EP3765322A1 - Agencement d'engrenages, ensemble de transmission de véhicule automobile et procédé pour le faire fonctionner - Google Patents

Agencement d'engrenages, ensemble de transmission de véhicule automobile et procédé pour le faire fonctionner

Info

Publication number
EP3765322A1
EP3765322A1 EP19794905.0A EP19794905A EP3765322A1 EP 3765322 A1 EP3765322 A1 EP 3765322A1 EP 19794905 A EP19794905 A EP 19794905A EP 3765322 A1 EP3765322 A1 EP 3765322A1
Authority
EP
European Patent Office
Prior art keywords
gear
clutch
input shaft
combustion engine
internal combustion
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.)
Pending
Application number
EP19794905.0A
Other languages
German (de)
English (en)
Inventor
Stefan Beck
Fabian Kutter
Michael Wechs
Johannes Kaltenbach
Matthias Horn
Peter Ziemer
Thomas Martin
Oliver Bayer
Martin Brehmer
Thomas KROH
Max Bachmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3765322A1 publication Critical patent/EP3765322A1/fr
Pending 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
    • B60K6/50—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
    • 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
    • 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
    • B60K6/44—Series-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
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • 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
    • B60K6/42—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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F16H2003/007—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • 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 transmission arrangement for a motor vehicle drive train, with a first input shaft that is or can be connected to an internal combustion engine, and a second input shaft, which is arranged coaxially to the first input shaft, with an output shaft which is connected via a first plurality of switchable first gear sets is connected to the first input shaft and which is connected to the second input shaft via a second plurality of switchable second gear sets, with a first electrical machine that is connected to the second input shaft, with a second electrical machine that is connected to the first input shaft is connected and with a first clutch, via which the first input shaft and the second input shaft can be connected to one another.
  • the present invention also relates to a drive train for a motor vehicle, having an internal combustion engine and having a transmission arrangement of the type indicated above.
  • the present invention relates to a method for operating such a drive train.
  • a gear arrangement of the type described above is known from document DE 10 201 1 005 451 A1.
  • the hybrid drive disclosed there includes an automated transmission with two input shafts and a common output shaft.
  • the first input shaft can be connected to the drive shaft of a combustion engine via a separating clutch.
  • the first input shaft can be brought into drive connection with the output shaft via a first group of selectively shiftable gear sets.
  • the second input shaft is in drive connection with the rotor of an electric machine operable as a motor and generator.
  • the second input shaft can be brought into drive connection with the output shaft via a second group of selectively shiftable gear sets.
  • the input shafts can be coupled to one another via an engageable and disengageable coupling switching element.
  • a second electric machine that can be operated as a motor and a generator is provided, the rotor of which is in drive connection with the first input shaft.
  • the document DE 10 2010 030 573 A1 discloses a hybrid drive with an automated manual transmission.
  • document US 2017/0129323 A1 discloses a hybrid transmission for a motor vehicle with an internal combustion engine and an electrical main drive machine.
  • the transmission includes two concentric input shafts that are connected to a cure shaft of the internal combustion engine and to the electrical machine without a separating coupling.
  • the transmission further includes an output shaft and a Wel le for transmitting rotary motion of an input shaft to the output shaft and for coupling the input shafts.
  • the electric machine is arranged at one end opposite the input shafts relative to the internal combustion engine.
  • transmission arrangements for motor vehicle drive trains are designed for front or rear transverse installation in a motor vehicle, particular attention is paid to a short axial length.
  • gearboxes for longitudinal installation particular attention is paid to a radially compact design.
  • an input shaft arrangement is often assigned two axially parallel countershafts, so that the power flow from the input shaft arrangement can either take place via one countershaft or via the other countershaft.
  • the countershafts are also designed as output shafts and are usually both in engagement with a differential for distributing drive power to driven wheels.
  • hybridization Another trend in the field of motor vehicle drive trains is so-called hybridization.
  • a drive motor in the form of a combustion engine is assigned an electrical machine as a further drive machine.
  • an electrical machine is arranged concentrically with an input member of a clutch arrangement.
  • the input element of the clutch arrangement is usually connected to the internal combustion engine via a separating clutch or an internal combustion engine decoupling device.
