an output shaft, comprises two planetary gear sets and an electric machine connected to a second drive shaft. Furthermore, a total of five shift elements are provided, via which different power flows from the first drive shaft to the output shaft can be achieved with different gear positions, and different couplings of the electric machine can also be provided. Here, purely electric driving can also be performed by a separate drive via the electric machine.
Disclosure of Invention
The object of the present invention is to provide an alternative design of a transmission for a motor vehicle known from the prior art, with which different operating modes can be represented in a suitable manner and with a compact design.
This object is achieved in accordance with the preamble of claim 1 in combination with the characterizing features thereof. The following dependent claims respectively describe advantageous developments of the invention. A motor vehicle drive train is also the subject of claim 16. The subject matter of claim 17 is, furthermore, a method for operating a transmission.
According to the present invention, the transmission includes a motor, a first drive shaft, a second drive shaft, an output shaft, and first and second planetary gear sets. The first drive shaft is designed to connect the transmission to a drive motor of the motor vehicle. The planetary gear sets in this case each comprise a first, a second and a third element, of which preferably in each case one is embodied as a sun gear, one as a planet carrier and one as a ring gear. Furthermore, a first, a second, a third, a fourth and a fifth shifting element are provided, which, by selective actuation, can exhibit different power flow paths, in particular when shifting different gears. In this case, it is particularly preferred that exactly four different gears can be formed between the first drive shaft and the output shaft by the transmission ratio. Furthermore, the rotor of the electric machine is connected to the second drive shaft.
Within the scope of the present invention, a "shaft" is understood to be a rotatable component of the transmission, by means of which a power flow guidance can be carried out between the components, if necessary with simultaneous actuation of the respective shift elements. The respective shaft can connect the components to one another axially or radially or both axially and radially. The respective shaft can also be present as an intermediate piece, via which the respective component is connected, for example, radially. Furthermore, the respective shaft can be embodied as a one-piece component or in multiple pieces, in that: the respective shaft consists of a plurality of shaft parts connected to one another in a rotationally fixed manner.
In the context of the present invention, "axial" refers to an orientation in the direction of the longitudinal center axis of the transmission, in which the rotational axes of the planetary gear sets are arranged parallel to this orientation. "radial" is understood to mean an orientation in the radial direction of the respective rotatable component, in particular of the respective shaft.
Within the scope of the invention, the first drive shaft, the second drive shaft and the output shaft are in particular arranged coaxially to one another, wherein the two planetary gear sets are also preferably arranged coaxially to the drive shafts and the output shafts.
The output shaft of the transmission preferably has a coupling point via which the drive shaft is operatively connected in the drive train of the motor vehicle to a differential, which is arranged with its axis parallel to the output shaft. In this case, the coupling point is preferably present as a toothing on the output shaft, wherein the coupling point of the output shaft is located in particular axially in the region of the following end of the transmission: a coupling point of the first drive shaft is also provided at this end, which coupling point establishes a connection to the upstream drive machine. This type of arrangement is particularly suitable for use in motor vehicles having a drive train oriented transversely to the direction of travel of the motor vehicle. In this variant of the invention, the coupling point of the output shaft is preferably followed axially by the coupling point of the first drive shaft, then the second planetary gear set and finally the first planetary gear set. The first drive shaft is preferably present here as a substantially solid shaft, around which the second drive shaft and the output shaft are radially arranged as a hollow shaft. The second drive shaft and the output shaft each axially overlap a part of the radially inner first drive shaft. The individual components of the transmission and the additional shafts which connect the individual components of the transmission, in particular the elements of the planetary gear sets, to one another or which establish a connection when actuating the respective shift element, are each preferably embodied as a hollow shaft which is arranged radially around the first drive shaft.
Alternatively, in the transmission according to the invention, the output can also be arranged at an axial end of the transmission facing away from the coupling point with the first drive shaft. The coupling point of the output shaft is then formed on an axial end of the output shaft which is coaxial to the coupling point of the first drive shaft, so that the drive and output of the transmission are placed on axial ends of the transmission which face away from one another. 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 first drive shaft and the output shaft are in particular substantially solid shafts which are arranged at the end and coaxially with one another, wherein the second drive shaft and the possibly further shafts are arranged radially around the hollow shafts of the first drive shaft and the output shaft, respectively, and axially overlap a partial section of the first drive shaft or of the output shaft. In particular, in this variant of the invention, the coupling points of the first drive shaft are followed first by the first planetary gear set, then the second planetary gear set and finally by the coupling point of the output shaft on the opposite axial end of the transmission.
The invention now includes the technical teaching that the second driveshaft is connected in a rotationally fixed manner to the first element of the second planetary gear set, while the third element of the second planetary gear set is fixedly arranged. Furthermore, the output shaft can be connected in a rotationally fixed manner to the second element of the second planetary gear set via the first shifting element and can be connected in a rotationally fixed manner to the first drive shaft by means of the second shifting element. The first drive shaft can be connected in a rotationally fixed manner to the second drive shaft via a third shifting element, while the second drive shaft can be connected in a rotationally fixed manner to the output shaft by means of a fourth shifting element. Furthermore, in the first planetary gear set, a first coupling of the first element of the first planetary gear set to the anti-rotation component, a second coupling of the second element of the first planetary gear set to the first drive shaft and a third coupling of the third element of the first planetary gear set to the second drive shaft are present, wherein two of the three couplings are present as permanent anti-rotation connections, while in the remaining coupling an anti-rotation connection can be established by means of the fifth shifting element.
In other words, in the transmission according to the invention, the second driveshaft is permanently connected in a rotationally fixed manner to the first element of the second planetary gear set, while the third element of the second planetary gear set is permanently fixedly arranged and thus permanently prevents a rotational movement.
By closing the first shifting element, the output shaft is connected in a rotationally fixed manner to the second element of the second planetary gear set, while by actuating the second shifting element a rotationally fixed connection is produced between the output shaft and the first drive shaft. The third shifting element connects the first drive shaft and the second drive shaft to one another in a rotationally fixed manner in the actuated state. While the fourth shifting element serves in the closed state for the rotationally fixed connection of the second driveshaft to the output shaft.
In the transmission according to the invention, there are also a total of three couplings of the elements of the first planetary gear set with respect to the first planetary gear set. Thus, there is a first coupling in the form of a first element of the first planetary gear set and a relatively non-rotating member, while in the case of the second element of the first planetary gear set there is a second coupling with the first driveshaft and in the case of the third element of the first planetary gear set there is a third coupling with the second driveshaft. Two of the three couplings are designed as permanent anti-rotation connections, while the remaining coupling is present as a connection which is only established in an anti-rotation manner by closing the fifth shifting element.
A "coupling" in the first planetary gear set is therefore understood in the sense of the present invention as a connection: it is either present as a permanent connection or is only established in a rotationally fixed manner by actuating the fifth shifting element.
In the transmission according to the invention, the first, second, third and fourth shifting elements are present as clutches, which, when actuated, each connect the directly connected components of the transmission to one another in a rotationally fixed manner. Depending on the coupling to be established in the first planetary gear set, the fifth shifting element is designed as a clutch or brake.
The respective, permanently rotationally fixed connection between the components of the transmission has the result that the rotational movement of these components takes place at a fixed rotational speed ratio or that a standstill of one component necessarily also leads to a standstill of the other component. In this case, according to the invention, a permanent rotationally fixed connection is preferably realized via one or more intermediate shafts, which can also be present as short intermediate pieces in positions in which these components are arranged close to one another in space. In particular, the components which are permanently connected to one another in a rotationally fixed manner can each be present either as individual components which are connected to one another in a rotationally fixed manner or in one piece. In the second case, the respective components and the possibly present shaft are then formed by common components, wherein this is achieved in particular when the respective components in the transmission are spatially closely arranged to one another.
In the case of components of the transmission which are connected to one another in a rotationally fixed manner only by actuating the respective shifting elements, the connection is also preferably made via one or more countershafts.
The permanent fixed arrangement of the components of the transmission is achieved in the sense of the invention in particular in that the respective component is connected in a continuously rotationally fixed manner to a rotationally fixed component of the transmission or in that the respective component is connected in a rotationally fixed manner to the rotationally fixed component by actuating a corresponding shifting element. The anti-rotation element is preferably a permanently stationary part, preferably a transmission housing, a part of such a transmission housing or an element connected thereto in a rotationally fixed manner.
A "connection" of the rotor of the electric machine to the second drive shaft of the transmission is understood in the sense of the present invention to be a connection such that there is a correlation between the rotor of the electric machine and the second drive shaft which maintains the same rotational speed. In the sense of the present invention, the electric machine can preferably be operated in an electric-motor mode on the one hand and in a generator mode on the other hand, so that in the first-mentioned operating mode a drive movement can be initiated via the electric machine, while in the second operating mode the electric machine can be used to generate electric power.
