KR20010083937A - Hybrid transmission, especially for motor vehicles - Google Patents

Hybrid transmission, especially for motor vehicles Download PDF

Info

Publication number
KR20010083937A
KR20010083937A KR1020017005502A KR20017005502A KR20010083937A KR 20010083937 A KR20010083937 A KR 20010083937A KR 1020017005502 A KR1020017005502 A KR 1020017005502A KR 20017005502 A KR20017005502 A KR 20017005502A KR 20010083937 A KR20010083937 A KR 20010083937A
Authority
KR
South Korea
Prior art keywords
transmission
shaft
output
gear
electric machines
Prior art date
Application number
KR1020017005502A
Other languages
Korean (ko)
Other versions
KR100559760B1 (en
Inventor
쉬넬레클라우스-페터
Original Assignee
클라우스 포스, 게오르그 뮐러
로베르트 보쉬 게엠베하
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 클라우스 포스, 게오르그 뮐러, 로베르트 보쉬 게엠베하 filed Critical 클라우스 포스, 게오르그 뮐러
Publication of KR20010083937A publication Critical patent/KR20010083937A/en
Application granted granted Critical
Publication of KR100559760B1 publication Critical patent/KR100559760B1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
    • B60K6/445—Differential gearing distribution 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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

Abstract

본 발명은, 특히 자동차에서 사용되는 변속기(15; 15a; 15b; 15c)에 관한 것으로서, 이 변속기는 링 기어(18; 18c, 19)가 톱니 링(12)에 의해서 내연기관의 크랭크샤프트(11; 11a; 11c)와 연결되는 두 개의 유성 기어(16; 16c, 17; 17c)를 포함한다. 각 유성 기어(16; 16c, 17)는 여러 가지 변속비를 입력하기 위하여 사용되는 입력 기어 휠(1E 내지 5E, RE)이 배치된 변속기의 샤프트에 연결된다. 상기 입력 기어휠(1E 내지 5E, RE)은 출력 샤프트(40; 40a; 40c)에 배치된 출력 기어휠(1A 내지 5A, RA)과 맞물린다. 본 발명에 따라서, 각 유성 기어(16; 16c, 17)들은, 예를 들어 이 유성 기어(16; 16c, 17)들의 태양 기어(23; 23a, 24; 24a)에 연결된 전기 기계(26, 27)와 접속된다. 상술한 구성으로 인하여, 특히 하이브리드 차량에 사용되는 경우에 비교적 높은 전체 효율과 연속 조절 가능한 변속비를 얻을 수 있다.The present invention relates, in particular, to transmissions (15; 15a; 15b; 15c) used in automobiles, in which the ring gears (18; 18c, 19) are driven by a tooth ring (12) to the crankshaft (11) of the internal combustion engine. 11a; 11c and two planetary gears 16; 16c, 17; 17c. Each planetary gear 16 (16c, 17) is connected to the shaft of a transmission in which the input gear wheels 1E to 5E, RE are used for inputting various transmission ratios. The input gearwheels 1E to 5E, RE engage with the output gearwheels 1A to 5A, RA arranged on the output shafts 40; 40a; 40c. According to the invention, each planetary gear 16; 16c, 17 is, for example, an electric machine 26, 27 connected to the sun gears 23; 23a, 24; 24a of the planetary gears 16; 16c, 17. ) Is connected. Due to the above-described configuration, it is possible to obtain a relatively high overall efficiency and a continuously adjustable speed ratio, particularly when used in a hybrid vehicle.

