CN116348325A - Transmission for a motor vehicle and motor vehicle drive train comprising such a transmission - Google Patents

Transmission for a motor vehicle and motor vehicle drive train comprising such a transmission Download PDF

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Publication number
CN116348325A
CN116348325A CN202180071857.0A CN202180071857A CN116348325A CN 116348325 A CN116348325 A CN 116348325A CN 202180071857 A CN202180071857 A CN 202180071857A CN 116348325 A CN116348325 A CN 116348325A
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CN
China
Prior art keywords
shaft
transmission
input shaft
spur gear
stage
Prior art date
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Pending
Application number
CN202180071857.0A
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Chinese (zh)
Inventor
F·库特尔
M·布雷默
M·霍恩
O·拜耳
J·卡尔滕巴赫
T·马丁
M·韦克斯
T·克罗
M·巴赫曼
P·齐默
J·帕拉科维奇
I·普凡库亨
S·贝克
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication date
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Publication of CN116348325A publication Critical patent/CN116348325A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
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    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0807—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with gear ratios in which the power is transferred by axially coupling idle gears
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F16H2003/123—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using a brake
    • 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
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    • 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
    • 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

Abstract

The invention relates to a transmission (4) comprising a first input shaft (10), a second input shaft (11) and an intermediate shaft (12), wherein a first spur gear stage (20) is provided, which has a fixed gear (23) that is mounted on the first input shaft (10) and a movable gear (24) that meshes with the fixed gear, is rotatably mounted on the intermediate shaft (12) and can be fixed to the intermediate shaft (12) by means of a first switching element (S2). A second spur gear stage (19) is also provided, which has a fixed gear (26) mounted on the second input shaft (11) and a movable gear (25) which meshes with the fixed gear and is rotatably mounted on the intermediate shaft (12) and can be fixed to the intermediate shaft (12) by means of a second switching element (S4). Furthermore, the movable gear (24) of the first spur gear stage (20) and the movable gear (25) of the second spur gear stage (19) can be connected in a rotationally fixed manner by means of a third switching element (S3). In order to directly couple the first input shaft (10) to the intermediate shaft (12), only a third spur gear stage (18) is provided in addition to the first spur gear stage (20), which has a fixed gear (21) and a movable gear (22) and which is assigned a fourth switching element (S1) which, when actuated, fixes the movable gear (22) of the third spur gear stage (18) and in this case couples the first input shaft (10) to the intermediate shaft (12) to one another. The second input shaft (11) and the intermediate shaft (12) can be coupled directly exclusively via the second spur gear stage (19).

Description

Transmission for a motor vehicle and motor vehicle drive train comprising such a transmission
Technical Field
The invention relates to a transmission for a motor vehicle, comprising a first input shaft, a second input shaft and an intermediate shaft, which is permanently connected to a driven side, wherein a first spur gear stage is provided, which has a fixed gear that is mounted on the first input shaft and a movable gear that meshes with the fixed gear and is rotatably mounted on the intermediate shaft and can be fixed on the intermediate shaft by means of a first switching element, wherein a second spur gear stage is also provided, which has a fixed gear that is mounted on the second input shaft and a movable gear that meshes with the fixed gear, which is rotatably mounted on the intermediate shaft and can be fixed on the intermediate shaft by means of a second switching element, and the movable gear of the first spur gear stage and the movable gear of the second spur gear stage can be connected to each other by means of a third switching element in a rotationally fixed manner. The invention also relates to a motor vehicle powertrain with the aforementioned transmission.
Background
In motor vehicles, a multi-speed transmission is known in which a plurality of different gear ratios as gear steps can be shifted by actuating a corresponding shift element, which is preferably done automatically. The transmission is used here to appropriately achieve a traction force supply of the drive machine of the motor vehicle according to different criteria. In transmissions for hybrid vehicles, the above-described transmissions are often also combined with one or more electric machines, which can be engaged in the transmission in different ways in order to achieve different operating modes, such as electric-only driving.
DE 10201311591 A1 discloses a transmission having a first input shaft and a second input shaft which are coaxial to one another. By actuating the associated switching element, each of the input shafts can be connected in a rotationally fixed manner to a shaft which is arranged coaxially to the input shaft and is connected in a rotationally fixed manner to the rotor of the electric machine. Furthermore, two countershafts are provided, which are axially parallel to one another and also to the input shaft axis. The transmission comprises a plurality of spur gear stages, which each consist of a fixed gear and a movable gear which meshes with the respective fixed gear. The spur gear stage fixed gears are each arranged in a rotationally fixed manner on one of the input shafts, while the associated movable gears are each rotatably mounted on one of the countershafts and can be fixed there by associated shift elements. Furthermore, two movable gears which are rotatably mounted next to one another in the axial direction on one of the countershafts can be connected to one another in a rotationally fixed manner by a shift element.
Disclosure of Invention
Starting from the prior art described above, the object of the present invention is to provide a transmission with which a high number of gears can be shifted, while being compact and inexpensive to manufacture.
This object is achieved starting from the preamble of claim 1 in combination with the features of its characterizing part. The following dependent claims each present advantageous embodiments of the invention. Furthermore, the solution of claim 15 is a motor vehicle powertrain in which the above-mentioned transmission is provided.
According to the invention, the transmission comprises a first input shaft, a second input shaft and an intermediate shaft, which is permanently connected to the driven side. A first spur gear stage is provided, which has a fixed gear wheel mounted on the first input shaft and a movable gear wheel meshing with the fixed gear wheel, which is rotatably mounted on the intermediate shaft and can be fixed to the intermediate shaft by means of a first switching element. A second spur gear stage is also provided, which has a fixed gear wheel mounted on the second input shaft and a movable gear wheel meshing with the fixed gear wheel, which is rotatably mounted on the intermediate shaft and can be fixed thereto by means of a second switching element. The movable gear wheel of the first spur gear stage and the movable gear wheel of the second spur gear stage can be connected to one another in a rotationally fixed manner by a third switching element.
A "shaft" is understood in the sense of the present invention to be a rotatable component of a transmission, by means of which a force flow can be conducted between the components, if necessary, with simultaneous actuation of the respective shift elements. The respective shafts can connect the components to one another axially or radially or both axially and radially. The respective shaft can thus also be present as an intermediate piece, by means of which the respective component is coupled, for example radially.
"axial" in the sense of the present invention means an orientation in the direction of the longitudinal central axis of the transmission, the rotational axis of the shaft of the transmission being oriented parallel to this longitudinal central axis. "radial" is understood to mean the diametrical orientation of the respective components of the transmission, in particular of the respective shafts.
The transmission according to the invention has a first input shaft and a second input shaft, which are preferably coaxial with one another. In particular, the input shafts are each associated with a partial transmission of the transmission, by means of which the force flow can be guided from the associated input shaft to the countershaft and thus also to the output side permanently coupled to the countershaft. The intermediate shaft is arranged parallel to the two input shaft axes and can be coupled to the first input shaft via a first spur gear stage by actuating a first switching element and to the second input shaft via a second spur gear stage by actuating a second switching element. In addition to the intermediate shaft, one or more additional, axially parallel intermediate shafts may be provided, if appropriate, within the scope of the invention. It is particularly preferred, however, that the transmission according to the invention has exactly one intermediate shaft.
The first spur gear stage is composed of a fixed gear wheel, which is arranged on the first input shaft in a rotationally fixed manner, and a movable gear wheel, which meshes with the fixed gear wheel, which is rotatably mounted on the intermediate shaft and can be fixed to the intermediate shaft by closing the first switching element. This then results in the first input shaft and the intermediate shaft being directly coupled to one another via the first spur gear stage. The second spur gear stage also comprises a fixed gear wheel and a movable gear wheel which meshes with the fixed gear wheel, wherein the fixed gear wheel is arranged on the second input shaft in a rotationally fixed manner, and the movable gear wheel of the second spur gear stage is rotatably mounted on the intermediate shaft and can be fixed on the intermediate shaft by actuating the second switching element. The closing of the second switching element thus results in a direct coupling of the second input shaft to the intermediate shaft via the second spur gear stage.
The movable gears of the first spur gear stage and the second spur gear stage can be connected to one another in a rotationally fixed manner by actuating a third switching element in addition to the corresponding fixability on the intermediate shaft, whereby the input shafts are coupled to one another by the two spur gear stages. Accordingly, it is possible to change from a sub-transmission having one input shaft to a sub-transmission having another input shaft.
The intermediate shaft is permanently coupled to the output side in the transmission according to the invention. In this case, the coupling to the differential drive, which is arranged with its axis parallel to the input shaft of the transmission, is preferably further established by the output side of the transmission. The driven side is preferably located axially in or near the region of the connection point of the transmission, at which connection point a coupling to the upstream drive machine is or can be established in the installed state of the transmission. In principle, however, the driven side can also be arranged in other regions between the axial ends of the transmission. This arrangement is particularly suitable for use in motor vehicles having a drive train oriented transversely to the direction of travel of the motor vehicle.