Overall, the transmission according to the invention is characterized by a compact design, low component loading, good tooth efficiency and low losses. In addition, in this configuration of the transmission, purely electric driving via the electric machine can be achieved without a separating clutch or the like being provided for decoupling the upstream drive machine.
With regard to the coupling of the first planetary gear set, conceivable variants in the transmission according to the invention are: the second element of the first planetary gear set is connected in a rotationally fixed manner to the first driveshaft, while the third element of the first planetary gear set is connected in a rotationally fixed manner to the second driveshaft. Furthermore, the first element of the first planetary gear set can be fixed to the rotationally fixed component via a fifth shifting element. In this case, the first coupling of the first planetary gear set is only connected in a rotationally fixed manner by actuating the fifth shifting element, while the second coupling and the third coupling are present as a continuously rotationally fixed connection.
In a development of the variant described above, the third shifting element connects the second element and the third element of the first planetary gear set in the actuated state in a rotationally fixed manner to one another. Alternatively, a rotationally fixed connection between the first and second elements of the first planetary gear set is established in its closed state via a third shifting element, wherein it is alternatively also conceivable for the third shifting element, when actuated, to place the first and third elements of the first planetary gear set in a rotationally fixed connection with one another. In each of the three variants described above, the first planetary gear set is locked in each case by two of the three elements of the first planetary gear set being connected to one another in a rotationally fixed manner via a third shifting element. This always results in a rotationally fixed connection between the first drive shaft and the second drive shaft.
Alternatively, with regard to the coupling of the first planetary gear set, a second variant of the invention is: the first element of the first planetary gear set is fixedly mounted, and the second element of the first planetary gear set is connected in a rotationally fixed manner to the first driveshaft, while the third element of the first planetary gear set is connected in a rotationally fixed manner to the second driveshaft by closing the fifth shifting element. In this variant, the first coupling and the second coupling are therefore present as a continuous rotationally fixed connection, while the third coupling forms a rotationally fixed connection only when the fifth shifting element is actuated.
In a further alternative to the two variants described above, the first element of the first planetary gear set is fixedly mounted and the third element of the first planetary gear set is connected in a rotationally fixed manner to the second driveshaft, while the second element of the first planetary gear set is connected in a rotationally fixed manner to the first driveshaft via a fifth shifting element. In this respect, the first coupling and the third coupling are each embodied as a permanent, rotationally fixed connection, whereas in the case of the second coupling, a rotationally fixed connection is only formed by actuating the fifth shifting element.
According to a further possible embodiment of the invention, four gear positions are produced between the first drive shaft and the output shaft by selectively closing five shifting elements. Thus, a first gear position between the first drive shaft and the output shaft can be represented by actuating the first and third shifting elements, while a second gear position between the first drive shaft and the output shaft can be obtained by closing the first and fifth shifting elements. A third gear between the first drive shaft and the output shaft is obtained in a first variant by actuating the first and second shifting elements, wherein the third gear is also obtained in a second variant by actuating the second and fourth shifting elements, in a third variant by closing the second and fifth shifting elements, in a fourth variant by actuating the third and fourth shifting elements, and in a fifth variant by closing the second and third shifting elements. Furthermore, a fourth gear between the first drive shaft and the output shaft can be represented by closing the fourth and fifth shifting elements.
With a suitable selection of the fixed-axis transmission ratios of the planetary gear sets, a transmission ratio sequence suitable for use in the motor vehicle sector is achieved. In this case, a shift between the gear positions can be effected in which only the states of the two shift elements are always changed by opening one of the shift elements participating in the preceding gear position and closing the other shift element for representing the subsequent gear position. This also contributes to the fact that the switching between gears can be performed very smoothly.
By coupling the rotor of the electric machine with the second drive shaft, different operating modes can be realized in a simple manner:
thus, a first gear between the second drive shaft and the output shaft, which is obtained by closing the first shifting element, can be used for pure electric driving, which is achieved via the electric machine operating in its electric motor mode. The second drive shaft and the rotor of the electric machine are thereby connected to the output shaft via the second planetary gear set in such a way that: the second driveshaft may be driven via the first element of the second planetary gear set, while output to the output shaft via the second element of the second planetary gear set occurs due to the permanently fixedly disposed third element of the second planetary gear set. The gear ratio of the first gear corresponds to the gear ratio of the first gear that acts between the first driveshaft and the output shaft. If only the first shifting element is closed, the drive machine connected upstream of the transmission is decoupled, since the first drive shaft is also decoupled from the output shaft.
Starting from a purely electric drive in the first gear, which is active between the second drive shaft and the output shaft, the drive machine upstream of the transmission can be activated in each case to a first gear, which is active between the first drive shaft and the output shaft, or to a second gear, which is active between the first drive shaft and the output shaft, or to a third gear, which is active between the first drive shaft and the output shaft, since the first shifting element is respectively involved in representing these gears. This also results in that the electric machine is always engaged when switching to one of the gear positions between the first drive shaft and the output shaft, so that additional drive torque can be supplied in a targeted manner via the electric machine during its electric motor operation. In each of these gears, braking of the motor vehicle can also be effected in its generator mode with generation (recuperation) via the electric machine.
Furthermore, it is also possible to switch to a second gear between the second drive shaft and the output shaft and use it for the engagement of the electric machine accordingly. In this case, this second gear is assumed by actuating the fourth shifting element, so that the second drive shaft is directly connected to the output shaft, whereby the electric machine is coupled to the output shaft. The gear ratio of the second gear corresponds to a third gear that acts between the first drive shaft and the output shaft. If only the fourth shifting element is closed, the drive machine connected upstream of the transmission is decoupled, since the first drive shaft is also decoupled from the output shaft.
Starting from a purely electric drive in the second gear, which acts between the second drive shaft and the output shaft, the drive machine upstream of the transmission can also be started, wherein this allows the second and fourth variants to be implemented in the third gear, which acts between the first drive shaft and the output shaft, and also the fourth gear, which acts between the first drive shaft and the output shaft. The reason for this is that the fourth shifting element is also involved in representing these gears, respectively. In the case of a second or fourth variant of the shift to the third gear, which is active between the first drive shaft and the output shaft, or in the case of a shift to the fourth gear, which is active between the first drive shaft and the output shaft, the electric machine is therefore also always engaged, so that either an additional drive torque can be supplied in its electric-motor mode or it can be used for braking in its generator mode.
Furthermore, as a further operating mode, a charging operation of the electrical energy store can be implemented by: in a first variant of the invention, only the third shifting element is closed. The first drive shaft and the second drive shaft are thereby directly connected to one another in a rotationally fixed manner, so that there is also a coupling between the electric machine and the drive machine connected upstream of the transmission. Here, the first drive shaft and the second drive shaft run at the same speed. At the same time, no power lock-up (Kraftschluss) is established in relation to the output shaft, so that the transmission is in the neutral position. When the upstream drive machine is embodied as an internal combustion engine, it is also possible to start the upstream drive machine via the electric machine in addition to the charging operation.
Alternatively, a charging operation within the scope of the invention can also be performed by actuating only the fifth shifting element, so that the second drive shaft is coupled to the first drive shaft via the first planetary gear set while transmitting a drive via the first planetary gear set. In this case, the second drive shaft rotates faster than the first drive shaft, with a suitable choice of the fixed-axis transmission ratio of the first planetary gear set, wherein at the same time no dynamic lock with respect to the output shaft is established. In this case, in particular if the upstream drive engine is designed as an internal combustion engine, it is also possible to restart the upstream drive engine in addition to the charging operation.
Furthermore, a loaded shift between the gear positions that can be represented between the first drive shaft and the output shaft can be represented by the support of the tractive force by the electric machine: when shifting between a first gear position, which acts between the first drive shaft and the output shaft, and a second gear position, which acts between the drive shaft and the output shaft, the tractive force can be supported via the electric machine when the first shifting element is closed, wherein here the synchronization of the fifth shifting element to be closed is achieved via the rotational speed regulation of the upstream drive machine. Alternatively, this can also be achieved by a synchronized shifting element or by another separate synchronizing device, for example a transmission brake or another electric machine, which can be directly or indirectly operatively connected to the first drive shaft. If a further shifting element is provided on the drive side of the first drive shaft as a separating clutch, the inertial mass of the upstream drive machine can be decoupled during synchronization.
Likewise, during a gear change between the first variant of the second gear that acts between the first drive shaft and the output shaft and the third gear that acts between the drive shaft and the output shaft, tractive force can be supported via the electric machine when the first shifting element is closed, during which synchronization of the second shifting element to be closed is achieved by rotational speed regulation of the upstream drive machine. In the third gear, a change over between the first variant and the second variant of the third gear is then effected, wherein here the unloaded first shifting element is engaged and subsequently the likewise unloaded fourth shifting element is engaged. During this changeover, only the second shifting element is under load.