  • a transmission arrangement for a motor vehicle drive train with a first input shaft, which is connected or connectable to an internal combustion engine, and a second input shaft, which is arranged coaxially to the first input shaft, with an output shaft which has a first plurality of switchable first gear sets is connected to the first input shaft and which is connected to the second input shaft via a second plurality of switchable second gear sets, with a first electrical machine that is connected to the second input shaft, with a second electrical machine that is connected to the first input shaft is connected, and with a first clutch via which the first input shaft and the second input shaft can be connected to one another.
  • the second gear sets have two alternatively shiftable gear sets, via which an electromotive ferry operation can be set up by means of the first electric machine, the transmission arrangement being designed so that an internal combustion engine ferry operation with the first clutch engaged via one of the two alternatively switchable Gear sets can be set up.
  • a drive train for a motor vehicle with an internal combustion engine and with a transmission arrangement of the type according to the invention, the first input shaft being non-rotatably connected to the internal combustion engine. den is or wherein the first input shaft is connected to the internal combustion engine via a separating clutch.
  • a method for operating a drive train of the type according to the invention which, starting from a purely electric ferry operation or a hybrid driving operation via the one of the two alternatively switchable second gear sets, the first clutch being closed, whereby the internal combustion engine is non-rotatably connected to the first input shaft and wherein a clutch assigned to a gear set is closed, has the following steps: reducing load on the first clutch and building load on the first electric machine, opening the first clutch, lowering the Speed of the first input shaft until another clutch, which is assigned to one of the first gear wheel sets, is synchronized, and closing of the other clutch.
  • the gear arrangement according to the invention can be implemented in a radially and axially compact manner. Furthermore, the gear arrangement can be implemented with little construction effort.
  • the gear arrangement is designed in such a way that an internal combustion engine drive can be set up with the first clutch engaged, preferably only via one of the two alternatively shiftable second gear sets.
  • a design of the transmission arrangement in this way can in particular take place in such a way that a control device of the transmission arrangement is programmed so that the other of the two alternatively switchable second gear wheel sets operated in a purely internal combustion engine Fährbe or a hybrid driving mode in which both Internal combustion engine and electromotive drive power are provided, is not used, so the assigned clutch is not closed.
  • this other gear set level can be specially optimized for a purely electric motor-driven ferry operation.
  • the transmission arrangement according to the invention only electromotive power is transmitted via one of the two alternatively switchable second gear sets, namely drive power from the first electric machine.
  • one of the two alternatively switchable second gear sets can be transferred to the electric motor drive power, while the internal combustion engine power is transferred via one of the first gear sets (and, if applicable, the electromotive power of the second electric machine via one of the first gear sets) .
  • the power summation then takes place in the output shaft.
  • the gear step that is assigned to the other of the two alternatively shiftable second gear sets is preferably a gear step for relatively high driving speeds, e.g. for driving speeds of> 50 km / h, in particular> 60 km / h and especially> about 70 km / H.
  • the transmission arrangement preferably has a control device by means of which the shifting elements such as clutches, shifting clutches, etc. can be actuated automatically.
  • the actuation takes place via suitable actuators, which can be electromotive, hydraulic, electrohydraulic or electromagnetic.
  • control device can be designed to control the electrical machines in such a way that they can each work both as a motor and as a generator. Furthermore, the control device can be designed to interact with an engine control of the internal combustion engine in order to be able to operate the drive train in a coordinated manner.
  • the second input shaft is preferably a hollow shaft which is arranged around the first input shaft.
  • the shiftable first gear sets preferably form a first partial transmission of the transmission arrangement.
  • the shiftable second gear sets preferably form a second partial transmission of the transmission arrangement.
  • the transmission arrangement preferably only has the coaxial input shaft arrangement with the first input shaft and the second input shaft and the output shaft, so it can be of particularly compact radial construction.
  • the output shaft is the preferred wise connected to a driven gear set for driving a power distribution device.
  • shiftable wheel sets are understood to mean wheel sets which have an idler wheel and a fixed wheel which mesh with one another and which can be switched by means of an associated clutch.
  • the idler gear of this gear set is non-rotatably connected to the associated shaft.
  • the gear sets are preferably spur gear sets.
  • Each gear set is preferably assigned a regular forward gear, i. a fixed translation.
  • the transmission arrangement preferably does not have a gear set that is assigned to a reverse gear. Reversing is preferably implemented exclusively via one of the electrical machines.
