CN116906511A - Motor vehicle transmission for an at least partially electrically driven motor vehicle - Google Patents

Motor vehicle transmission for an at least partially electrically driven motor vehicle Download PDF

Info

Publication number
CN116906511A
CN116906511A CN202310401868.1A CN202310401868A CN116906511A CN 116906511 A CN116906511 A CN 116906511A CN 202310401868 A CN202310401868 A CN 202310401868A CN 116906511 A CN116906511 A CN 116906511A
Authority
CN
China
Prior art keywords
spur gear
gear stage
motor vehicle
vehicle transmission
stage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310401868.1A
Other languages
Chinese (zh)
Inventor
F·库特尔
S·贝克
J·卡尔滕巴赫
M·霍恩
M·巴赫曼
T·马丁
M·维克斯
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of CN116906511A publication Critical patent/CN116906511A/en
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical 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
    • B60K6/38—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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H3/093—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 with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • 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
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • 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
    • B60K2006/542—Transmission for changing ratio with overdrive ratio
    • 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
    • F16H3/02—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
    • F16H3/093—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 with two or more countershafts
    • F16H2003/0933—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 with two or more countershafts with coaxial countershafts

Landscapes

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

Abstract

The invention relates to a motor vehicle transmission (4) comprising: a drive shaft (10) which is provided for driving connection with at least one drive machine; an input shaft (11) is provided for driving connection with a further drive machine. Furthermore, the motor vehicle transmission (4) has a first spur gear stage (19), a second spur gear stage (22), a third spur gear stage (25) and a fourth spur gear stage (24). Furthermore, at least functionally, a first switching element (C), a second switching element (A), a third switching element (D) and a fourth switching element (B) are provided.

