DE102020213406A1 - Transmission arrangement for a motor vehicle - Google Patents

Abstract

Transmission arrangement (1) for a motor vehicle, comprising at least one transmission (2) having at least two gears (3-7) and at least one output (AB), the at least two gears (3-7) being connected by means of at least one shifting device (8). can be or are coupled to the same output (AB) of the transmission (2), the shifting device (8) being designed to convert the transmission arrangement (1) into a locked state in which the at least two gear stages (3-7) are engaged simultaneously the output (AB) of the transmission (2) are coupled.

Description

The invention relates to a transmission arrangement for a motor vehicle, comprising at least one transmission having at least two gears and at least one output, wherein the at least two gears can be or are coupled to the same output of the transmission by means of at least one shifting device.

Transmission arrangements for motor vehicles that have multiple gears that can be coupled to a common output, for example to realize multiple gears, are known in principle from the prior art. Transmission arrangements of this type usually have a switching device with a plurality of switching devices which can be selectively closed or opened in order to engage individual gears. Usually, in order to create a safe or locked state of such transmission arrangements, a parking lock device is provided, which can lock an element of the transmission arrangement, so that a motor vehicle that has the transmission arrangement can be secured against movement, for example rolling away.

Such parking lock devices are usually expensive in relation to the safety concept to be implemented and the number of components required and the assembly and operation associated therewith. For example, such a parking lock device may provide a parking lock gear that is coupled to a shaft of the transmission assembly. In a locked state, a parking lock pawl of the parking lock device can engage in the parking lock wheel and thus lock the shaft of the transmission arrangement, so that movement of the motor vehicle is prevented. It must be ensured that an engagement movement and a disengagement movement of the parking lock device runs in a defined manner. In addition, an emergency release is usually provided, so that the engaged state of the parking lock device can be assumed quickly in the event of a fault.

The invention is based on the object of specifying a transmission arrangement for a motor vehicle which is improved in comparison thereto and which is less complex with regard to establishing a secured state.

As described above, the invention relates to a transmission arrangement for a motor vehicle that has a transmission that provides at least two gears and one output, wherein the at least two gears can be coupled to the same output of the transmission by means of at least one shifting device. Ultimately, a transmission ratio between a transmission input and a transmission output, namely the output, can therefore be set via the at least two gears.

The invention is based on the knowledge that the switching device is designed to convert the transmission arrangement into a locked state in which the at least two gear stages are simultaneously coupled to the output of the transmission. The at least two gears provide different translations, so that a simultaneous realization of the two gears, i.e. a simultaneous coupling of both different gears with the same output, means that the transmission is overdetermined. In other words, the degree of running of the transmission is influenced in such a way that the transmission is no longer able to run, but is rigid. As a result, the transmission is blocked by the two gears that are engaged at the same time, so that movement of the transmission arrangement or of a motor vehicle having the transmission arrangement is no longer possible.

By implementing the two different gears at the same time, i.e. by engaging the two different gears, the certainty of the transmission is influenced in such a way that movement of the transmission is no longer possible. In this case, a first gear ratio is set by means of one gear and a different gear ratio is set to the same output by means of the second gear, so that the transmission is blocked. The blocking of the transmission is used to assume the locked state, which would normally have to be realized by means of a parking lock device. Compared to the prior art described above, it is therefore not necessary to provide a separate parking lock device, but the switching device of the transmission arrangement is used to engage two gears at the same time, so that the transmission locks itself.

At least one of the two gears can be disengaged again in order to disengage or cancel the locked state, so that operation of the transmission arrangement or movement of the transmission becomes possible again. The shifting device can have a number of shifting devices that can be designed to couple a loose wheel to a fixed wheel, for example, in order to achieve a specific gear step. The switching devices can thus have a switching device for each gear. The switching device can also have switching devices that are assigned to a clutch device. Shifting devices designated as clutch devices or shifting devices assigned to clutch devices are provided for this seen coupling two waves together. Shifting devices associated with gears are provided, for example, to couple a loose wheel to a shaft.