Description

자동차용 하이브리드 변속기{Hybrid transmission, especially for motor vehicles}Hybrid transmission, especially for motor vehicles}

이와 같은 변속기는 "도요다 하이브리드 시스템의 발달"(1998년 4월 2일자 기술 전망 제 47 권 제 2 호)이란 기사에 기재되어 있다. 이 공지된 하이브리드 자동차용 변속기에서는 하나의 유성 기어만이 제공된다. 또한, 출력 샤프트와 결합된 유성 기어의 링 기어는 제 1 전기 기계에 연결되며, 태양 기어는 제 2 전기 기계에 연결된다. 상기 유성 기어에는 내연기관의 구동 샤프트와 크랭크샤프트에 연결된 유성 캐리어를 거쳐서 구동 모멘트가 전달된다. 이때, 제 2 전기 기계와 연결된 태양 기어의 회전수를 변경시킴으로써 내연기관에서 발생된 유성 기어의 회전을 링 기어에서 임의의 회전수로 적절하게 조절할 수 있기 때문에, 상기 링 기어와 이로 인한 출력 샤프트 및 내연기관 사이에서 임의의 변속비를 얻을 수 있다. 이 장치에서 회전 모멘트는 내연기관과, 출력 샤프트와, 제 2 전기 기계 사이에서 유성 기어에 의해 항상 일정한 비율로 분할된다. 이로 인하여, 내연기관에서 주어진 회전 모멘트와 소정의 변속비에 대하여 제 2 전기 기계에서는 회전수와 필요한 회전 모멘트가 고정되어 버린다. 제 2 전기 기계에서 필요한 회전수를 변경하게되면, 이 전기 기계의 전기 출력도 변화한다. 제 2 전기 기계의 발전자가 구동하면, 이때 발생된 출력은 제 1 전기 기계에 전달되고, 이와 상응하게 제 1 전기 기계는 다시 제 2 전기 기계의 모터를 구동한다. 일반적으로 이와 같은 과정을 전기 출력 분기(electric output branch)라고 부른다. 그렇지만, 이와 같은 형태의 전기 출력 분기는 손실이 발생되는 문제점을 안고 있다.Such transmissions are described in the article "Development of the Toyota Hybrid System" (Technical Prospect 47, No. 2, April 2, 1998). In this known hybrid vehicle transmission, only one planetary gear is provided. In addition, the ring gear of the planetary gear coupled with the output shaft is connected to the first electric machine, and the sun gear is connected to the second electric machine. The moment is transmitted to the planetary gear via the planetary carrier connected to the drive shaft and the crankshaft of the internal combustion engine. At this time, since the rotation of the planetary gear generated in the internal combustion engine can be appropriately adjusted to any number of revolutions in the ring gear by changing the rotational speed of the sun gear connected to the second electric machine, the ring gear and the resulting output shaft and Arbitrary speed ratios can be obtained between internal combustion engines. In this device the rotation moment is always divided at a constant rate by the planetary gear between the internal combustion engine, the output shaft and the second electric machine. For this reason, the rotation speed and the required rotation moment are fixed in the second electric machine with respect to the rotation moment given in the internal combustion engine and the predetermined speed ratio. Changing the number of revolutions required by the second electric machine also changes the electrical output of this electric machine. When the generator of the second electric machine is driven, the output generated at this time is transmitted to the first electric machine, and correspondingly the first electric machine again drives the motor of the second electric machine. This process is commonly referred to as an electrical output branch. However, this type of electrical output branching suffers from the problem of loss.

이러한 문제점을 해결하기 위하여, 소위 SEL-변속기(페.텐베르게와 베.호프만이 저술한 것으로서 뒤젤도르프 소재의 VDI출판사에서 1998년 출간한 VDI-리포트 제 1393 호의 551쪽에 기재된 기계-전기식 자동차 변속기)가 제안되어 있다. 이 장치에서는 유성 기어의 유성 세트 후방에 전기 기계의 회전수 분산을 감소시키기 위하여 3단 변속기가 추가로 배치된다. 그렇지만, 이 장치에서도 비교적 고가의 변속 기계 장치뿐만 아니라 디스크 클러치와 디스크 브레이크를 변환하기 위해 필요한 유압 장치를 필요로 한다는 단점을 갖는다.To solve this problem, the so-called SEL-transmission (mechanical-electric vehicle transmission described on page 551 of VDI-Report No. 1393, published in 1998 by VDI Publisher, Dusseldorf, by Pe. Is proposed. In this device, a three-speed transmission is further disposed behind the planetary set of planetary gears to reduce the rotational dispersion of the electric machine. However, this apparatus also has the disadvantage that it requires a relatively expensive transmission mechanism as well as the hydraulic device necessary to convert the disc clutch and the disc brake.