After this shift, a change can be made from the second variant of the third gear, which is active between the first drive shaft and the output shaft, to the fourth gear, which is active between the first drive shaft and the output shaft, this being achieved when the fourth shifting element is closed while supporting the tractive force via the electric machine. In this case, the synchronization of the fifth shifting element to be closed can again be carried out by the rotational speed regulation of the upstream drive machine.
The transmission according to the invention can also be operated in such a way that: so that the reduction of the rotational speed of the motor is achieved during driving. First, a hybrid drive is possible in a first variant of the third gear by: the first shifting element is first held closed either after a supported shift from the second gear to the third gear via the electric machine or after the starting of the drive machine to the third gear. However, in order to reduce the rotational speed of the electric machine in the third gear at higher driving speeds, it is now possible to switch from the first variant of the third gear to the second variant of the third gear, since the rotor of the electric machine has a lower rotational speed than in the first variant of the third gear. In this case, the shift is effected with the second shifting element closed by maintaining the traction force via the upstream drive machine. In this case, the unloaded first shifting element is initially engaged and subsequently the unloaded fourth shifting element is engaged, wherein the rotational speed is set by the rotational speed control of the electric machine.
Furthermore, a separating clutch can be provided between the upstream drive machine and the first drive shaft of the transmission in order to decouple the drive machine in a second variant of the third gear acting between the first drive shaft and the output shaft. This is expedient if, starting from a higher driving speed, regenerative braking via the electric machine is to be effected and the drive machine is to be decoupled or switched off in the meantime.
In one development of the invention, the shift element or the shift elements are each realized as form-locking (formschl ü ssig) shift elements. In this case, the respective shifting element is preferably either designed as a claw shifting element or as a locking synchronization device. The advantage of a form-locking shift element over a force-locking shift element is that lower drag losses occur in the disengaged state, so that better transmission efficiency can be achieved. In particular, in the transmission according to the invention, the first, second, third, fourth and fifth shifting elements are realized as form-locking shifting elements, so that drag losses can be minimized. In principle, however, one or more of these shifting elements can also be designed as force-locking shifting elements, for example as multi-disk shifting elements.
Within the scope of the invention, the planetary gear sets can each be present as a negative planetary gear set, as long as the members can be connected, wherein the first member of the respective planetary gear set is the sun gear, the second member of the respective planetary gear set is the carrier, and the third member of the respective planetary gear set is the ring gear. In this case, at least one planet wheel, which meshes both with the sun wheel and with the surrounding ring gear, is guided in a rotatably mounted manner in the planet carrier. Particularly preferably, however, the plurality of planet wheels are guided in a rotatably mounted manner in the planet carrier.
Alternatively, one or both planetary gear sets may be present as a positive planetary gear set, as long as the docking of the respective element is permitted, wherein the first element of the respective planetary gear set is the sun gear, the second element of the respective planetary gear set is the ring gear and the third element of the respective planetary gear set is the planet carrier. Therefore, there are also elements in the positive planetary gear set: the planetary gear set comprises a sun gear, a ring gear and a planet carrier, wherein the planet carrier guides at least one planetary wheel pair in a rotatably supported manner, wherein one planetary wheel is in tooth engagement with an internal sun gear, and the other planetary wheels are in tooth engagement with a surrounding ring gear, and the planetary wheels mesh with each other.
Where the connection of the individual elements is permitted, the negative planetary gear set can be changed to a positive planetary gear set, wherein the ring gear connection and the planet carrier connection are interchanged and the fixed-axis transmission ratio is increased by one in comparison with the implementation as a negative planetary gear set. Conversely, a negative planetary gear set may be used instead of a positive planetary gear set, as long as the connection of the elements of the transmission can be achieved. In this case, the ring gear connection and the carrier connection are also exchanged and the fixed-axis transmission ratio is reduced by one in comparison with the positive planetary gear set. However, within the scope of the invention, both planetary gear sets are preferably each embodied as a negative planetary gear set.
According to an embodiment of the invention, the rotor of the electric machine is rigidly connected to the second drive shaft. Alternatively, it is possible for the rotor to be connected to the second drive shaft via at least one gear stage. In both variants described above, the electric machine can in this case be arranged coaxially with the second drive shaft and the planetary gear set, wherein in the case of the second variant it is also conceivable for the electric machine to be arranged offset with respect to the second drive shaft and the planetary gear set axis.
In the case of a coaxial arrangement, the rotor of the electric motor is either rigidly connected to the second drive shaft, i.e., directly connected in a rotationally fixed manner, or is coupled thereto via one or more intermediate transmission stages, wherein the latter allows a more advantageous embodiment of an electric motor having a higher rotational speed and a lower torque. The at least one gear stage can be embodied as a spur gear stage and/or a planetary stage. Furthermore, in the case of a coaxial arrangement of the electric machine, the first planetary gear set is more preferably arranged axially at the level of the electric machine and radially inwardly with respect to the electric machine, so that the axial overall length of the transmission can be shortened.
If the electric machine is arranged offset with respect to the second drive shaft and the planetary gear set axis, a coupling via one or more intermediate gear stages and/or the traction mechanism gear is achieved. In this case, one or more gear stages can also be embodied in particular as a spur gear stage or as a planetary stage. The traction mechanism drive can be either a belt drive or a chain drive.
According to a further embodiment of the invention, a further electric machine is provided, the rotor of which is rigidly connected to the first drive shaft or is coupled to the first drive shaft via at least one gear stage. In this case, two electric motors are provided in the transmission according to the invention, one of which is connected to the second drive shaft and the other is connected to the first drive shaft. The latter can be realized here by a direct rotationally fixed connection of the rotor of the further electric machine to the first drive shaft or as a coupling of the rotor of the further electric machine to the first drive shaft via at least one transmission stage. The further electrical machine comprises in particular a stator and a rotor and can preferably be operated on the one hand as a generator and on the other hand as an electric motor.
Advantageously, a series operation can be achieved by means of the further electric machine, in which an electric current is generated by the further electric machine in its generator mode and when driven by the upstream drive machine, and the electric machine connected to the second drive shaft drives the motor vehicle with the generated electric current in its electric motor mode. In this case, one of the two gear positions that can be assumed between the second driveshaft and the output shaft is switched. Furthermore, due to the permanent coupling with the first drive shaft, a further electric machine can also be used for starting the upstream drive machine.
The further electric motor may be arranged coaxially with the first drive shaft, wherein alternatively it is also conceivable for the further electric motor to be arranged offset with respect to the first drive shaft axis. In this case, the rotor of the further electric machine can be rigidly connected to the first drive shaft, i.e., directly connected in a rotationally fixed manner, or can be coupled to the first drive shaft via one or more intermediate gear stages. The latter allows an advantageous embodiment of a further electric machine with a higher rotational speed and a lower torque. The at least one intermediate gear stage can be embodied as a spur gear stage and/or a planetary stage.
In the case of an offset arrangement of the further electric machine relative to the first drive shaft axis, the coupling to the first drive shaft is carried out, in particular, via one or more intermediate transmission stages and/or the traction mechanism transmission. In this case, one or more gear stages can also be embodied in particular as a spur gear stage or as a planetary stage. The traction mechanism drive is either a belt drive or a chain drive.
In a variant of the transmission according to the invention, in which the fifth shifting element is actuated for the rotationally fixed connection of the third element of the first planetary gear set to the second driveshaft, the rotor of the further electric machine can also be connected to the third element of the first planetary gear set for coupling to the first driveshaft in a rotationally fixed manner. In this case, the rotor of the further electric machine is permanently coupled to the first drive shaft via the first planetary gear set. In this respect, the first planetary gear set serves in this case as a front transmission between the first drive shaft and the rotor of the further electric machine. The rotor of the further electric machine can be connected in a directly rotationally fixed manner to the third element of the first planetary gear set or coupled thereto via one or more further transmission ratio steps.
According to a further embodiment of the invention, the first shifting element and the fourth shifting element are combined to form a shifting device associated with the actuating element. In this case, the first shifting element and the fourth shifting element can be actuated by the actuating element out of the neutral position. This has the advantage that the number of actuating elements and thus the production effort can be reduced by this combination.
As an alternative or in addition to the variant described above, the second shifting element and the third shifting element are combined to form a shifting device to which the actuating element is assigned. In this case, the second shifting element on the one hand and the third shifting element on the other hand can be actuated by the actuating element out of the neutral position. This reduces the manufacturing effort by: by combining two shift elements into one shifting device, one actuating device can be used for both shift elements.
It is particularly preferred, however, to implement the two shifting devices simultaneously, so that five shifting elements of the transmission can be actuated via three actuating elements. This makes it possible to achieve particularly low manufacturing costs.