In particular, the switching device can be designed to produce the locked state by engaging exactly two gear stages coupled to the same output. The transmission arrangement, in particular the transmission assigned to the transmission arrangement, can have a large number of different gear stages, by means of which different transmission ratios can be implemented. The locked state can be achieved most effectively by simultaneously engaging two gears that set different translations. It is also possible to engage a higher number of gear steps in the locked state.

The transmission arrangement can have, for example, two partial transmissions, in particular comprising two transmission input shafts. The switching device can be designed to produce the locked state by engaging two gears of the same sub-transmission or by engaging two gears of different sub-transmissions. In other words, the two gears that are closed in order to assume the locked state can be assigned to the same sub-transmission or arranged on the same sub-transmission. In this case, the two gears are arranged, for example, on the same transmission input shaft, in particular in the form of loose wheels of different diameters that can be coupled.

It is also possible for two gears of different sub-transmissions to be engaged in order to establish the locked state. The closed gears for assuming the locked state connect the input or the input of the transmission arrangement with the same output. In particular, when producing the locked state with gears of the same sub-transmission, upstream clutch devices, for example in the case of a double clutch, can remain open.

In a further development of the transmission arrangement described above, the shifting device can be designed to change the locked state by engaging a first clutch device assigned to the first sub-transmission and a first gear of a first sub-transmission and simultaneously engaging a second clutch device assigned to the second sub-transmission and a second gear of a second sub-transmission to manufacture. In this embodiment, the transmission arrangement has a first clutch device and a second clutch device, which are assigned to the two partial transmissions. The first clutch device and the second clutch device can form a double clutch, for example, with the first clutch device being assigned to the first partial transmission and the second clutch device being assigned to the second partial transmission. The first clutch device and the second clutch device are opened or closed by corresponding switching devices.

The first clutch device and the second clutch device are provided for connecting the respective sub-transmission to a drive, in particular an internal combustion engine, of the transmission arrangement. Ultimately, the first clutch device couples a first transmission input shaft to a drive shaft, in particular a crankshaft of an internal combustion engine, and the second clutch device couples a second transmission input shaft to a drive shaft, in particular the same drive shaft. As a result of the simultaneous closing of the two clutch devices and the closing of the two different gear steps assigned to the two sub-transmissions, the transmission is locked and the locked state is thus achieved.

According to a further variant of the transmission arrangement, it can be provided that the switching device is designed to produce the locked state by simultaneously engaging a third clutch device coupling the two partial transmissions and a first gear of a first partial transmission and a second gear of a second partial transmission. Accordingly, it is provided that the two partial transmissions can be connected by means of a third clutch device, so that, for example, a first transmission input shaft can be coupled to a second transmission input shaft. If a gear of the first sub-transmission and a gear of the second sub-transmission is closed at the same time, a locked state of the transmission arrangement is reached.

The transmission arrangement can also be further developed such that at least one shifting device provided for engaging a gear stage and/or at least one shifting device provided for engaging a clutch device, in particular all shifting devices provided for establishing the locked state, are in a de-energized state and/or depressurized state are closed. According to this embodiment, it is provided that the switching devices used for closing the gear stage, which are used to produce the locked state, are designed in such a way that they flow in one current remain closed in a loose or depressurized state. This can be ensured, for example, via a corresponding spring element, which presses the switching devices into the closed position when switched off.

Furthermore, claw clutches can be used, which retain the last set state. In the case of friction clutches, it must be ensured that, depending on the actuation, they are designed as so-called “normally closed” clutches, so that they remain closed when there is no current or pressure and thus ensure the locked state of the transmission arrangement. The actuators provided for adjusting the switching devices are preferably designed to be self-locking, so that they do not release themselves in certain operating states, but can maintain the last set state and thus the locked state of the transmission arrangement until this is actively disengaged or canceled.

The transmission arrangement can also be designed to release the locked state by opening at least one, in particular exactly one, gear stage that is closed for establishing the locked state. In this case, the locked state may have been established beforehand by closing at least two different gears. According to an advantageous embodiment, the locked state can be established by closing exactly two gears. Thus, to release or release the locked state, exactly one of the two previously closed gears can be opened, so that the locked state is released.

