DE102011080068A1 - Automated range-change transmission for drive train of motor vehicle, comprises countershaft-type main transmission, which has main shaft and countershaft, where rear-mounted group is drivingly connected downstream of main transmission - Google Patents

Abstract

The automated range-change transmission (CT) comprises a countershaft-type main transmission (HG), which has a main shaft (W-h) and a countershaft (W-vg1,W-vg2). A rear-mounted group (GP), particularly designed as a range-change group, is drivingly connected downstream of the main transmission. An input shaft (W-ge) of the range-change is coupled with an internal combustion engine (VM) in a drive assembly of the motor vehicle and an output shaft (W-ga) of the range-change transmission is coupled with an axle drive (AB) of the motor vehicle. The electric machine of the drive assembly designed as a hybrid drive is provided, which is coupled with the main transmission by a planetary transmission. An independent claim is included for a method for operating a motor vehicle with an automated range-change group.

Description

The invention relates to an automated group transmission of a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to methods for operating the same.

As an automated group transmission trained manual transmission with a multi-stage main gear and the main gear drive downstream, especially designed as a range group, rear-mounted and / or a main gear drive upstream, in particular designed as a splitter group, Vorschaltgruppe are from the DE 10 2007 010 829 A1 known and come z. B. in commercial vehicles for use. By example, two-stage split group with a corresponding in about half of a mean jump between two successive translation stages of the main gear ratio jump the ratio jumps of the main gear are halved and doubles the total number of available gears. By example, a two-stage range group with a lying about a mean jump in translation between two successive translation stages of the main transmission over the entire ratio jump of the main transmission ratio jump spread of the group transmission is approximately doubled and doubled the number of available gears again. The splitter group may be upstream or downstream of the main transmission and accordingly designed as a front-end group or downstream group. Likewise, the range group the main transmission upstream or downstream and therefore be designed as a ballast or Nachschaltgruppe. Automated gearboxes which have form-fitting switching elements are to be distinguished from automatic powershift transmissions with frictionally-operating switching elements. The present invention relates to an automated group transmission which comprises at least one main transmission and a downstream group, preferably designed as a range group. Optionally, an upstream group may be present.

In the known from the prior art, automated group transmissions, the main gearbox is designed in countershaft design and includes a main shaft and at least one countershaft. The rear group and possibly existing upstream group can also be executed in Vorgelegebau way. Then, when an automated group transmission is integrated into a drive train of a motor vehicle, an input shaft of the automated group transmission is preferably connected via a controllable starting clutch to the drive unit and an output shaft of the automated group transmission with an axle drive.

Then, when the drive unit is designed as a pure internal combustion engine, the internal combustion engine, as already mentioned, preferably coupled via the starting clutch to the input shaft of the group transmission.

Then, when the power plant is designed as a hybrid drive with an internal combustion engine and an electric machine, the electric machine is either providing a so-called crankshaft starter generator (KSG arrangement) between the engine and the starting clutch or providing a so-called integrated starter generator (ISG arrangement) between the Starting clutch and the input shaft of the group transmission connected.

Out DE 199 34 696 A1 . DE 10 2008 043 341 A1 and EP 0 986 713 B1 are respectively electrodynamic drive systems with an electric machine and with a planetary gear known, wherein after the EP 0 986 713 B1 as well as after DE 10 2008 043 341 A1 the respective electrodynamic drive system encompasses the entire transmission in each case.

On this basis, the present invention is based on the problem to provide a novel automated group transmission of a motor vehicle and method for operating the same. This problem is solved by an automated group transmission according to claim 1.

According to the invention, an electric machine of the drive unit designed as a hybrid drive can be coupled to the main transmission via a planetary gear, wherein the electric machine can be coupled to a first element of the planetary gear, wherein a second element of the planetary gear is coupled to an input shaft of the main gear, and wherein a third element of the planetary gear is coupled to an output shaft of the main transmission and thus an input shaft of the rear-group. According to the invention, therefore, the electrodynamic drive system does not encompass the entire transmission but exclusively the main transmission.

Due to the fact that according to the invention the electrodynamic drive system, which comprises the electric machine and the planetary gear, is coupled to the main gear or encompasses the main gear, circuits can be executed under load in the main gear. Then, if a Vorschaltgruppe exists, circuits in the main transmission and the Front group can not be listed under load at the same time. In the case in which a two-speed ballast group designed as a splitter group exists, this always means that one gear is always skipped with respect to the gear sequence of the entire group gearbox in the case of a load shift in the main transmission. Another advantage of the invention is that the rear group can be synchronized via the electric machine. When group transmission according to the invention, the translation of the rear group can be used to start the electrodynamic starting. When purely electric driving, in which the electric machine and the planetary gear comprehensive electrodynamic drive system is bridged, the translation of the rear group is also used. Since the main transmission has a smaller spread than the entire group transmission, the speed range of the electric machine is closer to the speed range of the internal combustion engine. As already stated, the downstream group can be synchronized via the electric machine. A conventional synchronizer can be omitted. Another advantage of the invention is that, regardless of the driving speed of the motor vehicle both a state of the internal combustion engine and a charging of an electrical energy storage is possible.

Preferably, the second element of the planetary gear is coupled via a coaxially mounted on the main shaft idler gear with the or each countershaft of the main gear, which meshes with one of the respective countershaft associated fixed gear. Such a design is structurally particularly advantageous.

According to an advantageous embodiment of the invention, a switching package is provided, via which the coupling of the second element of the planetary gear with the input shaft of the main transmission or the coupling of the third element of the planetary gear with the output shaft of the main transmission or the coupling of the first element of the planetary gear with the electric machine is switchable. About such a switching package are further advantageous modes of operation on a motor vehicle with an inventive, automated group transmission feasible.