Within the scope of the invention, a starting element, for example a hydrodynamic torque converter or a friction clutch, may be connected upstream of the transmission. The starting element can then also be a component of the transmission and be used to design the starting process by: a slip rotational speed is achieved between a drive machine, which is designed in particular as an internal combustion engine, and a first drive shaft of the transmission. In this case, one of the shifting elements of the transmission can also be designed as such a starting element by being present as a friction shifting element. Furthermore, a freewheel can in principle be arranged on each shaft of the transmission relative to the transmission housing or to another shaft.
The transmission according to the invention is in particular used for a part of a motor vehicle drive train of a hybrid or electric vehicle and is then arranged between a drive machine of the motor vehicle, which is designed as an internal combustion engine or as an electric machine, and other components of the drive train which follow the drive wheels of the motor vehicle in the direction of the power flow. The first driveshaft of the transmission is either permanently coupled in a rotationally fixed manner to a crankshaft of the internal combustion engine or to a rotor shaft of the electric machine or can be connected thereto via an intermediate starting element, wherein a torsional vibration damper can also be provided between the internal combustion engine and the transmission. On the output side, the transmission is preferably coupled within the drive train of the motor vehicle to a differential of a drive axle of the motor vehicle, wherein there may also be a connection to a longitudinal differential via which a distribution to a plurality of driven axles of the motor vehicle takes place. Here, the differential or the longitudinal differential can be arranged together with the transmission in a common housing. The torsional vibration damper which may be present may also be integrated into the housing.
In the sense of the present invention, two components of a transmission being "connected" or "coupled" or "in connection with each other" means that these components are permanently coupled so that they cannot rotate independently of each other. In this regard, no shift elements are provided between the members (which may be elements of the planetary gear sets and/or shafts and/or anti-relative-rotation members of the transmission), but the respective members are coupled to each other in a relationship that maintains the same rotational speed.
If a shifting element is provided between two components, these components are not permanently coupled to one another, but rather are coupled only by actuating the intermediate shifting element. In this context, actuating a shift element in the sense of the present invention means that the components which move the respective shift element into the closed state and which are then directly connected to it can be balanced with respect to their rotational movement. In the case of a shift element of this type which is designed as a positive-locking shift element, the components which are connected to one another in a directly rotationally fixed manner run at the same rotational speed, whereas in the case of a positive-locking shift element there may be a rotational speed difference between the components after actuation thereof. However, within the scope of the present invention, this desired or undesired state is still referred to as a rotationally fixed connection of the respective components via the shifting element.
The invention is not limited to the given combination of features of the independent or dependent claims. There is also the possibility of combining the individual features with one another as long as they are derived from the claims, the following description of a preferred embodiment of the invention or directly from the drawings. Reference to the drawings by the claims through the use of reference signs is not intended to limit the scope of the claims.
Drawings
Advantageous embodiments of the invention which are set forth below are shown in the drawings. Wherein:
fig. 1 shows a schematic representation of a drive train of a motor vehicle according to a first embodiment of the invention;
fig. 2 to 8 each show a schematic representation of an embodiment of a transmission according to the invention, which can be used, for example, in the drive train of the motor vehicle of fig. 1;
fig. 9 shows a schematic view of a drive train of a motor vehicle according to a second embodiment of the invention;
fig. 10 to 16 each show a schematic representation of a design of a transmission according to the invention, which can be used, for example, in the drive train of the motor vehicle of fig. 9;
FIG. 17 illustrates an exemplary shift schedule for the transmission of FIGS. 2-8 and 10-16; and
fig. 18 and 19 show schematic diagrams of a modification possibility of the transmission of fig. 2 to 8 and 10 to 16, respectively.
Detailed Description
Fig. 1 shows a schematic representation of a motor vehicle drive train 1 of a hybrid vehicle, in particular a passenger vehicle. In the vehicle drive train 1, a drive machine 2 in the form of an internal combustion engine 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 hybrid vehicle. In this case, the transmission 4 and the torsional vibration damper 3 are combined in a common transmission housing 8 of the transmission 4, into which the differential 5 can also be integrated. As can also be seen in fig. 1, the drive machine 2, the torsional vibration damper 3, the transmission 4 and the differential 5 are oriented transversely to the direction of travel of the hybrid vehicle.
Fig. 2 shows a schematic representation of a transmission 4 designed according to a first embodiment of the invention. It can be seen that the transmission 4 comprises a gear set 9 and an electric machine 10 which are jointly arranged in a transmission housing 8 of the transmission 4. The gear set 9 comprises two planetary gear sets 11 and 12, wherein each of the planetary gear sets 11 and 12 has a first element 13 or 14, a second element 15 or 16 and a third element 17 or 18. In this case, the respective first element 13 or 14 is formed by a respective sun gear of the respective planetary gear set 11 or 12, while the respective second element 15 or 16 of the respective planetary gear set 11 or 12 is present as a planet carrier and the respective third element 17 or 18 of the respective planetary gear set 11 or 12 is present as a ring gear.
The two planetary gear sets 11 and 12 are thus each present as a minus planetary gear set, in which the respective planet carrier carries at least one planet gear in a rotatably mounted manner, which is in toothed engagement both with the respective radially inner sun gear and with the respective radially surrounding ring gear. Particularly preferably, however, a plurality of planet gears are provided in each of the first planetary gear set 11 and the second planetary gear set 12.
Alternatively, however, one of the planetary gear sets 11 and 12 may be embodied as a plus planetary gear set or the planetary gear sets 11 and 12 may each be embodied as a plus planetary gear set, as long as this allows the connection of the respective elements 13, 15 and 17 or 14, 16 and 18. In the case of a spur planetary gearset, the respective planet carrier carries at least one planetary gearset, of which one planetary gear is in toothed engagement with the respective radially inner sun gear and one planetary gear is in toothed engagement with the respective radially outer ring gear, and the planetary gears mesh with one another. In the respective planetary gear set, the respective second element is formed by the ring gear, the respective third element is formed by the carrier, and the fixed-axis gear ratio of the respective planetary gear set is increased by one, as compared with the case of being embodied as a negative planetary gear set.
The transmission 4 comprises a first drive shaft 19, a second drive shaft 20 and an output shaft 21, which are arranged coaxially with respect to one another and also coaxially with respect to the two planetary gear sets 11 and 12. The first drive shaft 19 is designed here as a solid shaft and is connected to the torsional vibration damper 3 at a coupling point 22 in the drive train 1 of the motor vehicle of fig. 1, so that the first drive shaft 19 is permanently coupled to the drive machine 2 in the drive train 1 of the motor vehicle. The second drive shaft 20 and the output shaft 21 are each designed as hollow shafts which are each arranged radially around the first drive shaft 19 and which axially overlap a partial section of the first drive shaft 19.
As can be seen in fig. 2, the motor 10 is composed of a stator 23 and a rotor 24. The stator 23 of the electric machine 10 is permanently fixed on the transmission housing 8 of the transmission 4, wherein the stator 23 can be connected in a rotationally fixed manner directly to the transmission housing 8 or to a part of the transmission housing 8 or to a component connected thereto in a rotationally fixed manner. The electric motor 10 is arranged coaxially with the second drive shaft 20, wherein the rotor 24 of the electric motor 10 is connected in a rotationally fixed manner to the second drive shaft 20 in that: a rigid connection is formed between the rotor 24 and the second drive shaft 20. The electric machine 10 can be operated here on the one hand as a generator and on the other hand as an electric motor.
The output shaft 21 is permanently connected to the differential 5 following in the drive train 1 of the motor vehicle at a coupling point 25, wherein the connection can be realized in particular via a spur gear stage, one of the spur gears of which is arranged in a rotationally fixed manner on the output shaft 21 and forms the coupling point 25 of the output shaft 21 on the external toothing. In this connection, a lateral output to the differential 5 is effected within the motor vehicle drive train 1 in fig. 1 via the coupling point 25 of the output shaft 21.
As can be seen from fig. 2, the transmission 4 comprises a total of five shift elements a, B, C, D and E. The shift elements a, B, C, D and E are each designed as form-locking shift elements and are preferably present as claw shift elements. Furthermore, the shifting elements a, B, C and D are currently designed as clutches, while the shifting element E is designed as a brake.
A first driveshaft 19 of the transmission 4 is connected in a rotationally fixed manner to the second element 15 of the first planetary gear set 11, while a second driveshaft 20 is connected in a rotationally fixed manner to the first element 14 of the second planetary gear set 12 and to the third element 17 of the first planetary gear set 11, in addition to being connected in a rotationally fixed manner to the rotor 24 of the electric machine 10. The rotationally fixed connection to the third element 17 of the first planetary gear set 11 is established here indirectly via the interposed rotor 24 of the electric machine 10. Furthermore, the third element 18 of the second planetary gear set 12 is permanently fixed to the transmission housing 8 by: the third element 18 is directly connected in a rotationally fixed manner to the transmission housing 8 or to a part of the transmission housing 8 or to a component connected in a rotationally fixed manner thereto.
