EP3218217A1 - Dispositif de transmission de couple et procédé pour le faire fonctionner - Google Patents

Dispositif de transmission de couple et procédé pour le faire fonctionner

Info

Publication number
EP3218217A1
EP3218217A1 EP15794596.5A EP15794596A EP3218217A1 EP 3218217 A1 EP3218217 A1 EP 3218217A1 EP 15794596 A EP15794596 A EP 15794596A EP 3218217 A1 EP3218217 A1 EP 3218217A1
Authority
EP
European Patent Office
Prior art keywords
mode
electric machine
internal combustion
combustion engine
closed
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Withdrawn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
EP15794596.5A
Other languages
German (de)
English (en)
Inventor
Muammer YOLGA
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.)
AVL List GmbH
Original Assignee
AVL List GmbH
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 AVL List GmbH filed Critical AVL List GmbH
Publication of EP3218217A1 publication Critical patent/EP3218217A1/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Withdrawn legal-status Critical Current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
    • B60K6/365—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 with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2025—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 5 connections
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2038—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with three engaging means
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with compound planetary gear units, e.g. two intermeshing orbital gears
    • 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

Definitions

  • the present invention relates to a torque transmission device, and a method of operating this torque transmission device.
  • the invention will be described in connection with a drive train of a motor vehicle, but the invention can also be used independently of motor vehicles.
  • the torque transmission device may have a plurality of different ratios or ratios, hereinafter referred to as common translations, for adapting the operating behavior of the internal combustion engine to requirements from the operation of the motor vehicle.
  • WO 2014/063980 A1 relates to a transmission and method for its operation.
  • the transmission is formed with a prime mover with a primary drive shaft having drive train, in particular for a vehicle, with a Ravigneaux planetary gear set with a two Clarradwellen, a bridge shaft and at least one ring gear having double planetary gear, and an upstream, designed as a reduction gear simple planetary gear set with the Gear elements sun gear, web and ring gear, wherein a first of the transmission elements of the simple planetary gear set is fixed to the housing.
  • the invention relates to a method for operating the transmission.
  • the US 8,246,500 B2 relates to a hybrid vehicle drive device with an internal combustion engine and an electric motor as drive power sources, and in particular relates to a reduction of the power transmission device and an improvement in fuel economy.
  • DE 10 2006 044 885 A1 relates to hybrid power transmission trains having an engine, a transmission and two motor / generators and is characterized by a series hybrid mode and a fixed gear ratio mode. Based on this prior art, it is an object of the invention to further improve the efficiency during operation of a motor vehicle.
  • a first aspect of the invention relates to a torque transmission device, in particular for a motor vehicle, comprising an input shaft, which is rotatably connectable with a drive unit, in particular an internal combustion engine or a traction electric machine, ie an electric machine by means of which the motor vehicle, two planetary gear sets, a Output shaft, an electric machine, two braking devices and two disconnect couplings.
  • a drive unit in particular an internal combustion engine or a traction electric machine, ie an electric machine by means of which the motor vehicle, two planetary gear sets, a Output shaft, an electric machine, two braking devices and two disconnect couplings.
  • the first planetary gear set has, as first gear elements, at least one first planet gear for meshing with a first sun gear and with a first ring gear of the same first planetary gear set.
  • the first planetary gear set on a planet carrier for rotatably supporting at least one of the first planetary gears.
  • the second planetary gear set has, as second gear elements, at least one second planet gear for meshing with a second sun gear and with a second ring gear of the second planetary gear set. Further, the second planet gear is to mesh with one of the first planetary gears designed. At least one of the second planet gears is rotatably supported by the planet carrier of the first planetary gear set.
  • a first of the two brake devices is configured for releasably fixing or blocking the second sun gear, in particular on a housing of the torque transmission device.
  • the second of the brake devices is designed for the releasable fixing or blocking of at least one of the first transmission elements, in particular on a housing of the torque transmission device.
  • a first of the two disconnect clutches is configured for separable rotational connection of the input shaft with at least one of the first transmission elements.
  • the second of the separating clutches is designed for the separable rotary connection of the input shaft with a further one of the first transmission elements or with one of the second transmission elements.
  • the output shaft is designed to deliver a torque, in particular to an impeller of the motor vehicle, and is rotatably connectable with a further of the second transmission elements, in particular wherein the other of the second transmission elements is different from the second transmission element rotatably connected to the second disconnect clutch.
  • a second aspect of the invention relates to a torque transmission device, in particular for a motor vehicle, comprising an input shaft which is connected to a drive unit, in particular an internal combustion engine or a traction electric machine, navverbindbar is, three planetary gear sets, an output shaft, an electric machine, two brake devices and two disconnect couplings.
  • the first planetary gear set has, as first gear elements, at least one first planet gear for meshing with a first sun gear and with a first ring gear of the same first planetary gear set. Furthermore, the first planetary gear set has a planet carrier for movably supporting at least one of the first planetary gears.
  • the second planetary gear set has, as second gear elements, at least one second planet gear for meshing with a second sun gear and with a second ring gear of the second planetary gear set. At least one of the second planet gears is rotatably supported by the planet carrier of the first planetary gear set.
  • the third planetary gear set has as third gear elements at least a third planet gear for meshing with a third sun gear and at least a fifth planet gear for meshing with a third ring gear and for meshing with at least one of the third planet gears.
  • the third sun gear is rotatably connected to the first sun gear and the third ring gear is rotatively connected to the second ring gear.
  • At least one of the third planet gears and at least one of the fifth planet gears are rotatably supported by the planet carrier of the first planetary gear set.
  • a first of the two brake devices is configured for releasably fixing or blocking the second sun gear, in particular on a housing of the torque transmission device.
  • the second of the brake devices is designed for the releasable fixing or blocking of at least one of the first transmission elements, in particular on a housing of the torque transmission device.
  • a first of the two disconnect clutches is configured for separable rotational connection of the input shaft with at least one of the first transmission elements.
  • the second of the separating clutches is designed for the separable rotary connection of the input shaft with a further one of the first transmission elements or with one of the second transmission elements.
  • the output shaft is designed to deliver a torque, in particular to an impeller of the motor vehicle, and is rotatably connectable with a further of the second transmission elements, in particular wherein the other of the second transmission elements is different from the second transmission element rotatably connected to the second disconnect clutch.
  • the electric machine is connected to one of, in particular first or second, transmission elements for torque transmission, in particular for driving the transmission element and / or for generating electrical energy by the electric machine.
  • the two separating clutches and the electric machine can be selected from one of eight different modes of the torque transmitting device or activated and the performance of the internal combustion engine better adapted to requirements from the operation of the motor vehicle.
  • one of four or five operating modes with different ratios can be selected by operating at least one of the brake devices and / or at least one of the disconnect clutches, in which only the drive unit, in particular the internal combustion engine, applies torque to the input shaft and the electric machine without torque generate with rotates (conventional operation or parallel hybrid operation).
  • the electric machine can deliver a drive torque in these operating modes (boost function) or record a moment (recuperation operation).
  • at least one of the brake devices and / or at least one of the disconnect couplings and activated electric machine at least one operating mode can be selected in which alone the electric machine, the output shaft at least indirectly applied to a torque (electric operation). In this case, the speed and / or the direction of rotation of the rotor of the electric machine can be changed, whereby emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine can be used.
  • At least one operating mode can be selected, in which both the drive unit, in particular the internal combustion engine and the electric machine each exert a torque on the torque transmission device (hybrid operation or electronically controlled CVT operation / eCVT).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency in the operation of a motor vehicle having the torque transmission device.
  • the performance of the engine can be better adapted to requirements of the motor vehicle operation, whereby the efficiency in the operation of the torque transmitting device having a motor vehicle can be improved.
  • an input shaft is to be understood as meaning a shaft which, for the at least indirect rotational connection with a drive unit, in particular an internal combustion engine, has the same drive train a motor vehicle is associated, or for receiving a torque from the drive unit, in particular the internal combustion engine is used.
  • the input shaft according to the invention is the input shaft of a transmission.
  • the input shaft is rotatably supported by a transmission housing of the torque transmitting device or mounted in the transmission housing.
  • a planetary gear set is to be understood as meaning a device which converts an input torque into an output torque (torque conversion) and has transmission elements for this purpose.
  • the transmission elements include a sun gear, an internally toothed ring gear and at least one planet gear, which meshes with both the sun gear and the ring gear.
  • the planetary gear set 2, 3, 4, 5 or more planet gears, which mesh with the sun gear and the ring gear.
