DE102012202308B4 - Control unit for controlling a transmission, device with transmission and control unit, method for operating a transmission and computer program - Google Patents

Abstract

Device which comprises: a transmission (130) for arrangement between a crankshaft (150) of a motor vehicle engine (220) and a belt drive (100), the transmission (130) having the following features: - a transmission unit with an axially movable ring gear (210) for transmitting a force or a torque between the belt drive (100) and the crankshaft (150), the ring gear (210) being displaceable into at least three different predefined axial positions (230a, 230b, 230c), the transmission unit in the different positions (230a, 230b, 230c) of the ring gear (210) either running freely or having a different transmission ratio for a mutual transmission of a rotary movement between the belt drive (100) and the crankshaft (150); and- at least one ring gear positioning element (270) which is arranged on the ring gear (210) and which is designed to absorb a force from an actuator (265) interacting with the at least one ring gear positioning element (270) and to move the ring gear (210) axially into at least one of the three positions (230a, 230b, 230c) and/or to fix it in one of the three positions (230a, 230b, 230c), wherein the device has a control unit (260) for controlling the transmission (130) in a motor vehicle, wherein the control unit (260) has the following features:- an interface (287) for reading in a detection signal (290) which represents a sailing operation of the motor vehicle, and- a control unit (292) for controlling a movement of the ring gear (210) into a (230b) of the positions in which the gear (130) runs freely.

Description

State of the art

The present invention relates to a control device for controlling a transmission, a device with a transmission and a control device, a method for operating a transmission and a computer program according to the main claims.

In modern vehicle systems, the vehicle engine is switched off to reduce fuel consumption when the vehicle no longer needs to be actively driven and can coast without propulsion. Such a driving situation can occur, for example, when coasting at traffic lights or when driving down a slope. Such a state of movement of the vehicle without active propulsion is known as coasting. Start-stop and coasting operation of a vehicle require an auxiliary drive that can be operated independently of the combustion engine and can also be driven without propulsion by the combustion engine. The fast times required for restarting the engine no longer allow long engagement times for a conventional starter motor.

• - Segelbetrieb bei gleichzeitigem Betrieb der Nebenaggregate,
• - den Betrieb der Nebenaggregate von der Kurbelwelle ausgehend, sowie den
• - Generatorbetrieb zur Versorgung des Fahrzeugs mit elektrischer Energie (klassischer Anwendungsfall)
• - sowie die Start-Stopp-Funktion mit den dazu passenden Drehzahlen und Drehmomenten sicherstellen können.

In the future, elements must therefore be integrated into the auxiliary drive that

• - Sailing operation with simultaneous operation of the auxiliary units,
• - the operation of the auxiliary units starting from the crankshaft, as well as the
• - Generator operation to supply the vehicle with electrical energy (classic application)
• - as well as the start-stop function with the appropriate speeds and torques.

The international patent application WO 2012/ 000 487 A1 describes a crankshaft pulley for transmitting a torque between a crankshaft and a belt drive, with at least one freewheel and a gear. The crankshaft pulley is characterized in that the gear in the crankshaft pulley is combined with a braking device, wherein the braking device is designed as a frictional magnetic brake or electric brake.

The German patent application DE 198 22 426 A1 describes a drive device for auxiliary units of a reciprocating piston internal combustion engine, with a switchable planetary gear that is arranged concentrically to the crankshaft and is driven by it. In order to keep the noise and wear-causing vibrations of the free end of the crankshaft away from the planetary gear, a vibration decoupler is arranged between the crankshaft and the planetary gear, which acts as a Phillips coupling.

The German patent application EN 10 2007 062 464 A1 describes a locking element for locking a first gear part to a second gear part in at least one setting position. The locking element has a housing with a base aligned transversely to the pressure direction, side walls and a cover, as well as a spring element that is at least partially encapsulated by the housing and a locking element that can be pre-tensioned by the spring element in the pressure direction against the first gear part, wherein the locking element is designed as a circular cylinder.

The international patent application WO 2012/ 016 561 A1 describes a crankshaft pulley for transmitting torque between a crankshaft and a belt drive, with a clutch device. The clutch device is designed as a positive-locking clutch and is combined with a planetary gear in the crankshaft pulley in such a way that three different switching states can be represented.

The object of the invention is to simplify the transition to coasting operation of a motor vehicle.

Disclosure of the invention

Against this background, the present invention presents a control device for controlling a transmission, a device with a transmission and a control device, a method for operating a transmission and a computer program according to the independent patent claims. Advantageous embodiments emerge from the respective subclaims and the following description.

• - eine Getriebeeinheit mit einem axial beweglichen Hohlrad zur Übertragung einer Kraft oder eines Drehmomentes zwischen dem Riementrieb und der Kurbelwelle, wobei das Hohlrad in zumindest drei unterschiedliche vordefinierte axiale Positionen verschiebbar ist, wobei die Getriebeeinheit in den unterschiedlichen Positionen des Hohlrades entweder frei läuft oder ein sich unterscheidendes Übersetzungsverhältnis für eine wechselseitige Übertragung einer Drehbewegung zwischen dem Riementrieb und der Kurbelwelle aufweist; und
• - zumindest ein Hohlradpositionierungselement, das am Hohlrad angeordnet ist und das ausgebildet ist, um eine Kraft von einem mit dem zumindest einen Hohlradpositionierungselement zusammenwirkenden Aktuator aufzunehmen und das Hohlrad in zumindest eine der drei Positionen axial zu bewegen und/oder in einer der drei Positionen zu fixieren.