The first driveshaft 19 can be connected in a rotationally fixed manner to the output shaft 21 by closing the shifting element B, wherein the first driveshaft 19 can also be connected in a rotationally fixed manner to the second driveshaft 20 via the shifting element C, which results in the locking of the first planetary gear set 11 due to the subsequent rotationally fixed connection between the second element 15 of the first planetary gear set 11 and the third element 17 of the first planetary gear set 11. Closing the shift element a brings about a rotationally fixed connection of the output shaft 21 to the second element 16 of the second planetary gear set 12, wherein the output shaft 21 can also be connected rotationally fixed to the second driveshaft 20 via the shift element D. Finally, the first element 13 of the first planetary gear set 11 can also be fixed to the transmission housing 8 by means of the shift element E, wherein this can be achieved by a direct rotationally fixed connection to the transmission housing 8 or to a part of the transmission housing 8 or to a component connected rotationally fixed thereto.
The coupling point 22 of the first drive shaft 19 is formed at an axial end of the transmission 4, wherein the coupling point 25 of the output shaft 21 is oriented transversely axially adjacent thereto. Thus, the second planetary gear set 12 follows axially behind the coupling point 25 of the output shaft 21, the first planetary gear set 11 and the electric machine 10 being arranged on the side of the second planetary gear set facing axially away from the coupling point 25. The electric machine 10 and the first planetary gear set 11 are at the same height in the axial direction, the first planetary gear set 11 being arranged radially inside the electric machine 10.
As can also be seen from fig. 2, the shifting elements B, C and D are arranged axially between the coupling point 22 of the first drive shaft 19 and the coupling point 25 of the output shaft 21, wherein the coupling point 22 is followed axially here by the shifting elements B, C and D. While the shift element a is axially disposed between the coupling point 25 of the output shaft 21 and the second planetary gear set 12.
In the present case, the shifting elements B and C are arranged axially directly next to one another and radially at substantially the same level and have a common actuating element (not further shown here) via which either the shifting element B or the shifting element C can be actuated out of the neutral position. In this regard, shift elements B and C are combined into a shifter 26.
Likewise, the shifting elements a and D are arranged axially directly next to one another and radially at substantially the same level and are combined to form the shifting device 27 in such a way that: an actuating element (also not shown in detail) is provided, via which either the shifting element D or the shifting element a can be actuated out of the neutral position.
The shift element E is arranged in the region of the following axial ends of the transmission 4: this axial end faces away from the axial end of the coupling point 22 with the first drive shaft 19.
Fig. 3 furthermore shows a schematic illustration of a transmission 4' which is constructed according to a second embodiment of the invention and can also be used in the drive train 1 of the motor vehicle in fig. 1. The transmission 4' corresponds essentially to the transmission 4 in fig. 2, with the difference that now in the gear set 9' of the transmission 4', the first element 13 of the first planetary gear set 11 is connected in a rotationally fixed manner to the transmission housing 8, a part of the transmission housing 8 or a component connected thereto in a rotationally fixed manner and is therefore permanently fixedly arranged. Furthermore, the third element 17 of the first planetary gear set 11 is not continuously connected in a rotationally fixed manner to the rotor 24 of the electric machine 10 and therefore also to the second driveshaft 20 and to the first element 14 of the second planetary gear set 12, but rather is connected in a rotationally fixed manner only by actuating the shift element E. In this respect, the shift element E is realized in this case as a clutch. In other respects, the design according to fig. 3 corresponds to the variant according to fig. 2, so that reference is made to what has already been described here.
Fig. 4 shows a schematic representation of a transmission 4 ″ according to a third embodiment of the invention, which can be used as an alternative to the transmission 4 of fig. 2 in the drive train 1 of the motor vehicle in fig. 1. The transmission 4 ″ corresponds essentially to the variant according to fig. 2, with the difference from the transmission 4 in fig. 2 that, in the gear set 9 "of the transmission 4 ″, the first element 13 of the first planetary gear set 11 is connected in a continuously rotationally fixed manner to the transmission housing 8 and is therefore permanently fixedly arranged. Furthermore, the second element 15 of the first planetary gear set 11 is now not permanently connected in a rotationally fixed manner to the first drive shaft 19, but rather is connected in a rotationally fixed manner to the first drive shaft 19 only by actuating the shift element E. The shifting element E is in this case embodied as a clutch and is arranged axially between the second planetary gear set 12 and the first planetary gear set 11. In particular, the shift element E is here located axially at the level of the electric machine 10 and is radially inside with respect to the electric machine 10. In the remaining respects, the embodiment according to fig. 4 corresponds to the variant according to fig. 2, so that reference is made to what has already been described here.
Fig. 5 furthermore shows a schematic representation of a transmission 4' ″ which is implemented according to a fourth embodiment of the invention and can also be used in the drive train 1 of the motor vehicle in fig. 1. This embodiment corresponds to a large extent to the variant according to fig. 2, with the difference that the transmission 4' ″ additionally has a further electric machine 28, which is composed of a stator 29 and a rotor 30 in combination. The further electric machine 28 is arranged coaxially to the drive shafts 19 and 20 and also to the output shaft 21 and can be operated on the one hand as an electric motor and on the other hand as a generator. Although the stator 29 of the electric machine 28 is permanently fixed on the transmission housing 8, the rotor 30 is connected in a rotationally fixed manner directly to the first drive shaft 19, so that, when the transmission 4' ″ is in use, the further electric machine 28 is permanently coupled in the drive train 1 of the motor vehicle in fig. 1 to the upstream drive machine 2. A further electric machine 28 is arranged axially within the transmission 4' ″ between the coupling point 22 of the first drive shaft 19 and the coupling point 25 of the output shaft 21. In other respects, the embodiment according to fig. 5 corresponds to the variant according to fig. 2, so that reference is made to what has already been described in this respect.
Figure 6 shows a transmission 4 IV According to a fifth possible embodiment of the invention, and can also be used in the drive train 1 of the motor vehicle in fig. 1 instead of the transmission 4 in fig. 2. This embodiment corresponds to a large extent to the variant according to fig. 3, the only difference being that a further electric motor 28 is additionally provided. The further electric motor 28 is here arranged analogously to the previously described variant according to fig. 5. The stator 29 of the electric machine 28 is therefore permanently fixed to the transmission housing 8, while the rotor 30 of the electric machine 28 is connected directly in a rotationally fixed manner to the first drive shaft 19. The electric machine 28 arranged coaxially with the first drive shaft 19 can be operated as a generator on the one hand and as an electric motor on the other hand. In the remaining respects, the embodiment according to fig. 6 corresponds to the variant according to fig. 3, so that reference is made to what has already been described in this respect.
Furthermore, fig. 7 shows a transmission 4 V Constructed according to a sixth embodiment of the invention and which can be applied as an alternative to the transmission 4 in the drive train 1 of the motor vehicle in fig. 1. In this case, this embodiment essentially corresponds to the variant described above with reference to fig. 6, with the difference that the rotor 30 of the further electric machine 28 is connected directly in a rotationally fixed manner to the third element 17 of the first planetary gear set 11. The rotor 30 of the further electric machine 28 is thereby permanently coupled to the first drive shaft 19 via the first planetary gear set 11, since the first element 13 of the first planetary gear set 11 is permanently fixedly arranged and the second element 15 of the first planetary gear set 11 is continuously connected in a rotationally fixed manner to the first drive shaft 19. The first planetary gear set 11 serves here as a front-end gear coupling the further electric machine 28 with the first drive shaft 19. In this case, the further electric machine 28 is disposed axially at the level of the first planetary gear set 11, wherein the first planetary gear set 11 is disposed radially inward with respect to the further electric machine 28. The electric machine 10 is now located axially at the level of the second planetary gear set 12, which is radially disposed in a radial manner in relation to the electric machine 10And (4) placing. Furthermore, the shift element E is now located axially between the first planetary gear set 11 and the second planetary gear set 12. Finally, the coupling point 25 of the output shaft 21 is arranged axially at the level of the shift element B and axially adjacent to the coupling point 22 of the first drive shaft 19, while the further shift elements C, D and a are located axially between the coupling point 25 and the second planetary gear set 12. In other respects, the embodiment according to fig. 7 corresponds to the variant according to fig. 6, so that reference is made to what has already been described in this respect.
Figure 8 shows a transmission 4 VI Wherein the transmission 4 VI The drive train 1 of the motor vehicle in fig. 1 is designed according to a seventh embodiment of the invention and can be used instead of the transmission 4 in fig. 2. In this case, this embodiment essentially corresponds to the variant according to fig. 4, with the difference that, as already in the variants according to fig. 5 and 6, a further electric motor 28 is additionally provided. The electric motor 28 is arranged coaxially with the first drive shaft 19, the stator 29 of the electric motor 28 being permanently fixed to the transmission housing 8, while the rotor 30 of the electric motor 28 is connected in a rotationally fixed manner to the first drive shaft 19. The electric motor 28 is axially placed between the coupling point 22 of the first drive shaft 19 and the coupling point 25 of the output shaft 21. In the remaining respects, the embodiment according to fig. 8 corresponds to the variant according to fig. 4, so that reference is made to what has already been described in this respect.