  • the planetary gear set as another transmission element on its own planet carrier, which serves for rotatably supporting the planetary gears.
  • the sun gear, the ring gear or the planet carrier can be acted upon with the input torque and the output torque can be tapped at a further transmission element, which is not acted upon by the input torque.
  • at least two of the planetary gear sets may share a planet carrier, which particularly preferably rotatably supports planets of both planetary gear sets.
  • Under a braking device in the context of the invention is a device to understand, which is used for releasably fixing one of the first transmission elements or one of the second transmission elements, in particular on the transmission housing.
  • the fixed transmission element can not rotate when the braking device is blocked during torque conversion.
  • the transmission element can rotate when the brake device is open.
  • Under a separating clutch in the context of the invention is a mechanical device with at least two coupling parts to understand, the two coupling parts in a closed state of the separating clutch with each other mechanically, in particular frictionally engaged or positive locking, rotationally connected and can rotate independently in an open state.
  • the two coupling parts each with a shaft, in particular cohesively, rotatably connected.
  • a shaft is to be understood, which serves for at least indirect rotational connection with a to be driven for locomotion of the motor vehicle impeller of the motor vehicle (drive wheel), and can be acted upon by a torque.
  • an electric machine Under an electric machine according to the invention is an arrangement of stator and rotor to understand, which can interact with each other electromagnetically.
  • the stator in particular rotatably connectable with the transmission housing, the rotor act on the rotor with electromagnetic forces such that the rotor can deliver a torque, wherein the electric machine acts as an electric motor (engine operation).
  • the stator in particular rotatably connectable to the transmission housing, can be acted upon by the rotor by the rotor with electromagnetic forces such that the electric machine can provide electrical energy and acts as an electrical generator (generator operation).
  • the stator may selectively bias the rotor to rotate in one of two opposite directions of rotation.
  • the electric machine is designed such that the rotational speed of the rotor can assume different values within a rotational speed interval.
  • the electric machine can apply a torque to a first transmission element when the first or third disconnect clutch is open instead of the drive assembly, in particular the internal combustion engine.
  • a rotationally fixed connection of two elements as well as a detachable connection of two is fundamentally pivotable Elements, for example by means of a separating clutch, understood.
  • this separating clutch is designed for rotary connection of the input shaft with one of the first transmission elements.
  • the disconnect clutch is configured for rotational connection of the input shaft with one of the first transmission elements when the input shaft is connected to a first transmission element of the fourth planetary gear set and another transmission element of the fourth planetary gear set by means of the separating clutch with one of the first transmission elements is fracverbindbar.
  • the electric machine is connected between the input shaft and one of the first or second gear elements such that the electric machine, in particular the rotor of the electric machine, is rotatably connected to the first or second transmission element and therefore preferably can drive the first or second transmission element.
  • the electric machine for driving the first sun gear, the first ring gear, the planet carrier or the second ring gear is configured.
  • the rotor of the electric machine is rotatably connected to the first sun gear, to the first ring gear, to the planet carrier, or alternatively to the second ring gear.
  • at least one operating mode can be selected, in which only the electric machine, at least indirectly, acts on the output shaft with a torque.
  • the output shaft is rotatably connected to the second ring gear or to the planet carrier.
  • the second ring gear or the planet carrier is materially connected to the output shaft.
  • a torque transmission device has a fourth planetary gear set, with at least one fourth planet gear for meshing with a fourth sun gear and with a fourth ring gear of the fourth planetary gear set, with a fourth planet carrier for rotatably supporting at least one of the fourth planetary gears, wherein the input shaft is rotatably connectable to the fourth planet carrier or to the fourth ring gear, in particular by means of the first or second separating clutch.
  • the fourth sun gear is rotationally connected to the transmission housing.
  • the fourth planetary carrier is connectable to the first sun gear or to the first ring gear, in particular by means of the first separating clutch.
  • the fourth planetary gear set is designed as a reduction or reduction gear to reduce the input speed.
  • the fourth planetary gear set is designed as a negative gear with reversal of the effective direction of the output torque. With the fourth planetary gear set, the spread of the available or shiftable ratios can be increased, resulting in improved efficiency.
  • one of the separating clutches is rotatably connected to the fourth planet carrier or to the fourth ring gear.
  • a coupling part with the second ring gear or with the planet carrier is firmly bonded. This can be one of eight different Operating modes of the torque transmitting device can be selected or activated and the operating behavior of the internal combustion engine can be better adapted to requirements from the operation of the motor vehicle.
  • the first sun gear or the first ring gear or alternatively the planet carrier can be fixed with the second brake device.
  • one of eight different operating modes of the torque transmission device can be selected or activated and the operating behavior of the internal combustion engine can be better adapted to requirements arising from the operation of the motor vehicle.
  • the first separating clutch is designed for the rotary connection of the input shaft with the planet carrier or with the first sun gear or alternatively with the first ring gear.
  • one of eight different operating modes of the torque transmission device can be selected or activated and the operating behavior of the internal combustion engine can be better adapted to requirements arising from the operation of the motor vehicle.
  • the second disconnect clutch is designed for the rotary connection of the input shaft to the planet carrier or to the first sun gear or to the second sun gear or to the second ring gear.
  • a motor vehicle has a torque transmission device according to the first or second aspect or according to one of the preferred developments and a drive unit, in particular an internal combustion engine or a traction electric machine, wherein preferably the torque transmission device, in particular for torque transmission, between the internal combustion engine and one of the drive wheels the motor vehicle is switched.
  • a drive unit in particular an internal combustion engine or a traction electric machine, wherein preferably the torque transmission device, in particular for torque transmission, between the internal combustion engine and one of the drive wheels the motor vehicle is switched.
  • the first braking device is blocked for a first mode (BA1) with a first gear ratio and the second disconnect clutch is closed, in particular wherein the second disconnect clutch is configured to rotationally connect the input shaft to the second sun gear is, a second mode (BA2) with a second translation, the first brake device blocked and the first disconnect clutch closed, in particular wherein the first disconnect clutch for rotational connection of the input shaft to the planet carrier is configured, a third mode (BA3) with a third translation, the first disconnect clutch and the second disconnect clutch is closed, a fourth mode (BA4) with a fourth ratio blocks the second brake device and the first disconnect clutch is closed, a fifth mode (BA5) activates the electric machine and the first braking device blocks, in particular the engine is at rest, a sixth mode (BA6) activates the electric machine and blocks the second braking device, in particular wherein the internal combustion engine is at rest, in particular wherein the sixth mode ratio is greater than the fifth mode ratio, a seventh Operating mode
  • the ratio is advantageously between the translation of the fifth (BA5) and sixth (BA6) operating modes. Furthermore, it is advantageously possible to change directly from this further operating mode to any other operating mode.
  • a fourth mode (BA4) with a fourth gear ratio blocks the first brake device and the first disconnect clutch is closed
  • a fifth mode (BA5) activates the electric machine and the second brake device is blocked, in particular wherein the internal combustion engine is at rest
  • a sixth mode (BA6) activates the electric machine and the first braking device is blocked, in particular wherein the internal combustion engine is at rest, in particular wherein the sixth mode ratio is greater than the fifth mode ratio, in particular wherein the sixth mode ratio is less than the fifth mode ratio
  • an eighth mode (BA8) activates the electric machine and the first disconnect clutch is closed, in particular d
  • the internal combustion engine applied to the input shaft with a torque in particular wherein the translation of the eighth mode is different from the translation of the seventh mode.
  • the second braking device is blocked and the first separating clutch is closed for a first operating mode (BA1), in particular wherein the second braking device is designed for releasably fixing the first ring gear, in particular wherein the first separating clutch is configured for the rotational connection of the input shaft with the first sun gear, a second mode (BA2) with a second translation, the first brake device blocked and the first disconnect clutch closed, a third mode (BA3) with a third gear, the first disconnect clutch and the second disconnect clutch, in particular wherein the second separating clutch is designed for the rotary connection of the input shaft to the planet carrier, wherein the rotary connection takes place in particular via the fourth gear set.
  • BA1 first operating mode
  • BA2 a second mode
  • BA3 with a third gear
  • the first disconnect clutch and the second disconnect clutch in particular wherein the second separating clutch is designed for the rotary connection of the input shaft to the planet carrier, wherein the rotary connection takes place in particular via the fourth gear set.
  • a sixth mode (BA6) activates the electric machine and the second braking device blocks, in particular the engine is at rest
  • a seventh operating mode (BA7) activates the electric machine and blocks the first braking device, in particular wherein the internal combustion engine is at rest, in particular wherein the seventh mode ratio is greater than the sixth mode ratio, in particular the seventh mode of operation is less than the sixth mode ratio
  • an eighth mode (BA8) activates the electric machine and the second disconnect clutch is closed, in particular wherein the internal combustion engine rotates the input shaft oment acted upon.