The present invention provides a device comprising a transmission for arrangement between a crankshaft of a motor vehicle engine and a belt drive, the transmission having the following features:

• - a transmission unit with an axially movable ring gear for transmitting a force or a torque between the belt drive and the crankshaft, wherein the ring gear is displaceable into at least three different predefined axial positions, wherein the transmission unit in the different positions of the ring gear either runs freely or has a different transmission ratio for a mutual transmission a rotary movement between the belt drive and the crankshaft; and
• - at least one ring gear positioning element which is arranged on the ring gear and which is designed to absorb a force from an actuator interacting with the at least one ring gear positioning element and to move the ring gear axially into at least one of the three positions and/or to fix it in one of the three positions.

• - eine Schnittstelle zum Einlesen eines Erkennungssignals, das einen Segelbetrieb des Kraftfahrzeugs repräsentiert, und
• - eine Ansteuereinheit zur auf das Erkennungssignal ansprechenden Ansteuerung eines Verbringens des Hohlrades in eine der Positionen, in der das Getriebe freiläuft.

The device has a control unit for controlling the transmission in a motor vehicle, the control unit having the following features:

• - an interface for reading a detection signal representing a sailing operation of the motor vehicle, and
• - a control unit for controlling, in response to the detection signal, a movement of the ring gear into one of the positions in which the transmission runs freely.

• - eine Getriebeeinheit mit einem axial beweglichen, insbesondere stets im Verzahnungsreingriff befindlichen Hohlrad zur Übertragung einer Kraft oder eines Drehmomentes zwischen dem Riementrieb und der Kurbelwelle, wobei das Hohlrad in zumindest drei unterschiedliche vordefinierte axiale Positionen verschiebbar ist, derart, dass die Getriebeeinheit in den unterschiedlichen Positionen des Hohlrades insbesondere
• - A) entweder frei läuft und/oder eine je nach Kurbelwellen- oder Riemenraddrehzahl variable Geschwindigkeit einnehmen kann, oder
• - B) ein Übersetzungsverhältnis zwischen Riemenscheibe und Kurbelwelle ü < 1 einstellt, sodass von der Riemenscheibe ausgehend ein Leistungsfluss zur Kurbelwelle erfolgt und diese somit bei kleinen Drehzahlen und hohen Momenten zum Starten antreibbar ist, oder
• - C) ein weiteres Übersetzungsverhältnis eingestellt wird, bei dem der Leistungsfluss von der Kurbelwelle auf die Riemenscheibe erfolgt,
• - ausgeführt mit zumindest einem Hohlradpositionierungselement, das am Hohlrad angeordnet ist und das so ausgebildet ist, eine Kraft von einem mit dem zumindest einen Hohlradpositionierungselement zusammenwirkenden Aktuator aufzunehmen und das Hohlrad in zumindest eine der drei Positionen axial zu bewegen und/oder in einer der drei Positionen zu fixieren.

Furthermore, according to a specific embodiment, the present invention provides a transmission for arrangement between a crankshaft of a motor vehicle engine and a belt drive, the transmission having the following features:

• - a transmission unit with an axially movable ring gear, in particular always in meshing engagement, for transmitting a force or a torque between the belt drive and the crankshaft, wherein the ring gear can be displaced into at least three different predefined axial positions, such that the transmission unit in the different positions of the ring gear in particular
• - A) either runs freely and/or can assume a variable speed depending on the crankshaft or pulley speed, or
• - B) a gear ratio between the pulley and the crankshaft ü < 1 is set, so that a power flow from the pulley to the crankshaft occurs and the crankshaft can thus be driven for starting at low speeds and high torques, or
• - C) another gear ratio is set at which the power flow is from the crankshaft to the pulley,
• - designed with at least one ring gear positioning element which is arranged on the ring gear and which is designed to absorb a force from an actuator interacting with the at least one ring gear positioning element and to move the ring gear axially into at least one of the three positions and/or to fix it in one of the three positions.

• - Einlesen eines Erkennungssignals, das einen Segelbetrieb des Kraftfahrzeugs repräsentiert; und ansprechend auf das Erkennungssignal, Verbringen des Hohlrades in eine der Positionen, in der das Getriebe freiläuft.

Furthermore, the present invention provides a method for operating a variant of a transmission described above in a motor vehicle, the method comprising the following steps:

• - Reading a detection signal which represents a coasting operation of the motor vehicle; and in response to the detection signal, moving the ring gear into one of the positions in which the transmission freewheels.

• - eine Schnittstelle zum Einlesen eines Erkennungssignals, das einen Segelbetrieb des Kraftfahrzeugs repräsentiert; und
• - eine Ansteuereinheit zur auf das Erkennungssignal ansprechenden Ansteuerung eines Verbringens des Hohlrades in eine der Positionen, in der das Getriebe freiläuft.