However, alternatively, the driven side of the transmission can in principle also be arranged at the axial end of the transmission opposite the connection point of the transmission. The drive end and the driven end of the transmission are arranged in particular at opposite axial ends of the transmission. The transmission thus designed is suitable for use in a motor vehicle having a drive train oriented in the direction of travel of the motor vehicle.
The invention now includes the following technical teachings: in order to directly couple the first input shaft to the intermediate shaft, only a third spur gear stage is provided in addition to the first spur gear stage, which has a fixed gear and a movable gear, and which is provided with a fourth switching element, which, when actuated, fixes the movable gear of the third spur gear stage and couples the first input shaft to the intermediate shaft. Furthermore, the second input shaft and the intermediate shaft can be coupled directly only via the second spur gear stage. In other words, the transmission according to the invention also has a third spur gear stage, which is a single further spur gear stage in addition to the first spur gear stage, by means of which the first input shaft can be coupled directly to the intermediate shaft. This is achieved here by: the movable gear of the third spur gear stage is fixed by operating the associated fourth switching element. The first input shaft and the intermediate shaft are thus coupled to each other via the third spur gear stage. In contrast, the second input shaft can be coupled directly to the intermediate shaft only via the second spur gear stage.
In the transmission according to the invention, exactly three spur gear stages are therefore provided between the input shaft and the intermediate shaft, wherein the first spur gear stage and the third spur gear stage serve here to directly couple the first input shaft to the intermediate shaft, while the second spur gear stage serves to directly couple the second input shaft to the intermediate shaft. In this way, a compact and low-cost transmission can be realized, in which a high number of gears can be realized on the basis of the couplability of the movable gears of the first spur gear stage and the second spur gear stage.
In the sense of the present invention, the term "directly couplable" of the respective input shaft to the intermediate shaft by means of the respective spur gear stage is understood to mean that the respective spur gear stage, when engaged in the force flow, directly ensures the transmission of the rotational movement between the respective input shaft and the intermediate shaft, i.e. the spur gear of the spur gear stage only establishes the coupling between the respective input shaft and the intermediate shaft. This is achieved in particular here by: both the spur gears of the respective spur gear stage, which are arranged on the respective input shaft, and the spur gears of the respective spur gear stage, which are arranged on the intermediate shaft, are fixed on the respective shaft.
In contrast, DE 10201311591 A1 provides a greater number of spur gear stages, which increases the space requirement of the transmission and also increases the production effort.
In the case of the third spur gear stage, the fixed gear is preferably arranged on the first input shaft in a rotationally fixed manner, while the movable gear of the third spur gear stage is rotatably mounted on the intermediate shaft and can be fixed on the intermediate shaft by means of a fourth switching element. Alternatively, the fixed gear of the third spur gear stage is arranged on the intermediate shaft, while the movable gear of the third spur gear stage, which meshes with the fixed gear, is rotatably arranged on the first input shaft and can be fixed there by closing the fourth switching element.
In a further development of the invention, a first gear is produced between the first input shaft and the output side by closing the fourth shift element under the force flow guidance via the third spur gear stage. By actuating the first shift element, a second gear is engaged between the first input shaft and the output side, wherein the force flow is guided here via the first spur gear stage.
Furthermore, a third gear is produced between the second input shaft and the driven side by closing the third and sixth shift elements under the force flow guidance via the second, first and third spur gear stages. The third gear, which acts between the second input shaft and the output side, is designed here as a winding gear, in which the force flow is conducted from the second input shaft via the second spur gear stage and the first spur gear stage to the first input shaft and from there via the third spur gear stage to the countershaft. Furthermore, in the first variant, the fourth gear is shifted between the second input shaft and the output side by actuating the second shift element, while in the second variant, the fourth gear is shifted between the second input shaft and the output side by closing the first shift element and the third shift element. In both cases, the force flow guidance takes place via a second spur gear stage, wherein in a second variant the movable gear of the second spur gear stage is fastened to the intermediate shaft indirectly via the movable gear of the first spur gear stage.
According to one embodiment of the invention, the first input shaft and the second input shaft are arranged coaxially to the drive shaft, which can be connected to the first input shaft in a rotationally fixed manner via a first switching clutch and to the second input shaft in a rotationally fixed manner via a second switching clutch. In a further development of this embodiment, the drive shaft is provided for connecting the transmission to a drive machine of the motor vehicle. According to an alternative embodiment, the drive shaft can be connected in a rotationally fixed manner via a disconnect clutch to a connecting shaft which is provided for connecting the transmission to a drive machine of the motor vehicle. In both variants, the two input shafts and thus the two subtransmissions of the transmission can therefore also each be connected to a drive shaft, by means of which, in the installed state of the transmission, if appropriate via the further connecting shaft, a connection to the upstream drive machine of the motor vehicle can be established or can be established. In this connection, by additionally closing the respective shifting clutch and, if appropriate, the additional separating clutch, the respective gear that can be engaged between the individual input shaft and the output side can also be used for driving by the upstream drive machine.
The respective shifting clutch can be embodied here as a force-locking shifting clutch, the individual shifting clutch then preferably being a wet or dry friction clutch. The two shifting clutches can also be combined to form a double clutch. The separating clutch in the sense of the invention can also be embodied in particular as a force-locking shifting clutch and in this case in particular as a wet or dry friction clutch. However, it is alternatively also conceivable to embody the individual clutches as disk-type shifting elements. Furthermore, the respective shift clutches and disconnect clutches can also be embodied as form-locking shift clutches, which are embodied here in particular as inertia-type synchronous devices or asynchronous claw clutches.
In this case, it is particularly preferred that the motor vehicle is driven by the upstream drive machine alternately between the gears which can be realized between the first input shaft and the output side and between the second input shaft and the output side, respectively, so that the drive shaft is alternately connected to the first input shaft and to the second input shaft during successive gear changes by actuating the associated shifting clutch and, if appropriate, the disengaging clutch.
In a further embodiment of the invention, a brake device is also provided, which is coupled to the drive shaft. In this way, rotational speed synchronization can advantageously be supported during shifting, in particular if the one or more shift elements to be engaged are present as unsynchronized, form-locking shift elements, since a brake device coupled to the drive shaft can assist the upstream drive machine in the case of a rotational speed adaptation. The drive machine connected upstream can therefore be braked to a lower rotational speed level during an upshift, while the brake device is operated immediately after the corresponding desired synchronous rotational speed is reached during a downshift, in order to achieve a smaller rotational speed gradient before the corresponding shift element is operated. Furthermore, during a downshift, the upstream drive machine must be accelerated to a correspondingly higher rotational speed level. Particularly preferably, the braking device is embodied here as a force-locking brake and in particular as a friction brake, but it is also contemplated within the scope of the invention to embody the braking device as an electric motor. In this case, in addition to braking, the braking device can also assist in accelerating the upstream-connected drive machine in that the electric machine is operated as an electric motor.
In a variant of the invention, the braking device is arranged offset from the drive shaft axis and is coupled to the drive shaft by a gear stage. This has the following advantages: a modular construction of the transmission is thereby achieved, in which case different embodiments of the brake device can be coupled. In the context of the present invention, the gear stage may be a spur gear stage or also a traction means drive, wherein the traction means drive may be embodied in particular as a chain drive. Alternatively, the braking device is arranged coaxially with the drive shaft and is connected to the drive shaft in a rotationally fixed manner.
According to an advantageous embodiment of the invention, an electric motor is also provided, the rotor of which is permanently coupled to the second input shaft. Based on the permanent coupling of the rotor of the electric machine to the second input shaft, the electric machine can directly use the gear that acts between the second input shaft and the driven side. In this case, electric-only driving can be achieved, wherein depending on the direction of rotation introduced, either forward or backward driving of the motor vehicle can be achieved. In addition, in generator mode of the electric machine, the electric machine can be used for braking (recuperation) of the motor vehicle when engaged by one of the gears.
The electric motor is preferably arranged coaxially to the second input shaft, the rotor of the electric motor being connected to the second input shaft in a rotationally fixed manner. Alternatively, however, it is also conceivable to couple between the rotor of the electric machine and the coaxially arranged second input shaft via at least one intermediate gear stage, which may be a planetary stage and/or a spur gear stage in each case. However, as a further alternative, the electric machine may in principle also be arranged offset from the second input shaft axis, the rotor of which is coupled to the second input shaft by at least one intermediate gear stage, which may be a planetary stage and/or a spur gear stage and/or a traction mechanism transmission.