  • the first clutch which can connect the first and second input shafts to one another, is not a clutch that is used to set up a so-called winding gear stage in the transmission arrangement. Because when setting up a winding gear stage, two gear sets from each of the two sub-transmissions are usually involved in order to achieve the lowest possible or the highest possible translation, i.e. to enable a high spread of the transmission arrangement. In the present case, however, power is preferably only ever transmitted via a gear set from one of the input shafts to the output shaft, so that the spread of the transmission arrangement is preferably exclusively due to the gear ratios of the regular forward gears. Consequently, the gear arrangement can generally work with a high degree of efficiency.
  • the transmission arrangement is preferably not connected to a double clutch on the input side.
  • the second input shaft can only be connected to an internal combustion engine via the first clutch. Consequently, the transmission arrangement can be implemented without a complex input-side clutch arrangement.
  • the assignment of gear steps to the two sub-transmissions is therefore not necessarily so in the present case that one sub-transmission is assigned even gear steps and another sub-transmission is assigned uneven gear steps. Rather, the gear steps of both subtransmissions can each contain successive gear steps, for example forward gear steps 2, 3, 4 in subtransmission 1 and / or electrical gear steps E1.1 and E1.2 in subtransmission 2.
  • connection is understood in particular to mean that the two elements to be connected are permanently connected to one another in a rotationally fixed manner; Alternatively, however, they can be connected to one another in a rotationally fixed manner if necessary.
  • a rotationally fixed connection is understood to mean that the elements connected in this way rotate at a speed that is proportional to one another.
  • the electrical machines can be arranged coaxially with the input shafts. However, the electrical machines are preferably arranged axially parallel to the gearbox arrangement. The longitudinal axes of the electrical machines are consequently aligned in front of preferably parallel, but offset from both the input shafts and the output shaft.
  • the control device of the transmission arrangement is preferably set up to set up at least the following driving modes: a purely internal combustion engine ferry operation, a purely electric ferry operation using the first electric machine and a purely electric ferry operation using the second electric machine.
  • the control device is also set up to set up a hybrid driving mode, in which drive power is provided by the internal combustion engine and electromotive drive power is provided by the first electrical machine and / or the second electrical machine.
  • the hybrid driving mode can be a drive mode, but can also be a mode in which mechanical drive power is at least partially fed into the electrical machines in order to operate them as a generator for charging a vehicle battery.
  • the hybrid drive train is preferably also set up to carry out a so-called sailing operation, in which the internal combustion engine is decoupled starting from a medium or high speed and the speed is maintained, for example, by intermittent operation of one or both electrical machines. Stand charging is also possible.
  • serial operation is understood to mean that in a purely electromotive ferry operation by means of the first electric machine, the second electric machine is simultaneously driven by the internal combustion engine and operated as a generator in order to charge a vehicle battery.
  • the vehicle battery is preferably the same from which the electric machine operating as a motor draws power.
  • the driving speed of the vehicle is usually below a speed at which the internal combustion engine can be used as a drive motor (due to the translation of the lowest gear or starting gear).
  • the serial operation described above can be implemented.
  • the transmission arrangement according to the invention to use an electric machine for synchronization when changing gears in an internal combustion engine ferry operation or a hybrid ferry operation, so to support the internal combustion engine when synchronizing with an electric machine.
  • the second electric machine is constantly connected to the internal combustion engine. This also enables a shift in the load point on the internal combustion engine and the second electric machine can assist in regulating the speed if a switching element such as a clutch has to be synchronized.
  • the first clutch is preferably only closed when internal combustion engine power and / or power is to be transmitted from the second electrical machine via the one of the two alternatively shiftable gear sets.
  • the first clutch in an internal combustion engine ferry operation, the first clutch is only closed for an internal combustion engine gear stage. In all other gear stages in the internal combustion engine ferry operation, the first clutch preferably remains open.
  • the first electrical machine can be decoupled when the internal combustion engine uses one of the gear stages of the first partial transmission. This enables efficient internal combustion engine ferry operation.
  • the second electrical machine can optionally be made smaller than the first electrical machine, since the second electrical machine preferably does not have to fulfill any essential driving functions.
  • the first input shaft is connected to the output shaft via three switchable first gear sets.
  • the first partial transmission preferably has precisely those three shiftable first gear wheel sets.