본 발명은 청구항 제 1 항의 전제부에 따른 자동차용 변속기에 관한 것이다.The present invention relates to a transmission for an automobile according to the preamble of claim 1.

도 1은 본 발명에 따른 제 1 변속기를 개략적으로 도시한 도면.1 schematically shows a first transmission according to the invention;

도 2 내지 도 4는 도 1과는 다른 변속기를 개략적으로 도시한 도면.2 to 4 schematically show a transmission different from that of FIG.

이에 비하여, 청구항 제 1 항의 특징을 갖는 본 발명에 따른 변속기, 특히 자동차용 변속기는 기계적으로 비교적 간단히 설치될 수 있으며 양호한 효율을 가질 수 있다는 장점을 갖는다. 이 장점들은 청구항 제 1 항의 특징에 따라서 전기 기계의 각각에 연결된 양 유성 기어에 의해서 양 전기 기계의 출력 전류를 감소시킬 수 있기 때문에, 예를 들면 발전자가 구동하면서 양 전기 기계로부터 전원에 필요한 전력만을 발생시킴으로써 구현된다.On the contrary, the transmission according to the invention having the features of claim 1, in particular an automobile transmission, has the advantage that it can be installed relatively simply mechanically and has good efficiency. These advantages can reduce the output current of both electric machines by means of the two planetary gears connected to each of the electric machines according to the features of claim 1, so that, for example, only the power required by the power source from both electric machines is being driven by the generator. It is implemented by generating.

본 발명에 따른 변속기, 특히 자동차용 변속기의 다른 장점과 바람직한 개선구조를 청구범위와 실시예에서 기술한다.Other advantages and preferred refinements of the transmission in accordance with the invention, in particular for automobile transmissions, are described in the claims and the examples.

본 발명에 따라서, 양 전기 기계를 각 변속기의 샤프트에 연결하고 유성 기어를 사용함으로써 종래 기술에 따른 커플링을 생략할 수 있다. 이외에도, 양 전기 기계는 내연기관을 시동하기 위하여 필요로 하는 시동 장치뿐만 아니라 전등용 발전기와 단일 변속단을 변속하기 위한 용도로 사용하는 동기 장치를 대체할 수 있다. 또한, 두 개의 변속기 샤프트를 사용함으로써 기어 단을 연속해서 변속시킬 수 있다. 결과적으로, 양 전기 기계를 사용함으로써, 두 개의 변속단들 사이의 영역에서 무단 변속을 실시할 수 있다.According to the invention, the coupling according to the prior art can be omitted by connecting both electric machines to the shaft of each transmission and using planetary gears. In addition, both electric machines can replace not only the starting device required for starting the internal combustion engine, but also a synchronous device used for shifting a light generator and a single shift stage. In addition, by using two transmission shafts, the gear stage can be continuously shifted. As a result, by using both electric machines, it is possible to carry out continuously variable speed in the region between the two speed shift stages.

본 발명의 실시예를 도면에 도시하며 이하에서 상세히 설명한다.An embodiment of the present invention is shown in the drawings and described in detail below.