Advantageous methods for operating a motor vehicle with an automated group transmission, in which the electrodynamic drive system does not comprise the entire transmission but only the main transmission are defined in the claims 11 to 20. All of these methods allow a novel and preferred operation of such a motor vehicle with such an automated group transmission.

Preferred embodiments of the invention will become apparent from the dependent claims and the description below. Embodiments of the invention will be described, without being limited thereto, with reference to the drawings. Showing:

1 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a first embodiment of the invention;

2 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a second embodiment of the invention;

3 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a third embodiment of the invention;

4 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a fourth embodiment of the invention;

5 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a fifth embodiment of the invention;

6 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a sixth embodiment of the invention;

7 a schematic of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a seventh embodiment of the invention;

8th a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to an eighth embodiment of the invention;

9 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a ninth embodiment of the invention; and

10 a diagram of a drive train with a group transmission according to the invention and a drive unit and a final drive according to a tenth embodiment of the invention.

1 shows a schematic of a group transmission CT together with a Internal combustion engine VM of a hybrid drive, an electric machine EM of the hybrid drive and a final drive AB.

This in 1 shown group transmission CT includes a main gear HG, a main gear HG drive upstream, executed as a splitter group GV front group and the main gear HG drive technology downstream, running as a range group GP rear group. The ballast group GV is optional and can be omitted.

The main transmission HG of the group transmission CT of 1 is designed as a direct gear transmission in countershaft design and has a main shaft W _H and two countershafts W _VG1 and W _VG2 on. The main transmission HG is formed with three gear stages G1, G2 and G3 for a forward drive and a gear ratio R for a reverse three-speed. Idler gears of the gear ratios G1, G2 and R are each rotatably mounted on the main shaft W _H and switchable via associated jaw clutches. The associated fixed wheels are rotatably mounted on the countershafts W _VG1 and W _VG2 . The switching elements of the gear ratios G3 and G2 and the switching elements of the gear ratios G1 and R are each formed as jaw clutches and combined in a common switching package S1 and S2 with the switching elements C and D in the switching package S1 and the switching elements E and F in the switching package S2.

The optional ballast group of the group transmission CT, designed as split group GV 1 is formed in two stages and also executed in Vorgelegebau way, the two gear ratios K1 and K2 of the Vorschaltgruppe GV form two switchable input constant of the main transmission HG. Due to a smaller translation difference of the two gear ratios K1, K2 the ballast group GV is designed as a split group. The idler gear of the first gear ratio K1 is rotatably mounted on the input shaft W _GE , which is connected via a controllable starting clutch AK with the engine VM of the hybrid drive in combination. The idler gear of the second gear ratio K2 is rotatably mounted on the main shaft W _H , wherein the second gear ratio K2 of the ballast GV and the gear ratio G3 of the main gear HG are structurally combined.

The fixed gears of both gear ratios K1, K2 of the front group or split group GV are each rotatably arranged with the input side elongated countershafts W _VG1 and W _{VG2 of} the main transmission HG. The synchronized and designed as jaw clutches switching elements of the GV group are combined in a common switching package SV with the switching elements A and B.

The subordinate group of the group transmission CT downstream of the main transmission HG and designed as a range group GP 1 is also designed in two stages, but in planetary design with a simple planetary gear set. Alternatively, the rear group can also be executed in Vorgelegebau way. The sun gear PS1 the Nachschaltgruppe GP is rotatably connected to the output side extended main shaft W _{H of} the main transmission HG. The planet carrier PT1 is rotatably coupled to the output shaft W _{GA of} the group transmission CT, which communicates with a dashed axis drive AB in combination. The ring gear PH1 is connected to a switching package SP with two synchronized, designed as jaw clutches switching elements G and H through which the range group GP alternately by the connection of the ring gear PH1 with a fixed housing part in a slow-speed and by the connection of the ring gear PH1 with the Main shaft W _H and the sun gear PS1 is switchable in a high speed stage.

According to the invention, the automated group transmission CT is associated with an electrodynamic drive system which is formed by an electric machine EM of the drive unit designed as a hybrid drive and a planetary gear PG, wherein the electric machine EM is coupled via the planetary gear PG to the main transmission HG, namely such that the electric machine EM is coupled to a first element of the planetary gear PG, that a second element of the planetary gear PG is coupled to an input shaft of the main gear HG, and wherein a third element of the planetary gear PG with an output shaft of the main gear HG and thus an input shaft of the rear group GP is coupled.

Then, when there is a ballast group, the input shaft of the main transmission HG is the output shaft of the ballast group GV.

In the embodiment of 1 in which the main gear HG and the existing ballast group GV are executed in countershaft design, the second element of the planetary gear PG is coupled via a coaxially mounted on the main shaft W _{H idler} gear with the or each countershaft W _VG1 , W _{VG2 of} the main gear HG, wherein the or each countershaft forms the input shaft of the main transmission HG and the output shaft of the Vorschaltge group GV. This _idler gear meshes with a _{fixed wheel} positioned on the respective countershaft W _VG1 , W _VG2 . In 1 are these fixed gears together with the idler gear component of an additional gear ratio K3, the ratio is preferably between the translation of the smallest gear of the main gear HG and the translation of the largest gear of the main gear HG, ie between the translation of the gear G1 and the translation of the gear G3.