  • a sixth mode (BA6) activates the electric machine, and second braking device is blocked, in particular wherein the internal combustion engine is at rest
  • a seventh mode (BA7) activates the electric machine and blocks the first braking device, in particular wherein the internal combustion engine is at rest, in particular wherein the translation of the seventh mode is greater than the translation of the sixth mode, in particular wherein the Translation of the seventh mode is less than the translation of the sixth mode
  • an eighth mode (BA8) activates the electric machine and the second clutch is closed, in particular wherein the internal combustion engine, the input shaft to torque a lagt.
  • first operating mode (BA1) with a first gear ratio blocks the second brake device and the first disconnect clutch is closed
  • the second brake device is configured for releasably fixing the first sun gear
  • the first disconnect clutch is configured for rotational connection of the input shaft to the first ring gear
  • a second operating mode (BA2) with a second ratio blocks the second brake device and the second disconnect clutch is closed
  • the second disconnect clutch is configured for rotational connection of the input shaft to the planet carrier
  • a third operating mode (BA3) with a third gear ratio the first disconnect clutch and the second disconnect clutch is closed
  • a fourth mode (BA4) with a fourth gear ratio blocks the first brake device and the second disconnect clutch is closed
  • a fifth mode (BA5) with a fifth gear ratio closes the first disconnect clutch and the first braking device is blocked
  • a sixth operating mode (BA6) activates the electric machine and the second braking device is blocked, in particular wherein the internal combustion engine is at rest
  • BA6 activates the electric machine and the second braking device is blocked, in particular wherein the
  • the ratio is advantageously between the translation of the sixth (BA6) and seventh (BA7) operating modes.
  • BA6 and BA7 operating modes are advantageously possible to change directly from this further operating mode to any other operating mode.
  • the respectively not mentioned braking devices or separating clutches are opened.
  • the torque transmission devices according to the invention can have a favorable large spread, which leads to efficiency advantages, or due to the higher number of gears, smaller steps between the gears, which improves drivability.
  • the torque transmitting devices according to the invention allow a favorable tuning of the translations in electric mode to the modes with fixed ratio, for example in the sixth operating method between the sixth mode (electric mode) and the first and second modes and between the seventh mode (electric mode) and the fourth and fifth modes.
  • boost function drive torque
  • the electric machine can pick up a moment and charge the battery.
  • the internal combustion engine can be started by the electric machine, whereby no separate starter required is.
  • the electric machine for starting the vehicle is not absolutely necessary, so that even when the battery is empty can be approached solely by the internal combustion engine.
  • Figures 1 to 3 show embodiments of a group of torque transmitting devices whose second sun gear is navverbindbar with the input shaft, and required for eight modes of operation of the braking devices, the disconnect couplings and the electric machine.
  • Figures 4 to 8 show embodiments of a group of torque transmitting devices
  • the second braking device is designed for releasably securing the planet carrier of the first planetary gear set, and required for eight modes of operation of the braking devices, the disconnect couplings and the electric machine.
  • Figures 9 to 16 show embodiments of a group of torque transmitting devices, wherein one of the disconnecting clutches for rotational connection of the input shaft with the first sun gear and one of the disconnecting clutches for rotatably connecting the input shaft are configured with the first ring gear, and required for eight modes of operation of the braking devices, the Disconnect couplings and the electric machine.
  • Figures 17 to 23 show embodiments of a group of torque transmitting devices, wherein one of the disconnecting clutches for rotational connection of the input shaft to the first sun gear and one of the disconnect couplings for rotational connection of the input shaft are designed with the planet carrier, and required for eight modes Operation of the brake devices, the disconnect couplings and the electric machine.
  • Figures 24 to 29 show embodiments of a group of torque transmitting devices, wherein one of the disconnecting clutches for rotational connection of the input shaft with the first sun gear and one of the disconnecting clutches for rotational connection of the input shaft are configured with the second ring gear, and required for eight modes of operation of the braking devices, the Disconnect couplings and the electric machine.
  • Figures 30 to 32 show embodiments of a group of torque transmitting devices, wherein one of the disconnecting clutches for rotational connection of the input shaft with the first ring gear and one of the disconnect couplings for rotational connection of the input shaft are configured with the planet carrier, and required for eight modes of operation of the brake devices, the disconnect couplings and the electric machine.
  • Fig. 1 shows schematically an embodiment of a torque transmission device according to the first aspect
  • the second sun gear S2 is rotatably connected to the input shaft EW.
  • the torque transmission device has an input shaft EW, which is rotatably connected to an internal combustion engine, two planetary gear sets PGS1, PGS2, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two disconnect clutches C1, C2.
  • the first planetary gear set PGS1 has, as first transmission elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set.
  • the first planetary gear set PGS1 a planet carrier PC for rotatably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as second gear elements at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set. Further, the second planetary gear P2 is configured to mesh with one of the first planet gears P1. At least one of the second planetary gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 may set the first sun gear S1. If the first separating clutch C1 is designed for rotational connection of the input shaft EW with the planet carrier PC and the second separating clutch C2 is configured for rotational connection of the input shaft EW to the second sun gear S2, the electric machine EM can drive the first ring gear H1, and the output shaft AW is connected to the second Ring gear H2 rotatably connected.
  • a third separating clutch which is particularly preferably designed as a dog clutch, in particular for torque transmission, connected between the internal combustion engine and the input shaft EW.
  • Fig. 2 shows schematically an embodiment of a torque transmission device according to the second aspect, the second sun gear S2 is rotatably connected to the input shaft EW.
  • the torque transmission device has an input shaft EW, which is rotatably connectable with an internal combustion engine, three planetary gear sets PGS1, PGS2, PGS3, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two separating clutches C1, C2.
  • the first planetary gear set PGS1 has, as first gear elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set PGS1. Furthermore, the first planetary gear set PGS1 has a planet carrier PC for movably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has, as second transmission elements, at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set PGS2. At least one of the second planet gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the third planetary gear set PGS3 has as third gear elements at least a third planetary gear P3 for meshing with a third sun gear S3 and at least a fifth planetary gear P5 for meshing with a third ring gear H3 and for meshing with at least one of the third planetary gears P3.
  • the third sun gear S3 is rotatably connected to the first sun gear S1 and the third ring gear H3 is rotatably connected to the second ring gear H2.
  • At least one of the third planetary gears P3 and at least one of the fifth planetary gears P5 are rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the second brake device B2 can set the first sun gear S1, the first separating clutch C1 configured for rotational connection of the input shaft EW with the planet carrier PC, the second separating clutch C2 for rotational connection of the input shaft EW with the second Sun gear S2 configured, the electric machine EM can drive the first ring gear H1, and the output shaft AW is rotatably connected to the second ring gear H2.
  • a third separating clutch which is particularly preferably designed as a dog clutch, in particular for torque transmission, be connected between the internal combustion engine and the input shaft EW.
  • the third disconnect clutch is open, the disconnect clutches C1 and C2 are closed, and the brake devices B1 and B2 are open, the vehicle can be driven purely electrically (electric operation).
  • Fig. 3 shows the left a translation plan or so-called Kutzbach plan for an inventive transmission according to FIGS. 1, 2.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest ratio in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative torque (recuperation) applies.
  • the operating modes BA5, BA6 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • a stationary internal combustion engine basically means that the internal combustion engine does not drive the motor vehicle and is preferably deactivated or does not provide any torque. If the internal combustion engine is separated from the torque transmission device by the separating clutches C1 and C2 or by the third separating clutch (not shown), then in operating modes BA5 and BA6 it can also be used to drive a generator or another ancillary unit.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the electric machine EM can rest and alone an internal combustion engine connected to the torque transmission device provides the torque for driving a motor vehicle (conventional operation). Likewise, the electric machine EM can deliver a drive torque in these operating modes (boost function) or record a moment (recuperation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation). In this case, the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed. In this case, emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each have a torque (hybrid operation or electronically controlled CVT), wherein the rotational speed and / or the direction of rotation of the Rotor of the electric machine EM can be changed.
  • a torque hybrid operation or electronically controlled CVT
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • a first gear element is acted upon by the electric machine EM with a torque and At the same time a further transmission element of the internal combustion engine are subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1.
  • the second braking device B2 is closed, the internal combustion engine can be started by means of the first separating clutch C1 or the second separating clutch C2.
  • the ratio is advantageously between the translation of the fifth (BA5) and sixth (BA6) operating modes. Furthermore, it is advantageously possible to change directly from this further operating mode to any other operating mode.