The present invention also provides a control device for controlling a variant of a transmission described above in a motor vehicle, the control device having the following features:

• - an interface for reading a detection signal representing a sailing operation of the motor vehicle; and
• - a control unit for controlling, in response to the detection signal, a movement of the ring gear into one of the positions in which the transmission runs freely.

The present invention thus creates a control device that is designed to carry out or implement the steps of one of the methods according to the invention in corresponding devices. This embodiment of the invention in the form of a control device can also quickly and efficiently solve the problem underlying the invention.

In this case, a control unit can be understood as an electrical device that processes sensor and/or data signals and outputs control and/or data signals depending on them. The control unit can have an interface that can be designed as hardware and/or software. In a hardware design, the interfaces can, for example, be part of a so-called system ASIC, which contains a wide variety of functions of the control unit. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In a software design, the interfaces can be software modules that are present on a microcontroller alongside other software modules, for example.

A computer program with program code stored on a machine-readable medium such as a semiconductor memory, a hard disk disk storage or an optical storage device and is used to carry out the method according to one of the embodiments described above when the computer program is executed on a computer, a data processing system such as a control device or a device in general.

A belt drive can be understood, for example, as a force and/or rotary motion transmission device from an electric machine and/or another input or output shaft to the transmission. A transmission unit can be understood as a mechanical element which, in different positions of an axially movable ring gear, has a different transmission ratio for a mutual transmission of rotary motion between the belt drive and the crankshaft. The transmission unit can also run freely in a predetermined position, i.e. transmit a force or a torque between the belt drive and the crankshaft or vice versa. A ring gear positioning element can be understood as an element which is attached to the ring gear and enables movement of the ring gear between different positions or fixes the ring gear in these positions.

The present invention is based on the finding that, in particular for the sailing operation of the vehicle, a freewheel of the transmission is made possible in order to enable a transmission of energy via the belt drive without taking into account the crankshaft speed, which in particular can also be zero.

For this purpose, for example, the motor vehicle engine can be decoupled from the belt drive and at the same time a force can be transmitted from the electric machine to the auxiliary drive, which is also coupled to an electric machine via the belt drive. However, it can be ensured that energy or a torque can be transmitted via the belt drive to the crankshaft for starting the vehicle engine, and that energy can be transmitted from the crankshaft of the vehicle engine via the gearbox to the belt drive (to which the electric machine is preferably connected) for normal driving, in which the wheels of the vehicle and the belt drive are driven by the motor vehicle engine. At the same time, it is taken into account that a different transmission ratio is required for starting the vehicle engine than for transmitting energy from the crankshaft via the gearbox to the belt drive. Such a transmission is particularly easy to implement because these different force or torque transmission states can be set by an axially movable ring gear that is always in gear engagement. The ring gear can be moved into different positions or fixed there by a ring gear positioning element which is arranged or attached to the ring gear. This means that the desired force or torque transmission ratio is achieved in one direction or the other. The technically simpler axial adjustment option of the ring gear means that the transmission can be implemented relatively easily even in confined spaces, such as those found in a motor vehicle engine.

The present invention therefore offers the advantage of providing a freewheel function in addition to a coupling between the belt drive and the crankshaft of a vehicle engine, with both a coupling of a torque from the belt drive to the crankshaft and a coupling of a torque from the crankshaft to the belt drive (with a different gear ratio), which in particular causes a decoupling of a force or torque transmission from the belt drive to the crankshaft or vice versa. This means that the auxiliary drive can be operated independently with the help of the electric machine, particularly when the vehicle is coasting. At the same time, the approach presented here can be used to create a transmission that uses simple technical elements to ensure the desired functions and also requires little space.

According to one embodiment of the present invention, the gear unit can be designed to reduce a movement from the belt drive to the crankshaft when the ring gear is in a first position, in particular wherein the first position represents a deflected position of the ring gear. A deflected position can be understood as an edge position of the available positions. Such an embodiment of the present invention offers the advantage that the gear unit can ensure reliable starting of the vehicle engine, wherein a sufficiently large torque can be transmitted from the belt drive to the crankshaft.

Another advantageous embodiment of the present invention is one in which the gear unit is designed to directly transmit a movement from the crankshaft to the belt drive when the ring gear is in a second position, in particular where the second position represents a deflected position of the ring gear. A direct transmission of a movement from the crankshaft to the auxiliary drive can, for example, mean a transmission of the movement with a gear ratio of essentially one to one. A deflected position can also be understood as an edge position of the available positions. For example, the second position can be a position opposite the first position with respect to a middle position. Such an embodiment of the present invention offers the advantage that the gear unit can achieve the highest possible efficiency in the recuperation of energy at a high speed from the crankshaft of the vehicle engine via the gear on the belt drive (and an electric machine connected to the belt drive).

It is also advantageous if, according to an embodiment of the present invention, the ring gear is arranged in a middle position when the transmission is in a rest state and/or a part of the transmission unit runs freely when the ring gear is in the middle position. Such an embodiment of the present invention offers the advantage that the transmission can be switched very quickly in a desired force or torque transmission direction, starting from a rest state of the ring gear.

Technically, the ring gear can be stabilized or fixed in a middle position very easily if the ring gear has, for example, a ball for stabilization in a middle position, which is pressed into a recess by means of a spring element.