Fig. 9 shows a schematic illustration of an alternative embodiment of a motor vehicle drive train 1', which is also designed as a drive train for a hybrid vehicle in the form of a passenger vehicle. The motor vehicle drive train 1' also comprises a drive machine 2, which is preferably designed as an internal combustion engine and which is connected to a transmission 4 via a torsional vibration damper 3 VII And (4) connecting. As already in the drive train 1 of the motor vehicle of fig. 1, the transmission 4 is arranged on the output side VII Downstream of this is a differential 5, via which differential 5 the drive power is distributed to the drive wheels 6 and 7 of the drive axle of the hybrid vehicle. Transmission 4 VII Combined with torsional vibration damper 3 in transmission 4 VII In a common transmission housing 8, the differential 5 can also be integratedIn the transmission housing. However, in contrast to the variant according to fig. 1, the drive machine 2, the torsional vibration damper 3, and the transmission 4 are VII And the differential 5 are here oriented in the direction of travel of the hybrid vehicle.
Fig. 10 shows a transmission 4 realized here according to an eighth embodiment of the invention VII Schematic view of (a). The embodiment corresponds to this point to a large extent to the transmission 4 in fig. 2, in that: in the speed changer 4 VII In the gear set 9'″, the first drive shaft 19', the second drive shaft 20', the output shaft 21', the electric machine 10 and the components of the planetary gear sets 11 and 12 are connected to one another in a similar manner to the variant according to fig. 2 or can be connected or fixedly arranged via the shifting elements a, B, C, D and E in a similar manner. However, now, since the motor vehicle drive train 1 'in fig. 9 is oriented in the driving direction of the hybrid vehicle, the components of the gear set 9' ″ are now arranged differently. Thus, the coupling site 25' of the output shaft 21' is provided on an axial end portion opposite to the axial end portion of the coupling site 22 where the first drive shaft 19' is provided. The output shaft 21' is also embodied as a solid shaft, which is arranged coaxially to the first drive shaft 19', which is likewise embodied as a solid shaft, wherein the second drive shaft 20' is arranged as a hollow shaft radially surrounding the output shaft 21' and axially overlaps a partial section of the output shaft 21' in this case.
The first planetary gear set 11, which axially follows the coupling point 22 of the first drive shaft 19', is arranged, as before, axially at substantially the same height as the electric machine 10 and radially inward with respect to the electric machine 10. The second planetary gear set 12 is then arranged axially on the side of the first planetary gear set 11 facing away from the coupling point 22 and is located axially between the first planetary gear set 11 and the coupling point 25 'of the output shaft 21'. Of the shifting elements a, B, C, D and E, the shifting elements D and a are arranged axially between the second planetary gear set 12 and the coupling point 25' and are combined here as before to form a shifting device 27. The shifting device 26, which is composed of the shifting elements B and C, is located axially between the first planetary gear set 11 and the second planetary gear set 12, wherein the shifting device 26 is arranged axially at the level of the electric machine 10 and radially inside with respect to the electric machine. The remaining shift element E is disposed axially between the coupling point 22 of the first drive shaft 19' and the first planetary gear set 11. In other respects, the embodiment according to fig. 10 corresponds to the variant according to fig. 2, so that reference is made to what has already been described in this respect.
Furthermore, fig. 11 shows a transmission 4 VIII Constructed according to a ninth embodiment of the invention and can be used in the drive train 1' of the motor vehicle of fig. 9 instead of the transmission 4 VII . In this case, the transmission 4 VIII Basically, the variant according to fig. 10 is distinguished in that the transmission 4 is provided VIII Of the gear unit 9 IV The first element 13 of the first planetary gear set 11 is now continuously connected in a rotationally fixed manner to the transmission housing 8, to a part of the transmission housing 8 or to a component connected thereto in a rotationally fixed manner and is therefore permanently fixedly arranged. Furthermore, the third element 17 of the first planetary gear set 11 is not continuously connected in a rotationally fixed manner to the rotor 24 of the electric machine 10 and therefore also to the second driveshaft 20 and the first element 14 of the second planetary gear set 12, but rather only by actuating the shift element E is a rotationally fixed connection. In this respect, the shift element E is in this case realized as a clutch. In the remaining respects, the design according to fig. 11 corresponds to the variant according to fig. 10, so that reference is made to what has already been described in this respect.
Further, fig. 12 shows a transmission 4 according to a tenth embodiment of the invention IX Which can be applied in the drive train 1' of a motor vehicle in fig. 9 instead of the transmission 4 of fig. 10 VII . The transmission 4 IX Also largely corresponds to the variant according to fig. 10, with the difference that in the transmission 4 IX Gear unit 9 V The first element 13 of the first planetary gear set 11 is continuously connected in a rotationally fixed manner to the transmission housing 8 and is therefore permanently fixed in position. Furthermore, the second element 15 of the first planetary gear set 11 is now not permanently connected in a rotationally fixed manner to the first drive shaft 19But is connected in a rotationally fixed manner to the first drive shaft 19' by actuating the shift element E. The shift element E is designed as a clutch and is arranged axially between the first planetary gear set 11 and the second planetary gear set 12, wherein the shift element E is arranged axially between the first planetary gear set 11 and the shifting device 26. The shift element E is here axially at the level of the electric machine 10 and radially inside with respect to the latter. In the remaining respects, the embodiment according to fig. 12 corresponds to the variant according to fig. 10, so that reference is made to what has already been described here.
Furthermore, fig. 13 shows a transmission 4 X Implemented according to an eleventh embodiment of the invention and which can also be used in the drive train 1' of the motor vehicle in fig. 9. This embodiment corresponds to a large extent to the variant according to fig. 10, with the difference that the transmission 4 is provided X In addition, a further electric motor 28 is provided, which consists of a stator 29 and a rotor 30. The further electric machine 28 is arranged coaxially with the drive shafts 19' and 20' and the output shaft 21' and can be operated on the one hand as an electric motor and on the other hand as a generator. In this case, the stator 29 of the electric machine 28 is permanently fixed on the transmission housing 8, while the rotor 30 is connected directly in a rotationally fixed manner to the first drive shaft 19', whereby the further electric machine 28 is in the process of coupling the transmission 4 X When used in the drive train 1' of a motor vehicle in fig. 9, it is permanently coupled to the upstream drive machine 2. With additional electric machine 28 in the transmission 4 X Is arranged axially inside between the coupling point 22 of the first drive shaft 19' and the first planetary gear set 11. In the remaining respects, the embodiment according to fig. 13 corresponds to the variant according to fig. 10, so that reference is made to what has already been described in this respect.
Furthermore, fig. 14 shows a transmission 4 XI Implemented according to a twelfth embodiment of the invention and can also be used in the drive train 1' of the motor vehicle in fig. 9 instead of the transmission 4 in fig. 10 VII . This embodiment corresponds to a large extent to the variant according to fig. 11, the only difference being that a further electric motor 28 is also provided here. LikeIn the variant according to fig. 13 described above, the stator 29 of the electric machine 28 is permanently fixed to the transmission housing 8, while the rotor 30 of the electric machine 28 is connected directly in a rotationally fixed manner to the first drive shaft 19'. The electric machine 28 arranged coaxially with the first drive shaft 19 can be operated in generator mode on the one hand and in electric motor mode on the other hand. In other respects, the embodiment according to fig. 14 corresponds to the variant according to fig. 11, so that reference is made to what has already been described in this respect.
Furthermore, fig. 15 shows a transmission 4 XII Constructed in accordance with a thirteenth embodiment of the invention and which can also be applied in the drive train 1' of a motor vehicle in fig. 9 instead of the transmission 4 VII . The embodiment largely corresponds to the previous variant according to fig. 14, with the difference that the rotor 30 of the further electric machine 28 is now connected directly in a rotationally fixed manner to the third element 17 of the first planetary gear set 11. The rotor 30 of the further electric machine 28 is thereby permanently coupled to the first drive shaft 19 'via the first planetary gear set 11, since the first element 13 of the first planetary gear set 11 is permanently fixedly arranged and the second element 15 of the first planetary gear set 11 is continuously connected in a rotationally fixed manner to the first drive shaft 19'. In this respect, the first planetary gear set 11 serves as a front-end gear mechanism for coupling the further electric machine 28 to the first drive shaft 19'. In this case, the further electric machine 28 is disposed axially at the level of the first planetary gear set 11, wherein the first planetary gear set 11 is disposed radially inward with respect to the further electric machine 28. The electric machine 10 is now located axially at the level of the second planetary gear set 12, which is located radially inside with respect to the electric machine 10. Furthermore, the shift element E is now located axially between the first planetary gear set 11 and the second planetary gear set 12. In the remaining respects, the embodiment according to fig. 15 corresponds to the variant according to fig. 14, so that reference is made to what has already been described in this respect.