  • the three shiftable first gear sets are preferably assigned to adjacent gear stages, preferably gear stages 2, 3 and 4.
  • the two alternatively shiftable second gear sets contain a gear set for a starting gear, via which the internal combustion engine ferry operation can be set up.
  • Starting from a standstill is preferably always carried out by means of the first electrical machine.
  • the internal combustion engine can be switched on (by closing the first clutch).
  • internal combustion engine power can be transferred in the first forward gear (starting gear).
  • the starting gear can be used by the first electric machine for speed ranges that reach from 0 km / h to 50 km / h, preferably from 0 km / h to 60 km / h, preferably from 0 km / h to approx. 70 km / h km / h, to name a few examples.
  • the other switchable second gear set is then placed in the power flow if the first electric machine is to be driven purely by an electric motor.
  • the other of the two alternatively shiftable second gear sets is assigned to a second electrical gear stage, the gear ratio of which is smaller than the largest gear ratio of the first gear sets and which is greater than the smallest gear ratio of the first gear sets.
  • first clutch is arranged in the axial direction between the first and second gear sets.
  • This arrangement between the two sub-transmissions allows the input shafts to be connected to one another in a structurally favorable manner.
  • first clutch and a Heidelbergkupp treatment for shifting one of the first gear sets form a first Heidelbergkupplungspa ket which can be actuated by means of a single actuating device.
  • first GmbHkupplungspa ket which can be actuated by means of a single actuating device.
  • a clutch pack is generally understood to mean an arrangement of two clutch systems which can be operated alternatively by means of a single operating device. Furthermore, a clutch pack generally has a neutral position in which none of the two clutch clutches of the pack is closed. Such a clutch pack can also be referred to as a double shift element.
  • a shift clutch is understood in particular to be a form-fitting connecting clutch which can generally be synchronized or not.
  • the clutches are preferably not all synchronized, but designed as pure Klauenkupplun conditions.
  • the second and third clutch packs can each be actuated by means of an individual actuating device that is assigned to it.
  • the first clutch pack is preferably arranged in the axial direction between the first and the second partial transmission.
  • the second clutch pack is also preferably arranged in the axial direction between the two assigned first gear sets, which are preferably assigned to the forward gear stages 2 and 4 or 3 and 4.
  • the third clutch pack is preferably arranged in the axial direction between the two second gear sets.
  • the first clutch pack is preferably arranged coaxially with the first input shaft.
  • the second and the third clutch pack are preferably coaxial arranged to the output shaft, but can also be arranged coaxially to the input shafts.
  • the transmission arrangement starting from one axial end, has axially one behind the other: (i) gear set level for a second electromotorically usable gear stage, (ii) clutch level for a third clutch set, (iii) gear set level for a first gear level, ( iv) clutch level for a first clutch pack containing the first clutch, (v) gear set level for a third gear stage or for a second gear stage, (vi) gear set level for a second gear stage or a third gear stage, (vii) clutch level for a second clutch pack and (viii) Gear set level for a fourth gear.
  • the transmission arrangement advantageously has an output gear set at one axial end, by means of which the output shaft is connected to a power distribution device such as a mechanical differential for driven wheels.
  • the output gear set can be axially aligned with a separating clutch which, in a preferred embodiment, can connect the first input shaft and an internal combustion engine.
  • a connection can be made via spur gear sets or belt transmissions.
  • the respective sub-transmissions can each be assigned their own gear.
  • first electrical machine is connected to the second input shaft via one of the second gear sets and / or if the second electrical machine is connected to the first input shaft via one of the first gear sets.
  • second electrical machine is connected to the first input shaft via one of the first gear sets.
  • a separate fixed gear on an input shaft to bind to an electrical machine is not required.
  • connection can be such that a pinion of the respective electrical machine is in direct engagement with a fixed gear of the respective gear set. It is preferred, however, if at least one of the electrical machines is connected with its machine pinion via an intermediate gear to the fixed gear of the assigned gear set.
  • the second gear set, via which the first electrical machine is connected to the second input shaft is arranged in the area of a first axial end of the transmission arrangement, and / or if the first gear set via which the second electrical machine is connected to the first input shaft, is arranged in the region of a second axial end of the Gereteanord voltage.
  • the second gear set, via which the first electrical machine is connected to the second input shaft is assigned to the highest gear that can be set up by means of the second gear set, and / or if the first gear set via which the second electrical machine is connected to the first input shaft, is assigned to the highest gear, which is set up by means of the first gear sets.