According to an alternative embodiment of the invention, an electric motor is also provided, the rotor of which can be coupled to the second input shaft via a planetary stage. The planetary stage has a first element, a second element and a third element in the form of a sun gear, a planet carrier and a ring gear, a second element of the first element, the second element and the third element being connected in a rotationally fixed manner to a second input shaft and the third element being coupled to a rotor of the electric machine. Furthermore, two elements among the elements of the planetary stage can be connected to each other by a fifth switching element in a rotationally fixed manner. In this case, the electric machine can thus be coupled to the second input shaft via the intermediate planetary stage in the following manner: two of the elements of the planetary stage are connected to one another in a rotationally fixed manner, which results in an interlocking of the planetary stage and in a coupling of the rotor of the electric machine to the second input shaft. The electric machine can thus also use a gear that can be engaged between the second input shaft and the driven side of the transmission. Furthermore, the motor can also be decoupled from the second input shaft, so that it is not necessary to drag the motor together during the force flow guidance via the second input shaft.
In a particularly preferred manner, the electric machine is arranged coaxially to the second input shaft, wherein the rotor is connected in a rotationally fixed manner to the third element of the planetary stage. A compact design can be achieved by the coaxial arrangement of the electric machine with the second input shaft and thus also with the planetary stage. In particular, the planetary stage is arranged axially at the level of the electric machine and radially inside the electric machine. Thus, the motor and planetary stages nest with each other. However, it is also conceivable within the scope of the invention for the rotor of the electric machine to be coupled to the third element of the planetary stage via at least one intermediate gear stage. The at least one gear stage may be a planetary stage and/or a spur gear stage in each case. As a further alternative, the electric machine can in principle also be arranged offset from the second input shaft and also from the planetary stage axis, wherein the coupling of the rotor of the electric machine to the third element of the planetary stage is then effected by at least one intermediate gear stage.
In a further development of the aforementioned embodiment, the first element of the planetary stage can also be fixed by a further shift element. By fixing the first element of the planetary stage on the one hand and by interlocking the planetary stage on the other hand, the gear for the electric machine, which can be engaged between the second input shaft and the output side, can be doubled, so that the number of gear ratios that can be used by the electric machine is increased.
Alternatively or additionally, an additional shift element can be provided, by means of which the first element of the planetary stage can be connected in a rotationally fixed manner to the drive shaft. Thus, by means of the non-rotatable connection of the first element of the planetary stage to the drive shaft, the drive movement of the drive shaft can be superimposed with the drive movement of the motor at the planetary stage, so that the planetary stage can be used as a summation stage (sumnierstufe) for summing the drive movement of the motor and the drive movement of the drive machine coupled to the drive shaft. In addition, in particular, the starting process of the motor vehicle can also be carried out using an electric motor, so that, if possible, a separate starting element between the drive machine and the drive shaft can be dispensed with.
In the variant described above, the electric machine can be used to support traction forces during driving by the upstream drive machine and during successive gear changes in a respective one of the gears that can be realized between the output side and the second input shaft, on the basis of a permanent coupling of the electric machine to the second input shaft or a coupling of the electric machine to the second input shaft that can be realized by means of planetary stages. This ensures that the upstream drive machine can be shifted between gears without load.
Furthermore, the transmission according to the invention can be operated in a charging or starting operation in order to charge the electric energy store by the electric machine in the generator-type operation of the electric machine in the first-mentioned case and to bring about a start of the drive machine connected upstream and in particular in this case embodied as an internal combustion engine in the second-mentioned case. If the electric machine is permanently coupled to the second input shaft, for this purpose (possibly in addition to the simultaneous closing of the separating clutch) either only the second shifting clutch is actuated or the actuation of the first shifting clutch is combined with the simultaneous closing of the third shifting element. If the electric machine can be coupled to the second input shaft via the intermediate planetary stage, the charging or starting operation can be achieved by the coupling of the electric machine rotor to the second input shaft and the simultaneous connection of the second input shaft to the drive shaft and, if appropriate, of the drive shaft to the connecting shaft.
In a further embodiment of the invention, the individual shift elements are embodied as form-locking shift elements, in particular as claw shift elements. However, the form-locking shift element may alternatively be an inertial synchronization device. The form-locking shift element has the following advantages in principle: the positive-locking shift element has only a low drag torque in the open state and is accordingly characterized by high efficiency. Alternatively, however, individual shift elements can also be embodied as force-locking shift elements, for example as disk-type shift elements, wherein the force-locking shift elements can be advantageously transferred into the actuated state even under load. Particularly preferably, the first, second, third and fourth switching elements are each implemented as unsynchronized claw switching elements.
In particular, the second shift element and the third shift element are combined to form a shift device with an actuating device when embodied as form-locking shift elements. The second switching element and the third switching element can be moved out of the neutral position by the actuating device into the respectively actuated state. Alternatively or additionally to the above, the first switching element and the fourth switching element are also combined to form a switching device, by means of which the operating device can be moved out of the neutral position, on the one hand, to the first switching element and, on the other hand, to the fourth switching element into the respectively actuated state.
If a fifth switching element and/or the further switching element is/are also provided, the fifth switching element or the further switching element or both the fifth switching element and the further switching element are each embodied as a force-locking switching element, which is preferably a disk-type switching element. However, the additional shift element may also be configured as a form-locking shift element. Furthermore, if an additional switching element is provided, which is preferably designed as a form-locking switching element, in a variant of the invention the additional switching element and the additional switching element can be combined to form a switching device in which, by means of a common actuating device, the additional switching element and, on the one hand, the additional switching element can be moved out of the neutral position into the respectively actuated state.
According to one embodiment of the invention, the intermediate shaft is coupled to the driven side via a spur gear stage. Thereby a further shifting of the driving movement guided onto the intermediate shaft to the driven side of the transmission is possible. However, it is also conceivable within the scope of the invention for the driven side to be formed on one axial end of the intermediate shaft, so that the intermediate shaft forms the output shaft of the transmission to some extent. In addition, in the case of a coupling of the intermediate shaft to the output side via the spur gear stage, the spur gear on the output side can be located on the output shaft or can also be configured as a drive adjusting gear of a differential drive, which is arranged axially parallel.
In a further development of the above-described embodiment, one spur gear of the spur gear stages coupling the intermediate shaft and the driven side to each other can also be a fixed gear of one of the spur gear stages coupling the intermediate shaft to one of the input shafts. In this way, a drive movement directed onto the intermediate shaft can be achieved by means of an additional spur gear stage, wherein only one further spur gear is required for this purpose. Accordingly, the production effort can be kept low.
Within the scope of the invention, a starting element, such as a hydrodynamic torque converter or a friction clutch, may be connected upstream of the transmission. The starting element can then also be part of the transmission and be used to form a starting process in such a way that it can achieve a slip speed (schlupfdrehhzahl) between the drive machine embodied as an internal combustion engine and the drive shaft of the transmission. One of the shift elements of the transmission can also be designed as a starting element of this type in that it is embodied as a friction shift element. It is particularly preferred, however, that the drive shaft or the connecting shaft is designed for direct connection to the upstream drive machine, i.e. without an intermediate starting element. In principle, a one-way clutch (Freilauf) for the transmission housing or for the other shafts can also be provided on each shaft of the transmission.
The transmission according to the invention is in particular intended for a part of a motor vehicle powertrain of a motor vehicle, which may be a hybrid vehicle or an electric vehicle. The transmission according to the invention is then arranged between a drive unit of the motor vehicle, which is designed as an internal combustion engine or an electric machine, and other components of the drive train which follow in the direction of the force flow to the drive wheels of the motor vehicle. The drive shaft or connecting shaft of the transmission is coupled to the crankshaft of the internal combustion engine either permanently in a rotationally fixed manner or via an interposed disconnect clutch or starting element, a torsional vibration damper being also provided between the internal combustion engine and the transmission. In the case of a drive machine implemented as a motor, a direct, rotationally fixed connection of the drive shaft or connecting shaft to the rotor of the motor can also be achieved. On the driven side, the transmission is preferably coupled in the drive train of the motor vehicle to a differential drive of the drive axle of the motor vehicle, but here too a coupling to a longitudinal differential can be present, via which a distribution to a plurality of driven axles of the motor vehicle takes place. The differential drive or the longitudinal differential can be arranged together with the transmission in a common housing. The torsional vibration damper can also be integrated together in the housing.
The term "connected" or "coupled" or "interconnected" means, in the sense of the present invention, that the two components of the transmission are not rotatably connected to one another, so that they cannot rotate independently of one another. In this connection, no shift element is provided between these structural elements, which may be planetary-stage elements and/or spur gears of spur gear stages and/or shafts and/or structural elements of the transmission that are not rotatable relative to one another, but rather the respective structural elements are rigidly coupled to one another.