The spring element can be arranged in a recess in the ring gear and thus connected to the ring gear, the recess into which the ball is pressed being arranged in a rotation axis of the ring gear. This recess into which the ball is pressed can, for example, run as a groove around the rotation axis of the ring gear. In this way, the ball is held in the recess when the ring gear rotates, the pressure of the spring element on the ball also holds the ring gear in the desired middle position when it rotates. Such an embodiment of the present invention offers the advantage that stabilization or fixation of the ring gear in the middle position, in which the force to change this position can be represented by the shape of the groove, can be carried out in a technically very simple and therefore cost-effective manner.

In order to ensure a particularly secure fixation of the ring gear in at least one of the positions, the ring gear positioning element can have a retaining plate toothing on a surface facing away from the ring gear. Such a retaining plate toothing can, for example, engage with a retaining element of an actuator opposite the retaining plate toothing, so that the ring gear can be fixed or held on this retaining element of the actuator in a very torsion-proof or non-slip and self-retaining manner and releases itself through torque reversal.

The ring gear can be brought into a desired position of the available positions particularly reliably if, according to an embodiment of the present invention, an actuator is additionally provided which interacts with the ring gear positioning element. According to this embodiment of the present invention, the transmission can further comprise an actuator which is fastened to the crankshaft and/or to a housing of the transmission, wherein the actuator is arranged to interact with the ring gear positioning element in order to fix the ring gear in a first of the positions on the transmission housing and/or to fix the ring gear in a second of the positions on the crankshaft. Such an actuator can be controlled particularly easily if the actuator is designed as an electromagnetic, electrical, mechanical, pneumatic and/or hydraulic actuator.

• 1 eine schematische Draufsichtdarstellung eines Riementriebs;
• 2 eine schematische Schnittdarstellung durch ein Ausführungsbeispiel der vorliegenden Erfindung;
• 3 eine schematische Schnittdarstellung durch ein Ausführungsbeispiel einer Lagereinrichtung zur Stabilisierung des Hohlrades in einer mittleren Position;
• 4 ein Diagramm, das einen Zusammenhang zwischen einer Auslenkungskraft, die zur Auslenkung des Hohlrades um eine Entfernung x aus der mittleren Position aufzuwenden ist;
• 5 eine schematische Schnittdarstellung eines Ausführungsbeispiels einer Übertragungseinrichtung;
• 6 ein Zustandsdiagramm zur Darstellung der unterschiedlichen Zustände und deren Übergänge, die ein Hohlrad in einem Getriebe annehmen kann; und
• 7 ein Ablaufdiagramm eines Ausführungsbeispiels der vorliegenden Erfindung als Verfahren.

The invention is explained in more detail by way of example with reference to the accompanying drawings. They show:

• 1 a schematic plan view of a belt drive;
• 2 a schematic sectional view through an embodiment of the present invention;
• 3 a schematic sectional view through an embodiment of a bearing device for stabilizing the ring gear in a middle position;
• 4 a diagram showing a relationship between a deflection force that is required to deflect the ring gear by a distance x from the middle position;
• 5 a schematic sectional view of an embodiment of a transmission device;
• 6 a state diagram to show the different states and their transitions that a ring gear in a transmission can assume; and
• 7 a flow chart of an embodiment of the present invention as a method.

The same or similar elements may be identified in the figures by the same or similar reference numerals. chen, whereby a repeated description is dispensed with. Furthermore, the figures of the drawings, their description and the claims contain numerous features in combination. A person skilled in the art will realize that these features can also be considered individually or they can be combined to form further combinations not explicitly described here. Furthermore, the invention is possibly explained in the following description using different measurements and dimensions, whereby the invention is not to be understood as being restricted to these measurements and dimensions. Furthermore, method steps according to the invention can be repeated and carried out in a different order than in the described. If an embodiment includes an “and/or” link between a first feature/step and a second feature/step, this can be read as meaning that the embodiment according to one embodiment has both the first feature/step and the second feature/step and according to another embodiment either only the first feature/step or only the second feature/step.

To implement the above functions, a gearbox can be used, which is installed on or in the crankshaft pulley. 1 shows a plan view of a belt drive 100 with an embodiment of the present invention as a transmission, in which a drive or driven wheel 110 of a 1 not shown electric machine, an aggregate (shown here as drive wheel) 120 of a 1 also not shown, and a gear 130 are provided, which are connected to each other in a force-locking manner by a belt 140 of the belt drive 100. The gear 130 is designed to transfer a power flow 145 during a rotational movement of the belt 140 from the drive wheel 110 of the electric machine to a crankshaft 150 of a 1 not shown motor vehicle engine. At the same time, the transmission 130 is designed to transmit a rotary movement with a power flow 160 from the crankshaft 150 via the belt 140 to the drive wheel 110 of the electric machine in order to provide electrical energy for charging, for example, a vehicle battery or for operating electrical consumers of the vehicle while the vehicle engine is running. Furthermore, the transmission 130 is designed so that when the vehicle is coasting, the auxiliary drive can rotate alone despite the engine being turned off, in order to maintain the function of the auxiliary units (e.g. power steering pump, air conditioning pump, water pump) even when the vehicle is coasting. When the vehicle is coasting, the transmission 130 should be switched to a freewheel function in order to transfer energy from the drive wheel 120 of the auxiliary drive via the belt 140 to the drive wheel 110 of the electric machine with as little loss as possible in order to prevent the crankshaft 150 from rotating.