Finally, fig. 16 shows a transmission 4 XIII Wherein the transmission 4 XIII Constructed in accordance with a fourteenth embodiment of the inventionAnd can also be applied to the drive train 1' of the motor vehicle in fig. 9 instead of the transmission 4 of fig. 10 VII . This embodiment corresponds essentially to the variant according to fig. 12, with the difference that, as already in the variants according to fig. 13 and 14, a further electric motor 28 is additionally provided. The electric motor 28 is arranged coaxially with the drive shaft 19', wherein the stator 29 of the electric motor 28 is permanently fixed to the transmission housing 8, while the rotor 30 of the electric motor 28 is connected in a continuously rotationally fixed manner to the first drive shaft 19'. The electric motor 28 is disposed axially between the coupling point 22 of the first drive shaft 19' and the first planetary gear set 11. In the remaining respects, the embodiment according to fig. 16 corresponds to the variant according to fig. 12, so that reference is made to what has already been described in this respect.
Fig. 17 shows the transmissions 4 to 4 of fig. 2 to 8 and 10 to 16 in tabular form XIII Exemplary shifting schemes. It can be seen that a total of four gear positions V1 to V4 can be realized between the first drive shaft 19 or 19 'and the output shaft 21 or 21', respectively, wherein the columns of the shifting scheme each indicate by X which of the shifting elements a, B, C, D and E is closed in which of the gear positions V1 to V4. In each of the gear steps V1 to V4, two of the shift elements a, B, C, D and E are closed here.
As can be seen in fig. 17, by actuating the shifting element a and the shifting element C, a shift is made between the first drive shaft 19 or 19 'and the output shaft 21 or 21' into the first gear V1, wherein by closing the shifting element a and the shifting element E, a second gear V2 is obtained between the first drive shaft 19 or 19 'and the output shaft 21 or 21'. Then, in the first variant V3.1, a third gear is present between the first driveshaft 19 or 19 'and the output shaft 21 or 21' by closing the shifting elements a and B. In a second variant V3.2, a shift to a third gear can also be effected by actuating shift element B and shift element D, in a third variant V3.3 a shift to a third gear is effected by closing shift element B and shift element E, in a fourth variant V3.4 a shift to a third gear is effected by actuating shift element C and shift element D, and in a fifth variant V3.5 a shift to a third gear is effected by closing shift element B and shift element C. Furthermore, by actuating the shifting elements D and E, a fourth gear V4 is obtained between the first drive shaft 19 or 19 'and the output shaft 21 or 21'.
In the speed change 4-4 XIII Pure electric operation can also be achieved via the electric machine 10: this means that a purely electric drive can be carried out in a first gear E1 which acts between the second driveshaft 20 or 20 'and the output shaft 21 or 21' and in order to represent which the shifting element a must be shifted into the closed state, as can be seen from fig. 17. When the shifting element a is in the closed state, the electric machine 10 is connected to the output shaft 21 or 21' via the second planetary gear set 12 with a constant transmission ratio, wherein the transmission ratio of the first gear E1 corresponds to the transmission ratio of the first gear V1.
Starting from the first gear E1, it is advantageously possible to start the upstream drive machine 2 to one of the gears V1, V2 or V3.1, since the shift element a is closed in each of these gears. In this respect, a smooth transition from pure driving to driving via the drive machine 2 is possible. Since, on the other hand, the electric machine 10 is also engaged during driving in the gear steps V1, V2 and V3.1, in one of the gear steps V1, V2 and V3.1, an additional drive torque can be supplied in a targeted manner via the electric machine 10 during its electric motor operation. Furthermore, the electric machine 10 can be used for braking a motor vehicle in its generator mode of operation.
Furthermore, a second gear E2 for purely electric operation can also be shifted between the second drive shaft 20 or 20 'and the output shaft 21 or 21', for which purpose the shifting element D is actuated. The second drive shaft 20 or 20 'is thereby directly connected in a rotationally fixed manner to the output shaft 21 or 21', so that a direct transmission from the second drive shaft 20 or 20 'to the output shaft 21 or 21' can take place. The gear ratio of this gear corresponds here to the gear ratio of the third gear which acts between the first driveshaft 19 or 19 'and the output shaft 21 or 21'.
Starting from gear E2, the starting of the upstream drive machine 2 into gears V3.2, V3.4 and V4 can be achieved, since the shifting element D is actuated in each of these gears. In this respect, a smooth transition from pure electric drive to pure drive via the drive machine 2 is also possible here. In addition, in one of the gears V3.2, V3.4 and V4, the electric machine 10 can selectively supply additional drive torque in its electric-motor mode or be used for braking the motor vehicle in its generator mode.
Gears E1 and E2 can each be used for purely electric driving, wherein forward or reverse can be assumed here depending on the direction of rotation induced via electric machine 10. Furthermore, in generator mode operation of the electric machine 10, targeted braking of the motor vehicle can be achieved with the generation of current (recuperation).
Although the shift elements a, B, C, D and E are each designed as form-locking shift elements, the respective shift between the first gear V1 and the second gear V2, between the second gear V2 and the first variant V3.1 of the third gear, and between the second variant 3.2 of the third gear and the fourth gear V4 is carried out under load. The reason for this is that shift element a engages in gears V1, V2 and V3.1 and shift element D engages in gears V3.2 and V4, so that during a shift, the output can be supported via electric machine EM, respectively. In the third gear, a changeover between the two variants V3.1 and V3.2 is carried out. In this case, synchronization during the shift can be achieved by a corresponding adjustment of the upstream internal combustion engine VKM, so that the shift elements to be respectively engaged can be opened without load and the shift elements to be subsequently engaged can be closed without load.
Furthermore, a charging or starting function can be realized by closing the shift element C. When the shift element C is in the closed state, the electric machine 10 is coupled directly in a rotationally fixed manner to the first drive shaft 19 or 19' and thus also to the drive machine 2. At the same time, there is no dynamic locking with respect to the output shaft 21 or 21', wherein the first drive shaft 19 or 19' and the second drive shaft 20 or 20' are operated at the same rotational speed. In generator mode operation of the electric machine 10, the electric energy store can be charged via the drive machine 2, whereas in electric motor mode operation of the electric machine 10, starting of the drive machine 2 via the electric machine 10 is possible.
When the shift element E is in the closed state, a charging or starting function can also be realized, in which the first drive shaft 19 or 19 'and the second drive shaft 20 or 20' are coupled to one another via the first planetary gear set 11. In generator mode operation of the electric machine 10, the electric energy store can also be charged via the drive machine 2, whereas in motor mode operation of the electric machine 10, it is possible to indicate that the drive machine 2 is started via the electric machine 10.
Finally, a reduction in the rotational speed of the electric machine 10 can also occur in mechanical operation or hybrid operation: after a torque-assisted shift from gear V2 to gear V3.1 via electric machine 10 or after starting drive machine 2 into gear V3.1, a hybrid drive in gear V3.1 results. In order to reduce the rotational speed of the electric machine 10 in the third gear at higher driving speeds, a changeover can be made from the first variant V3.1 of the third gear, in which the rotor 24 has a lower rotational speed, to the second variant V3.2 of the third gear. This conversion takes place here while maintaining the tractive force via the drive machine 2. For this purpose, the then unloaded shifting element a is disengaged and the likewise unloaded shifting element D is engaged, wherein the rotational speed is set in each case by the rotational speed regulation of the electric machine 10.
If a further electric machine 28 is provided, the electric machine 28 can be permanently coupled to the upstream drive machine 2, so that the drive machine 2 can be started at any time via the electric machine 28 or power can be generated during generator operation of the electric machine 28. In the second mentioned case, a series operation can also be achieved in which the further electric machine 28 generates an electric current by driving via the drive machine 2, which is used by the electric machine 10 for pure electric driving in one of the gears E1 or E2.
Finally, fig. 18 and 19 also show the transmissions 4 to 4 XIII A modification to the access motor 10. In this case, the electric motor 10 is no longer arranged coaxially with the second drive shaft 20 or 20', but is offset axially with respect to the second drive shaft 20 or 20'.
In the case of the variant according to fig. 18, the coupling is carried out via two gear ratio stages realized as spur gear stages 31 and 32. The second drive shaft 20 or 20' carries the spur gear 33 of the first spur gear stage 31, the spur gear 33 being permanently in toothed engagement with the intermediate gear 34 and jointly therewith forming the first spur gear stage 31. The intermediate gear 34 is also part of the spur gear stage 32 in that: the intermediate gear meshes with a further spur gear 35 of the spur gear stage 32 in addition to the spur gear 33. The spur gear 35 is then arranged in a rotationally fixed manner on a rotor shaft 36 of the electric machine 10.