In the embodiment of 1 the electric machine EM is coupled to a sun gear PS2 of the planetary gear PG, wherein the input shaft of the main gear HG is coupled to a ring gear PH2 of the planetary gear PG, and wherein the output shaft of the main gear HG and thus the input shaft of the Nachschaltgruppe GP with a web PT2 of the planetary gear PG is coupled. This interconnection of the elements of the planetary gear PG of the electrodynamic drive system is particularly preferred, but it is also possible a different coupling of the elements of the planetary gear PG to the electric machine EM and the input shaft and output shaft of the main transmission HG. Thus, a so-called plus planetary gear can be used.

In a concrete embodiment, it should be assumed that, as in 1 shown, the electric machine EM to the sun gear PS2 of the planetary gear PG, the engine VM via at least one countershaft W _VG1 , W _VG2 on the ring gear PH2 of the planetary gear PG and the web PT2 of the planetary gear PG to the main shaft W _H and thus output shaft of the main gear and so that input shaft of the rear group GP attacks.

In a concrete numerical example, let it be assumed that the first gear 1 of the main gear HG has a gear ratio i1 of i1 = 2.70 and the second gear 2 of the main gear HG a gear ratio i2 of i2 = 1.63 and the third gear 3 of the main gear HG a ratio i3 of i3 = 1.0 and the reverse gear R of the main gear HG has a ratio iR of IR = -2.5, wherein the so-called stationary gear ratio i0 of the planetary gear PG i0 = -2 and the gear ratio GV iGV = 1 , Furthermore, let it be assumed that the translation of the gear ratio K3 corresponds to the gear ratio of the gear G2 and thus to the gear ratio of the second gear.

By choosing the translation of the gear ratio K3 equal to the translation of the gear ratio G2 when the second gear is engaged by closing the switching element B of the switching package S1, the planetary gear PG is bridged directly. In this case, the planetary gear PG is in the block circulation, in which case there is equal speed between the three elements or shafts of the planetary gear PG.

If, however, the first gear or the gear ratio G1 or the third gear or the gear ratio G3 or the reverse gear or the gear ratio R is connected, the planetary gear PG is bridged indirectly, then there is no speed equality or no block circulation on the planetary gear.

The planetary gear PG has the following dependencies for moments M: M _VM / M _EM = 2 M _PT2 / M _EM = 3 M _PT2 / M _VM = 1.5 where the signs of the torques are defined so that positive moments occur in the train operation and negative moments in the overrun mode.

For rotational speeds n, the following relationship applies to the planetary gear: n _PS2 = 3 · n _PT2 - 2 · n _PH2 wherein positive speeds occur when driving forward in a forward gear in the bridged operation of the electrodynamic drive system, ie when the switching element B is closed.

Then, when no gear is engaged in the main transmission HG, that is, the main transmission HG is in neutral, the moment at the ring gear PH2 is increased by a factor of 1.5 × 1.63 = 2.45. In this case, the torque of the sun gear PS2 is increased by a factor of 3 and the speeds are determined by the above relationship.

Then, when in the main transmission HG, the switching element D, the switching package S1 is switched or closed, that is, when the second gear is engaged in the main transmission, the planetary gear PG is directly bridged, in this case, the planetary gear PG is in the block circulation, i. all elements of the planetary gear PG have identical speeds. For the internal combustion engine VM acts in this case, the translation of the gear ratio G2 of the main gear HG, for the electric machine EM, the direct gear acts on the web, the electric machine is thus coupled directly to the output shaft of the main transmission HG. In this case, the moments of engine VM and electric machine EM are not exaggerated.

In the case where in the main transmission HG, the switching element C of the switching package S1 or a the switching elements E and F of the switching package S2 is closed or connected, the planetary gear PG is respectively bridged indirectly, it is therefore not in the block circulation, so that the elements of the planetary gear have a differential speed, which is dependent on the above relationship.

Then, when the switching element C of the shift package S1 is switched or closed in the main transmission HG, the main transmission HG is in third gear, it then acts then the translation i3 = 1.0.

In this case, the torque of the engine VM is not increased by the planetary gear PG. The torque of the electric machine EM is increased by a factor of 1.77 by the planetary gear PG, the electric machine EM rotates by a factor of 1.77 faster than the bridge PT2 of the planetary gear PG and as the internal combustion engine VM, since the bridge PT2 and the internal combustion engine VM turn the same way. This is because the ring gear PH2 of the planetary gear PG is coupled to the gear stage K3, whereby the reciprocal of the gear ratio of the second gear for the ring gear PH2 acts. The web PT2 of the planetary gear PG is connected to the output shaft of the main transmission HG and has the ratio of the third gear 1.0. The sun gear PS2 must compensate for the differential speed and therefore rotates 1.77 times as fast as the bridge PT2.

Then, when the switching element E is closed or switched in the main transmission HG, the first gear and thus the gear ratio G1 is connected in the main transmission HG, so that for the internal combustion engine VM, the translation of the first gear acts. The torque of the internal combustion engine VM is not increased in this case by the planetary gear PG, the moment of the electric machine EM is reduced by the planetary gear PG by a factor of -0.31, the electric machine EM rotates by a factor of -0.31 slower than the bridge PT2, the electric machine therefore turns backwards.

Then, when the ring gear PH2 of the planetary gear PG is connected with the switching element E closed with the translation stage K3, the reciprocal of the second gear 1.63 for the ring gear PH2 and connected in series, the translation of the first gear of 2.7 acts. The second gear ratio acts in the direction that causes the ring gear PH2 to rotate slower than the pin PT2. The translation of the first gear, however, causes the ring gear PH2 rotates faster than the web PT2. The bridge PT2 is connected to the output shaft of the main transmission HG and has the ratio 1.0. The sun has to compensate for the differential speed and therefore rotates -0.31-fold as fast as the bridge PT2, as can be seen from the above equation.

