EP2512853A1 - Chaîne cinématique présentant une boîte de vitesses auxiliaire automatique - Google Patents

Chaîne cinématique présentant une boîte de vitesses auxiliaire automatique

Info

Publication number
EP2512853A1
EP2512853A1 EP10785027A EP10785027A EP2512853A1 EP 2512853 A1 EP2512853 A1 EP 2512853A1 EP 10785027 A EP10785027 A EP 10785027A EP 10785027 A EP10785027 A EP 10785027A EP 2512853 A1 EP2512853 A1 EP 2512853A1
Authority
EP
European Patent Office
Prior art keywords
drive
electric machine
group
transmission
countershaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10785027A
Other languages
German (de)
English (en)
Inventor
Johannes Glückler
Robert Januschevski
Kai Borntraeger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2512853A1 publication Critical patent/EP2512853A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/095—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with means for ensuring an even distribution of torque between the countershafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output

Definitions

  • the invention relates to a drive train with an automated group transmission. Furthermore, the invention relates to a method for
  • Trained as a group transmission automated manual transmission with a multi-stage main gear and the main gear downstream, especially as a range group running, rear-mounted and / or a main gear drive upstream, in particular designed as a splitter group, for 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.
  • a two-stage range group with a lying approximately at a mean translation jump 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.
  • the range group the main transmission upstream or downstream and therefore be designed as a ballast or Nachschaltenstein.
  • Automated gearboxes which have form-fitting switching elements are to be distinguished from automatic powershift transmissions with frictionally-operating switching elements.
  • the main transmission is designed as a countershaft design and comprises a main shaft and at least one countershaft.
  • the ballast group and the rear group are also implemented as a countershaft design.
  • the drive trains known from the prior art which have as a transmission an automated group transmission and as a drive unit hybrid drive with an internal combustion engine and an electric machine, have the disadvantage that during the execution of a circuit in the group transmission, in particular during the execution of a circuit in the split group or upstream group of the group transmission, no traction support can be provided, resulting in a loss of comfort sets.
  • the present invention is based on the problem of creating a novel drive train with an automated group transmission.
  • This problem is solved by a drive train according to claim 1.
  • the electric machine of the hybrid drive is in communication with the or each countershaft of the group transmission.
  • the electric machine of the hybrid drive is not connected as in a crankshaft starter generator (KSG) between the engine and the starting clutch or as the integrated starter generator (ISG) between the starting clutch and the input shaft of the group transmission, but the electric machine of the hybrid drive with the or each countershaft of the group transmission coupled or connected.
  • KSG crankshaft starter generator
  • ISG integrated starter generator
  • Fig. 1 is a diagram of a drive train according to the invention with a group transmission and a drive unit and a final drive according to a first embodiment of the invention
  • FIG. 2 is a diagram of a drive train according to the invention with a group transmission and a drive unit and a final drive according to a second embodiment of the invention;
  • FIG. 3 shows a possible power flow in the drive train of FIG. 1;
  • FIG. 4 shows another possible power flow in the drive train of FIG. 1;
  • FIG. 5 shows another possible power flow in the drive train of FIG. 1;
  • Fig. 6 is a diagram of a drive train according to the invention with a group transmission and a drive unit and a final drive according to a third embodiment of the invention
  • FIG. 7 shows a diagram of a drive train according to the invention with a group transmission and a drive unit and an axle drive according to a fourth embodiment of the invention
  • FIG. 8 shows a possible power flow in the drive train of FIG. 6
  • FIG. 9 shows another possible power flow in the drive train of FIG. 6
  • FIG. 10 shows another possible power flow in the drive train of FIG. 6.
  • FIG. 1 shows a diagram of a group transmission CT together with an internal combustion engine VM of a hybrid drive, an electric machine EM of the hybrid drive and an axle drive AB.
  • the illustrated in Fig. 1 group transmission CT includes a main gear HG, a main gear HG drivingly upstream, designed as a splitter group GV group and a main gear HG drive technology downstream, designed as a range group GP downstream group.