Description

Motor vehicle transmission for an at least partially electrically driven motor vehicle
Technical Field
The invention relates to a motor vehicle transmission for an at least partially electrically driven motor vehicle, comprising: a drive shaft provided for driving connection with at least one drive machine; an input shaft which is provided for driving connection with a further drive machine; and a driven side, wherein the drive shaft is connected in a driven manner to a first spur gear of a first spur gear stage and the input shaft is connected in a driven manner to a first spur gear of a second spur gear stage, the first spur gear of the first spur gear stage and the first spur gear of the second spur gear stage being arranged coaxially to one another and to a first spur gear of a third spur gear stage, the first spur gear of the third spur gear stage being coupled to a second spur gear of the third spur gear stage, which is connected in a rotationally fixed manner to the driven side, and at least functionally provided with a first switching element and a second switching element, wherein the first switching element is configured to connect the first spur gear of the first spur gear stage in a rotationally fixed manner to the first spur gear of the third spur gear stage when operated, and the second switching element is arranged to connect the spur gear of the second spur gear stage in a rotationally fixed manner to the first spur gear of the third spur gear stage when operated. The invention further relates to a drive unit, a drivetrain and a method for operating a motor vehicle transmission.
Background
In motor vehicles, multi-speed transmissions are known in which a plurality of different gear ratios as gears can be shifted, usually 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 motor vehicle drive machine 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 different ways by the transmission to achieve different operating modes, such as electric-only driving. Transmissions for electric vehicles are mostly designed to transmit a drive movement of at least one electric machine, in particular in a decelerating manner, to the drive wheels of the respective motor vehicle. In addition to being configured as a single-gear transmission, such a transmission is also used, in particular in electric utility vehicles, in which two or more gears can be shifted.
EP 2450597 A1 discloses a drive unit for an electric vehicle, which drive unit comprises two electric machines and a motor vehicle transmission. The motor vehicle transmission has a drive shaft and an input shaft, which are each provided for coupling to a respective electric machine. In a variant of the drive unit, the drive shaft and the input shaft are arranged coaxially to a further shaft, which is coupled to the driven shaft parallel to the axis by means of a spur gear stage. The output shaft forms the output side of the motor vehicle transmission. Furthermore, a countershaft is provided, which is likewise permanently coupled to the driven shaft and can be coupled to the drive shaft and to the input shaft via a spur gear stage by actuating a respective associated shift element.
Disclosure of Invention
On the basis of the prior art described above, the object of the present invention is now to provide a motor vehicle transmission of as compact a design as possible, by means of which at least two drive machines can each be engaged in as high a number of different gears as possible.
This object is achieved on the basis of the preamble of claim 1 in combination with the characteristic features thereof. The following dependent claims each present advantageous embodiments of the invention. Furthermore, a drive unit with a motor vehicle transmission according to the invention is the solution of claim 15. Furthermore, claims 16 and 17 each relate to a drive train of a motor vehicle, while the solution of claim 18 is a method for operating a motor vehicle transmission.
According to the invention, a motor vehicle transmission comprises: a drive shaft provided for driving connection with at least one drive machine; an input shaft which is provided for driving connection with a further drive machine; and a driven side. The drive shaft is in driving connection with the first spur gear of the first spur gear stage, and the input shaft is in driving connection with the first spur gear of the second spur gear stage. The first spur gear of the first spur gear stage and the first spur gear of the second spur gear stage are arranged coaxially to each other and to the first spur gear of the third spur gear stage, which is coupled to the second spur gear of the third spur gear stage, which is connected to the driven side in a rotationally fixed manner. At least functionally, a first switching element and a second switching element are provided, wherein the first switching element is designed to connect the first spur gear of the first spur gear stage to the first spur gear of the third spur gear stage in a rotationally fixed manner when actuated, and the second switching element is designed to connect the spur gear of the second spur gear stage to the first spur gear of the third spur gear stage in a rotationally fixed manner when actuated,
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 operation of at least functionally arranged shift elements. The respective shafts may interconnect the components axially or radially or both axially and radially. The respective shaft can thus also be present as an intermediate part, by means of which the respective component is connected, for example, purely 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 shafts or spur gears of the transmission being oriented parallel to this longitudinal central axis. "radial" is understood to mean the diametrical orientation of the respective component of the transmission, in particular of the respective shaft.
The motor vehicle transmission according to the invention has a drive shaft and an input shaft, which can be coaxial with one another. The drive shaft and the input shaft are here in particular each assigned to a partial transmission of the transmission, via which a force flow can be transmitted from the drive shaft or the input shaft to the output side. For this purpose, the motor vehicle transmission according to the invention has a first spur gear stage, in which the first spur gear is connected in a driven manner to the drive shaft, a second spur gear stage, and a third spur gear stage, in which the first spur gear of the second spur gear stage is connected in a driven manner to the input shaft. The first spur gear of the first spur gear stage and the first spur gear of the second spur gear stage are arranged coaxially to one another and also coaxially to the first spur gear of a third spur gear stage, by means of which a permanent coupling to the driven side is established.
In the sense of the present invention, "drivingly connected" is understood to mean a permanent coupling of the respective spur gear to the respective shaft, so that the respective spur gear and the respective shaft cannot rotate independently of one another. The spur gears and the shafts have different rotational speeds from one another, but they are at a fixed rotational speed ratio relative to one another, which is defined here by the gear ratio of the spur gear stages.
A single spur gear stage of a motor vehicle transmission according to the invention is composed in the sense of the invention of at least two spur gears which are in continuous toothed engagement with one another. In this case, a single spur gear stage can be formed from two spur gears which mesh with one another. In principle, however, a single spur gear stage can also consist of more than two spur gears, which then in the sense of a gear train are successively in succession and in the middle spur gears in each case mesh with spur gears on both sides in each case.
The first spur gear of the first spur gear stage, the first spur gear of the second spur gear stage and the first spur gear of the third spur gear stage are arranged coaxially to one another, wherein the first spur gear of the third spur gear stage is permanently coupled to the second spur gear of the third spur gear stage, which is connected to the output side in a rotationally fixed manner. By actuating the at least functionally arranged first switching element, the first spur gear of the first spur gear stage and the first spur gear of the third spur gear stage are connected to one another in a rotationally fixed manner, which, on the basis of the drive connection of the first spur gear stage to the drive shaft, also results in the drive shaft being coupled to the output side via the first spur gear stage and the third spur gear stage. In contrast, if the at least functionally arranged second switching element is actuated, this results in a non-rotatable connection of the first spur gear of the third spur gear stage with the first spur gear of the second spur gear stage. Since the first spur gear of the second spur gear stage is permanently connected to the input shaft, this results in a coupling of the driven side to the input shaft via the second spur gear stage and the third spur gear stage.
In the motor vehicle transmission according to the invention, the output side is provided in particular for establishing a coupling of the motor vehicle transmission with the output side of a component (which follows the motor vehicle transmission in the direction of force flow to the respective motor vehicle drive wheel in the installed state of the motor vehicle transmission). In particular, a coupling to a differential gear set, which is preferably offset relative to the drive shaft and the input shaft axis, can be established on the output side of the motor vehicle transmission according to the invention.
The term "at least functionally" provided with a respective shift element means in the sense of the present invention that at least the respective function of the respective shift element is present or embodied or formed in the motor vehicle transmission according to the present invention. The switching elements can each be physically present as a single switching element or their function can be represented or formed by other components, such as switching devices. The means for presenting this functionality can here combine the functionality of two or more switching elements in one device.
The present invention now includes the following technical teachings: a fourth spur gear stage is also provided, which has a first spur gear which is connected to the driven side in a rotationally fixed manner and a second spur gear which is coupled to the first spur gear and is arranged coaxially to the first spur gear of the first spur gear stage and to the first spur gear of the second spur gear stage. At least a third switching element and a fourth switching element are functionally provided, wherein the third switching element is configured for non-rotatably connecting the second spur gear of the fourth spur gear stage with the first spur gear of the first spur gear stage when operated. The fourth switching element is configured for non-rotatably connecting the second spur gear of the fourth spur gear stage with the first spur gear of the second spur gear stage when operated.
In other words, a fourth spur gear stage is provided in addition to the first, second and third spur gear stages, the fourth spur gear stage comprising a first spur gear and a second spur gear. The first spur gear and the second spur gear of the fourth spur gear stage are permanently coupled to one another, the first spur gear of the fourth spur gear stage being connected to the driven side in a rotationally fixed manner, and the second spur gear of the fourth spur gear stage being arranged coaxially with the first spur gear of the first spur gear stage and the first spur gear of the second spur gear stage. In addition, at least the third switching element and the fourth switching element are functionally provided, the second spur gear of the fourth spur gear stage being connected in a rotationally fixed manner to the first spur gear of the first spur gear stage when the third switching element is in the actuated state, whereby the drive shaft is coupled to the output side via the first spur gear stage and the fourth spur gear stage. If the actuated state of the fourth switching element is achieved, a rotationally fixed connection of the second spur gear of the fourth spur gear stage with the first spur gear of the second spur gear stage is established. This means that the input shaft is coupled to the driven side via the second spur gear stage and the fourth spur gear stage.
This embodiment of the motor vehicle transmission has the following advantages: the drive shaft and the input shaft, and thus the drive machine to which they are connected in the installed state of the motor vehicle transmission, can each also be coupled to the output side with different force flow paths. In this case, the double availability of the third spur gear stage makes it possible to achieve a smaller number of spur gear stages, which thus results in a compact design of the motor vehicle transmission while achieving a high number of different gear ratios. Since for the coupling of the drive shaft or the input shaft to the driven side the corresponding force flow transmission takes place by means of only two tooth engagements, a good tooth engagement efficiency and thus a good efficiency of the motor vehicle transmission as a whole can also be achieved.
The transmission according to the invention preferably has exactly four spur gear stages in the form of a first spur gear stage, a second spur gear stage, a third spur gear stage and a fourth spur gear stage between the drive shaft and the input shaft on the one hand and between the driven side on the other hand. For the corresponding coupling of the drive shaft and the input shaft to the driven side, in particular, exactly four shift elements are functionally provided, i.e. at least a first shift element, a second shift element, a third shift element and a fourth shift element are functionally provided.