Then, when the switching element F of the switching pulse S2 of the main transmission HG is switched or closed, the main transmission HG is operated in reverse with the translation stage R, in which case the planetary gear PG is again bridged indirectly, so is not in the block circulation. For the internal combustion engine VM then the translation of the reverse gear acts. The torque of the internal combustion engine is not increased by the planetary gear PG, but the moment of the electric machine EM is increased by the planetary gear PG, namely by a factor of 6.1. The electric machine is faster by a factor of 6.1 than the web PT2 of the planetary gear PG.

Since the ring gear PH2 of the planetary gear PG is connected with the switching element F closed with the translation stage K3, in turn, the inverse of the translation of the second gear of 1.63 and the series-connected ratio of the reverse gear of -2.5 acts. The bridge PT2 is connected to the output shaft of the main transmission HG and has the ratio of 1.0. The sun gear PS2 must compensate for the speed difference according to the above speed equation and therefore rotates 6.1 times as fast as the bridge PT2. Accordingly, for the internal combustion engine VM, the transmission ratio is -2.5, so that the electric machine EM rotates -2.44 times with respect to the internal combustion engine VM, i. The electric machine EM rotates by a factor of 2.44 faster than the internal combustion engine VM and also in the other direction. As a result, a high torque can be transmitted when starting in reverse. Even in purely electric driving the reverse gear in the main transmission HG can be switched to represent a high ratio for the electric machine EM.

As already stated, in the embodiment of the 1 the translation stage K3 available. This translation stage has a ratio between the first gear ratio and the third gear ratio of the main gearbox HG. As a result, the rotational speed difference at the planetary gear PG can be kept low at by the switching elements C, E and F indirectly bridged, electrodynamic drive system. As a result, the reactive power can be minimized at the planetary gear.

With the in 1 shown powertrain configuration of a motor vehicle comprising the group transmission CT according to the invention, can be driven purely electrically, namely in decoupled from the input shaft of the main transmission engine VM, including in the embodiment of the 1 either the starting clutch AK is opened or the GV group is operated in neutral. For purely electric driving, a gear is engaged in the main transmission HG and in the rear-end GP, the main transmission HG preferably being operated in a gear for purely electric driving or starting, in which the electric machine EM has a relatively high ratio to the final drive AB what in the embodiment of the 1 in particular in gear 3 of the main transmission HG and in reverse gear R of the main transmission HG is the case.

For electrodynamic driving or starting with coupled to the input shaft of the main transmission HG engine VM is the powertrain of the 1 the main gear HG operated in neutral, in this case, therefore, no gear is engaged in the main gear HG, otherwise the electrodynamic drive system comprising electric machine EM and planetary gear PG would be bridged directly or indirectly. By contrast, a gear is engaged in the rear-end group GP of the group transmission CT, so that the electric machine EM supports a torque provided by the internal combustion engine VM, thereby providing a drive torque at the final drive AB. The engaged in the Nachschaltgruppe GP gear is particularly suitable for starting, for example, by closing the switching element G of the switching package SP and thus by switching the slow speed of the rear-GP. By inserting a gear in the main gear HG the electrodynamic starting can be stopped.

Then, when in the above electrodynamic starting the desired driving performance can not be provided because, for example, the electric machine EM can not support a sufficient moment, for example, because an electrical energy storage is too charged or too heavily discharged, a transition from the electrodynamic starting to start by using the starting clutch AK done.

For this purpose, starting from a closed starting clutch AK, starting from one of the rear derailleur engaged gear and starting from the main gear HG in neutral, first the starting clutch AK by lowering the transmission capability of the same brought into slippage, then by adjusting the provided by the electric machine EM torque and / or by adjusting the transmission capability of the starting clutch AK one of the switching elements C, D, E or F of the main transmission HG synchronized to insert the corresponding gear in the synchronized state. Successive can be continued via the internal combustion engine VM and the starting clutch AK, which is operated slipping, optionally with the assistance of the electric machine EM, the starting process, which is relieved when participation by the electric machine EM, the starting clutch AK.

Then, if a transition from starting via the starting clutch AK to electrodynamic starting is to take place subsequently, first the torque provided by the internal combustion engine VM and / or by the electric machine EM is influenced in such a way that the respective switching element C, D, E or F to be designed the main transmission HG is free of load, while providing a desired traction on the final drive AB. The traction on the final drive AB is therefore retained. The switching element to be designed becomes load-free when the torque ratios at the ring gear PH2 and sun gear PS2 correspond to the stationary gear ratio i0 of the planetary gear PG, the torque at the ring gear PH2 coming from the engine VM and the moment at the sun gear PS2 coming from the electric machine EM. Then, if the electric machine EM can not apply sufficient torque, the load of the internal combustion engine VM is possibly lowered in order to make the switching element of the main transmission HG to be interpreted load-free. Then, when the switching element C to be designed or D or E or F of the main transmission HG is unloaded, the same is interpreted. Subsequently, by adapting the torque provided by the electric machine EM and / or by adapting the transmission capability of the starting clutch AK, it is synchronized and closed in order subsequently to provide via an electrodynamic starting process.

Furthermore, in the powertrain of 1 a start of the internal combustion engine VM or a charging operation of an electrical energy storage can be realized that the main transmission HG is operated with indirect bridging of the planetary gear PG and the electric machine EM and thus with indirect bridging of the electrodynamic drive system in which closed in the switching package S1, the switching element C. or switched. Towards the final drive, the group transmission CT, namely the downstream group GP, is switched to neutral, so that neither the start of the internal combustion engine VM nor, alternatively, the charging operation of an electrical energy accumulator is dependent on the driving speed. Neither the engine start nor the charging operation of an electrical energy storage brake intervention on a service brake is required.