  • the main transmission HG of the group transmission CT of FIG. 1 is designed as a direct gear transmission in countershaft design and has a main shaft W H and two countershafts W V GI and W V G2.
  • 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 V GI and W V G2.
  • the clutches of the gear ratios G3 and G2 and the clutches of the gear ratios G1 and R are each formed as jaw clutches and combined in a common switching package S1 and S2 respectively.
  • 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 WQE, 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.
  • 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 V GI and W V G2 of the main transmission HG.
  • the synchronized and designed as jaw clutches clutches of Ballast group GV are combined in a common switching package SV.
  • the sun gear PS is non-rotatably connected to the output side extended main shaft W H of the main transmission HG.
  • the planet carrier PT is rotatably coupled to the output shaft W G A of the group transmission CT, which is connected to a dashed axis drive AB in combination.
  • the ring gear PH is connected to a switching package SP with two synchronized, designed as dog clutches clutches by which the range group GP alternately by the connection of the ring gear PH with a fixed housing part in a slow speed L and the connection of the ring gear PH to the main shaft W H or the sun gear PS in a high-speed stage S is switchable.
  • the area group GP can be switched synchronized.
  • the main transmission HG of such a group transmission CT is designed as an unsynchronized main transmission, whereas the rear-mounted group designed as a range group GP and the front-end group designed as a splitter group GV are designed as synchronized transmission parts.
  • the electric machine EM of the hybrid drive is coupled to the countershafts W V GI and W V G2 or is in communication therewith, namely in the exemplary embodiment of FIG. 1 via a series-connected stage VS which is connected between the electric machine EM and the counterparts W V GI and W V G2 connected and executed according to FIG. 1 as a spur gear.
  • the feed stage VS designed as a spur gear stage, via which the electric machine EM of the hybrid drive is coupled to the countershafts W V GI and W V G2, is designed as a separate group or stage with respect to the main transmission HG in terms of drive technology upstream group or splitter group GV.
  • a controllable clutch K is connected between the electrical machine EM of the hybrid drive and the group transmission CT, namely in the illustrated embodiment of FIG. 1 between the electric machine EM and the separate ballast VS, via which the electric Machine EM can be coupled to the automated group transmission CT or decoupled from the same. Then, as shown in Fig. 1, when this clutch K is opened, the electric machine EM is decoupled from the group transmission CT, namely from the countershafts W V GI and WVG 2, whereas when the clutch K is closed, the electric machine EM of the hybrid drive to the two countershafts W V GI and W V G2 of the group transmission CT is coupled.
  • This coupling K is an optional assembly.
  • the electric machine EM of the hybrid drive For coupling the electric machine EM of the hybrid drive to the automated group transmission CT, namely to the countershafts W V GI and W V G2 thereof, the electric machine EM is brought via a speed controller of the same synchronous speed to the clutch K, which according to FIG. 1 as a form-fitting working jaw clutch is executed.
  • a drive train with a hybrid drive and an automated group transmission is shown, in which the electric machine EM of the hybrid drive is coupled to the countershafts W V GI and W V G2 of the group transmission CT, namely via an additional upstream stage VS and one between the additional ballast VS and the electric machine EM of the hybrid drive switched, controllable clutch K.
  • the group transmission CT of the drive train according to the invention can also have a single countershaft W V G2.
  • the embodiment of FIG. 2 is consistent with the embodiment of FIG. 1, so that the same reference numerals are used to avoid unnecessary repetitions for the same components and reference is made to the comments on the embodiment of FIG.
  • the electric machine EM of the hybrid drive via an additional ballast VS coupled to the only here countershaft W V G2, wherein shown in FIG. 2 between the electric machine EM and the additional ballast VS preferably a clutch K connected is, via which the electric machine EM can be coupled to the countershaft W V G2 and decoupled from the same.
  • Fig. 3 to 5 show for the embodiment of Fig. 1 possible power flows LF1, LF2 and LF3, which set in specific operating modes of the drive train of FIG.