  • FIG. 4 schematically shows a further exemplary embodiment of a torque transmission device according to the first aspect, whose second brake device B2 is configured to detachably fix the planet carrier PC of the first planetary gear set.
  • the torque transmission device has an input shaft EW, which is rotatably connected to an internal combustion engine, two planetary gear sets PGS1, PGS2, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two disconnect clutches C1, C2.
  • the first planetary gear set PGS1 has, as first transmission elements, at least one first planetary gear P1 for meshing with a first one Sun gear S1 and with a first ring gear H1 of the same first planetary gear set.
  • the first planetary gear set PGS1 a planet carrier PC for rotatably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as second gear elements at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set.
  • the second planetary gear P2 is configured to mesh with one of the first planet gears P1. At least one of the second planetary gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 can specify the planet carrier PC, the first disconnect clutch C1 configured for rotational connection of the input shaft EW with the planet carrier PC, the second disconnect clutch C2 configured for rotational connection of the input shaft EW with the first sun gear S1, the electric machine EM driving the first ring gear H1, and the output shaft AW is rotatably connected to the second ring gear H2.
  • FIG. 5 schematically shows a further exemplary embodiment of a torque transmission device according to the second aspect, the second brake device B2 of which is designed to detachably fix the planet carrier PC of the first planetary gear set.
  • the torque transmission device has an input shaft EW, which is rotatably connectable with an internal combustion engine, three planetary gear sets PGS1, PGS2, PGS3, an output shaft AW, a Electric machine EM, two brake devices B1, B2 and two separating clutches C1, C2.
  • the first planetary gear set PGS1 has, as first gear elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set PGS1. Furthermore, the first planetary gear set PGS1 has a planet carrier PC for movably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has, as second transmission elements, at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set PGS2. At least one of the second planet gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the third planetary gear set PGS3 has as third gear elements at least a third planetary gear P3 for meshing with a third sun gear S3 and at least a fifth planetary gear P5 for meshing with a third ring gear H3 and for meshing with at least one of the third planetary gears P3.
  • the third sun gear S3 is rotatably connected to the first sun gear S1 and the third ring gear H3 is rotatably connected to the second ring gear H2. At least one of the third planetary gears P3 and at least one of the fifth planetary gears P5 are rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the second brake device B2 can specify the planet carrier PC
  • the first disconnect clutch C1 is designed for rotational connection of the input shaft EW with the planet carrier PC
  • the second disconnect clutch C2 configured for rotational connection of the input shaft EW with the first sun gear S1
  • the output shaft AW is rotatably connected to the second ring gear H2.
  • Figure 6 shows the left a translation plan or so-called Kutzbach plan for a transmission according to the invention according to FIGS. 4, 5.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest translation in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative torque (recuperation) applies ..
  • E1, E2 the modes BA5, BA6 with a stationary engine and activated electric machine EM.
  • FIG. 6 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations with distances of the intersections of the lines 1, 2, 3, 4, E1, E2 with the line A can be determined from the horizontal axis.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1.
  • the second braking device B2 is closed, the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 7 schematically shows a further exemplary embodiment of a torque transmission device according to the first aspect, whose second brake device B2 is designed to detachably fix the planet carrier PC of the first planetary gear set PGS1.
  • This embodiment differs from the figure 4 insofar as a fourth planetary gear set PGS4, in particular for torque transmission, between the first clutch C1 and the planet carrier PC is connected and the planet carrier PC is rotatably connected to the fourth ring gear H4.
  • 8 shows on the left a translation plan or so-called Kutzbach plan for an inventive transmission according to FIG. 7.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest translation in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative moment (recuperation) applies.
  • the operating modes BA5, BA6 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • the figure shows, on the right as a table, a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations with distances of the intersections of the lines 1, 2, 3, 4, E1, E2 with the line A can be determined from the horizontal axis.
  • modes BA1 to BA4 in which the electric machine EM either no, a positive (boost function) or negative moment (recuperation) applies, provides with the
  • Torque transmission device connected internal combustion engine always provides a torque for driving a motor vehicle ready (conventional operation).
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • FIG. 9 shows schematically a further embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C2 for rotational connection of the input shaft EW with the first sun gear S1 and the separating clutch C1 for rotational connection of the input shaft EW is configured with the first ring gear H1.
  • the torque transmission device has an input shaft EW, which is rotatably connected to an internal combustion engine, two planetary gear sets PGS1, PGS2, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two disconnect clutches C1, C2.
  • the first planetary gear set PGS1 has, as first transmission elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set.
  • the first planetary gear set PGS1 a planet carrier PC for rotatably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as second gear elements at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set. Further, the second planetary gear P2 is configured to mesh with one of the first planet gears P1. At least one of the second planetary gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 can set the first ring gear H1
  • the first clutch C1 is configured for rotational connection of the input shaft EW with the first ring gear H1
  • the second Disconnect coupling C2 is configured for rotational connection of the input shaft EW with the first sun gear S1
  • the electric machine EM can drive the planet carrier PC
  • the output shaft AW is rotatably connected to the second ring gear H2.
  • 10 shows on the left a translation plan or so-called Kutzbach plan for an inventive transmission according to FIG. 9.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest translation in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative moment (recuperation) applies.
  • the operating modes BA5, BA6 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • the figure shows, on the right as a table, a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations with distances of the intersections of the lines 1, 2, 3, 4, E1, E2 with the line A can be determined from the horizontal axis.
  • the operating modes BA1 to BA4 in which the electric machine EM optionally no, a positive (boost function) or negative torque (recuperation) applies, provides with the
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed, whereby variable ratios are achieved and in particular the internal combustion engine within a preferred speed range, in particular for improved efficiency, can be operated.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1.
  • the second braking device B2 is closed, the internal combustion engine can be started by means of the second separating clutch C2.
  • Figure 1 1 shows schematically another embodiment of a torque transmission device according to the first aspect, wherein the Disconnect coupling C2 for rotational connection of the input shaft EW with the first sun gear S1 and the clutch C1 to the rotational connection of the input shaft EW are configured with the first ring gear H1.
  • This embodiment differs from the figure 9 insofar as the electric machine EM can drive the second ring gear H2 and the output shaft AW is lubverbindbar with the planet carrier PC.
  • Fig. 12 shows left a translation plan or so-called Kutzbach plan for an inventive transmission according to FIG. 1 1.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest translation in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative moment (recuperation) applies. Furthermore, the operating modes BA5, BA6 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 12 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations are based on the intersections of the intersections Lines 1, 2, 3, 4, E1, E2 can be determined with the line A from the horizontal axis.
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed, thereby avoiding emissions of the internal combustion engine and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first disconnect clutch C1 or the second disconnect clutch C2. With closed second Brake device B2, the internal combustion engine can be started by means of the second clutch C2.
  • Figure 13 shows schematically another embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C2 for rotational connection of the input shaft EW with the first sun gear S1 and the clutch C1 for rotational connection of the input shaft EW are configured with the first ring gear H1.
  • This embodiment differs from FIG. 9 in that a fourth planetary gear set PGS4, in particular for torque transmission, is connected between the first separating clutch C1 and the first ring gear H1 and the fourth planet carrier PC4 is rotationally connected to the first ring gear H1.
  • FIG. 14 shows on the left a translation plan or so-called Kutzbach plan for an inventive transmission according to FIG. 13.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest ratio in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative torque (recuperation) applies.
  • the operating modes BA5, BA6 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 14 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • "x" means a blocking brake device or a disconnect clutch in the closed state
  • the electric machine can provide torque in all operating modes In the electronically controlled CVT operating modes (eCVT) and purely electrical modes (E-modes), the electric machine is always activated as part of the drive device and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT operating modes
  • E-modes purely electrical modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations with distances of the intersections of the lines 1, 2, 3, 4, E1, E2 with the line A can be determined from the horizontal axis.
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first disconnect clutch C1 or the second disconnect clutch C2.
  • the second braking device B2 is closed, the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 15 schematically shows a further exemplary embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C2 is configured for rotational connection of the input shaft EW with the first sun gear S1 and the separating clutch C1 for rotational connection of the input shaft EW with the first ring gear H1.