The transmission arrangement can be designed to produce the locked state by closing exactly two gears, with at least one gear being assigned to a starting gear and a further gear being assigned to a further gear, with the transmission arrangement being designed to close the locked state by opening the further gear to solve. In this embodiment, it is provided that the locked state is established by two gears being closed simultaneously, so that the transmission arrangement is locked, as described above. The gears are selected in such a way that one of the gears is assigned to a starting gear, or implements a starting gear. For example, the gear assigned to the starting gear is a first gear that is usually used for starting the motor vehicle. The other gear can ultimately be selected arbitrarily. To cancel the locked state, the next gear is released so that the starting gear is ultimately already engaged. After the locked state has been canceled, it is thus possible to start the motor vehicle immediately, without closing or opening further gears.

The transmission arrangement can also have at least one drive device, in particular an electric machine, which drive device is designed to apply a relief torque to at least one gear that is closed in the locked state. If the locked state of the transmission arrangement is produced, with the motor vehicle being located on a slope, for example, the downhill force can cause the shifting devices that close the gears to be tensioned. In order to open the gears again, for example to release corresponding dog clutches, it is advantageous to reduce or dissipate the tensioning torque by applying a relief torque.

The use of an electrical machine, in particular an electric motor, is advantageous because it can apply a load-relieving torque to the respective sub-transmission in both directions, so that load-relieving torques are possible in both directions. Thus, regardless of the alignment of the motor vehicle on a slope, a corresponding relief torque can be applied to support the cancellation of the locked state. Assuming a starting clutch or friction clutch at the input of the transmission, an internal combustion engine can also be used to apply the relief torque. However, this is only possible in one direction without further elements of the transmission arrangement.

The relief torque can be generated in particular in a defined manner for the gear to be opened, so that the gear to be opened can be released or opened and, for example, the other gear can remain engaged in order to carry out a starting process directly.

In addition, the invention relates to a motor vehicle comprising a transmission arrangement as described above. Furthermore, the invention relates to a method for operating a transmission arrangement for a motor vehicle, in particular a transmission arrangement as described above, which transmission arrangement has at least one transmission having at least two gears, the at least two gears being coupled or coupled to the same output of the transmission by means of at least one switching device, wherein the at least two gear stages are simultaneously coupled to the output of the transmission in order to transfer the transmission arrangement into a locked state. The method can also be used as a method for Blocking a transmission assembly for a motor vehicle are called or considered.

All of the advantages, details and features that have been described in relation to the transmission arrangement can be fully transferred to the motor vehicle and the method.

• 1 eine Getriebeanordnung nach einem ersten Ausführungsbeispiel;
• 2 eine Getriebeanordnung nach einem zweiten Ausführungsbeispiel; und
• 3 eine Getriebeanordnung nach einem dritten Ausführungsbeispiel.

The invention is explained below using exemplary embodiments with reference to the figures. The figures are schematic representations and show:

• 1 a gear arrangement according to a first embodiment;
• 2 a gear arrangement according to a second embodiment; and
• 3 a gear arrangement according to a third embodiment.

1 shows a transmission arrangement 1 for a motor vehicle, not shown in detail. Such a motor vehicle can include the transmission arrangement 1 . The transmission arrangement 1 has a transmission 2 with several gear ratios 3-7. The number and arrangement of the individual gears 3-7 is only an example and can be selected or changed as desired. The transmission arrangement 1 has a switching device 8, which includes a large number of switching devices KA-KH, for example to open and close the gears 3-7. The gears 3-7 are assigned to a common output AB, ie an input of the transmission arrangement can be connected to the output AB through each of the gears 3-7.

The individual switching devices KA-KH are designed, for example, as claw clutches, so that they maintain a closed state that has been established even when their actuating devices are de-energized or depressurized. The corresponding actuators, which are provided for setting the switching devices KA-KH, are designed to be self-locking, for example, or designed in such a way that a set state cannot change independently.