To ensure such functions of the transmission 130, the transmission 130 has a 1 also not shown, a plurality of gear elements in order to implement different gear ratios or a freewheel function. Preferably, a power-splitting planetary gear with spur gears is used here. However, it is also conceivable that a differently constructed gear 130 can be used, for example using a traction device such as a chain to transmit forces between individual elements of the gear 130.

The belt drive 100 thus enables a belt drive-based sailing start-stop system (SSSS), in which the transmission 130 is designed primarily within the volume of a crankshaft pulley of the transmission 130 and which implements several functions that are described in more detail below.

A first of the functions implemented by the transmission 130 (starter operation) consists in the function of the belt drive-based sailing start-stop system as a unit for starting the vehicle engine during a cold start or warm start with power flow 145 from the belt pulley to the crankshaft. Due to the high torques to be transmitted in the direction of the crankshaft 150 during start-up operation, the power-split transmission 130 is operated with a reduction ratio of approximately 1:5.

A second of the functions implemented by the transmission 130 (generator operation, approximately 87% of the operating time of the belt drive 100) consists in the function of the belt drive-based sailing start-stop system as a unit for generating the required energy through the electric machine with a power flow 160 from the crankshaft 150 to the belt 140 and via the drive wheel 110 to the electric machine coupled to it. For the generation function, however, the transmission ratio is 1:1 due to the system in order to achieve sufficiently high speeds of the drive wheel 110 of the electric machine so that the electric machine achieves the highest possible efficiency.

A third of the functions implemented by the gear 130 (sailing operation, approximately 13% of the operating time of the belt drive 100) consists in the function of the belt drive-based sailing start-stop system as a separate, without turning the gear combustion engine as a rotating unit which, during sailing operation, requires the simultaneous operation of the auxiliary units on the belt drive 100 as connected consumers to support the on-board functions.

These functionalities are fulfilled by the 1 The embodiment of the present invention shown is designed as a transmission 130, in that it comprises, for example, a power-splitting transmission element as a central element, which is designed in such a way that it can be applied within the crankshaft pulley. An axially displaceable ring gear is provided as an important or central element of the functional implementation of the transmission, for example of a planetary gear that is always in gear engagement.

1. 1) Startbetrieb: Das Hohlrad ist am Motorgehäuse fixiert.
2. 2) Generatorbetrieb: Das Hohlrad ist am Planetenträger fixiert.
3. 3) Segelbetrieb: Das Hohlrad läuft frei ohne Fixierung.

For this purpose, it is particularly advantageous if the ring gear can run completely freely. These functions can be achieved by different positions of the ring gear in the gear 130, which are described in more detail below:

1. 1) Starting operation: The ring gear is fixed to the engine housing.
2. 2) Generator operation: The ring gear is fixed to the planet carrier.
3. 3) Sailing operation: The ring gear runs freely without fixation.

To describe the exact functioning of the gearbox 130 in more detail, 2 a sectional view through the transmission 130 according to an embodiment of the present invention. The 2 it is then apparent that the transmission 130 has a pulley 200 over which the belt 140 is guided. Furthermore, the transmission 130 has a ring gear 210 which is movable axially, i.e. in the direction of a longitudinal axis of the crankshaft 150 of the engine 220 of the vehicle, into several positions 230a, 230b and 230c. The dimensions of the illustration from 2 are not to scale, but serve merely to illustrate the functional relationship between the individual elements of the transmission 130. The transmission 130 also comprises a planetary gear set 240 in order to transmit a rotary motion of the belt pulley 200 via the planetary gear set 240 and the ring gear 210 to the crankshaft 150. In a resting state, the ring gear 210 is in a middle position 230b and is fixed and/or stabilized there by a corresponding bearing device 250, the structure of the bearing device 250 being explained in more detail in the following description. If the ring gear 210 is to be deflected from the middle position 230b into one of the two edge positions 230a or 230c, a control unit 260, which controls the transmission 130, can output a control signal 262 to one of the actuators 265, which are designed, for example, as an electrical, electromechanical, pneumatic or hydraulic element. In the illustration from 2 the actuators 265 are each designed as an electromagnet which exerts a magnetic force on a ring gear positioning element 270. Such a magnetic force acting on the ring gear positioning element 270 now pulls the axially movable ring gear 210 in the direction of the respectively active actuator 265, so that the ring gear 210 moves from a middle position 230b into one of the two edge positions 230a or 230c. Once the ring gear 210 has reached one of the two edge positions 230a or 230c, it can be fixed in this position by a retaining plate toothing 275 of the ring gear positioning element 270, which is arranged on a side of the ring gear positioning element 270 opposite the ring gear 210, hooking into a corresponding toothing 277 on a surface opposite the ring gear positioning element 270. In this way, a secure and stable fixation of the ring gear 210 can be achieved via the ring gear positioning element 270 with the respective active actuator 265. For example, if the actuator 265 is activated by the control unit 260, which is arranged or fastened to a motor housing of the motor 220, the ring gear 210 is thus activated by the activation of this actuator 265 in the 2 shown left position 230a, i.e. fixed to the housing of the engine 220. On the other hand, if the actuator 265 is activated by the control unit 260, which is arranged on a projection 280 of the crankshaft 150, the ring gear 210 is consequently in the position shown in 2 shown right position 230c on the crankshaft 150. In order to be able to transmit the control signal 262 to the rotating crankshaft 150, a transmission device 285 is used, which is explained in more detail below and which enables a transmission of energy for the activation of the actuator 265 arranged on the crankshaft 150 (in the 2 signal path shown in dashed lines).