In contrast, if a switching element is arranged between two components, these are not permanently coupled to one another in a rotationally fixed manner, but are coupled in a rotationally fixed manner only by actuating the intermediate switching element. The term "operating the switching element" means in the sense of the present invention that the associated switching element is moved into the closed state and that the structural elements directly coupled thereto are thus adapted to one another in their rotational movement. In the case of a form-locking shift element, the structural elements which are directly connected to one another in a rotationally fixed manner by means of the shift element are operated at the same rotational speed, whereas in the case of a force-locking shift element, after operation of the same shift element, a rotational speed difference may also occur between the structural elements. Such a desired or undesired state is still referred to in the context of the present invention as a rotationally fixed connection of the respective structural element by the switching element.
The invention is not limited to the combination of features of the presented independent claims or the dependent claims. Furthermore, the individual features can also be combined with one another as long as they result from the claims, the following description of the preferred embodiments of the invention or directly from the drawing. Reference to the accompanying drawings by use of reference numerals in the claims shall not limit the scope of protection of the claims.
Drawings
Advantageous embodiments of the invention are shown in the drawings, which are explained below. In the accompanying drawings:
FIG. 1 shows a schematic view of a motor vehicle powertrain;
fig. 2 to 7 each show a schematic illustration of a part of the motor vehicle drive train in fig. 1, each having a transmission according to a respective embodiment of the invention;
FIG. 8 illustrates an exemplary shift schematic of the transmission of FIGS. 2-7;
FIG. 9 shows a tabular view of different modes of operation of a motor vehicle powertrain having a transmission according to FIGS. 4 and 5;
FIG. 10 shows a tabular view of different modes of operation of a motor vehicle powertrain having a transmission according to FIG. 6; and
fig. 11 shows a tabular view of different operating modes of a motor vehicle powertrain with a transmission according to fig. 7.
Detailed Description
Fig. 1 shows a schematic illustration of a motor vehicle drive train 1 of a motor vehicle, in which motor vehicle drive train 1 an internal combustion engine 2 is connected to a transmission 4 via a centrally located torsional vibration damper 3. Downstream of the transmission 4, a differential drive 5 is connected on the driven side, via which drive power is connected to the drive wheels 6 and 7 of the drive axle of the motor vehicle. The transmission 4 and the torsional vibration damper 3 are combined in a common transmission housing 8 of the transmission 4, into which the differential drive 5 can also be integrated. As can be seen from fig. 1, the internal combustion engine 2, the torsional vibration damper 3, the transmission 4 and also the differential drive 5 are also oriented transversely to the direction of travel of the motor vehicle.
Fig. 2 shows a schematic illustration of a part of the motor vehicle drive train 1 from fig. 1 in the region of a transmission 4, which is constructed according to a first embodiment of the invention. The transmission 4 here comprises a drive shaft 9, a first input shaft 10 and a second input shaft 11, which are arranged coaxially to one another. The drive shaft 9 is embodied here as a solid shaft which extends substantially over the entire axial structural length of the transmission 4. The first input shaft 10 and the second input shaft 11 are each embodied as hollow shafts, which each overlap axially with a section of the drive shaft 9 and are each arranged radially around the drive shaft.
The drive shaft 9 can be connected to each of the input shafts 10 and 11 in a rotationally fixed manner via a respective intermediate shifting clutch K1 or K2. In this case, the switching clutch K1 connects the drive shaft 9 and the first input shaft 10 in a rotationally fixed manner to one another in the closed state, while the closed state of the switching clutch K2 results in a rotationally fixed connection between the drive shaft 9 and the second input shaft 11. The shifting clutches K1 and K2 are each embodied here as form-locking shifting clutches and are present here in particular as inertia synchronizers.
In addition to the drive shaft 9 and the input shafts 10 and 11, the transmission 4 in fig. 2 also has an intermediate shaft 12 and an output shaft 13, which are each embodied as solid shafts and are axially offset from the drive shaft 9 and the input shafts 10 and 11 and also from one another. The output shaft 13 forms the output side 14 of the transmission 4, at which a coupling to the following differential drive 5 is also established in the motor vehicle drive train 1.
The intermediate shaft 12 and the output shaft 13 are permanently coupled by means of a spur gear stage 15 consisting of a spur gear 16 and a spur gear 17. The spur gear 16 is arranged on the intermediate shaft 12 in a rotationally fixed manner and meshes with a spur gear 17, which is arranged on the output shaft 13 in a rotationally fixed manner.
The transmission 4 further comprises a plurality of spur gear stages 18, 19 and 20, the first input shaft 10 being directly coupleable to the intermediate shaft 12 parallel to the axis via the spur gear stages 18 and 20, while in the case of the second input shaft 11, a direct coupling to the intermediate shaft 12 can be produced via the spur gear stage 19. In this connection, the spur gear stages 18 and 20 are part of a partial transmission of the transmission 4 to which the first input shaft 10 is assigned. Whereas the spur gear stage 19 is part of a further partial transmission of the transmission 4 to which the second input shaft 11 is assigned.
The spur gear stage 18 is composed of a fixed gear 21 and a movable gear 22, which are in toothed engagement with one another and in which the fixed gear 21 is mounted on the first input shaft 10 in a rotationally fixed manner. The movable gear wheel 22 is rotatably mounted on the intermediate shaft 12 and can be fixed to the intermediate shaft 12 by means of the shift element S1, so that the spur gear stage 18 thus couples the first input shaft 10 and the intermediate shaft 12 to one another.
The spur gear stage 20 is also arranged between the first input shaft 10 and the intermediate shaft 12 and is formed by a fixed gear 23 and a movable gear 24. The fixed gear 23 and the movable gear 24 are permanently engaged with each other, wherein the fixed gear 23 is mounted on the first input shaft 10 in a rotationally fixed manner, while the movable gear 24 is rotatably mounted on the intermediate shaft 12 and can be fixed to the intermediate shaft 12 by means of the shift element S2. This fixing then results in the first input shaft 10 being coupled to the intermediate shaft 12 via the spur gear stage 20.
The movable gear 24 of the spur gear stage 20 can furthermore be connected in a rotationally fixed manner via a switching element S3 to an axially adjacent movable gear 25 which is part of the spur gear stage 19. The movable gear 25 of the spur gear stage 19 is likewise rotatably mounted on the intermediate shaft 12 and permanently meshes with a fixed gear 26 of the spur gear stage 19, which is arranged on the second input shaft 11 in a rotationally fixed manner. The closing of the shift element S3 results in the coupling of the two input shafts 10 and 11 via the spur gear stages 19 and 20 on the basis of the consequent non-rotatable connection of the movable gears 24 and 25. In addition, a direct coupling of the second input shaft 11 to the intermediate shaft 12 can also be achieved by means of the spur gear stage 19 in that the movable gear wheel 25 is fixed to the intermediate shaft 12 by means of the shift element S4.
The shift elements S1 to S4 are in each case embodied as form-locking shift elements, the individual shift elements S1 or S2 or S3 or S4 being embodied here as inertial synchronization devices. Furthermore, the switching element S1 and the switching element S2 are combined to form a switching device 27, by means of the actuating device of which, from the neutral position, the switching element S1 on the one hand and the switching element S2 on the other hand can be moved into the respective actuated state. Likewise, the switching element S3 and the switching element S4 are combined to form a switching device 28, whose actuating device, from the neutral position, can bring the switching element S3 on the one hand and the switching element S4 on the other hand into the respective actuated state. Finally, the two shifting clutches K1 and K2 together also form a shifting device 29 with a common actuating device, by means of which, on the one hand, the first shifting clutch K1 and, on the other hand, the second shifting clutch K2 can be moved into the respective closed state, out of the neutral position.
In addition to the rotationally fixed connection of the drive shaft 9 to the input shafts 10 and 11, the drive shaft 9 can also be connected in a rotationally fixed manner to a connecting shaft 30 of the transmission 4, which is designed as a solid shaft and is connected in a rotationally fixed manner to the torsional vibration damper 3 within the motor vehicle drive train 1. The connecting shaft 30 is arranged coaxially to the drive shaft 9 and the input shafts 10 and 11, the connecting shaft 30 being arranged here at the end face of the drive shaft 9 and axially between the torsional vibration damper 3 and the drive shaft 9. The rotationally fixed connection between the drive shaft 9 and the connecting shaft 30 can be established here by a disconnect clutch K0, which in the present case is embodied as a force-locking clutch. The disconnect clutch K0 is in particular a wet or dry friction clutch.
The clutch K0 is axially followed by the spur gear stage 15, after which the spur gear stage 18, then the spur gear stage 20 and finally the spur gear stage 19 are arranged axially first. The switching device 27 is arranged axially between the spur gear stages 18 and 20 and is arranged coaxially to the intermediate shaft 12. Furthermore, a shifting device 28 and a shifting device 29 are located axially between the spur gear stages 20 and 19, respectively, the shifting device 28 being arranged coaxially with the intermediate shaft 12 and the shifting device 29 being arranged coaxially with the drive shaft 9 and the input shafts 10 and 11.