  • This exemplary embodiment deviates from FIG. 1 in that a fourth planetary gear set PGS4, in particular for torque transmission, is connected between the second separating clutch C2 and the first sun gear S1 and the fourth planet carrier PC4 is rotationally connected to the first sun gear S1.
  • FIG. 16 shows on the left a translation plan or so-called Kutzbach plan for a transmission according to the invention according to FIG. 15.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA4 with four ratios (1, 2, 3, 4) result from the actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and other operating modes with activation of the electric machine EM.
  • the mode BA1 offers the shortest and the mode BA4 the longest ratio in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM either no, a positive (boost function) or negative torque (recuperation) applies. Furthermore are denoted by E1, E2 the modes BA5, BA6 with dormant engine and activated electric machine EM.
  • FIG. 16 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1,.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the right-hand column of the table contains exemplary translations of some operating modes, the translations being at intervals of intersections of lines 1, 2, 3, 4, E1, E2 with the line A from the horizontal axis can be determined.
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • This variable translations can be achieved and in particular the internal combustion engine within a preferred Speed range, in particular for improved efficiency, operated.
  • a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first disconnect clutch C1 or the second disconnect clutch C2.
  • the second braking device B2 is closed, the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 17 schematically shows a further exemplary embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C1 for rotational connection of the input shaft EW with the first sun gear S1 and the separating clutch C2 for rotational connection of the input shaft EW with the planet carrier PC are configured.
  • the torque transmission device has an input shaft EW, which is rotatably connected to an internal combustion engine, two planetary gear sets PGS1, PGS2, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two disconnect clutches C1, C2.
  • the first planetary gear set PGS1 has, as first transmission elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set.
  • the first planetary gear set PGS1 a planet carrier PC for rotatably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as second gear elements at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set.
  • the second planetary gear P2 is configured to mesh with one of the first planet gears P1. At least one of the second planetary gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 is designed for the releasable fixing or blocking of the first ring gear H1, in particular on a housing of the torque transmission device.
  • the electric machine EM can drive the first sun gear S1, and the output shaft AW is rotatably connected to the second ring gear H2.
  • Figure 18 shows schematically an embodiment of a torque transmission device according to the second aspect, wherein the first separating clutch C1 for rotational connection of the input shaft EW with the first sun gear S1 and the second separating clutch C2 are configured for rotational connection of the input shaft EW with the planet carrier PC.
  • the torque transmission device has an input shaft EW, which is rotatably connectable with an internal combustion engine, three planetary gear sets PGS1, PGS2, PGS3, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two separating clutches C1, C2.
  • the first planetary gear set PGS1 has, as first gear elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set PGS1. Furthermore, the first planetary gear set PGS1 has a planet carrier PC for movably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has, as second transmission elements, at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set PGS2. At least one of the second planet gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the third planetary gear set PGS3 has as third gear elements at least a third planetary gear P3 for meshing with a third sun gear S3 and at least a fifth planetary gear P5 for meshing with a third ring gear H3 and for meshing with at least one of the third planetary gears P3.
  • the third sun gear S3 is rotatably connected to the first sun gear S1 and the third ring gear H3 is rotatably connected to the second ring gear H2.
  • At least one of the third planetary gears P3 and at least one of the fifth planetary gears P5 are rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 is designed for the releasable fixing or blocking of the first ring gear H1, in particular on a housing of the torque transmission device.
  • the electric machine EM can drive the first sun gear S1, and the output shaft AW is rotatably connected to the second ring gear H2.
  • FIG. 19 shows on the left a translation plan or so-called Kutzbach plan for a transmission according to the invention corresponding to FIGS. 17, 18.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • Mode BA1 the shortest and the mode BA5 the longest translation in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM optionally no, a positive (boost function) or negative moment (recuperation) applies.
  • the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 19 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations at intervals of the intersections of the lines 1, 2, 3, 4, 5, E1, E2 with the line A of the horizontal axis can be determined.
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1 in an advantageous manner.
  • the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 20 schematically shows a further exemplary embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C1 for rotational connection of the input shaft EW with the first sun gear S1 and the separating clutch C2 for rotational connection of the input shaft EW with the planet carrier PC are configured.
  • This embodiment differs from FIG. 17 in that a fourth planetary gear set PGS4, in particular for torque transmission, is connected between the second separating clutch C2 and the input shaft EW and the fourth ring gear H4 is rotationally connected to the second separating clutch C2.
  • 21 shows on the left a translation plan or so-called Kutzbach plan for a transmission according to the invention corresponding to FIG. 20.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • the operating mode BA1 offers the shortest and the operating mode BA5 the longest transmission in conventional operation in which the internal combustion engine drives the vehicle and the electric machine EM selectively applies no, a positive (boost function) or a negative torque (recuperation).
  • the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 21 shows, on the right as a table, a preferred actuation of the disconnect clutches C1, C2, the brake devices B1, B2 and, in some operating modes, the activation of the electric machine EM.
  • "x" means a blocking braking device or a separating clutch in the closed state.
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1 in an advantageous manner.
  • the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 22 schematically shows another embodiment of a torque transmission device according to the first aspect, wherein the disconnect clutch C1 for rotational connection of the input shaft EW with the first sun gear S1 and the disconnect clutch C2 for rotational connection of the input shaft EW with the planet carrier PC are configured.
  • FIG. 17 This embodiment differs from FIG. 17 in that a fourth planetary gear set PGS4, in particular for torque transmission, is connected between the second separating clutch C2 and the input shaft EW and the fourth ring gear H4 is rotationally connected to the second separating clutch C2.
  • the electric machine EM can drive the planet carrier PC.
  • Figure 23 shows on the left a translation plan or so-called Kutzbach plan for a transmission according to the invention according to FIG. 22.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • the operating mode BA1 offers the shortest and the operating mode BA5 the longest transmission in conventional operation in which the internal combustion engine drives the vehicle and the electric machine EM selectively applies no, a positive (boost function) or a negative torque (recuperation).
  • the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 23 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CV
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations with distances of the intersections of the lines 1, 2, 3, 4, 5, E1, E2 with the line A can be determined from the horizontal axis.
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the engaged gear ie regardless of whether the first brake B1 or the second brake B2 is closed, and regardless of the driving state
  • the internal combustion engine can be started by means of the second clutch C2.
  • the internal combustion engine can be started by means of the first separating clutch C1.
  • Figure 24 shows schematically an embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C1 for the rotational connection of the input shaft EW with the first Sun gear S1 and the clutch C2 to the rotational connection of the input shaft EW with the second ring gear H2 are configured.
  • the torque transmission device has an input shaft EW, which is rotatably connected to an internal combustion engine, two planetary gear sets PGS1, PGS2, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two disconnect clutches C1, C2.
  • the first planetary gear set PGS1 has, as first transmission elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set.
  • the first planetary gear set PGS1 a planet carrier PC for rotatably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as second gear elements at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set. Further, the second planetary gear P2 is configured to mesh with one of the first planet gears P1. At least one of the second planetary gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 is configured for fixing or blocking the first ring gear H1, in particular on a housing of the torque transmission device.
  • the output shaft AW is rotatably connected to the planet carrier PC.
  • the electric machine EM can drive the first sun gear S1.
  • Figure 25 shows a left translation plan or so-called Kutzbach plan for a transmission according to the invention as shown in FIG. 24.
  • the horizontal Axle is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • the operating mode BA1 offers the shortest and the operating mode BA5 the longest transmission in conventional operation in which the internal combustion engine drives the vehicle and the electric machine EM selectively applies no, a positive (boost function) or a negative torque (recuperation). Furthermore, the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 25 shows, on the right as a table, a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • the right-hand column of the table contains exemplary translations of some operating modes, where the translations with distances of the intersections of the lines 1, 2, 3, 4, 5, E1, E2 with the line A can be determined from the horizontal axis.
  • modes BA1 to BA5 in which the electric machine EM either no, a positive (boost function) or negative moment (recuperation) applies, provides with the