In the motor vehicle transmission according to the invention, at least one countershaft is preferably provided, on which in particular a first spur gear of the first spur gear stage or a first spur gear of the second spur gear stage or a first spur gear of the third spur gear stage or a second spur gear of the fourth spur gear stage is arranged in a rotationally fixed manner, which is arranged offset relative to the drive shaft and also relative to the input shaft axis. The spur gears which are not arranged on the at least one auxiliary shaft in a rotationally fixed manner can be rotatably supported on the at least one auxiliary shaft or on the end face and coaxially with the auxiliary shaft. In principle, however, it is also possible in the motor vehicle transmission according to the invention to provide a plurality of countershafts coaxial to one another, on which in each case one of the spur gears described above is arranged in a rotationally fixed manner.
In the motor vehicle transmission according to the invention, two different force flow paths can be realized between the drive shaft and the driven side and between the input shaft and the driven side, so that two different gear ratios can be realized between the drive shaft and the driven side and between the input shaft and the driven side. In this way, different gears of the motor vehicle transmission can be advantageously achieved for the connection of the drive machine connected via the motor vehicle transmission.
Thus, by actuating the first switching element, a first gear ratio is engaged between the drive shaft and the driven side, as a result of which the force flow is transmitted from the drive shaft to the driven side via the first spur gear stage and the third spur gear stage. A second gear ratio is achieved between the drive shaft and the driven side by actuating the third switching element, which causes a force flow transmission from the drive shaft to the driven side via the first spur gear stage and the fourth spur gear stage. Furthermore, by actuating the second switching element, a third gear ratio can be engaged between the input shaft and the output side, whereby the input shaft is coupled to the output side via the second spur gear stage and the third spur gear stage. Finally, a fourth gear ratio can also be realized between the input shaft and the driven side by actuating the fourth switching element, in which fourth gear ratio the transmission of force flow from the input shaft to the driven side via the second spur gear stage and the third spur gear stage is realized.
The input shaft and the input shaft of the motor vehicle transmission according to the invention are provided for establishing a connection with the drive action of the drive machine. For this purpose, the drive shaft or the input shaft is provided in particular with a respective connection point, at which a coupling of the drive shaft or the input shaft to the respective drive machine can be produced. In this case, the coupling between the respective drive machine and the drive shaft or input shaft is in the form of a fixed speed ratio between the rotational speed of the drive shaft or input shaft of the motor vehicle transmission and the rotational speed of the respective drive machine, if appropriate with simultaneous closing of the intermediate separating clutch, in the installed state of the motor vehicle transmission. Within the scope of the invention, at least one gear stage (gear ratio stage), such as a spur gear stage and/or a planetary gear stage, can also be provided between the drive shaft or the input shaft and the respective drive machine, by means of which gear stage the rotary motion of the respective drive machine can be pre-transmitted to the drive shaft or the input shaft. However, alternatively, the drive shaft or the input shaft of the motor vehicle transmission according to the invention can also be connected in its installed state in a rotationally fixed manner to the associated drive machine, so that the respective drive machine and the drive shaft or the input shaft always operate at the same rotational speed during operation.
Motor vehicle transmissions, in particular hybrid or electric vehicle transmissions, are provided for connection to a respective electric machine on a drive shaft and an input shaft. The respective rotor of the respective motor can be coupled to the drive shaft or the input shaft via at least one intermediate gear stage as described above. Alternatively, however, the respective rotor of the respective electric machine may also be connected in a rotationally fixed manner to the drive shaft or the input shaft in the installed state of the motor vehicle transmission according to the invention. When the motor vehicle transmission is designed for a hybrid vehicle, the drive shaft of the motor vehicle transmission is in particular also designed for a drive connection, in addition to an electric machine, also with a drive machine in the form of an internal combustion engine, optionally with an intermediate separating clutch, by means of which the drive shaft can be decoupled from the internal combustion engine. However, the drive shaft of the motor vehicle transmission can also be permanently coupled to the internal combustion engine in its installed state, preferably via an intermediate torsional vibration damper.
According to one embodiment of the invention, the first and/or second and/or third and/or fourth shift element is/are each configured as a form-locking shift element. The embodiment of the individual shift element as a form-locking shift element has the advantage that no or only small drag losses occur on the respective shift element in the open state of the shift element. The efficiency of the motor vehicle transmission can be improved thereby. In particular, it is preferred that the individual shift elements are present at least functionally as unsynchronized claw shift elements. Alternatively, however, a single or a plurality of shift elements may also be functionally implemented as form-locking shift elements in the form of inertial synchronizers. Furthermore, as an alternative, a single or a plurality of shift elements can also be designed as force-locking shift elements, for example in particular as plate-type shift elements. The advantage of this embodiment is that the respective shift element can be actuated under load, so that a shift under load or a power shift can be performed if necessary. However, it is particularly preferred that the first, second, third and fourth shift elements are configured at least functionally as form-locking shift elements.
In a further development of the above-described embodiment, the first switching element and the third switching element are formed by one switching device, the coupling element of which can be positioned in the first switching position and in the second switching position. The coupling element functionally assumes the actuated state of the first switching element in the first switching position and connects the first spur gear of the first spur gear stage to the first spur gear of the third spur gear stage in a rotationally fixed manner. In the second switching position, the coupling element functionally assumes the actuated state of the third switching element and connects the second spur gear of the fourth spur gear stage with the first spur gear of the first spur gear stage in a rotationally fixed manner. The function of presenting the first switching element and the third switching element by one switching device has the advantage that: the corresponding rotationally fixed connection can thus be realized in a compact manner and with a small number of components. Furthermore, a common actuator can thereby be used to operate the first switching element and the third switching element, thereby reducing the manufacturing costs. It is particularly preferred that the coupling element can be positioned between the first switching position and the second switching position in a neutral position located in the middle, in which the coupling is not performed by the coupling element, i.e. the open state of the first switching element and the third switching element is achieved.
Alternatively, but preferably in addition to the above-described embodiment, the second shift element and the fourth shift element are formed by a shift device, the coupling element of which can be positioned in the first shift position and the second shift position. The coupling element functionally assumes the actuated state of the second switching element in the first switching position and connects the spur gear of the second spur gear stage with the first spur gear of the third spur gear stage in a rotationally fixed manner. In addition, the coupling element functionally assumes the actuated state of the fourth switching element in the second switching position and connects the second spur gear of the fourth spur gear stage to the first spur gear of the second spur gear stage in a rotationally fixed manner. The formation of the second switching element and the fourth switching element from one switching device has the advantage that: the function of the two switching elements can thus be achieved in a compact manner and with a small number of components. Furthermore, the actuation of the second shift element and the actuation of the fourth shift element can also be realized using a single actuator, which reduces the production outlay of the transmission according to the invention. It is particularly preferred that the coupling element can be positioned between the first and second switching positions in a neutral position lying in the middle, in which no coupling takes place via the coupling element, i.e. neither the second switching element nor the fourth switching element is operated.
It is particularly preferred to implement two of the above-described shifting devices in a motor vehicle transmission according to the present invention. Thus, not only the first switching element and the third switching element are combined into one switching device, but also the second switching element and the fourth switching element are combined into one switching device. In this way, a compact structure of the motor vehicle transmission can be achieved and the function of the shift element can be assumed with a small number of actuators.
According to one embodiment of the invention, a second spur gear of the first spur gear stage is arranged on the drive shaft, the second spur gear of the first spur gear stage meshing with the first spur gear teeth of the first spur gear stage. In this case, the first spur gear stage is composed exclusively of a first spur gear and a second spur gear, the second spur gear being arranged on the drive shaft in a rotationally fixed manner, while the first spur gear axis of the first spur gear stage, which meshes with the second spur gear, is arranged parallel to the drive shaft.
According to a further embodiment of the invention, a further input shaft is provided, which is designed for a rotationally fixed connection with a drive machine and is coupled to the drive shaft via at least one gear stage. In this case, in the motor vehicle transmission the drive shaft is permanently coupled to a further input shaft, which serves to connect a drive machine, which is particularly preferably an electric motor. The coupling takes place via at least one intermediate gear stage, whereby a gear ratio between the drive shaft and the drive machine is achieved in the installed state of the motor vehicle transmission.
In a further development of the aforementioned embodiment, the at least one gear stage comprises a spur gear which is arranged on the drive shaft in a rotationally fixed manner and which is coupled to a spur gear which is arranged on the further input shaft in a rotationally fixed manner. In this way, a transmission ratio between the drive shaft and the further input shaft and an axial offset between the further input shaft and the drive shaft and thus the drive machine connected thereto can be achieved. The two spur gears may be directly in toothed engagement with each other, but at least one intermediate gear may also be provided for coupling the two spur gears, so that a gear train for coupling the drive shaft and the further input shaft is realized. Furthermore, it is conceivable that the spur gear of the at least one gear stage, which is arranged non-rotatably on the drive shaft, is a second spur gear of the first spur gear stage, which is arranged non-rotatably on the drive shaft. This spur gear of the first spur gear stage is thus used not only for coupling the drive shaft to the driven side, but also for coupling to the further input shaft. Whereby the number of components can be further reduced.
A further embodiment of the invention provides that the first spur gear of the second spur gear stage meshes with a second spur gear tooth of the second spur gear stage, which is connected in a driven manner to the input shaft. In this regard, the second spur gear stage includes at least first and second spur gears that intermesh. In a further development of this embodiment, the second spur gear of the second spur gear stage is arranged on the input shaft in such a way that it is not rotatable relative thereto, whereby the second spur gear stage is composed of only the first spur gear and the second spur gear. Alternatively, the second spur gear of the second spur gear stage is also meshed with a further spur gear and is coupled to the input shaft by the further spur gear. In this case, the coupling to the input shaft can take place via a single further spur gear or via a plurality of further spur gears, whereby a gear train is formed between the second spur gear of the second spur gear stage and the input shaft. Furthermore, as an alternative, the second spur gear of the second spur gear stage can also be coupled to the input shaft via at least one gear stage, which can be a further spur gear stage and/or a planetary gear stage and/or a traction drive.
Preferably, the at least one gear stage comprises a first gear wheel which is connected in a rotationally fixed manner to a second spur gear of the second spur gear stage and is coupled to the second gear wheel via a traction device, which is arranged in a rotationally fixed manner on the input shaft. This allows a transmission between the input shaft and the second spur gear of the second spur gear stage. The traction drive formed thereby can be a belt drive or a chain drive.