Fig. 3 furthermore shows a schematic illustration of the motor vehicle drive train 1 in fig. 1, which in this case has a transmission 4' according to a second embodiment of the invention. The design variant here essentially corresponds to the variant according to fig. 2, with the difference that the drive shaft 9' is now directly connected in a rotationally fixed manner to the torsional vibration damper 3. In this case, the connecting shaft and the centrally located disconnect clutch are omitted. Furthermore, the second input shaft 11 'is now embodied as a solid shaft and is arranged on the end face of the drive shaft 9', which is likewise embodied as a solid shaft, and the first input shaft 10 'is arranged as a hollow shaft axially overlapping a part of the second input shaft 11' and radially surrounding it. The two shifting clutches K1 and K2 are arranged axially between the drive shaft 9' on the one hand and the two input shafts 10' and 11' on the other hand and are present as force-locking clutches. In particular, the individual shifting clutches K1 and K2 are friction clutches that are operated wet or dry. The two shifting clutches K1 and K2 are combined to form a double clutch 31. The design possibilities according to fig. 3 otherwise correspond to the variants according to fig. 2, and reference is therefore made to the description thereof.
Fig. 4 furthermore shows a schematic illustration of the motor vehicle drive train 1 from fig. 1, with a transmission 4 "constructed according to a third embodiment of the invention. In this case, the embodiment largely corresponds to the variant according to fig. 2, in contrast to this, the drive shaft 9″ is now directly connected in a rotationally fixed manner to the torsional vibration damper 3. Accordingly, in this case, no connecting shaft and no intermediate separating clutch are present. The drive shaft 9″ is embodied here as a solid shaft which extends substantially over the entire axial length of the transmission 4″ and is coaxial with the input shafts 10 and 11 embodied as hollow shafts. Furthermore, as a further difference, the shift elements S1 to S4 and the two shift clutches K1 and K2 are each implemented as unsynchronized claw shift elements or claw clutches.
The transmission 4 "also has an electric motor 32 which is arranged coaxially with the drive shaft 9" and the input shafts 10 and 11. The electric machine 32 comprises a rotor 33 and a stator 34, wherein the stator 34 is permanently fixed to the transmission housing 8 of the transmission 4″. In contrast, the rotor 33 is connected to the second input shaft 11 in a rotationally fixed manner. The electric machine 32 can be operated as a generator on the one hand and as an electric motor on the other hand and is arranged axially on the side of the spur gear stage 19 facing away from the torsional vibration damper 3. In this regard, the electric machine 32 is located axially on one end of the transmission 4". By integrating the electric machine 32 into the transmission 4", the motor vehicle powertrain 1 is designed for use in a hybrid vehicle.
Furthermore, a braking device 35 is provided, which is designed as a friction brake and is permanently coupled to the drive shaft 9″ in this case. The coupling is effected here by a gear stage 36 which is embodied as a traction means drive in the form of a chain drive and has a sprocket 37 and a sprocket 38. The sprocket 37 is connected to the brake 35 in a rotationally fixed manner, while the sprocket 38 is arranged on the drive shaft 9″ in a rotationally fixed manner. In other respects, the embodiment according to fig. 4 corresponds to the variant according to fig. 2, and reference is therefore made to the description thereof.
Fig. 5 shows a schematic illustration of the motor vehicle drive train 1 in fig. 1, which in this case has a transmission 4' "according to a fourth embodiment of the invention. In this case, this variant corresponds to the transmission 4″ according to fig. 4 to a large extent, with the sole difference that the brake device 35 is now arranged coaxially to the drive shaft 9″ and is connected directly to the drive shaft in a rotationally fixed manner. The braking device 35 is arranged axially at the level of the motor 32 and radially inside with respect to the motor. In other respects, the design option according to fig. 5 corresponds to the variant according to fig. 4, and reference is therefore made to the description thereof.
Fig. 6 furthermore shows a schematic illustration of the motor vehicle drive train 1 from fig. 1, with a transmission 4 IV The transmission is constructed according to a fifth embodiment of the invention. In this case, the embodiment corresponds to a large extent to the variant according to fig. 4, in contrast to this, the rotor 33 of the electric motor 32 is not permanently connected in a rotationally fixed manner to the second input shaft 11, but can be coupled to the second input shaft 11 via a planetary stage 39. The planetary stage 39 comprises a first element 40, a second element 41 and a third element 42, the first element 40 being present here as a sun gear 43, the second element 41 being present as a planet carrier (planet gear) 44 and the third element 42 being present as a ring gear 45.
The planetary stage 39 is currently embodied as a minus planetary gear set in that a carrier 44 rotatably carries a plurality of planet gears 46, which each engage both the sun gear 43 and the ring gear 45. However, in the context of the present invention, the planetary stage 39 may in principle also be realized as a positive planetary gear set, in which the planet carrier rotatably carries at least one planetary gear pair, one of the planetary gears of which meshes with the sun gear and one with the ring gear, and the planetary gears of which also engage in toothed engagement with one another. The coupling of the ring gear and the coupling of the planet carrier will be interchanged with each other and the steady state speed ratio of the planetary stages (Stand ubercetzung) increased by 1 compared to the embodiment as a positive planetary gear set.
In the planetary stage 39, the second element 41 is connected to the second input shaft 11 in a rotationally fixed manner, while the third element 42 of the planetary stage 39 is connected to the rotor 33 of the electric machine 32 in a rotationally fixed manner. Furthermore, the planetary stage 39 is provided with two shift elements K and B, wherein the shift element K, when actuated, ensures a rotationally fixed connection of the first element 40 of the planetary stage 39 to the rotor 33 and thus also to the third element 42 of the planetary stage 39, which accordingly results in an interlocking of the planetary stage 39. In contrast, the shift element B in the closed state brings about a fixation of the first element 40 of the planetary stage 39 to the transmission housing 8, so that a rotational movement of the first element 40 is thereby prevented.
The shift elements B and K are in each case in the present case embodied as force-locking shift elements, which are present here in particular as disk-type shift elements. The shift element B is designed here as a brake, while the shift element K is a clutch. The motor 32 and the planetary stage 39 are arranged coaxially to each other and also coaxially to the drive shaft 9″ and to the two input shafts 10 and 11. The planetary stage 39 is arranged here together with the shift element K at the level of the electric machine 32 in the axial direction and radially inside with respect to the electric machine. In other respects, the embodiment according to fig. 6 corresponds to the variant according to fig. 4, and reference is therefore made to the description thereof.
Finally, fig. 7 shows a schematic illustration of the motor vehicle drive train 1 from fig. 1, which in this case has a drive train according to the inventionA sixth design possibility of the transmission 4 V . The design variant here essentially corresponds to the variant described above with reference to fig. 6, with the difference that the planetary stage 39 is now additionally provided with a shift element S5 which, when actuated, connects the first element 40 of the planetary stage 39 to the drive shaft 9″ in a rotationally fixed manner. The shift element S5 is embodied here as a form-locking shift element and is in particular embodied as an unsynchronized claw shift element. In this case, the switching element B is also realized as a claw switching element, whereby the switching elements B and S5 are combined to form a switching device 47, by means of which the operating device can be moved out of the neutral position, on the one hand, to the switching element B and, on the other hand, to the switching element S5 into the respectively actuated state. Finally, the braking device is also dispensed with. In other respects, the design option according to fig. 7 corresponds to the variant according to fig. 6, and reference is therefore made to the description thereof.
The transmissions 4 to 4 used in fig. 2 to 7 are shown in table form in fig. 8 V Is provided. As can be seen, four different gears G1 to G4.2 can be engaged, in each case in the column of the shift pattern, with X indicating which of the shift elements S1 to S4 is respectively engaged.
As can be seen in fig. 8, by closing the shift element S1, a gear G1 is engaged, which gear G1 acts here between the first input shaft 10 or 10' and the output side 14. In this case, in the first gear G1, the force flow is directed from the first input shaft 10 or 10' via the spur gear stage 18 to the countershaft 12 and from there via the spur gear stage 15 to the output side 14. Furthermore, by closing the shift element S2, a gear G2 can be achieved between the first input shaft 10 or 10 'and the output side 14, so that the force flow is guided from the first input shaft 10 or 10' via the spur gear stage 20 to the intermediate shaft 12. From the intermediate shaft 12, this is then transmitted further to the output side 14 by means of the spur gear stage 15.