• Position 1 (Position 230a): Das Hohlrad ist fixiert gegen Gehäuse. Diese Fixierung neben der Fixierung am Aktuator 265 kann auch momentenabhängig sein. Sie ist dann beispielsweise zum einen selbsthaltend, wenn ein Moment vom Hohlrad 210 zur Kurbelwelle 150 übertragen werden soll, und ist zum anderen selbstlösend, wenn ein Moment von der Kurbelwelle 150 zum Hohlrad 210 übertragen werden soll. Die Aktuierung dieser Position 1 erfolgt günstigerweise, wie zuvor beschrieben, durch geeignete elektromagnetische Aktuatoren. Die Selbsthaltung und Lösung erfolgt, wie vorstehend ebenfalls näher beschrieben, durch Verzahnungen 275 bzw. 277 in Kombination mit einem der elektromagnetischen Aktuatoren 265.
• Position 2 (Position 230c): Das Hohlrad ist fixiert am Planetenträger. Nachdem der Startvorgang abgeschlossen ist und die Verbrennungsmaschine gezündet hat, dreht sich das Moment zwischen Hohlrad 210 und Kurbelwelle 150 um. Damit erfolgt die in Position 1 (230a) beschriebene Lösung des elektromagnetischen Aktuators 265 und das Hohlrad 210 wird in die freilaufende Segel-Position gedrückt, die in der 2 die mittlere Position 230b darstellt.
• Position 3 (Position 230b): Das Hohlrad ist freilaufend ohne Fixierung. Bei Segelwunsch sollte die Elektromaschine dafür Sorge tragen, die Nebenaggregate zu betreiben.

The position of this ring gear therefore has three distinctive axial positions:

• Position 1 (position 230a): The ring gear is fixed against the housing. This fixation, in addition to the fixation on the actuator 265, can also be torque-dependent. For example, it is then self-locking on the one hand when a torque is to be transmitted from the ring gear 210 to the crankshaft 150, and it is self-releasing on the other hand when a torque is to be transmitted from the crankshaft 150 to the ring gear 210. The actuation of this position 1 is advantageously carried out, as previously described, by suitable electromagnetic actuators. The As also described in more detail above, self-holding and release is achieved by gears 275 and 277 in combination with one of the electromagnetic actuators 265.
• Position 2 (position 230c): The ring gear is fixed to the planet carrier. After the start-up process is complete and the combustion engine has ignited, the torque between the ring gear 210 and the crankshaft 150 is reversed. This causes the release of the electromagnetic actuator 265 described in position 1 (230a) and the ring gear 210 is pushed into the free-running sail position, which is in the 2 the middle position 230b.
• Position 3 (position 230b): The ring gear runs freely without being fixed. If sailing is desired, the electric motor should ensure that the auxiliary units are operated.

Regarding the fixing of the moving parts of the gear 130, it should be noted that the parts to be fixed should be synchronized before fixing. Furthermore, the parts of the gear 130 to be fixed can also have an undercut that serves to maintain the fixation. For example, a force of 300 N is provided for such a fixation. In the event of a moment reversal, parts of the gear 130 that are fixed against each other can also be pushed free.

As already mentioned above, the bearing device 250 can hold the ring gear 210 in the middle position 230b. 3 shows a sectional view through such a bearing device 250. The bearing device 250 has a ball 300 which is arranged in a recess 310. The recess 310 is designed as a groove or annular depression in a rotation axis 320 around which the ring gear 210 rotates. In order to ensure the correct fixation or stabilization of the ring gear 210 in the middle position 230b, the recess or depression should be manufactured with sufficient precision. Furthermore, a spring element 330 is arranged in a spring element recess 340 in the ring gear 210, wherein the spring element 330 presses on the ball 300 in order to hold the ring gear 210 in the position specified by the recess 310. By means of such a bearing device 250, according to the in 4 shown diagram, a force curve F can be realized as a function of the distance of the position 230b, as is required for the deflection of the ring gear 210 by a distance x from the middle position 230b.

To transmit a control signal 262 to an actuator 265b, which is connected to the crankshaft 150, the following is done in accordance with the explanations for 2 a transmission device 285 is used. 5 shows an embodiment of such a transmission device 285 as a radial rotary transformer, which enables the generation of energy for actuating the actuator 265b on the crankshaft 150. In this case, for example, the transmission device 285 can have a pair of opposing coils 500 or rings, wherein the 5 The upper coil 500a shown is fixed and serves for feeding and a lower movable coil or lower ring 500b arranged, for example, at a distance of 25 mm is made of aluminum or a similar non-magnetic material. A power of approximately 100 W can be transmitted via such a transmission device 285. As an alternative to the 5 A slip ring, for example with carbon brushes, would also be conceivable for the transmission device 285 shown, but this would be subject to heavy wear due to the high speeds of the crankshaft 150.