According to one embodiment of the invention, a connecting shaft is provided, which is provided for coupling with a drive machine, in particular an internal combustion engine. A disconnect clutch is provided here, which is provided to couple the connecting shaft and the drive shaft to one another when actuated. The motor vehicle transmission can thus be used to additionally engage a further drive machine, in particular an internal combustion engine. This makes the motor vehicle transmission suitable for use in a hybrid vehicle.
The connecting shaft and the drive shaft are preferably arranged coaxially to one another, wherein the disconnect clutch, when actuated, brings about a rotationally fixed connection between the connecting shaft and the drive shaft. However, an offset arrangement of the axes of the two shafts is also conceivable within the scope of the invention. At least one intermediate gear stage is provided, for example in the form of at least one spur gear stage or a traction drive, the disconnect clutch then being arranged on the connecting shaft side or on the drive shaft side. The separating clutch is in particular a force-locking clutch, which can be configured as a friction clutch operating dry or wet or as a multiplate clutch. However, the disconnect clutch may alternatively be embodied as a form-locking clutch, such as a claw clutch or an inertial synchronization device.
Another design possibility of the invention is that the driven side is formed by the input element of the differential gear set. The differential gear set preferably couples the output side to the first output and to the second output. The differential gear set is used in particular as a transverse differential, which can be implemented here in a further preferred manner as a bevel differential. The drive movement transmitted to the output side of the motor vehicle transmission is preferably distributed via the differential gear set to the output shaft in the drive axle of the hybrid or electric vehicle, which is coupled to the output. The output side is coupled in particular to the differential housing, in particular, this coupling being possible here by means of a shaft which is connected in a rotationally fixed manner to the differential housing of the differential gear set. The driven spur gear of the fourth spur gear stage and the spur gear of the third spur gear stage may be provided on the shaft.
The invention is also based on a drive unit which, in addition to a first electric machine and a second electric machine, has a motor vehicle transmission according to one or more of the aforementioned variants. The rotor of the first electric machine is coupled to a drive shaft of the motor vehicle transmission, and the rotor of the second electric machine is coupled to an input shaft. Within the scope of the invention, the respective electric machine can be operated in particular as a generator on the one hand and as a motor on the other hand. A drive unit can thus be realized which is suitable for use in a motor vehicle in the form of an electric or hybrid vehicle. The two motors may be identical in terms of their power, but preferably the first motor is designed smaller in terms of its power than the second motor.
By using the motor vehicle transmission according to the invention in the above-described drive unit, it is thus possible to use the gear ratio that can be achieved between the drive shaft and the driven side as a gear for engaging the first electric machine. Likewise, a gear ratio that can be engaged between the input shaft and the output side can be used as a gear for the second electric machine coupled to the input shaft.
It is particularly preferred that the second electric machine is arranged coaxially to the input shaft and that the rotor of the second electric machine is connected to the input shaft in a rotationally fixed manner. The input shaft and the rotor of the second electric machine thus run at the same rotational speed during operation. However, it is also conceivable to couple the rotor of the second electric machine to the input shaft via at least one gear stage.
In the drive unit according to the invention, the first electric machine is arranged, in particular, coaxially to a further input shaft of the motor vehicle transmission, to which a rotor of the first electric machine is connected in a rotationally fixed manner, said further input shaft being coupled to the drive shaft via the at least one gear stage. Accordingly, the rotational speed of the rotor of the first electric machine and the rotational speed of the drive shaft are in a fixed ratio to each other during operation of the drive unit, which ratio is defined by the at least one gear stage. However, instead of this, the rotor of the first motor may also be arranged coaxially with the drive shaft and connected to the drive shaft in a rotationally fixed manner within the scope of the invention.
The drive unit implemented according to one or more of the above variants is in particular part of a power train, which is provided here for an at least partially electrically driven motor vehicle. The motor vehicle is in particular an electric vehicle or a hybrid vehicle. In the first case, only the first and the second electric machine are connected to the motor vehicle transmission of the drive unit in the drive train, so that an optimal engagement of these two electric machines is achieved.
In particular, when the drive unit is used in a hybrid vehicle, the motor vehicle transmission is equipped with a connecting shaft, on which a coupling to the internal combustion engine is established and which can be coupled to a drive shaft of the motor vehicle transmission by means of a disconnect clutch. Alternatively, however, the internal combustion engine can also be permanently coupled to the drive shaft, which coupling is preferably realized here by means of a torsional vibration damper located in the middle. In both cases, the operation of the internal combustion engine and the corresponding operation of the two electric machines can be combined by the motor vehicle transmission and thus different functions can be implemented.
The first electric machine can therefore be used for starting the internal combustion engine during electric-only driving and also for supplying the vehicle electrical system, since the first electric machine is permanently coupled to a drive shaft, which can be coupled to the connecting shaft via an interposed disconnect clutch. Furthermore, the first motor is preferably usable for tandem travel in forward and rearward directions at low speeds.
The internal combustion engine connected to the connecting shaft can be connected to the transmission ratio achievable between the drive shaft and the driven side, respectively, while the second electric machine on the input shaft uses the transmission ratio achievable between the input shaft and the driven side. In this coupling, the first electric machine can be assisted when the first switching element and the third switching element are de-loaded, in that the first electric machine is operated in generator mode.
In a powertrain in which the internal combustion engine is also connected to the motor vehicle transmission according to the invention on a connecting shaft in addition to the two electric machines, the second electric machine connected to the input shaft can be used for purely electric driving in the forward and rearward directions. Furthermore, the second motor may support traction forces when switching between gear ratios that may be achieved between the drive shaft and the driven side.
In this way, during the switching between the first switching element and the third switching element, a load can be built up on the second electric machine to support the traction force, while the internal combustion engine and the first electric machine reduce the drive torque or compensate the drive torque of the internal combustion engine by the generator-type operation of the first electric machine. Thereby, the first switching element or the third switching element, respectively, which becomes unloaded, can be opened. The synchronous rotational speed required for actuating the third or first switching element is then set by the interaction of the internal combustion engine with the first electric machine, in particular by the generator-type operation of the first electric machine and/or by the inertia operation of the internal combustion engine. The third switching element or the first switching element is then operated. The above-described procedure is performed in particular when the respective at least functionally present switching element is designed in the manner of an unsynchronized switching element.
Furthermore, when driven jointly by the internal combustion engine and the second electric machine, the rotational speed of the second electric machine can be reduced without load in this context, i.e. by opening the second switching element and operating the fourth switching element. This shift is performed during a period in which the internal combustion engine and/or the first electric machine maintain traction in one of the gear ratios that can be achieved between the drive shaft and the driven side.
Finally, the second electric machine can also be decoupled from the output side in that neither the at least functionally arranged second switching element nor the at least functionally arranged fourth switching element is operated. The second electric machine is thereby not entrained, which results in an effective driving operation by the internal combustion engine.
The term "connected" or "coupled" or "connected to" two structural elements of a motor vehicle transmission means in the sense of the present invention that these structural elements are permanently coupled such that they cannot rotate independently of one another. In this connection, no shift element is provided between these structural elements, which may be spur gears of the shaft and/or spur gear stage and/or non-rotating structural elements of the transmission, but rather the respective structural elements are coupled to one another with a fixed rotational speed ratio.
In contrast, if at least one switching element is functionally arranged between two structural elements, these are not permanently coupled to one another, but are coupled by operation of at least the functionally intermediate switching element. The operation of the switching element in the sense of the invention means that the associated switching element is transferred into the closed state and thus the structural element directly connected thereto is adapted in its 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 are operated at the same rotational speed, whereas in the case of a force-locking shift element, there may also be a rotational speed difference between the structural elements after actuation of the shift element. Such a desired or undesired state is still referred to in the context of the present invention as a non-rotatable connection of the respective structural elements by means of the switching element.
Drawings
Advantageous embodiments of the invention are shown in the drawings, which are explained below. The drawings are as follows:
fig. 1 to 9 each show a schematic illustration of a drive unit according to the invention;
fig. 10 shows an exemplary shifting diagram of a respective motor vehicle transmission of the drive unit according to fig. 1 to 9;
FIG. 11 shows a schematic view of a powertrain according to the present invention;
FIG. 12 shows a tabular view of the different functions of the powertrain of FIG. 11;
FIG. 13 shows a schematic view of a powertrain according to the present invention;
FIG. 14 shows a tabular view of the different functions of the powertrain of FIG. 13;
FIG. 15 shows a schematic view of a powertrain according to the present invention;
FIG. 16 shows a schematic view of a powertrain according to the present disclosure; and
fig. 17 shows a tabular view of the different functions of the powertrain of fig. 15 and 16.
Detailed Description
Fig. 1 shows a schematic illustration of a drive unit 1, which is constructed according to a first embodiment of the invention. The drive unit 1 here comprises two electric machines 2 and 3 and a motor vehicle transmission 4, which is constructed here according to a first embodiment of the invention.
The two electric machines 2 and 3 each comprise a stator 5 or 6 and a rotor 7 or 8, respectively, the respective stator 5 or 6 of the individual electric machines 2 and 3 being fastened in each case to a non-rotating structural element 9, which is a housing, a housing part or a part connected to the housing in a rotationally fixed manner. In this case, preferably both electric machines 2 and 3 and the motor vehicle transmission 4 are accommodated together in the housing. The individual electric machines 2 and 3 can be operated on the one hand as motors and on the other hand as generators. The motor 2 is smaller in terms of its power than the motor 3, but the two motors 2 and 3 can also be designed to have the same power.
The motor vehicle transmission 4 comprises a drive shaft 10, an input shaft 11, a countershaft 12 and a driven side 13, wherein the drive shaft 10 and the input shaft 11 are arranged coaxially to one another, while the countershaft 12 and the driven side 13 are arranged offset from this axis and also offset from one another. The drive shaft 10 is designed here as a solid shaft, while the input shaft 11 is designed as a hollow shaft, which axially overlaps a partial section of the drive shaft 10 and is arranged radially around the latter.
In the present case, the output side 13 is formed by an input element 14 of a differential gear set 15 (only schematically shown in fig. 1), said input element 14 being preferably the differential housing of the differential gear set 15. In particular, the differential gear set 15 is designed here as a transverse differential, in particular the differential gear set 15 can be designed in the manner of a bevel differential or a spur differential. The drive movement transmitted to the output side 13 is distributed to the two outputs 16 and 17 via the differential gear set 15.