According to the execution 1 can also be seen that the transmission assembly 1 has two partial transmissions 9, 10, for example comprising two transmission input shafts. Gears 3-5 are assigned to a first sub-transmission 9 and gears 6, 7 are assigned to a second sub-transmission 10. At the transmission input, the transmission arrangement 1 is coupled to an internal combustion engine 11 or the transmission arrangement 1 has a double clutch with two clutch devices which can be opened or closed by means of the switching devices KA, KB. As a result, the individual transmission input shafts of the sub-transmissions 9, 10 can be selectively coupled to the internal combustion engine 11. Furthermore, can 1 It can be seen that the transmission arrangement 1 has two electrical machines 12, 13, which are also assigned to the individual partial transmissions 9, 10, the partial transmissions 9, 10 being able to be coupled to one another via a third clutch device, which are opened and closed via a switching device KC can.

in the in 1 illustrated embodiment, the locked state is produced by simultaneously closing gears 3 and 4. For this purpose, the switching devices KD and KE are closed, so that the first partial transmission 9 is connected to the output AB. By closing the two gears 3 and 4 at the same time, the sub-transmission 9 and thus the output AB is blocked. The transmission arrangement 1 is thus blocked. The motor vehicle, which has the transmission arrangement 1, is secured against rolling away or moving in the locked state.

For example, gear 4 can be assigned to a starting gear, for example a first gear, so that the switching device KD can be opened to release or cancel the locked state, so that gear 3 is disengaged. In such a state, it is possible to start off directly with the first gear already engaged in the form of gear 4, for example by generating torque using the electric machine 12. Consequently, only first gear 3 has to be designed to release the locked state, so that starting off is immediate is possible.

2 shows another embodiment of a gear assembly 1, wherein the basic structure of the gear assembly 1 of 1 is equivalent to. The same reference numbers are therefore used for the same components. in the in 2 shown example, the locked state of the transmission assembly 1 on both sub-transmissions 9, 10 is reached. For example, gear 4 is again closed by closing the shifting device KE, with gear 3 and gear 5 of the partial transmission 9 remaining disengaged, ie the shifting devices KD and KF remain open. In order to produce the locked state, the gear stage 7 is also engaged, ie the switching device KH is closed. Thus, in each case a gear stage 3-7 is realized in the first sub-transmission 9 and the second sub-transmission 10, which are connected to the common output AB. In order to lock the transmission arrangement 1, the switching device KC and thus the third clutch device, which couples the two sub-transmissions 9, 10 to one another, is also closed. So the gearbox is 2 locked and the motor vehicle having the transmission assembly 1 is secured.

If gear 4 is again assigned to the starting gear, it is again possible here to disengage gear 7 by opening the shifting device KH, so that starting is possible. Depending on which of the two electrical machines 12 or 13 is to be started, the switching device KC for the third clutch device, which couples the two partial transmissions 9, 10 to one another, can be opened or remain closed.

3 shows a further embodiment of a gear assembly 1 whose basic structure is also based on that of the gear assembly 1 of FIG 1 , 2 based. The same reference symbols are again used for the same components. In the variant shown, as in 2 , The gears 4 and 7 realized to produce the locked state, that is, the switching devices KE and KH are closed. In order to couple the two partial transmissions 9, 10 to one another, the two clutches of the double clutch are closed, ie the switching device KA for the first clutch device and the switching device KB for the second clutch device are closed. Thus, the common output AB is blocked by the simultaneously engaged gears 4 and 7 and the closed double clutch, in particular the closed shifting devices KA and KB.

In order to release the locked state, it is possible to disengage the 4th gear or the 7th gear. If one of the electrical machines 12, 13 is to start up, the double clutch can be opened, for example by opening the switching devices KA or KB. In principle, it is also possible to use friction clutches for the shifting devices KA and KB, so that starting via the internal combustion engine 11 is possible. However, the blocked state must be ensured in such a way that either the switching devices KA, KB remain closed when de-energized or depressurized, or the blocked state is as in 1 or 2 shown realized.

The locked state that is in the 1 until 3 is shown, can be solved better if by means of one of the drive devices, in particular one of the electrical machines 12, 13, a relief torque on the respective sub-transmission 9, 10 is effected.

In other words, the shifting element to be designed is relieved by the fact that any torque that may be present as a result of the downhill slope force is taken over by the electrical machine 13 . So if gear 7 is disengaged, a torque is applied to sub-transmission 9, which supports the acting torque via gear 4. As a result, sub-transmission 10 and thus also gear 7 are load-free. When the claw is fully relieved, the moment corresponds exactly to the moment caused by the downhill slope force and thus counteracts rolling away even when the switching element 7 is released.