In order to describe the operation of the transmission 130 in more detail, 6 a state diagram 600 is shown, which represents the transition from different operating states of the transmission 130. Such a state diagram 600 can be used, for example, in the control unit 260 from 2 be stored and serve as the basis for the output of the control signals 262. In an initial state A, the transmission 130 is in a rest position, wherein in this rest position the ring gear 210 is in the middle position 230b, which also forms the position of the ring gear 210 in which the ring gear 210 is in the sailing mode of the vehicle. If the vehicle engine is now to be put into operation, the crankshaft 150, which has not yet rotated, must be rotated in order to start the vehicle engine. For this purpose, in a state transition 610, the transmission is brought to a state B by reducing a rotary movement from the belt 140 to the crankshaft 150. For this purpose, the ring gear 210 in the transmission 130 is forced to a standstill, wherein one of the actuators 265, more precisely the left actuator 265a, is activated in order to fix the ring gear 210 to the housing of the motor 220. The electric machine can now be operated and, when delivering a torque of 50 Nm and a gear ratio of 1:5, a torque of 250 Nm can rotate the crankshaft 150 to start the motor 220. When the motor 220 is fired up again, a state transition 620 to state A can take place, in which the ring gear 210 is brought back into the middle position 230b by automatically releasing the fixation on the housing of the motor 220 when the torque is reversed.

If the motor 220 is now running to drive the vehicle, in a state transition 630 an activation of the actuator 265b on the crankshaft 150 takes place in order to initiate the fixation of the ring gear 210 of the transmission 130 on the planet carrier in order to bring the transmission 130 into a state C in which a 1:1 transmission of the rotary motion from the crankshaft 150 to the belt drive 100 takes place. In this state C, electrical energy is generated in the electric machine. If, for example, the engine 220 is switched off in start-stop mode and the vehicle goes into sailing mode, a state transition 640 takes place in which, for example, a brief release of the fixation between the ring gear 210 and the crankshaft 150 takes place by varying the speed of the electric machine, so that a torque reversal occurs on the ring gear 210, which releases the fixation between the ring gear 210 and the crankshaft 150. In this case, the ring gear 210 will return to the middle position 230b, in which the transmission 130 runs freely. To control the state transition 640, the control unit 260 can, for example, 2 receive a detection signal 290 via an interface 287 that the sailing operation of the vehicle is now being or has been initiated, wherein the control unit 260 then also controls the electric machine by means of a control unit 292 and an electric machine control signal 295 accordingly in order to release the fixation of the ring gear 210 with the crankshaft 150 by such a variation of the speed of the electric machine.

Alternatively, for example, the control unit 260 can also apply a reverse signal to a previously activated actuator 265, whereby a fixation of the ring gear 210 with one of the actuators 265 or on a housing of the engine 220 or the crankshaft 150 is released.

7 shows a flow chart of a method 700 for operating a variant of a transmission described in more detail above in a motor vehicle, wherein the method 700 has a step of reading in 710 a detection signal that represents a coasting operation of the vehicle. In response to the detection signal, the method 700 also has a step of moving 720 the ring gear into one of the positions in which the transmission runs freely.

The approach presented here also allows a planetary gear to be designed with a chain instead of spur gears. The gear can be integrated into start-stop systems where different gear ratios are required, preferably in the crankshaft pulley. Furthermore, the approach presented here makes it possible to reduce the high manufacturing costs of conventional planetary gears, since only two toothed chain wheels are required instead of five toothed spur gears. In addition, it is easy to build simple planetary gears, e.g. power mixing gears with a freewheel function, and integrate them into a start-stop system.

List of reference symbols

100

Belt drive

110

drive wheel

120

Drive wheel

130

transmission

140

belt

145

Power flow

150

crankshaft

160

Power flow

200

Pulley

210

Ring gear

220

Vehicle engine

230a

first position

230b

middle position

230c

second position

240

Planetary set

250

Storage facility

260

Control unit

262

Control signal

265

Actuator

265a

Actuator

265b

Actuator

270

Ring gear positioning element

275

Holding plate toothing

277

Gearing

280

Crankshaft projection

285

Transmission device

287

interface

290

Detection signal

292

Control unit

295

Electric machine control signal

300

Bullet

310

Recess

320

Rotation axis

330

Spring element

340

Spring element recess

500

opposite coils or rings

500a

upper coil

500b

lower movable coil or lower ring

600

State diagram

610

State transition

620

State transition

630

State transition

640

State transition

700

Proceedings

710

Step of reading

720

Step of transfer

Claims (11)