As can be seen from fig. 1, a drive shaft 10 of the motor vehicle transmission 4 is connected in a rotationally fixed manner to a rotor 7 of the electric machine 2, for which purpose the electric machine 2 is arranged coaxially to the drive shaft 10. Furthermore, a spur gear 18 of a spur gear stage 19 is arranged on the drive shaft 10 in a rotationally fixed manner, whereby the spur gear 18 is also connected in a rotationally fixed manner to the rotor 7 of the electric motor 2. In the spur gear stage 19, the spur gear 18 meshes with the spur gear 20, the spur gear 20 being arranged coaxially with the auxiliary shaft 6, which is arranged parallel to the axis. Specifically, the spur gear 20 is rotatably mounted on the auxiliary shaft 12, which is arranged parallel to the axis.
The input shaft 11 is connected in a rotationally fixed manner to the rotor 8 of the electric machine 3, which is arranged coaxially to the input shaft 11. The input shaft 11 connects the rotor 8 in a rotationally fixed manner to a spur gear 21 of a spur gear stage 22, which spur gear stage 22 is also assigned a spur gear 23. The spur gear 23 meshes with the spur gear 21 and is arranged coaxially with the countershaft 12.
Furthermore, a spur gear stage 24 and a spur gear stage 25 are provided in the motor vehicle transmission 4, the spur gear stage 24 being composed of a spur gear 26 and a spur gear 27 which are permanently engaged with one another. The spur gear 26 of the spur gear stage 24 is arranged coaxially with the countershaft 12, the spur gear 26 being rotatably mounted on the countershaft 12. The spur gear 27 is connected to the input element 14 of the differential gear set 15 in a rotationally fixed manner. In the spur gear stage 25, a spur gear 28 and a spur gear 29 are provided, which permanently mesh with one another and in which the spur gear 28 is arranged on the countershaft 12 in a rotationally fixed manner, while the spur gear 29 is connected in a rotationally fixed manner to the input element 14 of the differential gear set 15. Accordingly, the countershaft 12 and the input member 14 of the differential gear set 15 are permanently coupled to one another by a spur gear stage 25.
Furthermore, the motor vehicle transmission 4 has two shifting devices 30 and 31, which are embodied as unsynchronized shifting devices, in such a way that different couplings can be realized by form-locking in each case. The switching device 30 here takes on the function of two switching elements C and D and has a coupling element 32 which is embodied in the manner of a sliding sleeve. The coupling element 32 is guided in this case on a guide tooth (not shown further here) in a rotationally fixed manner and in an axially movable manner on a tooth (also not shown) which is connected in a rotationally fixed manner to the spur gear 20.
From the neutral position shown in fig. 1, the coupling element 32 can be displaced axially into a first switching position in which the coupling element 32 assumes the actuated state of the switching element C and connects the spur gear 20 with the countershaft 12 in a rotationally fixed manner. The drive shaft 10 and the auxiliary shaft 12 are thus coupled to each other via the spur gear stage 19, which also means that the drive shaft 10 is coupled to the driven side 13 via the spur gear stages 19 and 25. On the other hand, however, the coupling element 32 can also be moved from the neutral position in the opposite direction and transferred into a second switching position in which the coupling element 32 assumes the actuated state of the switching element D. In this case, the coupling element 32 connects the spur gears 20 and 26 to one another in a rotationally fixed manner in the second switching position, so that the drive shaft 10 is coupled to the output side 13 via the spur gear stages 19 and 24.
The switching device 31 also has a coupling element 33 which is designed in the manner of a sliding sleeve. The function of the two switching elements a and B is here assumed by the switching device 31. The coupling element 33 is guided in this case on guide teeth (not shown here) which are not connected in a rotationally fixed manner to the spur gear 23 of the spur gear stage 22 and are axially displaceably guided on teeth (also not shown). Fig. 1 shows the coupling element 33 of the switching device 31 in a neutral position in which the spur gear 23 is decoupled at the driven end. From this neutral position, the coupling element 33 can be moved in the axial direction on the one hand into a first switching position, which corresponds to the actuated state of the switching element a. In this first switching position, the coupling element 33 connects the spur gear 23 with the countershaft 12 in a rotationally fixed manner, so that the countershaft 12 is thus coupled to the input shaft 11 via the spur gear stage 22. Since the countershaft 12 is permanently coupled to the driven side 13 by the spur gear stage 25, this also results in the input shaft 11 being coupled to the driven side 13 by the spur gear stages 22 and 25.
On the other hand, the coupling element 33 can be moved out of the neutral position and in contrast in the axial direction into a second switching position in which the coupling element 33 brings about a non-rotatable connection of the spur gear 23 and the spur gear 26. This correspondingly results in the coupling of the input shaft 11 to the output side 13 via the two spur gear stages 22 and 24, which corresponds to the actuated state of the shift element B.
The drive shaft 10 of the motor vehicle transmission 4 can be provided at one axial end with a connection 34 which forms one axial end of the drive unit 1 and at which a coupling of the drive shaft 10 to the drive action of a further drive machine, preferably an internal combustion engine, can take place. In the region of this connection point 34, a rotationally fixed connection with the rotor 7 of the electric motor 2 is made in the axial direction, the drive shaft 10 extending from the connection point 34 and the one axial end of the drive unit 1 to the opposite axial end of the drive unit, at which the electric motor 3 is arranged and a rotationally fixed connection of the rotor 8 with the input shaft 11 is established.
A spur gear stage 25 is arranged axially next to the motor 2 in the drive unit 1, followed by a spur gear stage 19 and a spur gear stage 24, so that the spur gear stage 19 is arranged axially between the spur gear stages 25 and 24, which spur gear stages 25 and 24 each effect a coupling with the output side 13. Furthermore, a switching device 30 is arranged axially between the spur gear stage 19 and the spur gear stage 24. Then, the spur gear stage 24 is followed in the axial direction by the switching device 31 first, then the spur gear stage 22 and finally the motor 3.
Fig. 2 shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention, which essentially corresponds here to the variant according to fig. 1 described above. However, in this case, the motor 2 is not arranged coaxially with the drive shaft 10, but rather is arranged offset relative to the axis of the drive shaft 10 within the drive unit 1. For this purpose, the motor vehicle transmission 4 constructed according to the second embodiment of the invention has a further input shaft 35 which is connected in a rotationally fixed manner to the rotor 7 of the electric machine 2. The input shaft 35 is offset from the drive shaft 10 in this case in terms of its axis and is coupled to the drive shaft 10 via a gear stage 36, in which a spur gear 37 is arranged on the input shaft 35 in a rotationally fixed manner and is in toothed engagement with an intermediate gear 38. In this case, the intermediate gear 38 meshes with the spur gear 18 of the spur gear stage 19 in addition to the spur gear 37, so that a permanent coupling of the input shaft 35 to the drive shaft 10 in the gear plane with the spur gear stage 19 is achieved. The electric motor 2 is arranged axially here between the spur gear stage 19 and the spur gear stage 22, the electric motor 2 preferably being located axially at the level of the differential gear set 15. In other respects, the embodiment according to fig. 2 corresponds to the variant according to fig. 1, and reference is therefore made to the description here.
Fig. 3 furthermore shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention. This embodiment largely corresponds to the previously described variant according to fig. 2, with the difference that the axial arrangement of the spur gear stages 19, 22, 24 and 25 is now changed. Thus, the connection 34 of the drive shaft 10 is followed by the spur gear stage 19 and the gear stage 36 in one plane, then by the spur gear stage 24, then by the spur gear stage 22 and finally by the spur gear stage 25 in the axial direction. The switching device 30 is again arranged axially between the spur gear stage 19 and the spur gear stage 24, while the spur gear stage 31 is arranged axially between the spur gear stage 22 and the spur gear stage 25. On the basis of this modified axial arrangement, the spur gear 20 of the spur gear stage 19 is now no longer rotatably supported on the countershaft 12, but is arranged coaxially to the countershaft on the end side, whereas the spur gear 23 is now rotatably supported on the countershaft 12 and in this case in particular on the spur gear 26. The latter is rotatably supported on the auxiliary shaft 12 for coupling with the spur gear 20 and the spur gear 23 by means of shaft-like sections, which may be in the form of a further auxiliary shaft. Furthermore, the input shaft 11 is correspondingly extended into the axial region in order to connect the rotor 8 of the electric machine 3 to the spur gear 21 of the spur gear stage 22 in a rotationally fixed manner. In other respects, the embodiment according to fig. 3 corresponds to the variant according to fig. 2, and reference is therefore made to the description here.
Fig. 4 shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention, which again corresponds substantially to the variant according to fig. 2. In contrast to the embodiment according to fig. 2, in the motor vehicle transmission 4, the input shaft 35 is now not connected on the drive shaft 10 side by means of a spur gear 18, but rather by means of a spur gear 39, which is likewise arranged on the drive shaft 10 in a rotationally fixed manner. The spur gear 39 meshes with an intermediate gear 38, which, as in the variant according to fig. 2, also meshes with a spur gear 37 arranged on the input shaft 35 in a rotationally fixed manner. Accordingly, the gear stage 36 is now no longer arranged in an axial plane with the spur gear stage 19, but is located axially between the connection point 34 of the drive shaft 10 and the spur gear stage 25. In other respects, the design possibilities according to fig. 4 correspond to the variants according to fig. 2, and reference is therefore made to the description here.
Fig. 5 furthermore shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention, which corresponds to a large extent to the variant according to fig. 2. In contrast, however, in the motor vehicle transmission 4 of the drive unit 1, the spur gear 26 of the spur gear stage 24 is now arranged on the countershaft 12 in a rotationally fixed manner, while the spur gear 28 of the spur gear stage 25 is now rotatably mounted as a movable gear on the countershaft 12. Furthermore, if the actuated state of the switching element C is achieved by the coupling element 32 of the switching device 30, the coupling element 32 connects the spur gear 20 of the spur gear stage 19 directly to the spur gear 28 of the spur gear stage 25 in a rotationally fixed manner, whereas the coupling element 32 connects the spur gear 20 of the spur gear stage 19 to the countershaft 12 and thus also to the spur gear 26 of the spur gear stage 24 in the actuated state of the switching element D.
In the case of the switching device 31, the coupling element 33 now connects the spur gear 23 of the spur gear stage 22 directly to the spur gear 28 of the spur gear stage 25 in a rotationally fixed manner when the actuated state of the switching element a is achieved. Conversely, if the actuated state of the switching element B is assumed in the other switching position of the coupling element 33, the spur gear 23 of the spur gear stage 22 is connected in a rotationally fixed manner to the countershaft 12, which indirectly results in a rotationally fixed connection of the spur gear 23 to the spur gear 26 of the spur gear stage 24.
The axial arrangement of the spur gear stages 19, 22, 24 and 25 is thus also changed, in that now the spur gear stage 24 is axially adjacent to the connection 34 of the drive shaft 10, then first the spur gear stage 19 and the gear stage 36 lying in a gear plane, then the spur gear stage 25 and finally again the spur gear stage 22. Based on this changed arrangement, in the switching devices 30 and 31, the axial positions of the switching positions for realizing the functions of the switching elements a to D are also changed. In other respects, the embodiment according to fig. 5 corresponds to the variant according to fig. 2, and reference is therefore made to the description here.
Fig. 6 shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention, which also corresponds here essentially to the variant according to fig. 2. In this case, the axial arrangement of the components is changed in comparison with the variant according to fig. 2. The electric motor 3 is thus now arranged axially adjacent to the connection point 34 of the drive shaft 10, whereby the input shaft 11 is also arranged axially in this region. Following the motor 3 in the axial direction is firstly a spur gear stage 25, then a spur gear stage 22, then a spur gear stage 24 and finally a spur gear stage 19 lying in a gear plane together with a gear stage 36. The switching device 31 is arranged axially between the spur gear stage 22 and the spur gear stage 24, while the switching device 30 is arranged axially between the spur gear stage 24 and the spur gear stage 19. In contrast to the variant according to fig. 2, the implementation of the functions of the switching elements a to D is mirrored (flipped) in each case in the axial direction. Finally, the electric motor 2 is arranged axially between the spur gear stage 22 and the spur gear stage 19, in which case the electric motor can overlap axially with the spur gear stage 24 and the switching device 30. In other respects, the design possibilities according to fig. 6 correspond to the variants according to fig. 2, and reference is therefore made to the description here.