The advantages, details and features shown in the individual figures can of course be transferred to one another, combined with one another and interchanged with one another. The method described above can be carried out on the transmission arrangements shown.

Reference List

1

gear arrangement

2

transmission

3-7

grade

8th

switching device

9, 10

partial transmission

11

combustion engine

12, 13

electric machine

AWAY

downforce

KA-KH

switching device

Claims (12)

Transmission arrangement (1) for a motor vehicle, comprising at least one transmission (2) having at least two gears (3-7) and at least one output (AB), the at least two gears (3-7) being connected by means of at least one shifting device (8). can be or are coupled to the same output (AB) of the transmission (2), characterized in that the switching device (8) is designed to convert the transmission arrangement (1) into a locked state in which the at least two gear stages (3-7 ) are simultaneously coupled to the output (AB) of the gearbox (2). Transmission arrangement (1) according to claim 1 , characterized in that the switching device (8) is designed to produce the locked state by closing exactly two gears (3-7) coupled to the same output (AB). Transmission arrangement (1) according to claim 1 or 2 , characterized in that the transmission arrangement (1) has two sub-transmissions (9, 10), in particular comprising two transmission input shafts, wherein the switching device (8) is designed to produce the locked state by engaging two gears (3-7) of the same sub-transmission (9, 10) or by engaging two gears (3-7) of different sub-transmissions (9, 10). Transmission arrangement (1) according to claim 3 , characterized in that the switching device (8) is designed to change the locked state by closing a first clutch device assigned to the first sub-transmission (9, 10) and a first gear stage (3-7) of a first sub-transmission (9, 10) and simultaneously closing a second clutch device assigned to the second sub-transmission (9, 10) and producing a second gear stage (3-7) of a second sub-transmission (9, 10). Transmission arrangement (1) according to claim 3 or 4 , characterized in that the switching device (8) is designed to switch the locked state by simultaneously closing a third clutch device coupling the two sub-transmissions (9, 10) and a first gear stage (3-7) of a first sub-transmission (9, 10) and to produce a second gear stage (3-7) of a second sub-transmission (9, 10). Transmission arrangement (1) according to one of the preceding claims, characterized in that at least one switching device (KA-KH) provided for engaging a gear step (3-7) and/or at least one switching device (KA-KH) provided for engaging a clutch device , in particular all switching devices (KA-KH) provided for establishing the blocked state, are closed in a de-energized state and/or depressurized state. Transmission arrangement (1) according to one of the preceding claims, characterized in that the transmission arrangement (1) is designed to release the locked state by opening at least one, in particular exactly one, gear stage (3-7) that is closed for establishing the locked state . Transmission arrangement (1) according to one of the preceding claims, characterized in that the transmission arrangement (1) is designed to produce the locked state by engaging exactly two gears (3-7), at least one gear (3-7) being a starting gear and a further gear stage (3-7) is assigned to a further gear, the transmission arrangement (1) being designed to release the locked state by opening the further gear stage (3-7). Transmission arrangement (1) according to one of the preceding claims, characterized in that the transmission arrangement (1) has at least one drive device (11-13), in particular an electric machine (12, 13), which is designed to apply a relief torque to at least one apply closed gear ratio (3-7) in the locked state. Transmission arrangement (1) according to one of the preceding claims, characterized in that the actuators provided for adjusting the switching devices are designed to be self-locking. Motor vehicle comprising a transmission arrangement (1) according to one of the preceding claims. Method for operating a transmission arrangement (1) for a motor vehicle, in particular a transmission arrangement (1) according to one of Claims 1 until 9 , which transmission arrangement (1) has at least one transmission (2) having at least two gears (3-7), the at least two gears (3-7) being connected to the same output (AB) of the transmission (2nd ) can be coupled or are coupled, characterized in that the at least two gear stages (3-7) are coupled simultaneously to the output (AB) of the transmission (2) in order to transfer the transmission arrangement (1) into a locked state.

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