  • FIG. 3 shows a power flow LF1 for the drive train of FIG. 1, which then occurs when a circuit is implemented in the splitter group or ballast group VS which is connected upstream of the main transmission HG via the electric machine EM of the hybrid drive on the final drive AB a traction assistance is provided.
  • the starting clutch AK is opened and the internal combustion engine VM of the hybrid drive is decoupled from the final drive AB, wherein the electric machine EM of the hybrid drive remains coupled to the final drive AB.
  • the electric machine EM remains coupled to the countershafts W V GI and W V G2 of the group transmission CT and thus to the final drive AB, with no neutral position in the main transmission HG is present and in the main transmission HG drive-technically downstream range group or downstream group GP no circuit is executed.
  • a power output of the electric machine EM of the hybrid drive can then be realized during the execution of a circuit in the main transmission HG vorschalteten splitter group or GV grouping a traction.
  • a synchronization of the splitter group GV or GV is not burdened during the execution of the switching operation in the same, since a so-called inertia of the electric machine EM of the hybrid drive not on the input shaft W G E of the transmission, but rather on the countershafts W V GI and W V G2 works.
  • Fig. 4 illustrates a signal flow LF2 for the drive train of FIG. 1, which adjusts in the regenerative operation of the electric machine EM when the motor vehicle is stationary.
  • the electric machine EM of the hybrid drive of the internal combustion engine VM driven the same, what then the starting clutch AK and the clutch K are closed and also in the main transmission HG upstream split group or group GV can be a power transmission.
  • a drive connection between the engine VM and the Achsabtrieb AB is z. B. thereby interrupted that the main transmission HG assumes a neutral position.
  • other electrical consumers can also be supplied with energy from the internal combustion engine VM when the drive train or motor vehicle is at a standstill.
  • Other electrical consumers are also referred to as electrical auxiliary consumers, which can be driven by the internal combustion engine VM of the hybrid drive in analogy to FIG. 4 at standstill of the motor vehicle, that between the engine VM and the respective electrical auxiliary consumers a drive connection exists, whereas between the internal combustion engine VM and the final drive AB, the drive connection is interrupted.
  • FIG. 5 illustrates a power flow LF3 for the drive train of FIG. 1, in which a mechanical power take-off PTO (power take-out) is to be driven by means of the electric machine EM of the hybrid drive.
  • a mechanical power take-off PTO is, as shown in FIG. 5, coupled to one of the countershafts of the group transmission CT, namely according to FIG. 5 to the countershaft W V GI, wherein according to FIG. 5, the mechanical PTO PTO alone from the electric machine EM the hybrid drive can be driven from.
  • the main transmission HG assumes a neutral position, wherein additionally the starting clutch AK is opened when the motor vehicle is at a standstill.
  • recuperation can be realized by recuperation, with recuperation being primarily braked with the electric machine EM of the hybrid drive in order to operate the same as a generator, in which case electrical energy is stored in an electrical energy store (not shown) the hybrid drive is stored in order to use them specifically for driving the electric machine EM of the hybrid drive, if necessary, to such.
  • the Final drive AB On the Final drive AB to provide a drive torque or to drive consumers or ancillary components of the drive train.
  • Rekuperieren there is a drive connection between the final drive AB and the electric machine EM of the hybrid drive to convert occurring during braking on the final drive AB, mechanical braking energy into electrical energy to the electric machine EM of the hybrid drive.
  • the internal combustion engine VM is subsequently to be coupled again to the final drive AB, then initially the internal combustion engine VM is started or towed in a neutral position at a main transmission HG, namely by means of the electric machine EM of the hybrid drive.
  • the electric machine EM then directly drives the internal combustion engine VM in the function of a starter, wherein when a synchronous rotational speed is established for the internal combustion engine VM, the starting clutch AK can be closed.
  • the internal combustion engine VM can also be started via a so-called swing start while driving using the kinetic energy of the vehicle, in which case the electric machine EM of the hybrid drive compensates for the launch torque required to tow the engine VM, while the starting clutch AK closes to improve ride comfort to ensure.