Furthermore, it is the powertrain of the 1 possible, then, if the group GV is present, to support the traction on the final drive AB in a circuit in the GV group. The electric machine EM can reduce the tensile force on Final drive AB maintained without involvement of the engine VM, while in the GV Vorschaltgruppe a gear change takes place. The gear change in the ballast group GV and their synchronization takes place without involvement of the electric machine EM. In the main gear HG this gear is engaged, so that the electrodynamic drive system comprising the electric machine EM and the planetary gear PG is bridged directly or indirectly and the electric machine EM can provide a traction on the final drive AB.

Then, when a high electric, motor or generator torque is required, a gear is engaged in the main transmission HG, in which the electric machine EM is translated high, such as the third gear.

Furthermore, a load circuit in the main transmission HG can be performed. For this purpose, the internal combustion engine VM is coupled to the input shaft of the main transmission HG in the initial situation, in 1 by closing the starting clutch AK and by engaging a gear in the optional ballast group GV. As already mentioned, starting clutch AK and ballast group GV are not relevant, so that they can be omitted.

Prior to execution of a load circuit in the main transmission HG a gear is engaged in the main transmission HG, one of the switching elements C or D or E or F is therefore inserted, wherein also in the rear-GP a gear is engaged. In order to execute a gear change under load in the main transmission HG, moments of internal combustion engine VM and / or electric machine EM are initially adjusted or controlled in such a way that the closed shifting element becomes free of load and, furthermore, a desired traction force profile results on the final drive AB. In upshifts, the traction can be lowered to the level of the target gear. The switching element to be designed is then load-free, if the torque ratios at the ring gear PH2, the sun gear PS2 of the planetary gear PG of the stationary gear ratio of the planetary gear correspond, in which case when the electric machine EM can not muster a sufficient moment, the torque of the engine VM is lowered to the to be interpreted switching element of the main transmission HG load-free. In the load-free state of the switching element to be interpreted, the same is designed, wherein subsequently a synchronization of the switching element to be inserted by changing the provided by the electric machine EM and / or provided by the engine VM torque while maintaining the traction on the final drive AB. Subsequently, the switching element to be inserted can be closed or inserted. The case made change in load on the engine VM and / or on the electric machine EM is determined by an operating strategy. At the main transmission HG, a circuit can also be performed with traction interruption, namely, when the load of the engine VM is completely degraded. In the main transmission HG can be omitted a synchronizer, since the main transmission HG can be synchronized via the above load switching function.

Furthermore, a synchronization of the Nachschaltgruppe the main transmission in neutral is possible. For this purpose, in the initial situation, the internal combustion engine VM is coupled to the input shaft of the main transmission HG, for example, by closing the starting clutch AK and inserting a gear on the optional front-gear group GV. As already stated, the main gearbox is in neutral.

To synchronize a circuit in the rear-GP the speed of internal combustion engine VM and / or electric machine EM is adjusted, in which case the engine VM remains coupled to the input shaft of the main transmission, otherwise the speed of the input shaft of the main group HG would not be defined.

Furthermore, a synchronization of the Nachschaltgruppe GP then take place when in the main transmission HG one of the switching elements C or D or E or F is connected, so if the electrodynamic drive system is bridged directly or indirectly. For this purpose, a gear is engaged in coupled to the input shaft of the main transmission HG combustion engine in the main transmission HG. The synchronization in the execution of a circuit in the Nachschaltgruppe GP via a speed control of the electric machine EM, in which case the engine VM either remains coupled to the input shaft of the main transmission HG or decoupled from the same, by opening the starting clutch AK. Then, when the engine VM remains coupled to the input shaft of the main transmission HG, the torque of the engine VM can be adjusted so that the engine VM assists in the synchronization of the rear-end group GP. Then, when the starting clutch AK is opened, the synchronization of the downstream group takes place exclusively via the electric machine EM.

A variant of the invention shows 2 , where in the variant of 2 is waived the translation stage K3. In this case, engages the second element of the planetary gear PG, namely in 2 the ring gear PH2 of the same, on a coaxially mounted on the main shaft W _H idler gear translation stage G2, ie the second gear of the Main transmission HG, on. In order to increase the constructive accessibility to this idler gear of the translation stage G2 for connection of the second element of the planetary gear PG, are in the variant of 2 in comparison to the variant of 1 the gear ratios G1, G2 and R of the main gear HG reversed in their arrangement.

Since in the numerical example the 1 was assumed that the translation stage K3 corresponds in their translation of the translation stage G2, are for the variant of 2 the same numerical examples as for the variant of 1 valid.

In the variant of 3 is the second element of the planetary gear, namely the ring gear PH2 thereof, connected to the transmission stage G1 of the first gear of the main transmission HG, namely to a mounted on the main shaft W _H idler gear ratio G1. Therefore, then change in the variant of 3 the translations for the electric machine EM to the main shaft W _H , namely, such that when the first gear is engaged, the ratio for the electric machine EM is 1.0, that when the second gear is engaged, the translation for the electric machine is 1.79, that when the third gear is shifted, the gear ratio for the electric machine is 2.26, and that when the reverse gear is shifted, the gear ratio for the electric machine EM becomes the main shaft W _H is 4.85.

In the variant of 4 is dispensed with the starting clutch AK. Also for this variant, the various methods are executable, namely those in which the clutch AK does not have to be opened or operated slipping.

5 to 10 each show variants of the invention, in each of which an additional switching package SE1, SE1 ', SE2, SE2', SE3 or SE3 'is present, via which the coupling of one of the elements of the planetary gear PG with the main transmission HG or the electric machine EM switchable is.