  • the drive train according to the invention is in the embodiment in which the first input shaft is rotatably connected to the internal combustion engine, preferably only actuated by means of three actuators, which are assigned to the above-mentioned three switching clutch packs. If between the first input shaft and If a separating clutch is arranged on the internal combustion engine, a separate (fourth) actuation device must be provided for this.
  • the separating clutch can preferably be arranged in an axial plane with a driven gear set.
  • the separating clutch can be implemented as a positive-locking clutch, in particular as a claw clutch.
  • the clutch can also be designed as a friction clutch, which is preferably normally open.
  • a friction clutch can also open under load, e.g. in the event of an emergency stop or a malfunction in the internal combustion engine.
  • the separating clutch can also be closed with a differential speed so that a so-called swing start of the internal combustion engine is possible by means of the second electric machine.
  • a swing start the inertial mass of the second electric machine is used to start the internal combustion engine.
  • the internal combustion engine gear steps that can be set up by the first gear sets and one gear set of the second gear sets can also be used as electrical gear steps by means of the second electric machine if a separating clutch KO is present and this is opened. Both electric machines can then be driven purely electrically. In purely electrical operation, load circuits are then possible in that the first electrical machine supports the tractive force when a gear change is carried out when driving the second electrical machine, and vice versa.
  • the separating clutch In internal combustion engine operation, the separating clutch always remains closed as long as it is present. In this way, the internal combustion engine is always connected to the second electrical machine.
  • the second electric machine can implement the following functions, even if there is no separating clutch: starting the internal combustion engine from purely electric driving, supplying an on-board power supply, serial crawling and driving forwards / backwards as well as support for internal combustion engine speed control when coupling and in circuits.
  • the internal combustion engine can be coupled in all gears 1, 2, 3, 4 if the first electric machine uses one gear set of the second gear sets. If the first electric machine uses the other gear set of the second gear sets, the internal combustion engine can be coupled to gears 2, 3, 4 of the first sub-transmission.
  • the second electrical machine can assist in relieving the load on the first clutch and the shifting clutches of the first sub-transmission when the second electrical machine is working as a generator.
  • the electricity generated in this way can then be used by the first electrical machine to support traction.
  • the following functions can be covered by the first electric machine, even if there is no separating clutch: an electric vehicle drive for starting and driving forwards / backwards, a support for the tractive effort in internal combustion engine circuits, and if there is a change in the first clutch or in one of the clutches of the first sub-transmission, the first electrical machine can maintain the tractive force via the assigned gear sets of the second sub-transmission.
  • the first electrical machine can be connected to the internal combustion engine via the first clutch.
  • the first electrical machine can also start the internal combustion engine and act as a generator to generate electricity for a consumer, for example when the vehicle is stationary.
  • a power shift can take place, for example, from the first gear stage to the second gear stage in hybrid operation. This also applies to the variant without a separating clutch.
  • this can be done by lowering the speed of the internal combustion engine and / or the second electrical machine.
  • the second electric machine can work as a generator, for example, or the internal combustion engine can switch to overrun mode.
  • the first clutch When the first clutch is opened, it is possible to change from the first electrical gear stage (set up via the one gear set of the second gear gear sets) to the second electrical gear stage without any load. Here, the speed of the first electrical machine's rule is reduced. The switchover then takes place while the internal combustion engine (and / or the second electric machine) maintains the tractive force in one of the gears of the first partial transmission.
  • the gear assembly results in at least one of the following advantages: a simple structure, a compact design, low component loads, ge rings gear losses, good gear efficiency, a good translation series, only three or four actuators or actuators.
  • FIG. 1 shows a schematic representation of an embodiment of a drive train according to the invention with a gear arrangement according to the invention
  • FIG. 2 shows a shift table for forward gear stages V1 to V4 in a combustion engine or a flybrid driving mode by means of the drive train of FIG. 1;
  • FIG. 3 shows a shift table for two gear steps E1.1 and E1.2 in a purely electric motor-driven ferry operation by means of the drive train of FIG. 1;
  • FIG. 4 shows a schematic representation of a further embodiment of a drive train
  • FIG. 5 shows a schematic representation of a further embodiment of a drive train
  • FIG. 6 shows a schematic representation of a further embodiment of a drive train
  • Figure 7 is a schematic representation of a further embodiment of a drive train.