In the modification according to fig. 19, the second drive shaft 20 or 20' is coupled to an axially offset rotor shaft 36 of the electric machine 10, wherein this is achieved in this case by a gear stage in the form of a traction mechanism gear 37. The traction mechanism drive 37 is in particular a chain drive.
The modification according to fig. 18 and 19 can in a similar manner also be considered for axially offset connection of the further electric machine 28 to the first driveshaft 19 or 19' or to the third element 17 of the first planetary gear set 11.
With the design according to the invention, a transmission with a compact structure and good efficiency can be realized.
List of reference numerals
1. 1' Motor vehicle drive train
2. Driving machine
3. Torsional vibration damper
4 to 4 XIII Speed variator
5. Differential gear
6. Driving wheel
7. Driving wheel
8. Transmission housing
9 to 9 V Gear set
10. Electric machine
11. First planetary gear set
12. Second planetary gear set
13. First member of first planetary gear set
14. First member of second planetary gear set
15. Second member of first planetary gear set
16. Second member of the second planetary gear set
17. Third element of the first planetary gear set
18. Third member of second planetary gear set
19. 19' first drive shaft
20. 20' second drive shaft
21. 21' output shaft
22. Connection part
23. Stator
24. Rotor
25. 25' connection point
26. Gear shifting device
27. Gear shift device
28. Electric machine
29. Stator with a stator core
30. Rotor
31. Spur gear stage
32. Spur gear stage
33. Cylindrical gear
34. Intermediate gear
35. Cylindrical gear
36. Rotor shaft
37. Traction mechanism transmission part
V1 to V4 gears
E1 and E2 gears
A shift element
B shift element
C shift element
D shift element
E shift elements.

Claims (17)

1. Transmission (4 to 4) for a motor vehicle XIII ) Comprising an electric motor (10), a first drive shaft (19; 19'), a second drive shaft (20; 20'), an output shaft (21; 21') and a first planetary gear set (11) and a second planetary gear set (12), wherein the first drive shaft (19; 19') is set up for coupling the transmission (4 to 4) XIII ) And the motor vehicleWherein the planetary gear sets (11, 12) each comprise a first element (13, 14), a second element (15, 16) and a third element (17, 18), wherein a first shift element (A), a second shift element (B), a third shift element (C), a fourth shift element (D) and a fifth shift element (E) are provided, and wherein the rotor (24) of the electric machine (10) is connected to the second drive shaft (20'),
-the second drive shaft (20, 20') is connected in a rotationally fixed manner to the first element (14) of the second planetary gear set (12),
-the third member (18) of the second planetary gear set (12) is fixedly arranged,
-the output shaft (21, 21') is connected in a rotationally fixed manner via the first shifting element (A) to a second element (16) of the second planetary gear set (12) and is connected in a rotationally fixed manner by means of the second shifting element (B) to the first drive shaft (19,
-the first drive shaft (19,
-the second drive shaft (20, 20') is connected in a rotationally fixed manner to the output shaft (21,
-and in the first planetary gear set (11) there is a first coupling of the first element (13) of the first planetary gear set (11) with a component resistant to relative rotation, a second coupling of the second element (15) of the first planetary gear set (11) with the first drive shaft (19 ') and a third coupling of the third element (17) of the first planetary gear set (11) with the second drive shaft (20'), wherein two of the three couplings are present as a permanent connection resistant to relative rotation, while in the remaining coupling a connection resistant to relative rotation by means of the fifth shift element (E) can be established.
2. A transmission (4 VII ；4 X ) Characterized in that the second element (15) of the first planetary gear set (11) is rotationally fixed to the first drive shaft (19; 19') and the third element (17) of the first planetary gear set (11) is connected in a rotationally fixed manner to the second driveshaft (20; 20') is connected, while the first element (13) of the first planetary gear set (11) can be fixedly arranged on the anti-rotation component via the fifth shift element (E).
3. A transmission (4 VII ；4 X ) Characterized in that the third shifting element (C) connects the second element (15) and the third element (17) of the first planetary gear set (11) in a rotationally fixed manner to one another in the actuated state, or puts the first element and the second element of the first planetary gear set in a rotationally fixed manner to one another, or connects the first element and the third element of the first planetary gear set in a rotationally fixed manner to one another.
4. Transmission (4'; 4) according to claim 1 IV ；4 V ；4 VIII ；4 XI ；4 XII ) Characterized in that the first element (13) of the first planetary gear set (11) is fixedly arranged and the second element (15) of the first planetary gear set (11) is rotationally fixed to the first drive shaft (19; 19') is connected, while the third element (17) of the first planetary gear set (11) can be connected in a rotationally fixed manner to the second driveshaft (20; 20') are connected.
5. Transmission (4 "; 4) according to claim 1 VI ；4 IX ；4 XIII ) Characterized in that the first element (13) of the first planetary gear set (11) is fixedly arranged and the third element (17) of the first planetary gear set (11) is rotationally fixed to the second driveshaft (20; 20') is connected, while the second element (15) of the first planetary gear set (11) can be shifted via the fifth shifting element(E) Is connected in a rotationally fixed manner to the first drive shaft (19.
6. Transmission (4 to 4) according to any of the preceding claims XIII ) The method is characterized in that the method comprises the following steps of,
-a first gear (V1) between the first drive shaft (19,
-a second gear (V2) between the first drive shaft (19,
-a third gear between the first drive shaft (19,
-and a fourth gear (V4) between the first drive shaft (19.
7. Transmission (4 to 4) according to any of the preceding claims XIII ) The method is characterized in that the method comprises the following steps of,
-a first gear (E1) between the second drive shaft (20,
-and a second gear (E2) between said second drive shaft (20.
8. Transmission (4 to 4) according to any of the preceding claims XIII ) Characterized in that one or more of the shifting elements (A, B, C, D, E) are each designed as form-locking shifting elements.
9. Transmission (4 to 4) according to any of the preceding claims XIII ) Characterized in that the respective planetary gear set (11, 12) is embodied as a negative planetary gear set, wherein the respective first element (13, 14) of the respective planetary gear set (11, 12) is a respective sun gear, the respective second element (15, 16) of the respective planetary gear set (11, 12) is a respective planet carrier and the respective third element (17, 18) of the respective planetary gear set (11, 12) is a respective ring gear.
10. The transmission according to one of the preceding claims, characterized in that the respective planetary gear set (11, 12) is embodied as a plus planetary gear set, wherein the respective first element of the respective planetary gear set is the respective sun gear, the respective second element of the respective planetary gear set is the respective ring gear and the respective third element of the respective planetary gear set is the respective planet carrier.
11. Transmission (4 to 4) according to any of the preceding claims XIII ) Characterized in that the rotor (24) of the electric machine (10) is connected to the second drive shaft (20; 20') or via at least one transmission stage with the second drive shaft (20; 20') are connected.
12. Transmission (4'; 4) according to any one of the preceding claims IV ；4 V ；4 VI ；4 X ；4 XI ；4 XII ；4 XIII ) Characterized in that a further electric machine (28) is provided, the rotor (30) of which is associated with the first driveThe shaft (19.
13. Transmission (4) according to claim 4 and claim 12 V ；4 XII ) The further electric machine (28) has a rotor (30) connected in a rotationally fixed manner to the third element (17) of the first planetary gear set (11).
14. Transmission (4 to 4) according to any of the preceding claims XIII ) Characterized in that the first shifting element (A) and the fourth shifting element (D) are combined to form a shifting device (27) associated with an actuating element, wherein the first shifting element (A) and the fourth shifting element (D) can be actuated by the actuating element from a neutral position.
15. Transmission (4 to 4) according to any of the preceding claims XIII ) The shift device (26) is associated with an actuating element, wherein the second shift element (B) and the third shift element (C) can be actuated by the actuating element from a neutral position.
16. Motor vehicle drive train (1') for a hybrid or electric vehicle, comprising a transmission (4-4 XIII )。
17. For operating a transmission (4 to 4) according to one of the claims 1 to 15 XIII ) Characterized in that, in order to display a charging operation or a starting operation, only the third switching element (C) or only the fifth switching element (E) is closed.
CN202210788303.9A 2021-07-29 2022-07-06 Transmission for a motor vehicle Pending CN115681424A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021208194.0 2021-07-29
DE102021208194.0A DE102021208194B4 (en) 2021-07-29 2021-07-29 Transmission for a motor vehicle

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CN115681424A true CN115681424A (en) 2023-02-03

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CN202210788303.9A Pending CN115681424A (en) 2021-07-29 2022-07-06 Transmission for a motor vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013013947B4 (en) 2013-08-21 2015-05-13 Audi Ag Hybrid drive device for a motor vehicle
DE102017216294B4 (en) 2017-09-14 2023-11-23 Zf Friedrichshafen Ag Transmission for a motor vehicle

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