In the variant of 5 with the switching element SE2, the coupling of the second element of the planetary gear PG, so in the illustrated embodiment, the coupling of the ring gear PH2 of the planetary gear PG, with the input shaft of the main transmission HG switchable, wherein in a first switching position, namely with the switching element I closed the switching packet SE2, the second element of the planetary gear PG is coupled to the input shaft of the main transmission HG.

Then, when in the switching package SE2, the switching element J is switched or closed, the second element of the planetary gear PG, so the ring gear PH2 thereof, fixed to the housing coupled. Accordingly, in the switching position I of the switching package SE2 there is an arrangement with an electrodynamic drive system, whereas in the switching position J a so-called ISG arrangement is present on the main shaft W _H. The planetary gear PG then acts as a constant ratio for the electric machine EM. Further, it is possible to decouple the electric machine EM, if neither the switching element I nor the switching element J of the switching package SE2 are switched or closed.

Furthermore, it is possible to perform a switching between the switching elements I and J under load in the switching package SE2, namely, when a gear is engaged in the main transmission HG. In this case, then takes place a load reduction on the electric machine EM with load transfer by the engine VM, wherein when the speed of the internal combustion engine side is too low, the starting clutch AK is slipping operation. In the no-load state, switching takes place between the switching elements I and J, wherein synchronization takes place in the speed-controlled operation by the electric machine EM.

The variant of 7 , in which the switching element SE2 'is present, is also the coupling of the second element, so the ring gear PH2, the planetary gear PG with the input shaft of the main transmission HG switchable, wherein the variants of 5 and 7 differ by the switching element J or the switching position of the switching element J. So is in the variant of 5 with closed switching element J a housing-fixed connection of the second element of the planetary gear PG ensures, whereas in the variant of 7 when switching element J of the switching package SE2 ', the second element of the planetary gear PG, namely the ring gear PH2 thereof, is coupled to another element of the planetary gear PG, namely in 7 to the sun PS2, so then the planetary gear PG is bridged in the block circulation. Although not shown, could be in the variant of 7 the second element, so the ring gear PH2, the planetary gear PG in the shift position J are also coupled to the web PT2 of the planetary gear PG.

Also, in the variant of 7 the electric machine EM are disconnected, namely, when none of the switching elements I and J of the switching package SE2 'is closed or connected. With regard to the switching of the switching package SE2 'under load is on the comments on the variant of 5 directed.

6 and 8th show variants of the invention with additional switching packages SE3 and SE3 ', via which the coupling of the third element of the planetary gear PG, ie the web PT2 of the planetary gear PG, with the output shaft of the main group HG is switchable, in both variants when the switching element I of the respective switching package SE3 or SE3 'is closed, the web PT2 of the planetary gear PG to the Output shaft of the main transmission HG is coupled.

In the variant of 6 is at the closed switching element J of the respective switching package SE3 of the web PT2 of the planetary gear PG fixed to the housing.

In the variant of 8th in contrast, the web PT2 is coupled to another element of the planetary gear PG, namely according to 8th with the sun gear PS2 of the planetary gear PG. In the variant of 8th is located at closed switching element J, the planetary gear PG in the block circulation.

In the variants of 6 and 8th is in closed circuit element I, an arrangement with an electrodynamic drive system and with closed switching element J in each case before a so-called ISG arrangement, namely in 6 an ISG arrangement at the entrance of the main group with translation by the planetary gear PG and in the arrangement of 8th an ISG arrangement on the main shaft W _H at the entrance of the main group without translation by the planetary gear PG. In both variants, when neither the switching element I nor the switching element J of the respective switching package SE3 or SE3 'is closed, the electric machine EM can be decoupled.

In both variants of the 6 and 8th is still a switching of the switching package SE3 or SE3 'between the switching elements I and J under load possible, namely, when in the main transmission HG a gear is engaged. In this case, then takes place on the electric machine EM under load transfer by the engine VM load reduction, in which case when the internal combustion engine side speed is too low, the starting clutch AK is operated slipping. The switching between the switching elements I and J takes place in the load-free state, with a synchronization via the electric machine EM with speed control.

Other variants of the invention with the switching packages SE1 and SE1 'show 9 and 10 , where in the variants of 9 and 10 by the switching packets SE1 and SE1 ', the coupling of the first element of the planetary gear, so the sun gear PS2 of the planetary gear PG, with the electric machine EM is switchable or switchable, namely such that in the switching position I with the switching element I closed, the first element, So the sun gear PS2, the planetary gear PG is coupled to the electric machine EM. Then, however, when the respective switching package SE1 and SE1 'occupies the second switching position J and therefore the second switching element J is switched or closed, the electric machine EM is coupled to another element of the planetary gear PG, so that the planetary gear PG runs with no torque.

In the variant of 9 is when the switching element J of the switching package SE1 is switched or closed, the sun gear PS2 of the planetary gear PG disconnected from the electric machine EM and the electric machine EM is coupled to the main shaft W _H and thus to the output shaft of the main transmission HG, so then in the variant of 9 when the switching element J is closed, an ISG arrangement is present on the main shaft W _H. In the arrangement of 10 on the other hand, when the switching element J is closed, an ISG arrangement is present on the input shaft of the main transmission HG, since 10 when the switching element J is closed, the electric machine EM is coupled to the ring gear PH2 of the planetary gear and thus to the input shaft of the main transmission.

Then, if in the variants of 9 and 10 neither the switching element I nor the switching element J of the respective switching package SE1 or SE1 'is switched or closed, the electric machine EM is decoupled respectively.