  • a drive train in the form of a hybrid drive train is shown schematically in schematic form and generally designated by 10.
  • the drive train 10 has an internal combustion engine 12.
  • the drive train 10 also includes a clutch arrangement 14 which is connected on the input side to the internal combustion engine 12. On the output side, the clutch arrangement 14 is connected to a hybrid transmission arrangement 16.
  • An output of the transmission arrangement 16 is connected to a power distribution device 18 which can be formed, for example, by a mechanical differential.
  • the power distribution device 18 distributes drive power to driven wheels 20L, 20R.
  • the drive train 10 is designed for installation transversely in a motor vehicle, for example in the front or in the rear of a motor vehicle.
  • the drive train 10 also has a control device 22, by means of which switching elements of the drive train 10 and / or electrical machines of the drive train 10 and / or an internal combustion engine of the drive train 10 can be controlled.
  • the transmission arrangement 16 has a first input shaft 24 and a second input shaft 26.
  • the first input shaft 24 is connected to an output member of the coupling arrangement 14.
  • the clutch arrangement 14 contains a single clutch in the form of a separating clutch K0.
  • the separating clutch K0 can be implemented as a claw clutch.
  • the first input shaft 24 lies on a first axis A1.
  • the second input shaft 26 is arranged as a hollow shaft coaxially around the first input shaft 24.
  • the gear arrangement 16 also has an output shaft 28 which is arranged axially parallel to the input shafts 24, 26, specifically on a second axis A2.
  • the output shaft 28 is non-rotatably connected to the power distribution device 18 via an output gear set 30, the power distribution device 18 lying on a third axis A3.
  • the transmission arrangement 16 has a first partial transmission 32 which is assigned to the first input shaft 24. Furthermore, the gear arrangement 16 has a second part gear 34 which is assigned to the second input shaft 26.
  • the first partial transmission 32 has a plurality of switchable first gear sets.
  • the second part of the transmission has a second plurality of shiftable second gear sets.
  • the second partial transmission 34 has a gear set 36 which is assigned to a forward gear stage 1 for an internal combustion engine ferry operation and a gear stage E1 (E1.1) for an electromotive ferry operation.
  • the first partial transmission 32 has a gear set 38 which is assigned to a third forward gear.
  • a first clutch pack 40 is arranged between the wheel sets 36, 38.
  • the first clutch pack 40 includes a first clutch K1, by means of which the first input shaft 24 and the second input shaft 26 can be connected to one another in a rotationally fixed manner.
  • the first clutch pack 40 also contains a clutch C which is assigned to the gear set 38 for the forward gear stage 3.
  • the first GmbHkupp treatment package 40 can be operated by means of a single actuator S1 and can either switch the first clutch K1 or the clutch C or set up a neutral position.
  • the first partial transmission 32 also has a gear set 42 for a forward gear stage 2 and has a gear set 44 for a forward gear stage 4.
  • the transmission arrangement 16 has a second shift clutch pack 50 which is arranged coaxially with the second axis A2.
  • the second clutch pack 50 includes a clutch B, which is assigned to the gear set 42, and a clutch D, which is assigned to the gear set 44.
  • the second clutch pack 50 can be actuated by means of a single actuating device S2, either clutch B or clutch D being able to be switched or a neutral position being able to be established.
  • the second partial transmission 34 includes a gear set 52 which is assigned to a second electrical gear stage E2 (E1.2).
  • the transmission arrangement 16 has a third clutch pack 54, which is arranged on the second axis A2 and which contains a clutch E for the gear set 52 and a clutch A for the gear set 36.
  • the third GmbHkupp treatment package 54 can be actuated by means of a third actuating device S3, so that either the clutch E for switching the gear set 52 or the Heidelbergkupp treatment A for switching the gear set 36 is closed.
  • a neutral position can be established in between.
  • a parking lock wheel P can be fixed in a rotationally fixed manner on the output shaft 28 in order to be able to immobilize a vehicle equipped with the drive train 10.
  • An associated parking lock device is not shown in FIG. 1 for reasons of clarity.
  • the gear set 52 is arranged in a gear set plane E1, which is axially adjacent to the clutch arrangement 14.
  • the third shift clutch set 54 is arranged in a clutch plane E2.
  • the wheelset 36 is arranged in a wheelset plane E3.
  • the first Druckkupp treatment package 40 is arranged in a clutch plane E4.
  • the wheelset 38 is arranged in a wheelset plane E5.
  • the wheelset 42 is arranged in a wheelset level E6.
  • the second clutch pack 50 is arranged in a coupling level E7.
  • the gear set 44 is arranged in a gear set plane E8, which lies at an end of the gear assembly opposite the clutch assembly.
  • the gear arrangement 16 has a first electrical machine 56, which is arranged coaxially to a fourth axis A4.
  • the first electrical machine 56 has a first pinion (first machine pinion) 58, which is connected to the gear set 52 via an inter mediate gear 59 for speed adjustment.
  • the first electrical machine 56 is consequently connected non-rotatably to the fixed gear of the gear set 52, the fixed gear forming a first gear 70.
  • the transmission arrangement 16 also has a second electrical machine 60 which is arranged on a fifth axis A5.