By actuating the shift elements S1 and S3, a gear G3 can be shifted between the second input shaft 11 or 11' and the output side 14. The force flow is thus directed from the second input shaft 11 or 11 'via the spur gear stages 19 and 20 to the first input shaft 10 or 10', from which the coupling to the intermediate shaft 12 takes place via the spur gear stage 18. The intermediate shaft 12 is then coupled to the output side 14 again via the spur gear stage 15. Accordingly, gear G3 is realized as a winding gear (windungngang), in which the force flow is guided by the coupling of the two subtransmissions by the coupling of the two input shafts 10 or 10 'and 11 or 11'.
Furthermore, in the first variant G4.1, a gear stage acting between the second input shaft 11 or 11 'and the output side 14 can also be realized in that the shift element S4 is actuated, which results in the second input shaft 11 or 11' being coupled to the intermediate shaft 12 via the spur gear stage 19. Similar to the previous gear, the force flow is further guided to the driven side 14 by the spur gear stage 15. Alternatively, this gear can also be achieved in the second variant G4.2 by actuating the shift elements S2 and S3, whereby the coupling of the second input shaft 11 or 11' to the output side 14 is also performed by the spur gear stage 19. In this case, however, the movable gear 25 of the spur gear stage 19 is indirectly fixed to the intermediate shaft 12 via the movable gear 24 of the spur gear stage 20.
In the gearboxes 4 to 4 V The gears G1 to G4.2 can be used in each case by the upstream internal combustion engine 2, for which purpose the respective drive shaft 9 or 9' or 9″ is connected in a rotationally fixed manner to the respective input shaft 10 or 10' or 11' by actuating the respective shifting clutch K1 or K2. In the transmission 4 in fig. 2, the disconnect clutch K0 is additionally closed in each case.
Furthermore, in the transmissions 4 "to 4 V Other modes of operation may be implemented as the electric machine 32 is additionally provided in these transmissions. Fig. 9 thus shows different operating modes I to X, which can be realized by the transmissions 4″ and 4' "according to fig. 4 and 5. In operating mode I, a charging or starting function can thus be achieved in that the switching clutch K2 is actuated, whereby the internal combustion engine 2 is also coupled to the electric machine 32 via the intermediate torsional vibration damper 3 via the rotationally fixed connection of the drive shaft 9″ to the second input shaft 11. At the same time, however, there is no force connection to the driven side 14. In the generator mode of the electric machine 32, the electric machine is driven by the internal combustion engine 2 The electric energy store, which is not shown in any more detail here, can be charged during operation of the electric machine 32, whereas the internal combustion engine 2 can be started by the electric machine 32 during operation of the electric machine 32.
In operating mode II, a charging or starting function can also be implemented, in which case the switching clutch K1 and the switching element S3 can be actuated. The drive shaft 9″ is thus connected in a rotationally fixed manner to a first input shaft 10, which is coupled to a second input shaft 11 via two spur gear stages 20 and 19. Thus, a coupling is also established between the internal combustion engine 2 and the electric machine 32, so that, similarly to the operating mode I, charging can be effected in generator-mode operation of the electric machine 32 and starting of the internal combustion engine 2 can be effected in electric motor-mode operation of the electric machine 32.
In each of the operating modes III to VII, a pure driving by the upstream internal combustion engine 2 takes place by respectively engaging one of the gears G1 to G4.2 (as described in relation to fig. 8) and also by closing the associated shifting clutch K1 or K2, respectively, connecting the associated input shaft 10 or 11 to the drive shaft 9″ in a rotationally fixed manner. Thus, gear G3 is engaged in operating mode V, gear G1 is engaged in operating mode VI, gear G4.1 is engaged in operating mode VII, gear G4.2 is engaged in operating mode VIII, and gear G2 is engaged in operating mode IX. In shifting between the gears, the electric machine 32 can in each case support a traction force by switching on the electric machine 32 during a gear change by switching on one of the gears that act between the second input shaft 11 and the output side 14. The engaged shift elements are synchronized here by means of a rotational speed control on the internal combustion engine, in which case the brake device 35 can assist. The braking device can brake the internal combustion engine to a lower rotational speed level in the region of the upshift, whereas the braking device can be actuated during the downshift immediately before the corresponding synchronous rotational speed is reached, in order to obtain a smaller rotational speed gradient before the corresponding switching element is actuated. The internal combustion engine 2 must be accelerated to a higher rotational speed level.
In contrast, in operating modes VIII to X, electric-only driving is performed by electric machine 32, which is operated as an electric motor for this purpose and in this case gears G3 or G4.1 or G4.2 are respectively engaged.
Fig. 10 shows a tabular representation of the different operating modes I 'to XV' which can be represented by having the transmission 4 according to fig. 6 IV Is realized in a motor vehicle powertrain 1. In the operating mode I', a charging or starting function can thus be achieved by closing the switching clutch K2 and actuating the switching element K, since in the closed state of the switching clutch K2 the second input shaft 11 is connected in a rotationally fixed manner to the drive shaft 9″ and is therefore also coupled to the internal combustion engine 2 via the intermediate torsional vibration damper 3, wherein the second input shaft 11 is also connected in a rotationally fixed manner to the rotor 33 of the electric machine 32 via the planetary stage 39 which is interlocked as a result of the actuation of the switching element K. At the same time, however, there is no force connection to the driven side 14. In generator-mode operation of the electric machine 32, the electric energy store, which is not shown here in any more detail, can be charged when the electric machine 32 is driven by the internal combustion engine 2, whereas in electric motor-mode operation of the electric machine 32, starting of the internal combustion engine 2 can be achieved by the electric machine 32.
In the operating mode II ', a charging or starting function can also be implemented, in which, unlike the operating mode I', the switching element B is to be operated in addition to the switching clutch K2. The second input shaft 11 is therefore not connected in a rotationally fixed manner to the rotor 33 of the electric machine 32, but the coupling of the second input shaft 11 to the rotor 33 is achieved by the actuation of the shift element B with a speed change via the planetary stage 39. With a suitable selection of the steady-state speed ratio of the planetary stage 39, a higher rotational speed of the rotor compared to the rotational speed of the second input shaft 11 and thus also compared to the rotational speed of the drive shaft 9″ can thereby be achieved in an advantageous manner.
The charging or starting function can also be implemented in operating mode III', in which case the switching clutch K1 and the switching elements S3 and K should be closed. The second input shaft 11 is thus coupled to the first input shaft 10 via the spur gear stages 20 and 19 on the basis of the operation of the shift element S3, which is connected to the drive shaft 9″ in a rotationally fixed manner via the shift clutch K1. By simultaneously closing the shift element K, the second input shaft 11 is also connected in a rotationally fixed manner to the rotor 33 of the electric machine 32 via the interlocking planetary stage 39. Thus, the electric machine 32 is also coupled to the internal combustion engine 2, so that, similarly to the operating modes I 'and II', charging can be effected in generator-mode operation of the electric machine 32 and starting of the internal combustion engine 2 can be effected in electric motor-mode operation of the electric machine 32.
The operating mode IV 'differs from the operating mode III' only in that the switching element B is operated instead of the switching element K. The rotor 33 of the electric motor 32 is thus not connected in a rotationally fixed manner to the second input shaft 11, but is coupled to the second input shaft 11 via the planetary stage 39 on the basis of the first element 40 which is fixed in this case. With a suitable choice of the steady-state speed ratio of the planetary stage 39, a higher rotational speed of the rotor 33 compared to the second input shaft 11 and thus also to the drive shaft 9″ can also be achieved.
In each of the operating modes V 'to IX', a pure driving by the internal combustion engine 2 is achieved by each engaging one of the gears G1 to G4.2 (as described in relation to fig. 8) and also by engaging the associated shifting clutch K1 or K2, connecting the associated input shaft 10 or 11 to the drive shaft 9″ in a rotationally fixed manner. Thus, gear G3 is engaged in operating mode V, gear G1 is engaged in operating mode VI, gear G4.1 is engaged in operating mode VII, gear G4.2 is engaged in operating mode VIII, and gear G2 is engaged in operating mode IX.
In shifting between the gears, in each case either shift element B or shift element K can additionally be actuated in order to support the traction force by motor 32 in each case during the respective shift operation. The engaged shift elements are synchronized here by means of a rotational speed control on the internal combustion engine, in which case the brake device 35 can assist. The braking device can brake the internal combustion engine to a lower rotational speed level in the region of the upshift, whereas the braking device can be operated during the downshift immediately before the corresponding synchronous rotational speed is reached, in order to obtain a smaller rotational speed gradient before the corresponding switching element is operated. The internal combustion engine 2 must be accelerated to a higher rotational speed level.