Device which has: a transmission (130) for arrangement between a crankshaft (150) of a motor vehicle engine (220) and a belt drive (100), wherein the transmission (130) has the following features: - a transmission unit with an axially movable ring gear (210) for transmitting a force or a torque between the belt drive (100) and the crankshaft (150), wherein the ring gear (210) is displaceable into at least three different predefined axial positions (230a, 230b, 230c), wherein the transmission unit in the different positions (230a, 230b, 230c) of the ring gear (210) either runs freely or has a different transmission ratio for a mutual transmission of a rotary movement between the belt drive (100) and the crankshaft (150); and - at least one ring gear positioning element (270) which is arranged on the ring gear (210) and which is designed to absorb a force from an actuator (265) interacting with the at least one ring gear positioning element (270) and to move the ring gear (210) axially into at least one of the three positions (230a, 230b, 230c) and/or to fix it in one of the three positions (230a, 230b, 230c), wherein the device has a control unit (260) for controlling the transmission (130) in a motor vehicle, wherein the control unit (260) has the following features: - an interface (287) for reading in a detection signal (290) which represents a sailing operation of the motor vehicle, and - a control unit (292) for controlling a movement of the ring gear (210) into a (230b) of the positions in which the gear (130) runs freely. Facility according to Claim 1 , characterized in that the gear unit is designed to reduce a movement from the belt drive (100) to the crankshaft (150) when the ring gear (210) is in a first position (230a), in particular wherein the first position represents a deflected position of the ring gear (210). Device according to one of the preceding claims, characterized in that the transmission unit is designed for the direct transmission of a movement from the crankshaft (150) to the belt drive (100) when the ring gear (210) is in a second position (230c), in particular wherein the second position represents a deflected position of the ring gear (210). Device according to one of the preceding claims, characterized in that the ring gear (210) is arranged in a middle position (230b) of the positions (230a, 230b, 230c) in any state of the crankshaft (150) and/or wherein parts of the transmission unit run freely when the ring gear (210) is in the middle position (230a, 230b, 230c). Device according to one of the preceding claims, characterized in that the ring gear (210) has a ball (300) for stabilization in a middle one of the positions (230a, 230b, 230c), which is pressed into a recess (310) by means of at least one spring element (330). Device according to one of the preceding claims, characterized in that the ring gear (210) has a suitable retaining plate toothing (275) on at least one ring gear surface. Device according to one of the preceding claims, characterized in that the transmission (130) further comprises at least one actuator (265) which is fastened to the crankshaft (150) and/or to a housing of the transmission and/or to a housing of the motor vehicle engine (220), wherein the actuator (265) is arranged to cooperate with the ring gear positioning element (270) in order to move the ring gear (210) into a first of the positions (230a, 230b, 230c) on the housing of the motor vehicle engine (220) and/or to fix it in this first position and/or to move the ring gear (210) into a second of the positions (230a, 230b, 230c) on the crankshaft (150) and/or to fix it in this second position. Facility according to Claim 7 , characterized in that the actuator (265) is an electromagnetic, electrical, mechanical, pneumatic and/or hydraulic actuator (265). Method (700) for operating a transmission (130) arranged between a crankshaft (150) of a motor vehicle engine (220) and a belt drive (100) in a motor vehicle, the transmission (130) having the following features: - a transmission unit with an axially movable ring gear (210) for transmitting a force or a torque between the belt drive (100) and the crankshaft (150), the ring gear (210) being displaceable into at least three different predefined axial positions (230a, 230b, 230c), the transmission unit in the different positions (230a, 230b, 230c) of the ring gear (210) either running freely or having a different transmission ratio for a mutual transmission of a rotary movement between the belt drive (100) and the crankshaft (150); and - at least one ring gear positioning element (270) which is arranged on the ring gear (210) and which is designed to absorb a force from an actuator (265) interacting with the at least one ring gear positioning element (270) and to move the ring gear (210) axially into at least one of the three positions (230a, 230b, 230c) and/or to fix it in one of the three positions (230a, 230b, 230c), the method comprising the following steps: - reading (710) a detection signal (290) which represents a sailing operation of the motor vehicle; and - in response to the detection signal (290), moving (720) the ring gear (210) into one (230b) of the positions in which the transmission (130) is freewheeling. Control device (260) for controlling a transmission (130) arranged between a crankshaft (150) of a motor vehicle engine (220) and a belt drive (100) in a motor vehicle, the transmission (130) having the following features: - a transmission unit with an axially movable ring gear (210) for transmitting a force or a torque between the belt drive (100) and the crankshaft (150), the ring gear (210) being displaceable into at least three different predefined axial positions (230a, 230b, 230c), the transmission unit either running freely in the different positions (230a, 230b, 230c) of the ring gear (210) or having a different transmission ratio for a mutual transmission of a rotary motion between the belt drive (100) and the crankshaft (150); and - at least one ring gear positioning element (270) which is arranged on the ring gear (210) and which is designed to absorb a force from an actuator (265) interacting with the at least one ring gear positioning element (270) and to move the ring gear (210) axially into at least one of the three positions (230a, 230b, 230c) and/or to fix it in one of the three positions (230a, 230b, 230c), wherein the control unit (260) has the following features: - an interface (287) for reading in a detection signal (290) which represents a sailing operation of the motor vehicle; and - a control unit (292) for controlling, in response to the detection signal (290), a movement of the ring gear (210) into one (230b) of the positions in which the transmission (130) runs freely. Computer program with program code for carrying out the method (700) according to Claim 9 when the computer program is executed on a control device (260) or apparatus.

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