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1 in an advantageous manner.
  • the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 26 schematically shows an exemplary embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C1 is used for rotational connection of the input shaft EW to the first Sun gear S1 and the clutch C2 to the rotational connection of the input shaft EW with the second ring gear H2 are configured.
  • This embodiment deviates from FIG. 24 in that the electric machine EM can drive the second ring gear H2.
  • the rotor of the electric machine EM is rotatably connected to the second ring gear H2.
  • FIG. 27 shows on the left a translation plan or so-called Kutzbach plan for a transmission according to the invention according to FIG. 26.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • the operating mode BA1 offers the shortest and the operating mode BA5 the longest transmission in conventional operation in which the internal combustion engine drives the vehicle and the electric machine EM selectively applies no, a positive (boost function) or a negative torque (recuperation).
  • the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 27 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • the modes BA1 to BA5 in which the electric machine EM either no, a positive (boost function) or negative moment (recuperation) applies, provides with the
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the second separating clutch C2 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the engaged gear ie regardless of whether the first brake B1 or the second brake B2 is closed, and regardless of the driving state
  • the internal combustion engine can be started by means of the second clutch C2.
  • the internal combustion engine can be started by means of the first separating clutch C1.
  • FIG. 28 schematically shows an exemplary embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C1 for rotational connection of the input shaft EW with the first sun gear S1 and the separating clutch C2 for rotational connection of the input shaft EW with the second ring gear H2 are configured.
  • This exemplary embodiment deviates from FIG. 24 in that a fourth planetary gear set PGS4, in particular for torque transmission, is connected between the second separating clutch C2 and the second ring gear H2 and the fourth ring gear H4 is rotationally connected to the second ring gear H2.
  • 29 shows on the left a translation plan or so-called Kutzbach plan for a transmission according to the invention according to FIG. 28.
  • the horizontal axis is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • the operating mode BA1 offers the shortest and the operating mode BA5 the longest transmission in conventional operation in which the internal combustion engine drives the vehicle and the electric machine EM selectively applies no, a positive (boost function) or a negative torque (recuperation).
  • the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 29 shows on the right as a table a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation, in the electronically controlled CVT modes (eCVT) and in the purely electrical modes (E-modes) the electric machine is part of the Drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes purely electrical modes
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • emissions of the internal combustion engine can be avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the engaged gear ie regardless of whether the first brake device B1 or the second brake device B2 is closed, and regardless of the driving state
  • the internal combustion engine by means of the first Disconnect C1 be started.
  • the internal combustion engine can be started by means of the second separating clutch C2.
  • FIG. 30 schematically shows an exemplary embodiment of a torque transmission device according to the first aspect, wherein the first separating clutch C1 for rotational connection of the input shaft EW to the first ring gear H1 and the second separating clutch C2 to the rotational connection of the input shaft EW with the planet carrier PC are configured.
  • the torque transmission device has an input shaft EW, which is rotatably connected to an internal combustion engine, two planetary gear sets PGS1, PGS2, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two disconnect clutches C1, C2.
  • the first planetary gear set PGS1 has, as first transmission elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set.
  • the first planetary gear set PGS1 a planet carrier PC for rotatably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as second gear elements at least one second planetary gear P2 for meshing with a second sun gear S2 and with a second ring gear H2 of the second planetary gear set.
  • the second planetary gear P2 is configured to mesh with one of the first planet gears P1. At least one of the second planetary gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 is for releasably fixing or blocking the first sun gear S1 configured, in particular on a housing of the torque transmission device.
  • the electric machine EM can drive the first ring gear H1.
  • the rotor of the electric machine EM is rotatably connected to the first ring gear H1.
  • the output shaft AW is rotatably connected to the second ring gear H2.
  • a third separating clutch which is particularly preferably designed as a dog clutch, in particular for torque transmission between the internal combustion engine and the input shaft EW connected.
  • the disconnect clutches C1 and C2 are closed, and the brake devices B1 and B2 are open, the vehicle can be driven purely electrically (electric operation).
  • FIG. 31 schematically shows an exemplary embodiment of a torque transmission device according to the first aspect, wherein the separating clutch C1 for rotational connection of the input shaft EW with the first ring gear H1 and the separating clutch C2 for rotational connection of the input shaft EW with the planet carrier PC are configured.
  • the torque transmission device has an input shaft EW, which is rotatably connectable with an internal combustion engine, three planetary gear sets PGS1, PGS2, PGS3, an output shaft AW, an electric machine EM, two brake devices B1, B2 and two separating clutches C1, C2.
  • the first planetary gear set PGS1 has, as first gear elements, at least one first planetary gear P1 for meshing with a first sun gear S1 and with a first ring gear H1 of the same first planetary gear set PGS1. Furthermore, the first planetary gear set PGS1 has a planet carrier PC for movably supporting at least one of the first planet gears P1.
  • the second planetary gear set PGS2 has as a second transmission elements at least one second planetary gear P2 for meshing with a second Sun gear S2 and with a second ring gear H2 of the second planetary gear set PGS2. At least one of the second planet gears P2 is rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the third planetary gear set PGS3 has as third gear elements at least a third planetary gear P3 for meshing with a third sun gear S3 and at least a fifth planetary gear P5 for meshing with a third ring gear H3 and for meshing with at least one of the third planetary gears P3.
  • the third sun gear S3 is rotatably connected to the first sun gear S1 and the third ring gear H3 is rotatably connected to the second ring gear H2. At least one of the third planetary gears P3 and at least one of the fifth planetary gears P5 are rotatably supported by the planet carrier PC of the first planetary gear set PGS1.
  • the first brake device B1 is designed for the releasable fixing or blocking of the second sun gear S2, in particular on a housing of the torque transmission device.
  • the second brake device B2 is designed for the releasable fixing or blocking of the first sun gear S1, in particular on a housing of the torque transmission device.
  • the electric machine EM can drive the first ring gear H1.
  • the rotor of the electric machine EM is rotatably connected to the first ring gear H1.
  • the output shaft AW is rotatably connected to the second ring gear H2.
  • a third separating clutch which is particularly preferably designed as a dog clutch, in particular for torque transmission, be connected between the internal combustion engine and the input shaft EW.
  • the third disconnect clutch is open, the disconnect clutches C1 and C2 are closed, and the brake devices B1 and B2 are open, the vehicle can be driven purely electrically (electric operation).
  • Figure 32 shows the left a translation plan or so-called Kutzbach plan for a transmission according to the invention as shown in FIGS. 30, 31.
  • the horizontal Axle is the wheel axis, which indicates the position and the radii of the gears.
  • the peripheral speed is given as a radial function of each wheel.
  • operating modes BA1 to BA5 with five ratios (1, 2, 3, 4, 5) result from the actuation of the separating clutches C1, C2, the brake devices B1, B2 as well as further operating modes with activation of the electric machine EM.
  • the operating mode BA1 offers the shortest and the operating mode BA5 the longest transmission in conventional operation, in which the internal combustion engine drives the vehicle and the electric machine EM selectively applies no, a positive (boost function) or a negative torque (recuperation). Furthermore, the operating modes BA6, BA7 with stationary internal combustion engine and activated electric machine EM are designated E1, E2.
  • FIG. 32 shows, on the right as a table, a preferred actuation of the separating clutches C1, C2, of the brake devices B1, B2.
  • the electric machine can provide torque in all modes of operation In the electronically controlled CVT modes (eCVT) and all-electric modes (E-modes), the electric machine is part of the drive device always activated and provides a torque depending on the driving requirement.
  • eCVT electronically controlled CVT modes
  • E-modes all-electric modes
  • Torque transmission device connected internal combustion engine always a torque for driving a motor vehicle ready (conventional operation).
  • the internal combustion engine rests and only the electric machine EM provides the torque for driving a motor vehicle (electric operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed. This can be emissions the internal combustion engine avoided and the high efficiency of the electric machine EM can be used.
  • both the internal combustion engine and the electric machine EM each output a torque (hybrid operation).
  • the rotational speed and / or the direction of rotation of the rotor of the electric machine EM can be changed.
  • variable ratios can be achieved and, in particular, the internal combustion engine can be operated within a preferred speed range, in particular for improved efficiency.
  • the first separating clutch C1 is open, a first gear element is acted upon by the electric machine EM with a torque, and at the same time a further gear element from the internal combustion engine is subjected to a torque.
  • the internal combustion engine can be started by the electric machine EM.
  • the internal combustion engine can be started by means of the first clutch C1 in an advantageous manner.
  • the internal combustion engine can be started by means of the second separating clutch C2.
  • the ratio is advantageously between the translation of the sixth (BA6) and seventh (BA7) operating modes. Furthermore, it is advantageously possible to change any other operating mode directly from this further operating mode.