Fig. 7 shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention, which corresponds to a large extent to the variant according to fig. 6 described above. Unlike the design option according to fig. 6, the motor 3 is now not arranged coaxially with the drive shaft 10, but is arranged together with the input shaft 11 offset with respect to the drive shaft 10 axis. In this case, spur gear 21 (which meshes with the teeth of spur gear 23 within spur gear stage 22) is arranged in a rotationally fixed manner on a countershaft 40, which is arranged as a hollow shaft coaxially with drive shaft 10. In addition to the spur gear 21, a drive wheel 41 of a traction drive 42, in particular a chain drive, is arranged on the intermediate shaft 40. The traction means 43 couple the drive wheel 41 with a drive wheel 44 of the traction drive 42, the drive wheel 44 being arranged on the input shaft 11 in a rotationally fixed manner. The spur gear 23 of the spur gear stage 22 is thus permanently coupled to the input shaft 11 and thus also to the rotor 8 of the electric machine 3 via the spur gear stage 22 and the traction drive 42. As a further difference, the motor 3 is here located essentially axially at the level of the spur gear stages 25 and 22. In other respects, the embodiment according to fig. 7 corresponds to the variant according to fig. 6, and reference is therefore made to the description here.
Fig. 8 furthermore shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention. This design variant corresponds here essentially to the variant according to fig. 7 described above, with the difference that in the spur gear stage 22 the spur gear 21 is now not arranged coaxially to the drive shaft 10, but offset relative to the drive shaft 10 axis. The spur gear 21 is still engaged with the spur gear 23 teeth and additionally with the spur gear 45, which spur gear 45 is arranged on the input shaft 11 in a rotationally fixed manner. The input shaft 11 is here again offset from the drive shaft 10 axis. The coupling of the spur gear 23 to the input shaft 11 takes place here in the sense of a gear train via spur gears 21 and 45, whereby the coupling takes place substantially in one gear plane as well. The gear plane is axially located between the spur gear stage 25 and the spur gear stage 24. The electric motor 3 is thus also axially located between the spur gear stage 22 and the spur gear stage 19, the electric motor 3 preferably overlapping the switching device 31 and the spur gear stage 24 in this case axially. Otherwise, the design possibilities according to fig. 8 correspond to the variants according to fig. 7, so reference is made to the description here.
Finally, fig. 9 shows a schematic illustration of a further embodiment of the drive unit 1 according to the invention, which again corresponds essentially to the variant according to fig. 7. In this case, spur gear 21 of spur gear stage 22 is rotatably mounted on drive shaft 10, in contrast to the variant according to fig. 7, spur gear 21 here meshes with spur gear 46 in addition to spur gear 23, spur gear 46 being further meshed with spur gear 47. Spur gear 47 is provided on input shaft 11 so as to be non-rotatable. Spur gears 47, 46 and 21 form a gear train here for coupling spur gear 23 with input shaft 11 and thus also with rotor 8 of motor 3. The coupling takes place in a gear plane with the spur gear stage 22, in which case the electric motor 3 is arranged axially between the spur gear stage 22 and the spur gear stage 19, in which case the electric motor 3 preferably overlaps the switching device 31 and the spur gear stage 24 axially. Otherwise the design possibilities according to fig. 9 correspond to the variants according to fig. 7, so reference is made to the description here.
The above-described variants of the drive unit can be combined with one another in each case, provided that these variants are not alternative designs.
Fig. 10 shows an exemplary shifting diagram of the motor vehicle transmission 4 of fig. 1 to 9, by means of which the various gear ratios are shown in a tabular mannerTo->Is turned on. Which of the switching elements A, B, C and D formed by the switching devices 30 and 31, respectively, should be operated for this purpose is denoted by X in the table of fig. 10, respectively.
By actuating the shift element C, a first gear ratio is engaged between the drive shaft 10 and the output side 13Whereby the force flow is conducted from the drive shaft 10 via the spur gear stage 19 and the spur gear stage 25 to the driven side 13. By actuating the switching element D, a second gear ratio is realized between the drive shaft 10 and the driven side 13>This results in a force flow conduction from the drive shaft 10 via the spur gear stage 19 and the spur gear stage 24 to the driven side 13. Furthermore, by actuating the shift element A, a third gear ratio of the respective motor vehicle transmission 4 can be engaged between the input shaft 11 and the output side 13>The input shaft 11 is thereby coupled to the driven side 13 via the spur gear stage 22 and the spur gear stage 25. Finally, by operating the switching element B it is also possible to achieve a fourth gear ratio between the input shaft 11 and the driven side 13 +. >In the fourth gear ratio->Medium force flow from the input shaft 11 via the spur gear stage 22 and the spur gearStage 24 is conducted to the driven side 13.
Furthermore, a schematic illustration of a powertrain 48 according to an embodiment of the invention can be seen from fig. 11, which powertrain 48 is provided for use in an electric vehicle. The drive train 48 has a drive unit 1 according to one of the variants of fig. 1 to 9, to the outputs 16 and 17 of which in each case one output shaft 49 or 50 is connected in a rotationally fixed manner. The individual driven shafts 49 and 50 are each assigned to a respective one of the drive wheels 51 and 52 of the drive axle of the electric vehicle.
Different functions may be implemented in the powertrain 48, which are shown in tabular form in fig. 12. In the region of the first function I, the electric drive can therefore be driven in the electric gear E1.1 by the electric motor 2 of the drive unit 1, for which purpose the gear ratio is to be engaged in the motor vehicle transmission 4 of the drive unit 1In the region of the second function II, the electric machine 2 is also driven purely electrically, for which purpose the transmission ratio is to be engaged>The electric gear E1.2 is realized. In both electric gears E1.1 and E1.2, forward and backward travel is possible, respectively, since the electric machine 2 is preferably designed to be small in terms of power, in particular in this case a series creeping is possible.
To achieve function III, the gear ratio should be engaged in the motor vehicle transmission 4 of the drive unit 1This results in an electric gear E2.1 in which forward or backward travel can be carried out by the electric machine 3. In the range of the fourth function IV, the motor 3 runs purely electrically. For this purpose, the transmission ratio is engaged in the motor vehicle transmission 4 of the drive unit 1>To achieve the electric gear E2.2.
The functions I and II can be implemented in parallel with one of the functions III and IV, respectively, so that the drive is performed simultaneously by the two motors 2 and 3. In this case, too, a shift between the electric gears E1.1 and E1.2 or between the electric gears E2.1 and E2.2 can be performed for one electric machine 2 or 3, respectively, while the traction force is supported by the other electric machine 3 or 2, respectively.
Fig. 13 shows a schematic illustration of a drive train 48 according to a further embodiment of the invention, which drive train 48 is provided for use in a hybrid vehicle and corresponds to a large extent to the variant according to fig. 11. In contrast, a drive machine in the form of an internal combustion engine 53 is additionally provided, which is coupled to the drive unit 1 via a centrally located torsional vibration damper 54 to the connection 34 of the drive shaft 10.
Different functions I 'to IX' can also be implemented in the powertrain 48 of fig. 13, which functions are shown in tabular form in fig. 14. Within the scope of the function I', the internal combustion engine 53 can be started by the electric machine 2 permanently coupled to the internal combustion engine operating as an electric motor. In addition, in the region of this function I', the supply of power to the respective on-board electrical system of the hybrid vehicle can also be achieved by the generator-type operation of the electric machine 2 and by the drive of the internal combustion engine 53.
In contrast, in functions II 'and III', internal combustion engine 53 and electric machine 2 are jointly coupled with drive wheels 51 and 52, by way of the transmission ratio being engaged in function IIAnd thus in addition to the electric gear E1.1, an internal combustion engine gear G1 is also achieved, and in the case of function III', the gear ratio of the motor vehicle transmission 4 is engaged +.>And thus an engine gear G2 is achieved in addition to the electric gear E1.2.
In the region of functions IV 'to VII', motor 3 is additionally also connected to the force flow to drive wheels 51 and 52, in addition to the respective gear ratiosOr->Besides, the transmission ratio is also switched on>Or->As a result, in addition to the engine gear G1 and the electric gear E1.1, an electric gear E2.1 is also implemented in function IV ', in addition to the engine gear G1 and the electric gear E1.1, an electric gear E2.2 is also implemented in function V', in addition to the engine gear G2 and the electric gear E1.2, an electric gear E2.1 is also implemented in function VI ', and in addition to the engine gear G2 and the electric gear E1.2, an electric gear E2 is also implemented in function VII'. Preferably, in continuous operation, the change from function IV 'to function V' and vice versa is made from function VI 'to function VII', since this results in a drop in the rotational speed of the motor 3.
The electric machine 3 can each support traction forces when a corresponding gear change is made between the engine gear G1 and the engine gear G2. In this case, the load is reduced on the shifting device 30 in order to disengage the respective gear G1 or G2, which is achieved by reducing the drive torque of the internal combustion engine 53 and the electric machine 2 or by compensating the drive torque of the internal combustion engine 53 by the electric machine 2. If the shift device 30 is substantially unloaded in this case, a neutral position is achieved in the shift device 30 and then a synchronous rotational speed for shifting the respective gear G2 or G1 is set substantially at the shift device 30. For this purpose, the internal combustion engine 53 and the electric machine 2 are preferably adjusted together accordingly. The corresponding gear G2 or G1 is then shifted.
Finally, in the region of functions VIII 'and IX', the electric machine 3 is driven again in purely electric mode by switching on electric gear E2.1 or electric gear E2.2. In parallel with this, the function I' can also be executed. In addition, the internal combustion engine 53 can be started in the respective engine gear G1 or G2, and the electric machine 2 can be operated by means of a generator to load the switching device 30 during the respective gear change.
Fig. 15 and 16 in each case show a schematic illustration of a further embodiment of the power train 48 according to the invention, which corresponds to a large extent to the variant according to fig. 13. However, in contrast, the drive shaft 10 is now not permanently coupled to the internal combustion engine 53. Instead, a connecting shaft 55 is provided coaxially to the drive shaft 10 of the motor vehicle transmission 4, which is coupled to the internal combustion engine 53 via an interposed torsional vibration damper 54 and can be connected in a rotationally fixed manner to the drive shaft 10 via an interposed disconnect clutch K0. In the variant according to fig. 15, the separating clutch K0 is designed as a force-locking clutch in the form of a multiplate clutch, while in the embodiment according to fig. 16 the separating clutch K0 is designed as a force-locking clutch in the form of a claw clutch.
In the drive train 48 of fig. 15 and 16, different functions I "to XI" can also be realized, wherein the functions I "to IX" correspond to the functions I 'to IX' of fig. 14 with simultaneous actuation of the respective disconnect clutch K0. In this regard, reference is made to the description with respect to fig. 14. Since the internal combustion engine 53 can also be decoupled during operation of the electric machine 2 by disengaging the clutch K0, it is possible to drive in the electric gear E1.1 by the electric machine 2 in the region of the function x″ purely electrically and in the electric gear E1.2 by the electric machine 2 in the region of the function xi″.
By means of the embodiment of the motor vehicle transmission according to the invention, a compact design can be achieved.
List of reference numerals
1. Driving unit
2. Motor with a motor housing
3. Motor with a motor housing
4. Speed variator for motor vehicle
5. Stator
6. Stator
7. Rotor
8. Rotor
9. Non-rotating structural element
10 drive shaft
11 input shaft
12 auxiliary shaft
13 driven side
14 input element
15 differential gear set
16 output end
17 output end
18 spur gear
19 spur gear stage
20 spur gear
21 spur gear
22 spur gear stage
23 spur gear
24 spur gear stage
25 spur gear stage
26 spur gears
27 spur gear
28 spur gear
29 spur gear
30 switching device
31 switching device
32 coupling element
33 coupling element
34 connection site
35 input shaft
36 gear stages
37 spur gear
38 intermediate gear
39 spur gear
40 intermediate shaft
41 driving wheel
42 traction transmission mechanism
43 traction device
44 driving wheel
45 spur gear
46 spur gear
47 spur gear
48 powertrain system
49 driven shaft
50 driven shaft
51 driving wheel
52 driving wheel
53 internal combustion engine
54 torsional vibration damper
55 connecting shaftFirst gear stage->Second gear stage->Third gear stage->Fourth gear stage E1.1 electric gear E1.2 electric gear E2.1 electric gear E2.2 electric gear G1 engine gear
G2 internal combustion engine gear
A switching element
B switching element
C switching element
D switching element
K0 separating clutch
I-IV function
I '-IX' function
I "-XI" function