  • the main transmission HG of the group transmission CT is then not in neutral but in a force or Moments transmitting shift position, which is designed as a planetary gear Nachschalttica or range group GP is preferably operated in the so-called block circulation with a ratio of one and in the group transmission CT a suitable for driving speed ratio is selected to avoid over-rotation of the engine VM.
  • FIG. 6 shows an exemplary embodiment with two countershafts W V GI and W V G2
  • FIG. 7 shows an exemplary embodiment with a single countershaft W V G2.
  • the electric machine EM of the hybrid drive is coupled to the or each countershaft W V GI, W V G2 of the group transmission CT,
  • there is no separate upstream stage VS in the embodiment of FIGS. 1 and 2, there is no separate upstream stage VS, but in the embodiment of FIGS.
  • a clutch K is present, via which the electric machine EM of the hybrid drive is coupled to the or each countershaft W V GI, W V G2 of the group transmission CT or can be decoupled from the same.
  • This clutch K is in turn a dog clutch which, when closed, provides an immediate connection of the electric machine EM to the splitter group GV. Then, on the other hand, when the clutch K is opened, the electric machine EM of the hybrid drive is decoupled from the splitter group GV, namely, the or each countershaft W V GI, W V G2 thereof.
  • Figs. 6 and 7 differ from the embodiments of FIGS. 1 and 2 therefore only in that in the embodiments of Figs. 6 and 7, the coupling of the electric machine EM to the or each countershaft W V GI, W V G2 of the group transmission CT is not done via a separate ballast VS, but rather via a hollow shaft HW, which establishes a direct connection between the electrical machine EM and the or each countershaft.
  • the electric machine EM in each case be flanged coaxially to a so-called clutch bell of the group transmission CT in the embodiments shown.
  • the recovery of braking energy during recuperation is possible.
  • the ride comfort can be increased.
  • train downshifts can be avoided for a limited time.
  • a purely electric driving with partial use of the transmission spread of the group transmission is possible.
  • electrical energy can be saved, namely by shifting operating points of the electric machine to a higher range.
  • Both while driving and at standstill of Motor vehicle can via the electric machine of the hybrid drive electrical energy for z.
  • B. electrical auxiliary consumers are provided.
  • a fuel saving can be realized by a targeted shift of operating points of the internal combustion engine.
  • a synchronization of the electric machine can be done via the speed controller or alternatively via the group transmission.
  • the electric machine can be disconnected from the countershafts to avoid no-load losses of the electric machine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une chaîne cinématique, munie d'une boîte de vitesses auxiliaire automatique, d'un véhicule automobile équipé d'un système hybride de propulsion présentant un moteur à combustion interne (VM) et un moteur électrique (EM) ainsi que d'une boîte de vitesses auxiliaire (CT) automatique, montée entre le système hybride de propulsion et un essieu moteur (AB). La boîte de vitesses auxiliaire (CT) présente au moins une boîte de vitesses principale (HG) réalisée à la manière d'une transmission intermédiaire, comprenant un arbre principal (WH) et au moins un arbre intermédiaire (WVG1, WVG2), un groupe amont (GV) réalisé en particulier en tant que doubleur de gamme et monté à des fins d'entraînement en amont de la boîte de vitesses principale (HG) et/ou un groupe aval (GP) réalisé en particulier en tant que groupe-relais et monté à des fins d'entraînement en aval de la boîte de vitesses principale (HG). Un arbre d'entrée (WGE) de la boîte de vitesses auxiliaire (CT) est relié au moteur à combustion interne (VM) par l'intermédiaire d'un embrayage de démarrage commandable (AK) et un arbre de sortie (WGA) de la boîte de vitesses auxiliaire (CT) est relié à l'essieu moteur (AB), le moteur électrique (EM) du système hybride de propulsion étant relié à l'arbre intermédiaire ou à chaque arbre intermédiaire (WVG1, WVG2).
EP10785027A 2009-12-16 2010-11-22 Chaîne cinématique présentant une boîte de vitesses auxiliaire automatique Withdrawn EP2512853A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009054752A DE102009054752A1 (de) 2009-12-16 2009-12-16 Antriebsstrang mit einem automatisierten Gruppengetriebe
PCT/EP2010/067889 WO2011072986A1 (fr) 2009-12-16 2010-11-22 Chaîne cinématique présentant une boîte de vitesses auxiliaire automatique

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EP2512853A1 true EP2512853A1 (fr) 2012-10-24

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US (1) US20120240723A1 (fr)
EP (1) EP2512853A1 (fr)
DE (1) DE102009054752A1 (fr)
WO (1) WO2011072986A1 (fr)

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