In both variants of the 9 and 10 the respective switching package SE1 or SE1 'can be switched under load between the switching elements I and J, namely, when a gear is engaged in the main transmission HG. In this case, then takes place in each case a load reduction on the electric machine under load transfer by the internal combustion engine VM, the circuit in the no-load state of the switching elements I and J takes place with synchronization by the electric machine EM in speed control. Then, when an engine speed is too low, the starting clutch AK can be slidably operated to make the switching elements I and J load-free.

reference numeral

• FROM

  final drive

  AK

  clutch

  CT

  group transmission

  EM

  electric machine

  G1

  Translation stage forwards

  G2

  Translation stage forwards

  G3

  Translation stage forwards

  GV

  Upstream group / split group

  GP

  Subgroup / area group

  HG

  main gearbox

  K1

  translation stage

  K2

  translation stage

  K3

  translation stage

  PG

  planetary gear

  PS1

  sun

  PS2

  sun

  PT1

  web

  PT2

  web

  PH1

  ring gear

  PH2

  ring gear

  R

  Translation stage reversing

  S1

  switching package

  S2

  switching package

  SE1

  switching package

  SE1 '

  switching package

  SE2

  switching package

  SE2 '

  switching package

  SE3

  switching package

  SE3 '

  switching package

  SP

  switching package

  SV

  switching package

  VM

  internal combustion engine

  W _GA

  output shaft

  W _GE

  input shaft

  W _H

  main shaft

  W _VG1

  Countershaft

  W _VG2

  Countershaft

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 102007010829 A1 [0002]
• DE 19934696 A1 [0006]
• DE 102008043341 A1 [0006, 0006]
• EP 0986713 B1 [0006, 0006]

Claims (20)