Landscapes

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

Abstract

L'invention concerne un dispositif de transmission de couple comprenant un arbre d'entrée (EW) qui peut être lié en rotation à un moteur à combustion interne, au moins deux jeux de trains épicycloïdaux (PGS1, PGS2, PGS3, PGS4), un arbre de sortie (AW), une machine électrique (EM), deux dispositifs de freinage (B1) ainsi que deux embrayages de coupure (C1, C2).
EP15794596.5A 2014-11-14 2015-11-16 Dispositif de transmission de couple et procédé pour le faire fonctionner Withdrawn EP3218217A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014223340.2A DE102014223340A1 (de) 2014-11-14 2014-11-14 Drehmomentübertragungsvorrichtung sowie Verfahren zu dessen Betrieb
PCT/EP2015/076725 WO2016075336A1 (fr) 2014-11-14 2015-11-16 Dispositif de transmission de couple et procédé pour le faire fonctionner

Publications (1)

Publication Number Publication Date
EP3218217A1 true EP3218217A1 (fr) 2017-09-20

Family

ID=54542276

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15794596.5A Withdrawn EP3218217A1 (fr) 2014-11-14 2015-11-16 Dispositif de transmission de couple et procédé pour le faire fonctionner

Country Status (6)

Country Link
EP (1) EP3218217A1 (fr)
JP (1) JP2017536288A (fr)
CN (1) CN107107735A (fr)
AT (2) AT520337B1 (fr)
DE (3) DE102014223340A1 (fr)
WO (2) WO2016075336A1 (fr)