In contrast, in the operating modes X 'to XV', electric-only driving is performed by the electric machine 32, for which purpose the electric machine is operated as an electric motor and in this case one of the gears G3 or G4.1 or G4.2 is engaged in each case. The number of gear ratios that can be used by the electric machine 32 can be correspondingly doubled, in that in each case one shift element K and one shift element B are actuated in each case in the individual gear G3 or G4.1 or G4.2. In the case of the two shift elements B and K implemented as force-locking shift elements, a shift between the gear ratios of the individual gears G3 or G4.1 or G4.2 can be carried out in each case under load. In contrast, if the shift element B is embodied as a form-locking shift element, a load shift can only be realized as a traction upshift and a traction downshift between the gear ratios of the individual gears G3 or G4.1 or G4.2.
The transmission 4 in fig. 7 V It is also possible in the motor vehicle drive train 1 to implement different operating modes I "to XIX", which are shown in table form in fig. 11. In the operating mode i″ a charging or starting function can thus be achieved by closing the switching clutch K2 and actuating the switching element B, since in the closed state of the switching clutch K2 the second input shaft 11 is connected in a rotationally fixed manner to the drive shaft 9″ and is therefore also coupled to the internal combustion engine 2 via the intermediate torsional vibration damper 3. Furthermore, by operating the switching element B, the second input shaft 11 is coupled with the rotor 33 with a gear change via the planetary stage 39. With a suitable choice of the steady-state speed ratio of the planetary stage 39, a higher rotational speed of the rotor 33 in comparison with the drive shaft 9″ can thereby be achieved in an advantageous manner. At the same time, however, there is no force connection to the driven side 14. In generator-mode operation of the electric machine 32, the electric energy store, which is not shown here in any more detail, can be charged when the electric machine 32 is driven by the internal combustion engine 2, whereas in electric motor-mode operation of the electric machine 32, starting of the internal combustion engine 2 can be achieved by the electric machine 32.
In the operating mode II ", a charging or starting function can also be achieved, unlike in the operating mode I", the second input shaft 11 is connected in a rotationally fixed manner to the rotor 33 of the electric machine 32, since the planetary stages 39 are interlocked by the actuation of the switching element K. The charging or starting function can also be implemented in operating mode III ", in which case the switching clutch K2 and the switching element S5 are actuated. Since the drive shaft 9 "is thereby connected to the second element 41 of the planetary stage 39 in a rotationally fixed manner via the shifting clutch K2 and at the same time is also connected to the first element 40 of the planetary stage 39 in a rotationally fixed manner via the shifting element S5, this also causes an interlocking of the planetary stage 39 and thus also a rotationally fixed connection of the drive shaft 9" to the rotor 33 of the electric motor 32.
In operating mode IV ", drive machine 2 and electric machine 32 are coupled to one another by actuating switching clutch K1 and switching elements S3 and B. Correspondingly, the drive shaft 9″ is coupled via the first input shaft 10 and the two spur gear stages 19 and 20 to the second input shaft 11, which is then further coupled via the planetary stage 39 to the rotor 33 of the electric motor 32 in a manner similar to the operating mode i″. Thus, a higher rotational speed of the rotor 33 compared to the drive shaft 9″ can also be achieved with a suitable selection of the steady state speed ratio of the planetary stage 39.
The operation mode V "differs from the operation mode IV" only in that the switching element K is operated instead of the switching element B. As a result, as already in operating mode II ", rotor 33 of electric motor 32 is connected in a rotationally fixed manner to second input shaft 11, second input shaft 11 being coupled to first input shaft 10 via spur gear stages 19 and 20 when switching element S3 is actuated, and the first input shaft being connected in a rotationally fixed manner to drive shaft 9" via switching clutch K1.
In each of the operating modes VI "to VIII" a starting mode can be realized, in which starting mode the internal combustion engine 2 can be started by the interaction with the electric machine 32. For this purpose, in operating mode vi″ switching elements S1, S3 and S5 should be closed, so that internal combustion engine 2 can be driven by first element 40 of planetary stage 39 based on switching element S5 closed and this drive movement is superimposed on the drive movement of motor 32 on third element 42 of planetary stage 39, while an output to second input shaft 11 is achieved by second element 41 of planetary stage 39. The second input shaft is then further coupled with the first input shaft 10 via the spur gear stages 19 and 20 and further coupled with the intermediate shaft 12 via the spur gear stage 18 by means of the closed switching elements S1 and S3. The intermediate shaft 12 is then permanently connected to the output shaft 13 via a spur gear stage 15. During the starting process, the electric machine 32 is operated in a generator-like manner at least initially, so that it can be started even when the electric energy store is empty. Thus, by supporting the torque accordingly via the motor 32, starting in the forward direction can be achieved.
This can also be achieved in a similar manner in operating modes VII "and VIII", which differ from operating mode VI "only by the coupling of the driven side of the second input shaft 11. In operating mode VII ", the second output shaft 11 is thus coupled to the intermediate shaft 12 via the spur gear stage 19, whereas in operating mode VIII", the second output shaft 11 is also coupled via the spur gear stage 19, but in this case the movable gear 25 is indirectly fixed to the intermediate shaft 12 via the movable gear 20.
In each of the operating modes IX "to XIII", a pure driving by the internal combustion engine 2 can be achieved by respectively engaging one of the gears G1 to G4.2 (as described in relation to fig. 8) and also by engaging the associated shifting clutch K1 or K2, respectively, connecting the associated input shaft 10 or 11 to the drive shaft 9 "in a rotationally fixed manner. Thus, gear G3 is engaged in operating mode IX ", gear G1 is engaged in operating mode X", gear G4.1 is engaged in operating mode XI ", gear G4.2 is engaged in operating mode XII", and gear G2 is engaged in operating mode XIII ".
In shifting between operating modes IX "to XIII" and thus also between gears, in each case either shift element K or shift element B can additionally be actuated in order to support the traction force by motor 32 in each case during the respective shift operation. The engaged shift elements are synchronized here by means of a rotational speed control on the internal combustion engine. It is also conceivable here if appropriate to provide a further additional electric machine which assists the internal combustion engine 2 during synchronization.
Furthermore, for shifting between operating modes IX "to XIII", each electrodynamic shift can be achieved by additionally closing shift element S5, in that a superposition of the drive movements of internal combustion engine 2 and electric machine 32 takes place on planetary stage 39, as already described with respect to starting in operating modes VI "to VIII". In this way, during a gear change for the internal combustion engine 2, traction forces can be maintained in one of the operating modes VI "to VIII", in which case only the currently relevant shift element involved in the force flow guidance is subjected to load, while all other shift elements can be disengaged without load. The electric machine 32 can actively assist in the rotational speed synchronization for the respective target gear. Thus, for a transition from operating mode IX "to operating mode X", operating mode VI "can be selected transitionally, for a transition from operating mode X" to operating mode XI "or XII" and thus from gear G1 to gear G4.1 or G4.2, operating mode VII "can be selected transitionally, and for a transition from operating mode XI" or XII "to operating mode XIII" and thus from gear G4.1 or G4.2 to gear G2, operating mode VIII can be used transitionally. Therefore, when traveling by the internal combustion engine 2, the shift between the gear stages can be finally performed under load.
In contrast, in the operating modes XIV "to XIX" purely electric drive is carried out by means of the electric machine 32, which is operated as an electric motor for this purpose and in this case one of the gears G3 or G4.1 or G4.2 is engaged in each case. The number of gear ratios that can be used by the electric machine 32 is, for example, in the transmission 4 IV In that case, the shift element K is operated in each case in the individual gear G3 or G4.1 or G4.2, and the shift element B is operated in each case.
The variants according to fig. 2 and 4 to 7 can in principle be varied in each case as follows: the drive shaft 9 or 9″ extends in the axial direction only up to the region of the shift clutches K1 and K2 and the second input shaft 11 is embodied as a solid shaft at its end face. A hollow shaft level can thereby be saved, which reduces the production effort. In principle, however, it is advantageous if, as shown, the drive shaft 9 or 9″ extends axially over the entire axial length of the transmission and is supported there.
The embodiment of the transmission according to the invention makes it possible to achieve a compact transmission with low manufacturing costs.