  • the second electrical machine 60 has a second pinion 62 which is in a second intermediate gear 63 with the gear set 44 in a handle. More precisely, the second intermediate gear 63 is in engagement with a two-th gear (second machine gear) 72 which is formed by the fixed gear of the gear set 44 fixed to the first input shaft 24.
  • the first gear 70 (first machine gear) is a fixed gear of the gear set 52 that is fixed on the second input shaft 26.
  • the gear arrangement 16 has a first axial end 74 and a second axial end 76.
  • the internal combustion engine 12 and the clutch arrangement 14 are arranged in the region of the first axial end.
  • the gear set 52 is arranged closest to the first axial end 74 of all gear sets of the Ge gear assembly 16.
  • the gear set 44 of the first partial transmission 32 is arranged of all the gear sets closest to the two th axial end.
  • the electrical machines 56, 60 overlap in the axial direction and preferably extend between the axial ends 74, 76.
  • FIGS. 2 and 3 By means of the drive train 10, the following are shown in FIGS. 2 and 3 can be implemented.
  • Drive power of the internal combustion engine 12 consequently flows via the closed separating clutch KO to the first input shaft 24 and from there via the first clutch K1 to the second input shaft 26. Due to the closed clutch A, the power flows via the gear set 36 to the output shaft 28 and from there to the power distribution device 18.
  • the first clutch K1 and the clutch A are opened and the clutch B is closed.
  • drive power flows from the internal combustion engine via the separating clutch KO and the first input shaft 24 into the gear set 42 and from there into the output shaft 28.
  • the other forward gear stages V3 and V4 result in a corresponding manner, with only one clutch being engaged here. namely either the clutch C or the clutch D.
  • the clutch E is never closed in the internal combustion engine ferry operation, so that an internal combustion engine ferry operation with the first clutch K1 closed can only be set up via the gear set 36 of the second sub-transmission 34, and not via the gear set 52 of the second sub-gear 34.
  • the forward gear stages shown in FIG. 2 can also be implemented in a hybrid driving mode, in which power from the internal combustion engine and electromotive power from the second electric machine 60 are fed into the first input shaft.
  • the second electrical machine 60 can also work as a generator if necessary.
  • the first electrical machine 56 can provide drive power via the second partial transmission 34. If the first clutch K1 is opened, in the forward gear stages V2, V3 and V4.
  • FIG. 3 shows a shift table for two electromotive gear stages E1 .1 and E1 .2, in which electromotive drive power is provided predominantly by means of the first electric machine 56.
  • the first electrical machine 56 is preferably designed as the main drive machine, whereas the second electrical machine 60 can have a lower output.
  • a second electrical gear stage E1 .2 is set up when only the clutch E is closed.
  • gear changes can be implemented as power shifts, with shifting lines in the first partial transmission 32, for example, being provided with tractive force support via the first electrical machine 56.
  • tractive power assistance can be provided by the internal combustion engine 12 and / or the second electric machine 60.
  • FIGS. 4 to 7 further embodiments of drive trains are shown, which generally correspond to the drive train 10 of FIG. 1 in terms of structure and mode of operation.
  • the same elements are therefore identified by the same reference numerals. The main differences are explained below.
  • the axial arrangement of the two sub-transmissions 32 ', 34' is interchanged.
  • the interchanging is provided in such a way that a kind of mirroring has taken place on the shift clutch level E4.
  • the wheel set 52 ′ is now arranged closest to the second axial end 76.
  • the wheel set 44 ' is now arranged closest to the first axial end 74.
  • the drive train 10 ′′ shown in FIG. 5 is based on the drive train 10 of FIG. 1, with no clutch arrangement 14 being provided such that the internal combustion engine 12 is connected to the first input shaft 24 in a rotationally fixed manner.
  • all functions as in the drive train 10 of FIG. 1 can be implemented, except for the possibility of a purely electric Fährbe drive by means of the second electric machine 60 or a purely electric load circuit between the gears E1. 1 and E1 .2.
  • the clutch arrangement 14"' now contains a friction clutch KO '"instead of a dog clutch.
  • the clutch K0'" is also used in the drive train 10 '"is usually not used for starting, but is still used as a pure separating clutch, like the separating clutch K0 of the drive train 10 of FIG. 1.
  • the friction clutch K0'" can also open under load.
  • the friction clutch K0 ′ ′′ can also be closed at a differential speed between the internal combustion engine 12 and the first input shaft 24.
  • FIG. 7 shows a further drive train 10 IV which is based on the drive train 10 of FIG. 1.
  • the gear sets for the gears 2 and 3 are interchanged in the transmission arrangement 16 IV .
  • the gear set 42 IV is arranged adjacent to the first clutch pack 40 IV , which in this case contains the first clutch K1 and the clutch B for the forward gear stage 2.
  • the gear set 38 IV for the forward gear stage 3 is now arranged in the axial direction between the gear set 42 IV and the second clutch pack 50 IV .
  • the second clutch pack 50 IV of the first sub-transmission 32 IV contains the clutches C for forward gear stage 3 and D for forward gear stage 4.