Claims (18)

1. A motor vehicle transmission (4) for an at least partially electrically driven motor vehicle, the motor vehicle transmission comprising: a drive shaft (10) which is provided for driving connection with at least one drive machine; an input shaft (11) which is provided for driving connection with a further drive machine; and a driven side (13), wherein the drive shaft (10) is connected in a driving manner to a first spur gear (20) of a first spur gear stage (19) and the input shaft (11) is connected in a driving manner to a first spur gear (23) of a second spur gear stage (22), wherein the first spur gear (20) of the first spur gear stage (19) and the first spur gear (23) of the second spur gear stage (22) are arranged coaxially to each other and to a first spur gear (28) of a third spur gear stage (25), wherein the first spur gear (28) of the third spur gear stage (25) is coupled in a driving manner to a second spur gear (29) of the third spur gear stage (25) which is connected in a non-rotatable manner to the driven side (13) and is provided at least functionally with a first switching element (C) and a second switching element (A), wherein the first switching element (C) is designed to connect the first spur gear (20) of the first spur gear stage (19) in a non-rotatable manner to the first spur gear (28) of the third spur gear stage (25) when operated, and the second switching element (23) is arranged in a non-rotatable manner to the second spur gear stage (25) when operated,
A fourth spur gear stage (24) is also provided, which has a first spur gear (27) which is connected to the driven side (13) in a rotationally fixed manner and a second spur gear (26) which is coupled to the first spur gear and is arranged coaxially to the first spur gear (20) of the first spur gear stage (19) and to the first spur gear (23) of the second spur gear stage (22),
at least functionally, a third switching element (D) and a fourth switching element (B) are provided, wherein the third switching element (D) is designed to connect the second spur gear (26) of the fourth spur gear stage (24) to the first spur gear (20) of the first spur gear stage (19) in a rotationally fixed manner when actuated,
and the fourth switching element (B) is designed to connect the second spur gear (26) of the fourth spur gear stage (24) to the first spur gear (23) of the second spur gear stage (22) in a rotationally fixed manner when actuated.
2. Motor vehicle transmission (4) according to claim 1, characterized in that the first shift element (C) and/or the second shift element (a) and/or the third shift element (D) and/or the fourth shift element (B) are each configured as a form-locking shift element.
3. Motor vehicle transmission (4) according to claim 2, characterized in that the first switching element (C) and the third switching element (D) are formed by one switching device (30), the coupling element (32) of which can be positioned in a first switching position and in a second switching position, the coupling element (32) functionally assuming an operated state of the first switching element (C) and connecting the first spur gear (20) of the first spur gear stage (19) with the first spur gear (28) of the third spur gear stage (25) in a non-rotatable manner, the coupling element (32) functionally assuming an operated state of the third switching element (D) in the second switching position and connecting the second spur gear (26) of the fourth spur gear stage (24) with the first spur gear (20) of the first spur gear stage (19) in a non-rotatable manner.
4. A motor vehicle transmission (4) according to claim 2 or 3, characterized in that the second shift element (a) and the fourth shift element (B) are formed by one shift device (31), the coupling element (33) of which can be positioned in a first shift position in which the coupling element (33) functionally assumes the operated state of the second shift element (a) and connects the first spur gear (23) of the second spur gear stage (22) in a rotationally fixed manner with the first spur gear (28) of the third spur gear stage (25), and in a second shift position in which the coupling element (33) functionally assumes the operated state of the fourth shift element (B) and connects the second spur gear (26) of the fourth spur gear stage (24) in a rotationally fixed manner with the first spur gear (23) of the second spur gear stage (22).
5. Motor vehicle transmission (4) according to any of the preceding claims, characterized in that a second spur gear (18) of a first spur gear stage (19) is provided on the drive shaft (10), the second spur gear (18) of the first spur gear stage (19) being in tooth engagement with the first spur gear (20) of the first spur gear stage (19).
6. Motor vehicle transmission (4) according to any of the preceding claims, characterized in that a further input shaft (35) is provided, which is designed for a rotationally fixed connection with a drive machine and is coupled to the drive shaft (10) by means of at least one gear stage (36).
7. Motor vehicle transmission (4) according to claim 6, characterized in that the at least one gear stage (36) comprises a spur gear (18) which is arranged non-rotatably on the drive shaft (10) and which is coupled to a spur gear (37) which is arranged non-rotatably on the further input shaft (35).
8. Motor vehicle transmission (4) according to claim 5 and claim 7, characterized in that the spur gear (18) of the at least one gear stage (36) which is arranged non-rotatably on the drive shaft (10) is a second spur gear (18) of the first spur gear stage (19).
9. Motor vehicle transmission (4) according to any of the preceding claims, characterized in that the first spur gear (23) of the second spur gear stage (22) is in toothed engagement with a second spur gear (21) of the second spur gear stage (22), which is in driving connection with the input shaft (11).
10. Motor vehicle transmission (4) according to claim 9, characterized in that the second spur gear (21) of the second spur gear stage (22) is arranged non-rotatably on the input shaft (11).
11. Motor vehicle transmission (4) according to claim 9, characterized in that the second spur gear (21) of the second spur gear stage (22) is also meshed with a further spur gear (45; 46, 47) and is coupled to the input shaft (11) by means of the further spur gear or the second spur gear of the second spur gear stage is coupled to the input shaft by means of at least one gear stage.
12. Motor vehicle transmission (4) according to claim 11, characterized in that the at least one gear stage comprises a first drive wheel (41) which is connected in a rotationally fixed manner to a second spur gear (21) of the second spur gear stage (22) and is coupled to a second drive wheel (44) by means of a traction device (43), the second drive wheel (44) being arranged in a rotationally fixed manner on the input shaft (11).
13. Motor vehicle transmission (4) according to any of the preceding claims, characterized in that a connecting shaft (55) is provided, which is provided for coupling with a drive machine, in particular an internal combustion engine (53), and that a disconnect clutch (K0) is provided, which is provided for coupling the connecting shaft (55) and the drive shaft (10) to each other when operated.
14. Motor vehicle transmission (4) according to any of the preceding claims, characterized in that the driven side (13) is formed by an input element (14) of a differential gear set (15).
15. Drive unit (1) for an at least partially electrically driven motor vehicle, comprising a motor vehicle transmission (4) according to one or more of claims 1 to 14 and a first electric machine (2) and a second electric machine (3), wherein a rotor (7) of the first electric machine (2) is coupled with a drive shaft (10) of the motor vehicle transmission (4) and a rotor (8) of the second electric machine (3) is coupled with an input shaft (11) of the motor vehicle transmission (4).
16. Powertrain (48) for an at least partially electrically driven motor vehicle, in particular a hybrid or electric vehicle, comprising a drive unit (1) according to claim 15.
17. Powertrain (48) according to claim 16, characterized in that an internal combustion engine (53) is also provided, which is coupleable or coupleable on the driven side with a drive shaft (10) of a motor vehicle transmission (4) of the drive unit (1).
18. Method for operating a motor vehicle transmission (4) according to claim 1, characterized in that,
between the drive shaft (10) and the driven side (13) by operating a first switching element (C)Switching on the first gear ratio
By actuating the third shift element (D), a second gear ratio is established between the drive shaft (10) and the output side (13)
By actuating the second shift element (A), a third gear ratio is established between the input shaft (11) and the output side (13)And
a fourth gear ratio is established between the input shaft (11) and the output side (13) by actuating a fourth shift element (B)
CN202310401868.1A 2022-04-19 2023-04-14 Motor vehicle transmission for an at least partially electrically driven motor vehicle Pending CN116906511A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022203840.1A DE102022203840A1 (en) 2022-04-19 2022-04-19 Motor vehicle transmission for an at least partially electrically driven motor vehicle
DE102022203840.1 2022-04-19