List of reference numerals
1. Motor vehicle power train
2. Internal combustion engine
3. Torsional vibration damper
4. Transmission device
4' speed variator
4' speed variator
4' "transmission
4 IV Transmission device
4 V Transmission device
5. Differential transmission mechanism
6. Driving wheel
7. Driving wheel
8. Transmission case
9. Driving shaft
9' drive shaft
9' drive shaft
10. First input shaft
10' first input shaft
11. Second input shaft
11' second input shaft
12. Intermediate shaft
13. Output shaft
14. Driven side
15. Spur gear stage
16. Spur gear
17. Spur gear
18. Spur gear stage
19. Spur gear stage
20. Spur gear stage
21. Fixed gear
22. Movable gear
23. Fixed gear
24. Movable gear
25. Movable gear
26. Fixed gear
27. Switching device
28. Switching device
29. Switching device
30. Connecting shaft
31. Dual clutch
32. Motor with a motor housing
33. Rotor
34. Stator
35. Braking device
36. Gear shift stage
37. Sprocket wheel
38. Sprocket wheel
39. Planetary stage
40. First element
41. Second element
42. Third element
43. Sun gear
44. Planet carrier
45. Gear ring
46. Planetary gear
47. Switching device
S1 switching element
S2 switching element
S3 switching element
S4 switching element
S5 switching element
B switching element
K switching element
K0 Separating clutch
K1 Switching clutch
K2 Switching clutch
G1 to G4.2 gear
I to X mode of operation
I 'to XV' mode of operation
I 'to XIX' mode of operation

Claims (15)

1. A transmission (4 to 4 for a motor vehicle V ) The transmission comprises a first input shaft10; 10'), a second input shaft (11; 11') and an intermediate shaft (12), the intermediate shaft (12) being permanently connected to the driven side (14), wherein a first spur gear stage (20) is provided, which has a first output shaft (10; 10') and a movable gear wheel (24) which meshes with the fixed gear wheel and is rotatably mounted on the intermediate shaft (12) and can be fixed to the intermediate shaft (12) by means of a first switching element (S2), wherein a second spur gear stage (19) is also provided, which has a first spur gear wheel (11; 11') and a movable gear wheel (25) which meshes with the fixed gear wheel and is rotatably mounted on the intermediate shaft (12) and can be fixed to the intermediate shaft (12) by means of a second switching element (S4), the movable gear wheel (24) of the first spur gear stage (20) and the movable gear wheel (25) of the second spur gear stage (19) being connected to one another by means of a third switching element (S3) in a rotationally fixed manner, characterized in that, in order to connect the first input shaft (10; 10') are directly coupled to the intermediate shaft (12), in addition to the first spur gear stage (20) being provided with only a third spur gear stage (18) having a fixed gear (21) and a movable gear (22) and being provided with a fourth switching element (S1) which, when actuated, fixes the movable gear (22) of the third spur gear stage (18) and in this case the first input shaft (10; 10') are coupled to each other with an intermediate shaft (12), and a second input shaft (11; 11') and the intermediate shaft (12) can be coupled directly only by means of the second spur gear stage (19).
2. Transmission (4 to 4) according to claim 1 V ) Characterized in that,
by closing the fourth shift element (S1) a first gear (G1) is produced between the first input shaft (10; 10') and the driven side (14) under the force flow guidance via the third spur gear stage (18),
by actuating the first switching element (S2) under the force flow guidance via the first spur gear stage (20) a second gear (G2) is produced between the first input shaft (10; 10') and the driven side (14),
-generating a third gear (G3) between the second input shaft (11; 11') and the driven side (14) by closing the third switching element (S3) and the fourth switching element (S1) under the force flow guidance via the second spur gear stage (19), the first spur gear stage (20) and the third spur gear stage (18), and
-in the first variant (G4.1) by actuating the second shift element (S4) and in the second variant (G4.2) by closing the first shift element (S2) and the third shift element (S3), respectively, a fourth gear is produced between the second input shaft (11; 11') and the output side (14) under the force flow guidance via the second spur gear stage (19).
3. Transmission (4 to 4) according to claim 1 or 2 V ) Characterized in that the first input shaft (10; 10') and a second input shaft (11; 11') and the drive shaft (9; 9';9 ") are coaxially arranged, the drive shaft (9; 9';9 ") can be coupled to the first input shaft (10; 10') are connected in a rotationally fixed manner and can be coupled to a second input shaft (11; 11') are connected in a rotationally fixed manner.
4. A transmission (4' to 4) according to claim 3 V ) Characterized in that the drive shaft (9'; 9 ") are provided for connecting the gearboxes (4' to 4) V ) Is connected with a driving machine of the motor vehicle.
5. A transmission (4) according to claim 3, characterized in that the drive shaft (9) can be connected in a rotationally fixed manner via a disconnect clutch (K0) to a connecting shaft (30) which is provided for connecting the transmission (4) to a drive machine of the motor vehicle.
6. Transmission (4 "to 4) according to any of claims 3 to 5 V ) Characterized in that a braking device (35) is also provided, which is coupled to the drive shaft (9 ").
7. Transmission (4 "to 4) according to claim 6 IV ) Characterized in that the braking device (35) is arranged offset from the axis of the drive shaft (9') and is varied byA speed stage (36) is coupled to the drive shaft.
8. Transmission (4' ") according to claim 6, characterised in that said braking means (35) are arranged coaxially to the drive shaft (9") and are connected in a non-rotatable manner to the same.
9. Transmission (4 '; 4') according to any one of the preceding claims, further provided with an electric motor (32), the rotor (33) of which is permanently coupled to the second input shaft (11).
10. Transmission (4) according to any of claims 1 to 8 IV ；4 V ) Characterized in that an electric motor (32) is also provided, the rotor (33) of which can be coupled to the second input shaft (11) by means of a planetary stage (39), the planetary stage (39) having a first element (40), a second element (41) and a third element (42) in the form of a sun gear (43), a planet carrier (44) and a ring gear (45), the second element (41) of the first, second and third elements being connected in a rotationally fixed manner to the second input shaft (11) and the third element (42) being coupled to the rotor (43) of the electric motor (32), and the elements (40; 41;42 Two elements among the above are capable of being connected to each other by a fifth switching element (K) in a rotationally fixed manner.
11. Transmission (4) according to claim 10 IV ；4 V ) Characterized in that the first element (40) of the planetary stage (39) can also be fixed by a further switching element (B).
12. Transmission (4) according to any one of claims 3 to 5 and claim 10 or 11 V ) Characterized in that the first element (40) of the planetary stage (39) can be connected to the drive shaft (9') in a rotationally fixed manner by means of an additional switching element (S5).
13. Transmission (4 to 4) according to any of the preceding claims 4 V ) Characterized in that the individual switching elements (S1, S2, S3, S4; s1, S2, S3, S4, B, S5) are designed as form-locking switching elements.
14. Transmission (4 to 4) according to any of the preceding claims V ) Characterized in that the intermediate shaft (12) is coupled to the driven side (14) via a spur gear stage (15).
15. Motor vehicle powertrain (1), in particular for a hybrid or electric vehicle, comprising a transmission (4 to 4 V )。
CN202180071857.0A 2020-12-18 2021-12-15 Transmission for a motor vehicle and motor vehicle drive train comprising such a transmission Pending CN116348325A (en)

Applications Claiming Priority (3)

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DE102020216299.9A DE102020216299A1 (en) 2020-12-18 2020-12-18 Transmission for a motor vehicle
DE102020216299.9 2020-12-18
PCT/EP2021/085791 WO2022129111A1 (en) 2020-12-18 2021-12-15 Transmission for a motor vehicle, and motor vehicle power train having same

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CN116348325A true CN116348325A (en) 2023-06-27

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DE102022206208A1 (en) 2022-06-21 2023-12-21 Zf Friedrichshafen Ag Hybrid transmission with only one countershaft
DE102022126796A1 (en) 2022-10-13 2024-04-18 Bayerische Motoren Werke Aktiengesellschaft Hybrid drive device for a motor vehicle and motor vehicle

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DE10136725B4 (en) * 2000-07-28 2016-09-15 Aisin Seiki K.K. Power transmission device for a hybrid vehicle
JP4363018B2 (en) * 2002-09-20 2009-11-11 いすゞ自動車株式会社 transmission
DE102011005562A1 (en) 2011-03-15 2012-09-20 Zf Friedrichshafen Ag Manual transmission of a hybrid drive for a motor vehicle
DE102013009310A1 (en) 2013-06-04 2014-12-04 Peter Tenberge Double clutch
DE102013211591B4 (en) 2013-06-20 2024-03-28 Zf Friedrichshafen Ag Arrangement of a transmission and an electric machine for a hybrid drive and hybrid drive
DE102016220701B4 (en) * 2016-10-21 2018-12-13 Schaeffler Technologies AG & Co. KG Double clutch
DE102018217829A1 (en) * 2018-10-18 2020-04-23 Zf Friedrichshafen Ag Transmission and drive system of a motor vehicle
DE102018217818B3 (en) 2018-10-18 2020-02-13 Ford Global Technologies, Llc Drive unit comprising an internal combustion engine and an electric machine and method for operating such a drive unit
DE102018220592A1 (en) 2018-11-29 2020-06-04 Zf Friedrichshafen Ag Double clutch transmission with detachable partial transmission coupling in the winding gear
DE102019202962A1 (en) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Transmission arrangement for a motor vehicle drive train, drive train and method for its control
DE102019216620A1 (en) 2019-10-29 2021-04-29 Zf Friedrichshafen Ag Transmission arrangement, hybrid transmission arrangement, hybrid drive train and motor vehicle

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