Landscapes

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

Abstract

Agencement d'engrenages (16) pour un ensemble de transmission de véhicule automobile (10), comprenant un premier arbre d'entrée (24), qui est ou peut être connecté à un moteur à combustion (12), et un deuxième arbre d'entrée (26), qui est disposé coaxialement au premier arbre d'entrée (24), un arbre de sortie, qui est connecté au premier arbre d'entrée (24) à travers une première pluralité de premiers trains de pignons de vitesses (38, 42, 44) commutables et qui est connecté au deuxième arbre d'entrée (26) à travers une deuxième pluralité de deuxièmes trains de pignons de vitesses (36, 52) commutables, une première machine électrique (56), qui est connectée au deuxième arbre d'entrée (26), une deuxième machine électrique (60), qui est connectée au premier arbre d'entrée (24), et un premier embrayage (K1), à travers lequel le premier arbre d'entrée (24) et le deuxième arbre d'entrée (26) peuvent être connectés entre eux. Les deuxièmes trains de pignons de vitesses présentent deux trains de pignons de vitesses (36, 52) commutables alternativement, à travers lesquels respectivement un mode de conduite électromoteur peut être réglé au moyen de la première machine électrique (56), l'agencement d'engrenages (16) étant conçu de telle façon que le mode de conduite électromoteur peut être réglé, en cas de premier embrayage (K1) fermé, à travers un (36) des deux trains de pignons de vitesses (36, 52) commutables alternativement.
EP19794905.0A 2019-03-05 2019-10-15 Agencement d'engrenages, ensemble de transmission de véhicule automobile et procédé pour le faire fonctionner Pending EP3765322A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019202974.4A DE102019202974A1 (de) 2019-03-05 2019-03-05 Getriebeanordnung, Kraftfahrzeugantriebsstrang und Verfahren zu dessen Betreiben
PCT/EP2019/077876 WO2020177887A1 (fr) 2019-03-05 2019-10-15 Agencement d'engrenages, ensemble de transmission de véhicule automobile et procédé pour le faire fonctionner

Publications (1)

Publication Number Publication Date
EP3765322A1 true EP3765322A1 (fr) 2021-01-20

Family

ID=68382383

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19794905.0A Pending EP3765322A1 (fr) 2019-03-05 2019-10-15 Agencement d'engrenages, ensemble de transmission de véhicule automobile et procédé pour le faire fonctionner

Country Status (5)

Country Link
US (1) US20220153123A1 (fr)
EP (1) EP3765322A1 (fr)
CN (1) CN113490610A (fr)
DE (1) DE102019202974A1 (fr)
WO (1) WO2020177887A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019205324B4 (de) * 2019-04-12 2024-03-28 Zf Friedrichshafen Ag Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug
JP7011636B2 (ja) * 2019-10-11 2022-01-26 本田技研工業株式会社 駆動装置

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1270301A3 (fr) * 2001-06-19 2007-02-21 Hitachi, Ltd. Boite de vitesses pour véhicule automobile à passages sous couple
US7082850B2 (en) * 2003-12-30 2006-08-01 Eaton Corporation Hybrid powertrain system
EP1610038B1 (fr) * 2004-06-21 2011-02-16 Getrag Ford Transmissions GmbH Transmission à double embrayage et methode de controle d'une transmission à double embrayage
DE102006036758B4 (de) * 2006-08-05 2015-03-12 Zf Friedrichshafen Ag Automatisiertes Doppelkupplungsgetriebe eines Kraftfahrzeuges
JP4229174B2 (ja) * 2006-11-22 2009-02-25 トヨタ自動車株式会社 動力出力装置、それを備えた自動車、および動力出力装置の制御方法
DE102010030573A1 (de) 2010-06-28 2011-12-29 Zf Friedrichshafen Ag Hybridantrieb mit einem automatisierten Schaltgetriebe
DE102011005451A1 (de) * 2011-03-11 2012-09-13 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs und Verfahren zur Steuerung eines Hybridantriebs
CN103213490A (zh) * 2012-12-07 2013-07-24 常州万安汽车部件科技有限公司 多速比多模式混合动力系统及其驱动方式
FR3022495B1 (fr) 2014-06-24 2017-12-22 Renault Sas Transmission hybride a machine electrique deportee et procede de commande de changements de rapports
DE102016108124A1 (de) * 2016-05-02 2017-11-02 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Hybridantriebsstrang
DE202018103546U1 (de) * 2018-06-22 2018-07-12 Ebm-Papst St. Georgen Gmbh & Co. Kg Radantriebsmodul zum Antrieb und zur Lenkung eines Rades

Also Published As

Publication number Publication date
CN113490610A (zh) 2021-10-08
US20220153123A1 (en) 2022-05-19
DE102019202974A1 (de) 2020-09-10
WO2020177887A1 (fr) 2020-09-10

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