Families Citing this family (37)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015213109A1 (de) * 2015-07-13 2017-01-19 Avl List Gmbh Drehmomentübertragungsvorrichtung und Kraftfahrzeug mit einer Drehmomentübertragungsvorrichtung
DE102016217247A1 (de) * 2016-09-09 2018-03-15 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug, sowie Antriebsstrang für ein Kraftfahrzeug
DE102016221045A1 (de) 2016-10-26 2018-04-26 Audi Ag Getriebeanordnung für ein Hybridfahrzeug
DE102017203541B3 (de) 2017-03-03 2018-06-21 Audi Ag Antriebsvorrichtung und Kraftfahrzeug mit einer Antriebsvorrichtung
DE102017209932B4 (de) 2017-06-13 2018-12-27 Audi Ag Getriebeanordnung für ein Hybridfahrzeug
JP7062333B2 (ja) * 2018-01-10 2022-05-06 ジヤトコ株式会社 パワートレイン
DE102018125082A1 (de) * 2018-10-10 2020-04-16 Hofer Forschungs- Und Entwicklungs Gmbh Dediziertes Hybridgetriebe, insbesondere als Teil eines Antriebsstrangs und Betriebsweise eines solchen Antriebsstrangs
FR3098766B1 (fr) * 2019-07-17 2021-10-29 Punch Powerglide Strasbourg Transmission automatique pour véhicule hybride thermique/électrique
AT523003B1 (de) 2019-10-04 2022-05-15 Avl List Gmbh Getriebeanordnung
DE102019131571A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Getriebeeinheit mit zwei ineinander kämmenden Planetenradsätzen und einer zentral angebundenen elektrischen Maschine sowie ein Kraftfahrzeug mit einer solchen Getriebeeinheit
DE102019131575A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Getriebeeinheit mit zwei Planetenradsätzen und einem einteilig ausgebildeten Planetenradträger sowie ein Kraftfahrzeug mit einer solchen Getriebeeinheit
DE102019131578A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Getriebeeinheit mit zwei Planetenradsätzen und einem von einer elektrischen Maschine angetriebenen Sonnenrad sowie ein Kraftfahrzeug mit einer solchen Getriebeeinheit
DE102019131574A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Getriebeeinheit mit zwei über Hohlrad und Planetenradträger aneinander festgelegten Planetenradsätzen, sowie Kraftfahrzeug mit einer solchen Getriebeeinheit
DE102019131572A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Getriebeeinheit mit zwei Planetenradsätzen und einem einteilig ausgebildeten Planetenradträger sowie ein Kraftfahrzeug mit einer solchen Getriebeeinheit
DE102019131579A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Hybride Getriebeeinheit mit zwei Planetenradsätzen und mehreren Schalteinrichtungen; sowie Kraftfahrzeug
DE102019131580A1 (de) * 2019-11-22 2021-05-27 Schaeffler Technologies AG & Co. KG Getriebeeinheit mit zwei axial überlappenden Planetenradsätzen sowie ein Kraftfahrzeug mit einer solchen Getriebeeinheit
DE102020104047A1 (de) 2020-02-17 2021-08-19 Schaeffler Technologies AG & Co. KG Getriebe für ein Hybridfahrzeug und Verfahren zum Betrieb eines solchen Getriebes
DE102020109629A1 (de) 2020-04-07 2021-10-07 Schaeffler Technologies AG & Co. KG P3S-Hybridgetriebestruktur mit Ravigneaux-Planetenradsatz und Antriebsstrang
DE102020131913B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131908A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131915B4 (de) 2020-12-02 2024-03-28 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131919A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131911B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131904B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131917A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131916B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131914B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131920A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131909B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131905B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131921A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131906B4 (de) 2020-12-02 2024-06-13 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131912A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102020131903A1 (de) 2020-12-02 2022-06-02 Audi Aktiengesellschaft Hybridantriebsstrang für ein hybridgetriebenes Fahrzeug
DE102021113442A1 (de) 2021-05-25 2022-12-01 Schaeffler Technologies AG & Co. KG Hybridgetriebe mit einem Verbundplanetenradsatz; sowie Kraftfahrzeug
DE102021113655A1 (de) 2021-05-27 2022-12-01 Schaeffler Technologies AG & Co. KG Hybridgetriebe mit zwei Planetenradsätzen sowie Kraftfahrzeug
DE102021113706A1 (de) 2021-05-27 2022-12-01 Schaeffler Technologies AG & Co. KG Hybridgetriebe mit zwei Planetenradsätzen; sowie Kraftfahrzeug

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5046999A (en) * 1990-10-05 1991-09-10 General Motors Corporation 5-speed, compound, epicyclic transmission having a pair of planetary gear sets
JP3045650B2 (ja) * 1994-11-04 2000-05-29 株式会社エクォス・リサーチ 車両用変速機
EP1253036A1 (fr) * 2001-04-24 2002-10-30 Voith Turbo GmbH & Co. KG Transmission comprenant un moteur électrique intégré
US6953409B2 (en) * 2003-12-19 2005-10-11 General Motors Corporation Two-mode, compound-split, hybrid electro-mechanical transmission having four fixed ratios
DE102005039592A1 (de) * 2005-08-19 2007-02-22 Voith Turbo Gmbh & Co. Kg Getriebebaueinheit
US7833119B2 (en) * 2005-09-23 2010-11-16 Gm Global Technology Corporation, Inc. Powertrain with series electric launch and electric power assisted performance
JP4720898B2 (ja) 2008-11-21 2011-07-13 トヨタ自動車株式会社 車両用ハイブリッド駆動装置
FR2952590B1 (fr) * 2009-11-16 2012-01-13 Pierre Guy Tosi Boite de vitesses a transmissions planetaires
DE102011080677A1 (de) * 2011-08-09 2013-02-14 Zf Friedrichshafen Ag Getriebevorrichtung mit mehreren Schaltelementen
AT513538B1 (de) 2012-10-22 2015-01-15 Avl List Gmbh Getriebe

Also Published As

Publication number Publication date
CN107107735A (zh) 2017-08-29
AT520337A5 (de) 2019-03-15
AT520337B1 (de) 2019-03-15
WO2016075337A1 (fr) 2016-05-19
AT520329B1 (de) 2019-03-15
JP2017536288A (ja) 2017-12-07
DE112015005150A5 (de) 2017-07-27
DE102014223340A1 (de) 2016-05-19
AT520329A5 (de) 2019-03-15
WO2016075336A1 (fr) 2016-05-19
DE112015005154A5 (de) 2017-08-03

Similar Documents

Publication Publication Date Title
AT520329B1 (de) Drehmomentübertragungsvorrichtung sowie Verfahren zu deren Betrieb
AT520074B1 (de) Drehmomentübertragungsvorrichtung sowie Verfahren zu deren Betrieb
DE102006000917B4 (de) Elektrisch verstellbares Getriebe mit sechs festen Übersetzungsverhältnissen
DE102006044885B4 (de) Kraftübertragungsstrang mit seriellem elektrischen Anfahrvermögen und mit durch elektrische Energie unterstütztem Leistungsvermögen
EP2909505B1 (fr) Boîte de vitesses épicycloïdale pour un entraînement hybride de véhicule automobile
DE112011102176B4 (de) Hybridantriebssystem mit abgewandeltem Ravigneaux-Planetengetriebe
DE102012205997B4 (de) Single-Mode-Hybridgetriebe und Antriebsstrang mit kombinierter Leistungsverzweigung
WO2018077903A1 (fr) Agencement de transmission pour un véhicule hybride, agencement d'entraînement, procédé pour son fonctionnement et véhicule hybride
DE102013221180B4 (de) Hybridgetriebe
AT519486B1 (de) Drehmomentübertragungsvorrichtung
DE102011056167A1 (de) Kraftübertragungssystem eines Hybridelektrofahrzeugs
DE102012204717A1 (de) Antriebseinrichtung für ein Kraftfahrzeug
DE102008006583A1 (de) Elektrisch verstellbare Getriebeeinrichtung, die mehrere Paarungen von Elektromotoren verwendet
DE102012219946A1 (de) Weit-Knoten-Antriebssystem
WO2015082168A1 (fr) Boîte de vitesses, chaîne cinématique hybride et chaîne cinématique pour véhicule électrique
DE102014208713A1 (de) Getriebe für einen Hybridantriebsstrang eines Fahrzeugs
WO2008071151A1 (fr) Entraînement hybride pour véhicules
DE102017126606A1 (de) Hybridtransaxle
DE102014213650A1 (de) Antriebseinrichtung für ein Kraftfahrzeug
DE102015222596A1 (de) Drehmomentübertragungsvorrichtung sowie Verfahren zu deren Betrieb
WO2019051518A1 (fr) Dispositif de transmission de couple, système d'entraînement et véhicule à moteur
DE102007058974A1 (de) Hybridgetriebe
DE102013227024B4 (de) Getriebe für ein Kraftfahrzeug
DE102014213651A1 (de) Antriebseinrichtung für ein Kraftfahrzeug
DE102013226963A1 (de) Getriebe

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170530

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RIC1 Information provided on ipc code assigned before grant

Ipc: B60K 6/387 20071001ALI20160524BHEP

Ipc: B60K 6/547 20071001ALI20160524BHEP

Ipc: F16H 3/72 20060101ALI20160524BHEP

Ipc: B60K 6/48 20071001AFI20160524BHEP

Ipc: B60K 6/365 20071001ALI20160524BHEP

Ipc: F16H 3/66 20060101ALI20160524BHEP

Ipc: B60K 6/38 20071001ALI20160524BHEP

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20210601