Publications (1)

Publication Number Publication Date
CN116906511A true CN116906511A (en) 2023-10-20

Family

ID=86498369

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310401868.1A Pending CN116906511A (en) 2022-04-19 2023-04-14 Motor vehicle transmission for an at least partially electrically driven motor vehicle

Country Status (2)

Country Link
CN (1) CN116906511A (en)
DE (1) DE102022203840A1 (en)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2450597A1 (en) 2010-11-09 2012-05-09 Technische Universität Darmstadt Invention relating to electric drive
DE102019216123A1 (en) 2019-10-21 2021-04-22 Zf Friedrichshafen Ag Gear arrangement for a motor vehicle drive train
DE102020203769A1 (en) 2020-03-24 2021-09-30 Zf Friedrichshafen Ag Hybridizable transmission

Also Published As

Publication number Publication date
DE102022203840A1 (en) 2023-06-15

Similar Documents

Publication Publication Date Title
JP6517865B2 (en) Hybrid transmission for motor vehicles
JP7392140B2 (en) Transmission assembly for a hybrid drive and method for controlling a hybrid drive
CN108349365B (en) Drive system for a hybrid vehicle and drive train having such a drive system
CN114222875A (en) Transmission system, hybrid transmission system, hybrid drive train and motor vehicle
CN110546024B (en) Hybrid drive train for a motor vehicle and method for operating the same
CN113518726A (en) Hybrid transmission assembly for a motor vehicle powertrain and method of operating a hybrid powertrain
CN113557154A (en) Clutch assembly, motor vehicle drive train and method for operating a drive train
CN112654518B (en) Transmission for a motor vehicle, motor vehicle powertrain and method for operating a transmission
KR20210142166A (en) Vehicle power unit and method of operating the vehicle power unit
CN113453929A (en) Hybrid drive train of a motor vehicle and method for operating a hybrid drive train
CN113646199A (en) Hybrid transmission and motor vehicle
CN116056927A (en) Hybrid transmission device and motor vehicle having a hybrid transmission device
CN113544000A (en) Power train of a motor vehicle and method of operating a power train
CN113518727A (en) Hybrid transmission assembly, motor vehicle powertrain and motor vehicle
CN116215213A (en) Low drag loss hybrid transmission in hybrid configuration
CN116215211A (en) Compact hybrid transmission in hybrid design
CN117355435A (en) Hybrid transmission system for a motor vehicle
JP2010519477A (en) Power branch transmission mode change device
CN116906511A (en) Motor vehicle transmission for an at least partially electrically driven motor vehicle
CN113508050A (en) Transmission assembly, powertrain and method of operating the same
CN114269584A (en) Hybrid drive train for a motor vehicle
CN116906514A (en) Motor vehicle transmission for an at least partially electrically driven motor vehicle
CN111251872B (en) Power driving system and vehicle
CN113056384B (en) Transmission for a motor vehicle
CN115923490A (en) Hybrid transmission device and hybrid power train

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication