EP3765323A1 - Dispositif de transmission hybride et véhicule automobile - Google Patents

Dispositif de transmission hybride et véhicule automobile

Info

Publication number
EP3765323A1
EP3765323A1 EP19794907.6A EP19794907A EP3765323A1 EP 3765323 A1 EP3765323 A1 EP 3765323A1 EP 19794907 A EP19794907 A EP 19794907A EP 3765323 A1 EP3765323 A1 EP 3765323A1
Authority
EP
European Patent Office
Prior art keywords
gear
input shaft
transmission
transmission input
transmission device
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
EP19794907.6A
Other languages
German (de)
English (en)
Inventor
Stefan Beck
Matthias Horn
Fabian Kutter
Johannes Kaltenbach
Michael Wechs
Thomas Martin
Thomas KROH
Oliver Bayer
Martin Brehmer
Peter Ziemer
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 EP3765323A1 publication Critical patent/EP3765323A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • F16H3/087—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
    • F16H3/091—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 including a single countershaft
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input 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
    • 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
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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 invention relates to a hybrid transmission device with at least one drive device, a transmission with a first transmission input shaft and a second transmission input shaft mounted on the first transmission input shaft.
  • a hybrid transmission device is understood to mean a transmission device to which an internal combustion engine and at least one further drive device can be coupled. It is known to hybridize any automatized transmission, such as automatic transmissions and double clutch transmission.
  • a transmission is known from DE10 201 1 005 451 A1 which has two electric motors and manages with 5 forward gears and one reverse gear.
  • the hybrid transmission device have a differential arrangement which is arranged in the axial direction at the engine-side end of the first transmission input shaft. As a result, a space-efficient arrangement can be achieved.
  • the transmission of the hybrid transmission device is advantageously designed as a gear change transmission. It then has at least two discrete gear steps.
  • the gear change transmission can advantageously have at least two, in particular exactly two, partial transmissions. This enables increased functionality and, for example, traction support both when changing gears, in particular when changing gears using the internal combustion engine and when changing gears electrically.
  • At least one of the sub-transmissions can preferably be configured as a gear change transmission.
  • exactly one sub-transmission can be formed as a gear change transmission.
  • a partial transmission then has at least two gear steps, the other or the others exactly one gear step.
  • a sub-transmission can advantageously have exactly two gear stages. Furthermore, a second partial transmission can have exactly one gear stage.
  • the gear change transmission advantageously has gears and shift elements.
  • the gears are preferably designed as spur gears.
  • the transmission of the hybrid transmission device is preferably designed as a stationary transmission.
  • stationary gearboxes the axes of all gears in the gearbox are stationary relative to the gearbox housing.
  • the gear change transmission is formed out as a transmission in countershaft design.
  • the gear change gear is preferably designed as a spur gear.
  • the gears are then designed as spur gears.
  • the transmission can be designed as a dual clutch transmission. It then has two transmission input shafts.
  • the transmission can preferably have at least two shafts. If the transmission is designed as a stationary transmission, these are necessary to form the Gangstu.
  • the transmission preferably has at least one, in particular at least two, transmission input shafts.
  • the transmission preferably has exactly two transmission input shafts. With three or more transmission input shafts, a larger number of sub-transmissions can be generated, but it turned out that the functionality described can be achieved with just two transmission input shafts.
  • the first transmission input shaft is preferably designed as a solid shaft. Regardless of the configuration of the first transmission input shaft, the second input shaft is preferably mounted on the first transmission input shaft, ie it is arranged coaxially with respect to this and engages around it. It is then a hollow shaft.
  • the hybrid transmission device can preferably have at least one, in particular precisely one, countershaft.
  • at least one, in particular precisely one, countershaft When using a single countershaft, it is the case that there is only one connection point to the differential. As a result, installation space can be saved, which is the case both in the radial and in the axial direction.
  • the transmission has exactly three shafts, namely two transmission input shafts and a countershaft, which is then also the output shaft.
  • a gear stage is a mechanically implemented translation between two shafts.
  • the overall ratio between the internal combustion engine or drive device and wheel has further ratios, where the ratios before a gear stage, the so-called pretranslations, can depend on the drive used.
  • the subsequent translations are usually the same.
  • the speed and the torque of a drive device are translated several times, namely by at least one gear pair between the output shaft of the drive device and a transmission input shaft. This is a pre-translation.
  • a gear pair of a gear stage with a gear ratio dependent on the gear stage.
  • a gear then has an overall gear ratio that depends on the drive and the gear stage.
  • a gear then refers to the gear step that is set.
  • the increasing numbers of the gear steps refer to a decreasing gear ratio as usual.
  • a first gear stage G1 has a larger gear ratio than a second gear stage G2, etc. However, they do not indicate a specific gear ratio.
  • the translation of the first gear stage G1 can, for example, correspond to that of a fourth gear stage in a transmission with six gear stages.
  • the transmission of the hybrid transmission device preferably has at least three gear stages or transmission stages.
  • the gears of a gear stage can be arranged in one gear plane if the gear stage has two gear wheels.
  • the transmission advantageously has exactly three gear steps.
  • the transmission of the hybrid transmission device preferably has one more gear plane than forward gear steps. With three gears, that's four wheel levels.
  • the gear plane for connecting the output, e.g. a differential, is also counted.
  • gear steps can be used with the internal combustion engine and electrically or fluidically. As a result, a maximum number of gears is obtained with a small number of gear steps.
  • gear stage is reserved solely for the internal combustion engine of the hybrid drive train, that is to say a gear stage that is harmful to combustion.
  • At least one other gear can be used in this embodiment for torque transmission of both the internal combustion engine and a drive device. All further gear steps are preferred for Torque transmission of both the internal combustion engine and a drive device can be used.
  • the hybrid transmission device or the transmission can advantageously be designed free of a reversing gear for reversing direction. Accordingly, the reverse gear is not generated by the internal combustion engine, but by the or at least one of the electric motors.
  • the first or second gear can be used.
  • Gear gears for all even gear stages can preferably be arranged on the first transmission input shaft. Furthermore, gear wheels of all uneven gear stages can preferably be arranged on the second transmission input shaft. Gear wheels, also called gear gears, can be designed as fixed or loose gears. They are called gear wheels because they are assigned to a gear step.
  • the largest odd gear stage or one of the gear wheels assigned to it is preferably located at the axial end of that transmission input shaft that carries one of the gear wheels of the largest uneven gear stage.
  • the largest uneven gear stage is preferably the third gear stage and / or the transmission input shaft is the second transmission input shaft.
  • the gear wheels of the largest gear stage can be located on the axial outer sides of the shafts, in particular the transmission input shafts. If the transmission has three gear stages, the third gear stage, that is to say its gears, is arranged axially on the outside.
  • the gear wheels of the third gear stage and the first gear stage can preferably be arranged on the second transmission input shaft from the outside of the hybrid transmission device to the inside.
  • the connecting gear of a connection can preferably be mounted on the first transmission input shaft from the outside of the hybrid transmission device to the inside. be arranged drive device and a gear of the second gear. Alternatively, only one gear wheel of the second gear stage can be arranged on the first transmission input shaft.
  • the hybrid transmission device can have exactly one drive device.
  • the hybrid transmission device can preferably have at least two, in particular exactly two, drive devices. What counts as a drive device is an arrangement of one or more drive devices that attack a certain point on the hybrid transmission device. I.e. that, for example, when the drive devices are designed as electric motors, several small electric motors are also regarded as one electric motor if they add up their torque at a single starting point on the transmission.
  • both the first transmission input shaft and the second transmission input shaft can each be assigned at least one drive device.
  • the gears implemented via the first transmission input shaft and the second transmission input shaft each form a partial transmission. It can therefore also be said that at least one drive device is assigned to each partial transmission.
  • the hybrid transmission device preferably has at least two, in particular exactly two, partial transmissions.
  • At least one of the drive devices is preferably designed as a generator.
  • the first drive device and / or the second drive device are preferably designed both as a motor and as a generator.
  • the drive device is preferably tied to the largest gear ratio of the transmission.
  • two drive devices it is advantageously provided that in a first embodiment they are connected to the two largest gear steps.
  • one drive device is connected to the largest gear step and the other to a connecting gear.
  • a connection gear is a gear that is used exclusively to connect the drive device on a shaft, in particular transmission input shaft, is used and accordingly does not belong to a gear stage.
  • the drive device is preferably connected to an axially outer gear stage, more precisely to one of the gear wheels of the gear stage, of the transmission.
  • both are connected to an axially outer gear stage of the transmission.
  • both drive devices are connected to an axially outer gear of the transmission. This allows the distance between the connection points to be maximized.
  • the axial outer position here refers to the axis of the shaft or shafts to which the drive devices are connected, i.e. the transmission input shafts.
  • connection or operative connection denotes any connection in terms of force flow, including across other components of the transmission.
  • a connection denotes the first connection point for the transmission of drive torque between the drive device and the transmission.
  • a connection to a gear stage that is to say one of its gear wheels, can take place via a gear wheel. If necessary, an additional intermediate gear is required to bridge the center distance between the output shaft of the drive device and the transmission input shaft. By connecting the drive device to a gear wheel, a further gear plane, which would only be available for connecting the drive device, can be avoided.
  • At least one of the axially outer gear wheels which are arranged on the axis of the transmission input shafts, can advantageously be designed as a fixed wheel. Both axially outer gear wheels can preferably be designed as fixed wheels. Then the drive devices are connected to a fixed gear on the first transmission input shaft and / or a fixed gear on the second transmission input shaft. A connection gearwheel instead of one of the gearwheels can also be provided axially on the outside, as already described. This can also be designed as a fixed gear be. The drive devices can therefore preferably be arranged in a so-called P3 arrangement, that is to say on the gear set.
  • a drive device can preferably be connected to the third gear stage.
  • a drive device can be connected to a connection gearwheel.
  • the first drive device can preferably be connected to the internal combustion engine in a rotationally fixed manner in all internal combustion engine forward gears and / or during internal combustion engine gear changes. Then there is a constant connection between the internal combustion engine and the first drive device during an internal combustion engine drive.
  • the first drive device can preferably be used at least temporarily as a generator in all forward gears.
  • the second drive device can preferably be used for electrical or fluid forward starting.
  • the second drive device can advantageously be coupled to the gear wheels of the first gear. Then the start-up is always taken over by the second drive device.
  • the second drive device can preferably be used as the only drive source for starting ver.
  • the second drive device can also be used for electric or fluid reversing. Here, too, it can preferably be provided that the second drive device is the only drive source when reversing. Then there are neither internal combustion engine nor hybrid reverse gears.
  • the drive device or the drive devices can preferably be arranged axially parallel to the first transmission input shaft. They are then preferably also axially parallel to the second transmission input shaft and to the countershaft.
  • an axially parallel arrangement is understood to mean not only completely parallel arrangements, there can also be an inclination or an angle between the longitudinal axis of the transmission input shafts and the longitudinal axis of the electric motor.
  • there is an angle between the Longitudinal axis of an electric motor and the longitudinal axis of the transmission input shafts less than or equal to 10 °, more preferably less than 5 ° and in particular 0 ° provided. Slight inclinations of the drive devices compared to the gearbox can result for reasons of installation space.
  • the drive devices can preferably be arranged in opposite directions. This means that the output shafts of the drive devices point to different, opposite sides. If the first drive device has its output side on the left, it has the second drive device on the right or, when changing the direction of view, one at the front and the other at the back. As a result, the point of application of the drive devices on the hybrid transmission device is axially spaced and an improved overlap is achieved in the axial direction.
  • the axes of the drive devices can preferably lie above the axis of the transmission input shaft.
  • the installation position is always referenced; the hybrid gear unit can also be upside down during assembly. Such positions are irrelevant for the following description.
  • the axially parallel arrangement also enables one of the drive devices to be located below the axis of the transmission input shaft, it is advantageously provided that the drive devices and thus their axes are positioned above the transmission input shaft. With this arrangement, the packing density can be maximized.
  • the axes of the drive devices can be arranged in the installed position on both sides of the axis of the transmission input shaft. Accordingly, one of the drive devices or their axis is to the left of the axis of the transmission input shaft and the other to the right of the axis.
  • one of the drive devices or their axis is to the left of the axis of the transmission input shaft and the other to the right of the axis.
  • the axes of the drive devices are arranged symmetrically to the axis of the transmission input shaft in a construction position.
  • the axes of the drive devices should be arranged symmetrically with respect to the distance and the angular position, the angle being related to the Refers to perpendicular.
  • the drive devices can be arranged in opposite directions without destroying the symmetrical arrangement, since it only depends on the position of the axes.
  • the axes of the drive devices can preferably lie above the axes of one or more countershafts and / or one or more output shafts.
  • the drive devices are therefore above the components of the spur gear assembly mentioned.
  • the axes of the drive devices are the top axes of the hybrid transmission device in the installation position.
  • the drive devices can be arranged offset in the circumferential direction.
  • the circumferential direction is set in relation to the longitudinal axis of the transmission input shaft, which is viewed by definition in the present invention as the longitudinal axis of the hybrid transmission device.
  • the drive devices are arranged at least partially overlapping in the axial direction.
  • the overlap in the axial direction can preferably be more than 75 percent. If the drive devices are of unequal length, the calculation of the overlap is based on the shorter drive device. The overlap is determined on the basis of the housing of the drive devices, the output shaft of the drive devices is not taken into account.
  • the drive devices can preferably be arranged in the axial direction at the same height as the gear change transmission.
  • the overlap in the axial direction can preferably be more than 75%, advantageously it is 100%.
  • the overlap is determined on the basis of the housing of the drive devices, and in particular the housing of the longer drive device.
  • the output shaft of the drive devices is not taken into account.
  • the first drive device and / or the second drive device can preferably be designed as an electric motor. Electric motors are common in hybrid transmission devices.
  • the first drive device and / or the second drive device can be designed as a fluid power machine.
  • a fluid power machine there are other prime movers whose use in hybrid transmission devices is conceivable. These can also be operated as a motor, i.e. with energy consumption, or as a generator, i.e. energy-converting.
  • the energy store is, for example, a pressure store. The energy conversion then consists in converting the energy from the internal combustion engine into a pressure build-up.
  • the first drive device and the second drive device can be switched under load.
  • a power shift is understood here, as usual, to mean that no interruption of tractive force occurs at the output of the hybrid transmission device during a gear change, for example of the first drive device.
  • a reduction of the torque present at the output is possible, but not a complete interruption.
  • the motor vehicle can consistently be driven in large speed ranges, for example, exclusively electrically, the gear ratio, that is to say the gear, being selected to be optimized with regard to the speed and torque of the drive device.
  • the second drive device can transmit torque to the output while the first drive device is switched.
  • the gear stage via which the first drive device transmits torque to the output is changed.
  • the first drive device can be torque to the output while the second drive device is switched.
  • the gear step is changed via which the second drive device applies torque to the output drive transmits. It can therefore also be said that the drive devices can be switched under power.
  • the combustion engine does not have to be started to change gears during an electric drive.
  • At least one of the drive devices can preferably be connected to the transmission via a P3 connection. Both drive devices are advantageously connected to the transmission via this connection. With a P3 connection, the drive devices act on the transmission between the input shaft and the output shaft.
  • both drive devices can be operatively connected to a differential via a maximum of four Zahnein handles. This achieves a good level of efficiency.
  • the first transmission input shaft can advantageously be connected or connected directly to an internal combustion engine. Directly connected refers to a coupling-free connection; a damping device can be present, for example, between the crankshaft and the first transmission input shaft.
  • a connection coupling can preferably be provided for connecting the first transmission input shaft and the second transmission input shaft. This is used to couple the partial transmissions. However, it is also a coupling for connecting the second transmission input shaft to the internal combustion engine, the connection running via the first transmission input shaft.
  • the connecting coupling can preferably be arranged at the end of the second transmission input shaft pointing into the transmission. This allows a particularly compact design of the transmission.
  • connection coupling can advantageously be designed as part of a two-sided switching device. Due to its positioning, the connecting coupling can be integrated into a two-sided switching device.
  • a switching device is understood to mean an arrangement with one or two switching elements. The switching device is then formed on one side or on both sides.
  • a shift element can be a clutch or a clutch.
  • a coupling is used for the non-rotatable connection of two shafts and a clutch is used for the non-rotatable connection of a shaft with a hub rotatably mounted on it, for example a loose wheel.
  • the connecting clutch is designed accordingly like a clutch and preferably also as part of a clutch and is called a clutch solely because it connects two shafts with one another.
  • the clutches for connecting the transmission input shafts to the internal combustion engine connect the respective transmission input shaft to a crankshaft of the internal combustion engine.
  • At least some of the clutches and / or shift clutches can preferably be designed as claw clutches.
  • all clutches and shift clutches can be designed as claw clutches.
  • At least one shifting device can advantageously be arranged on the first transmission input shaft.
  • exactly one switching device can be arranged on the first transmission input shaft. This can advantageously be designed as a two-sided switching device.
  • the shifting device on the first transmission input shaft preferably comprises a shifting clutch and a clutch.
  • the second transmission input shaft can advantageously be designed to be free of shifting devices and / or to be free of idler gears.
  • At least one fixed gear can preferably be arranged on the second transmission input shaft.
  • at least two, in particular exactly two, Festrä can be arranged on the second transmission input shaft.
  • At least one, in particular precisely one, idler gear can preferably be arranged on the first transmission input shaft.
  • at least two, in particular exactly two, fixed gears can be arranged on the first transmission input shaft.
  • One of the fixed wheels can be arranged as a gear wheel and the second fixed wheel as a connection gear.
  • a fixed gear and a loose gear can be assigned to each gear stage, namely a single fixed gear and a single loose gear.
  • each of the fixed gear and idler gear can always be clearly assigned to a single gear, that is, there are no winding turns using one gear for several gears.
  • the internal combustion engine gears one and three can be viewed as winding or coupling gears, as described below, since the first transmission input shaft is interposed when the gears are formed.
  • the hybrid transmission device or the transmission can have exactly two two-sided switching devices for generating three internal combustion engine gear stages.
  • the connecting coupling forms part of one of the two-sided switching devices before geous.
  • a differential can preferably be arranged in the axial direction at the engine-side end of the first transmission input shaft.
  • a gear wheel for connecting the differential can advantageously be arranged axially on the outside on a countershaft. This results in a particularly compact construction of the hybrid transmission device.
  • the hybrid transmission device can preferably have at least one, in particular precisely one, countershaft.
  • at least one, in particular precisely one, countershaft When using a single countershaft, it is the case that there is only one connection point to the differential. As a result, installation space can be saved, which is the case both in the radial and in the axial direction.
  • precisely one switching device can be arranged on the countershaft.
  • exactly two idler gears can advantageously be arranged on the countershaft.
  • the switching device on the countershaft can advantageously be designed on two sides.
  • the shifting device arranged on the countershaft can be arranged offset in the axial direction with respect to the or more shifting devices on one of the, in particular the first, transmission input shaft.
  • the shifting device can preferably be arranged on the countershaft in the axial direction closer to the internal combustion engine than the shifting device on the first transmission input shaft. A particularly compact arrangement of the hybrid transmission device can thereby be achieved.
  • all switching elements of the switching devices on the pre-gel shaft can be designed as clutches.
  • At least one, in particular exactly one, fixed gear for forming a forward gear stage can preferably be located on the countershaft.
  • a single fixed gear for forming a forward gear stage can be arranged on the countershaft, which is arranged at one axial end of the countershaft.
  • a fixed gear is preferably located at both axial ends of the countershaft and two idler gears in between.
  • the hybrid transmission device can have a control device. This is designed to control the transmission as described.
  • the invention relates to a hybrid drive train with a hybrid transmission device and at least one electric axle, in particular a rear axle.
  • the hybrid drive train is characterized in that the hybrid transmission device is designed as described.
  • This structure is preferably arranged with a single drive device in the hybrid transmission device.
  • Ei ne electrical axis is an axis with one of these associated electric motor.
  • the output of drive torque by the electric motor of the electric axle takes place in the power flow only after the hybrid transmission device.
  • Is preferred electrical axis an assembly unit.
  • the assembly unit can also have its own gearbox for stepping up the drive torque of the electric motor of the electric axle. This is preferably designed as a gear change transmission.
  • this can support the drive torque.
  • the invention also relates to a motor vehicle with an internal combustion engine and a hybrid transmission device or a hybrid drive train.
  • the motor vehicle is characterized in that the hybrid transmission device or the hybrid drive train is designed as described.
  • the hybrid transmission device is advantageously arranged as a front-transverse transmission device in the motor vehicle.
  • the motor vehicle preferably has a control device for controlling the hybrid transmission device.
  • the control device can therefore be part of the hybrid transmission device, but does not have to be.
  • a battery is preferably arranged in the motor vehicle which enables the motor vehicle to be operated electrically for at least 15 minutes.
  • the internal combustion engine can use one of the electric motors as a generator to generate electricity that goes directly to the other electric motor.
  • the motor vehicle can have a pressure accumulator. This can be used to operate a fluid power machine.
  • Figure 1 a motor vehicle
  • Figure 2 is a wheel set scheme in a first embodiment
  • Figure 3 shows a wheel set scheme in a second embodiment
  • FIG. 4 shows a hybrid transmission device in a side view.
  • FIG. 1 shows a motor vehicle 1 with an internal combustion engine 2 and a hybrid transmission device 3.
  • the hybrid transmission device 3 also includes at least one electric motor and switching elements so that it can be installed as an assembly unit. However, this is not mandatory, in principle the wheel set can also form an assembly unit without electric motors already connected.
  • a control device 4 is provided to control the hybrid transmission device 3. This can be part of the hybrid transmission device 3 or of the motor vehicle 1.
  • the hybrid drive train 5 can also have at least one electric axle 6.
  • the electric axle 6 is preferably the rear axle when the hybrid transmission device 3 is arranged as a front transverse transmission and drives the front axle 7 and vice versa.
  • FIG. 2 shows the hybrid transmission device 3 and in particular its Gang Callge drives 8 in the form of a gear set diagram.
  • the hybrid transmission device 3 is described below, starting with the internal combustion engine 2.
  • the crankshaft 9 is connected to the first transmission shaft 12 via a damping device 10.
  • the damping device 10 can comprise a torsion damper and / or a damper, in particular a speed-adaptive damper, and / or a slip clutch.
  • a second transmission input shaft 14 is mounted on the first transmission input shaft 12.
  • Two fixed gears 16 and 18 are arranged on the second transmission input shaft 14.
  • the fixed gear 16 is the fixed gear of the third gear stage G3 and the fixed gear 18 is the fixed gear of the first gear stage G1.
  • the second transmission input shaft 14 has two ends, namely one to the outside of the hybrid transmission device 3 facing end 20 and one to the inside of the Hybrid transmission device 3 facing end 22.
  • the first transmission input shaft 12 has an engine-side end 21 and an end 23 facing away from the engine, reference being made here to the position compared to the internal combustion engine 2.
  • a shifting device S1 follows with a clutch K3 and a shifting clutch B.
  • a loose wheel 24 can be connected to the first transmission input shaft 14 in a rotationally fixed manner.
  • the idler gear 24 is the idler gear of the second gear stage G2.
  • the clutch K3 can connect the partial transmissions 26 and 28.
  • the partial transmission 26 has a single straight gear stage, the gear stage G2.
  • the sub-transmission 28 has the odd gear steps G1 and G3.
  • connection gear 30 follows on the first transmission input shaft 7. The task of this is to connect the electric motor EM1 to the first transmission input shaft 12 and thus to the transmission 8. The connection gear 30 is therefore not a gear wheel.
  • the second transmission input shaft 14 is thus formed from switching element-free and free wheel.
  • a single shifting device S1 is arranged on the first transmission input shaft 12.
  • the switching device S1 comprises the clutch K3 and the switching clutch B and is accordingly designed on two sides.
  • the axis of rotation of the first transmission input shaft 7 and the second transmission input shaft 9 is denoted by A1.
  • the hybrid transmission device 3 has a single countershaft 34 for connection to a differential 32 and for forming the transmission or gear steps.
  • a single switching device S2 with the clutches A and C for connecting the idler gears 36 and 38 to the countershaft 34 is arranged on the countershaft 34.
  • the fixed gear 40 is placed on the countershaft 34 as the only gear-forming fixed gear.
  • the assignment to the gear steps results from the gear step numbers G1 to G3 below that arranged on the countershaft 34 Gears.
  • the fixed gear 42 is not a gear-forming fixed gear, it connects the Vorgele shaft 34 with the differential 32 as a so-called output constant. Using this scheme, the following can be determined about the gear steps:
  • a fixed gear and a loose gear are assigned to each gear stage, namely a single fixed gear and a single loose gear.
  • Each fixed gear and idler gear is always clearly assigned to a single gear stage, i.e. there are no spiral gears using one gear wheel for several gear stages. Nevertheless, the gears G1 and G3 can be viewed as coupling gears, since the first transmission input shaft 12 is interposed when the gears G1 and G3 are formed.
  • the electric motors EM1 and EM2 are connected as shown, specifically to the axially outer gears 16 and 30.
  • an axi al extremely short hybrid transmission device 3 can be created become.
  • the electric motors EM1 and EM2 are arranged parallel to the transmission input shaft 12 and the electric motors EM1 and EM2 have their output on opposite sides. That is, as shown in Figure 2, the output or the output shaft 44 of the electric motor EM1 points to the engine-facing end 46 of the gear change transmission 8 and the output shaft 48 of the electric motor EM2 to the motor-facing end 50 of the gear change transmission 8. In Figure 2 is one end points to the left and one to the right.
  • the electric motors EM1 and EM2 are arranged partially overlapping in the axial direction. Due to the arrangement of the switching elements S1 and S2 already described above and the formation of the reverse gear without a reversing gear, a length of the hybrid transmission device 3 of little more than 30 cm is made possible.
  • FIG. 3 shows a modification of the structure according to FIG. 2.
  • the only difference is the electric motor EM1 in the transmission.
  • An electrical load switchability can then be achieved between the electric motor EM2 in the hybrid transmission device 3 and the electric axle 6.
  • FIG. 4 shows a side view of the transmission according to FIG. 2.
  • the axes A4 and A5 of the electric motors EM1 and EM2 are arranged above and to the side of the axis A1 of the first transmission input shaft 12 and also of the second transmission input shaft 14.
  • the axis A2 of the countershaft 34 and the axis A3 of the differential 32 are advantageously below the axis A1 of the first transmission input shaft 12.
  • the axes A4 and A5 are arranged symmetrically to the axis A1 in such a way that the distance between the axes A4 and A5 and the axis A1 is the same and the angle compared to the perpendicular 52 is also the same.

Abstract

L'invention concerne un dispositif de transmission hybride (3) comprenant au moins un dispositif d'entraînement (EM2), une transmission (4) pourvue d'un premier arbre d'entrée de transmission (12) et d'un deuxième arbre d'entrée de transmission (14) monté sur le premier arbre d'entrée de transmission (12), au moins deux pignons de vitesse (16,18) étant disposés sur le deuxième arbre d'entrée de transmission (14), ce dispositif de transmission hybride étant caractérisé en ce que le pignon de vitesse (16) du plus grand rapport (G3) est disposé sur le deuxième arbre d'entrée de transmission (14) en direction axiale vers le côté extérieur (46, 50). L'invention concerne par ailleurs un véhicule automobile.
EP19794907.6A 2019-03-14 2019-10-15 Dispositif de transmission hybride et véhicule automobile Pending EP3765323A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203486.1A DE102019203486A1 (de) 2019-03-14 2019-03-14 Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug
PCT/EP2019/077880 WO2020182324A1 (fr) 2019-03-14 2019-10-15 Dispositif de transmission hybride et véhicule automobile

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EP3765323A1 true EP3765323A1 (fr) 2021-01-20

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EP19794907.6A Pending EP3765323A1 (fr) 2019-03-14 2019-10-15 Dispositif de transmission hybride et véhicule automobile

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US (1) US20220203819A1 (fr)
EP (1) EP3765323A1 (fr)
CN (1) CN113543996A (fr)
DE (1) DE102019203486A1 (fr)
WO (1) WO2020182324A1 (fr)

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* Cited by examiner, † Cited by third party
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DE102019203488A1 (de) * 2019-03-14 2020-09-17 Zf Friedrichshafen Ag Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug
DE102019205324B4 (de) * 2019-04-12 2024-03-28 Zf Friedrichshafen Ag Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug

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EP1270301A3 (fr) * 2001-06-19 2007-02-21 Hitachi, Ltd. Boite de vitesses pour véhicule automobile à passages sous couple
US8523734B2 (en) * 2008-11-07 2013-09-03 Ricardo, Inc. Multi-mode hybrid transmission
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
FR2973299B1 (fr) * 2011-04-01 2013-08-16 Renault Sa Transmission hybride pour vehicule automobile et procede de commande
DE102011080759B4 (de) * 2011-08-10 2022-06-02 Zf Friedrichshafen Ag Getriebevorrichtung mit wenigstens zwei miteinander in Wirkverbindung bringbaren Teilgetrieben und mit einer Planetengetriebeeinrichtung
DE102012016990A1 (de) * 2012-07-02 2014-01-02 Volkswagen Aktiengesellschaft Hybridantriebsstrang für ein Kraftfahrzeug, Hybridfahrzeug und Verwendung desselben
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WO2020182324A1 (fr) 2020-09-17
CN113543996A (zh) 2021-10-22
DE102019203486A1 (de) 2020-09-17
US20220203819A1 (en) 2022-06-30

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