Automated group transmission (CT) of a motor vehicle, having a main gearbox (HG) designed as a countershaft, which has a main shaft (W _H ) and at least one countershaft (W _VG1 , W _VG2 ), and with a main drive (HG) downstream, in particular as a range group executed, Nachschaltgruppe (GP), wherein an input shaft (W _GE ) of the group transmission (CT) with an internal combustion engine (VM) of a drive assembly of the motor vehicle and an output shaft (W _GA ) of the group transmission (CT) with an axle drive (AB) of the Motor vehicle can be coupled, characterized in that an electric machine (EM) of the drive unit designed as a hybrid drive to the main transmission (HG) via a planetary gear (PG) can be coupled, wherein the electric machine (EM) to a first element of the planetary gear (PG) can be coupled, wherein a second element of the planetary gear (PG) with an input shaft of the main transmission (HG ), and wherein a third element of the planetary gear (PG) with an output shaft of the main transmission (HG) and thus an input shaft of the rear-group (GP) is coupled. Group transmission according to claim 1, characterized in that the electric machine (EM) to a sun gear (PS2) of the planetary gear (PG) can be coupled, wherein the input shaft of the main transmission (HG) with a ring gear (PH2) of the planetary gear (PG) is coupled , and wherein the output shaft of the main transmission (HG) and thus the input shaft of the Nachschaltgruppe (GP) is coupled to a web (PT2) of the planetary gear (PG). Group transmission according to claim 1 or 2, characterized in that the second element of the planetary gear (PG) via a coaxially mounted on the main shaft (W _H ) of the main transmission (HG) _idler gear with the or each countershaft (W _VG1 , W _VG2 ) of the main transmission (HG) is coupled, wherein the _idler gear in one of the respective countershaft (W _VG1 , W _VG2 ) associated fixed wheel, which forms a translation stage together with the idler gear meshes. Group transmission according to one of claims 1 to 3, characterized in that between the second element of the planetary gear (PG) and the or each countershaft (W _VG1 , W _VG2 ) an additional translation stage (K3) is connected, the translation between a translation of the smallest Gangs of the main gear (HG) and a translation of the largest gear of the main transmission (HG) is located. Group transmission according to one of claims 1 to 4, characterized by a switching package (SE2, SE2 '), via which the coupling of the second element of the planetary gear (PG) with the input shaft of the main transmission (HG) is switchable, wherein in a first switching position (I ) of the switching package (SE2, SE2 '), the second element of the planetary gear (PG) is coupled to the input shaft of the main transmission (HG). Group transmission according to one of claims 1 to 4, characterized by a switching package (SE3, SE3 '), via which the coupling of the third element of the planetary gear (PG) with the output shaft of the main transmission (HG) is switchable, wherein in a first switching position (I ) of the switching package (SE3, SE3 '), the third element of the planetary gear (PG) is coupled to the output shaft of the main transmission (HG). Group transmission according to claim 5 or 6, characterized in that via the respective switching package (SE2, SE3) in a second switching position (J) of the switching package (SE2, SE3), the respective element of the planetary gear (PG) is fixed to the housing. Group transmission according to claim 5 or 6, characterized in that on the respective switching package (SE2 ', SE3') in a second switching position (J) of the switching package (SE2, SE3), the respective element of the planetary gear (PG) in such a way to another element of Planetary gear (PG) is coupled, that the planetary gear (PG) is bypassed in the block circulation. Group transmission according to one of claims 1 to 4, characterized by a switching package (SE1, SE1 '), via which the coupling of the first element of the planetary gear (PG) with the electric machine (EM) is switchable, wherein in a first switching position (I) of the switching package (SE1, SE1 '), the first element of the planetary gear (PG) is coupled to the electric machine (EM). Group transmission according to claim 9, characterized in that via the respective switching package (SE1, SE1 ') in a second switching position (J), the electric machine (EM) is so coupled to another element of the planetary gear (PG) that the planetary gear (PG ) runs free of torque. Method for operating a motor vehicle with an automated group transmission (CT) according to one of Claims 1 to 10, characterized in that for a purely electric drive with the internal combustion engine (VM) decoupled from the input shaft of the main transmission (HG) in the main transmission (HG) of the Group gearbox (CT) and in the rear group (GP) of the group gearbox (CT) in each case a gear is engaged, wherein the main gear (HG) of the group transmission (CT) is preferably operated in a gear ratio, in which the electric machine (EM) has a relatively high ratio to the final drive (AB). Method for operating a motor vehicle with an automated group transmission (CT) according to one of claims 1 to 10, characterized in that for electrodynamic driving or starting when coupled to the input shaft of the main transmission (HG) internal combustion engine (VM), the main transmission (HG) of the group transmission (CT) is operated in neutral and in the rear group (GP) of the group transmission (CT) a gear is engaged, so that the electric machine (EM) for providing an output torque of a combustion engine (VM) provided torque is supported, the electrodynamic driving by inserting a gear in the main gearbox (HG) of the group gearbox (CT) can be stopped. A method according to claim 12, characterized in that when the desired driving performance can not be provided during the electrodynamic starting, brought between the input shaft (W _GE ) of the group transmission (CT) and the internal combustion engine (VM) starting clutch (AK) in slippage is that then synchronized by adjusting the torque provided by the electric machine (EM) and / or by adapting the transmission capability of the starting clutch (AK) one of the switching elements (C, D, E, F) of the main transmission (HG) and in the main transmission ( HG) a gear is engaged in order to subsequently drive via the engine (VM) and the starting clutch (AK), possibly with the assistance of the electric machine (EM). A method according to claim 13, characterized in that for the transition from starting via the internal combustion engine (VM) and the starting clutch (AK) on the electrodynamic starting first provided by the engine (VM) torque and / or provided by the electric machine (EM) Moment is influenced in such a way that the switching element of the main transmission (HG) to be interpreted is free of load, then the switching element of the main transmission (HG) to be designed is designed to be subsequently adjusted by adapting the torque provided by the electric machine (EM) and / or by adapting the Transmission capability of the starting clutch (AK) the starting clutch (AK) is synchronized and closed, to subsequently move back electrodynamically. Method for operating a motor vehicle with an automated group transmission according to one of claims 1 to 10, characterized in that for a start of the internal combustion engine (VM) or for a charging operation of an electrical energy storage, the main transmission (HG) of the group transmission (CT) with indirect bridging of Planetary gear (GP) and the electric machine (EM) is operated, and that the Nachschaltgruppe (GP) of the group transmission (CT) is preferably operated in neutral, so that the start of the internal combustion engine (VM) or the charging operation of the electrical energy storage independent of a driving speed of the motor vehicle. Method for operating a motor vehicle with an automated group transmission according to one of claims 1 to 10, characterized in that for carrying out a load circuit in the main transmission (HG) coupled to the input shaft of the main transmission engine (VM) and with gears in the main transmission (HG) and in the rear-end group (GP), the torque provided by the internal combustion engine (VM) and / or the torque provided by the electric machine (EM) is influenced in such a way that the switching element of the main transmission (HG) to be designed becomes load-free, the switching element to be designed subsequently being unloaded Main gearbox (HG) is designed, which subsequently synchronizes the switching element of the main transmission (HG) to be engaged by adjusting the moment provided by the engine (VM) and / or the torque provided by the electric machine (EM) while maintaining the traction force on the final drive (AB) is, and where on closing the einzulegende switching element of the main transmission (HG) is inserted. Method for operating a motor vehicle with an automated group transmission according to one of claims 1 to 10, characterized in that for synchronization of the rear-group (GP) in connection with the execution of a traction-interrupted circuit in the Nachschaltgruppe coupled to the input shaft of the main transmission (HG) internal combustion engine (VM) and in main gearbox (HG) in neutral the synchronization of the Subsequent group is performed via the electric machine (EM), to which the internal combustion engine (VM) remains coupled to the input shaft. Method for operating a motor vehicle with an automated group transmission according to one of claims 1 to 10, characterized in that for synchronization of the rear-group (GP) in connection with the execution of a traction-interrupted circuit in the Nachschaltgruppe coupled to the input shaft of the main transmission (HG) internal combustion engine (VM) and when engaged gear in the skin gear (HG), the synchronization of the Nachschaltgruppe via the electric machine (EM) is performed, including the internal combustion engine (VM) remains coupled to the input shaft or decoupled from the same. Method for operating a motor vehicle with an automated group transmission according to one of claims 1 to 10, characterized in that when a Vorschaltgruppe (GV) is present, when executing a circuit in the Vorschaltgruppe (GV) acting on the final drive (AB) traction is supported by the electric machine (EM) with gear engaged in the main transmission. Method for operating a motor vehicle with an automated group transmission according to one of claims 5 to 10, characterized in that for switching the respective switching package (SE1, SE1 ', SE2, SE2', SE3, SE3 ') under load then when in the main transmission (HG) a gear is engaged, on the electric machine (EM) a load reduction when load transfer by the internal combustion engine (VM) is carried out to be interpreted switching element of the respective switching package (SE1, SE1 ', SE2, SE2', SE3, SE3 ' ) to be made load-free, in which case the switching element to be designed of the respective switching package (SE1, SE1 ', SE2, SE2', SE3, SE3 ') is designed, the switching element to be inserted of the respective switching package (SE1, SE1', SE2, SE2 ', SE3 , SE3 ') synchronized and subsequently the switching element to be inserted of the respective switching packet (SE1, SE1', SE2, SE2 ', SE3, SE3') is inserted.

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