도 1에서는 자동차 구동 라인의 일부를 도시한다. 이 구동 라인은, 특히 도시하지 않는 내연기관의 크랭크샤프트(11)를 포함하는데, 이 크랭크샤프트의 일단부에는 톱니 링(12)이 배치된다. 또한, 크랭크샤프트(11)는 엔진 브레이크(13)와 협동한다. 톱니 링(12)에는 일실시예로서 3축 변속기로서 형성된 변속기(15)가 연결된다.1 shows a part of an automobile drive line. This drive line includes a crankshaft 11 of an internal combustion engine, which is not particularly shown, wherein a tooth ring 12 is arranged at one end of the crankshaft. In addition, the crankshaft 11 cooperates with the engine brake 13. The gear ring 12 is connected to a transmission 15 formed as a three-axis transmission in one embodiment.

상기 변속기(15)는 거의 동일한 두 개의 유성 기어, 특히 두 개의 유성 기어열(16)을 갖는다. 각 유성 기어열(16, 17)은 공지된 바와 같이 각각 내치차 링 기어(18) 및 외치차 링 기어(19)와, 복수의 유성 기어(21, 22)와, 태양 기어(23, 24)를 갖는다. 변속기(15)는 유성 기어열(16, 17)을 구성하는 링 기어(18, 19)의 외측 톱니를 거쳐서 톱니 링(12)에 연결된다. 유성 기어열(16, 17) 중에서 크랭크샤프트(11)를 향한 면에는 각각 전기 기계(26, 27)를 구비한 태양 기어(23, 24)가 연결된다. 예를 들어 중간 전기 회로를 거쳐서 자동차의 네트워크 배터리와 결합된 전기 기계(26, 27)에는 사분원꼴 구동 장치를 위한 출력 전자 부품이 설치된다. 유성 기어열(16, 17)의 유성 캐리어(28, 29)들은 전기 기계(26, 27)와 대향 배치된 쪽에서 변속기의 축(31, 32)과 결합된다.The transmission 15 has two nearly identical planetary gears, in particular two planetary gear trains 16. Each of the planetary gear trains 16 and 17 is, as is known, the internal gear ring gear 18 and the external gear ring gear 19, the plurality of planet gears 21 and 22, and the sun gears 23 and 24, respectively. Has The transmission 15 is connected to the tooth ring 12 via the outer teeth of the ring gears 18 and 19 constituting the planetary gear trains 16 and 17. Of the planetary gear trains 16 and 17, the sun gears 23 and 24 with the electric machines 26 and 27 are connected to the surface facing the crankshaft 11, respectively. For example, electrical machines 26, 27 coupled with a network battery of an automobile via an intermediate electrical circuit are provided with output electronics for a quadrant drive. The planet carriers 28 and 29 of the planetary gear trains 16 and 17 are engaged with the shafts 31 and 32 of the transmission on the side opposite to the electric machines 26 and 27.

양 변속기 축(31, 32)들은 5단 변속기의 입력 기어휠(1E 내지 5E, RE)을 지지한다. 변속기 축(31, 32)에 배치된 입력 기어휠(1E 내지 5E, RE)이 변속기 축(31, 32)으로부터 분리되는 것을 방지하기 위하여, 입력 기어휠(2E, 4E; 1E, 3E; 5E, RE)들 사이에는 기어 휠(33, 34, 35)들이 회전 불가하게 배치된다. 상기 기어 휠(33, 34, 35)들은 전기 작동 가능한 클러치 슬리브(36, 37, 38)와 클로우 커플링(claw coupling)에 의해서 각 입력 기어 휠(1E 내지 5E, RE)과 강제 끼워 맞춤식으로 결합한다.Both transmission shafts 31 and 32 support the input gearwheels 1E to 5E and RE of the five-speed transmission. In order to prevent the input gearwheels 1E to 5E, RE disposed on the transmission shafts 31 and 32 from being separated from the transmission shafts 31 and 32, the input gearwheels 2E and 4E; 1E, 3E; 5E, The gear wheels 33, 34, 35 are arranged in a rotatable manner between the REs. The gear wheels 33, 34, 35 are forcibly fit with the respective input gear wheels 1E to 5E, RE by means of claw coupling with the electrically actuated clutch sleeves 36, 37, 38. do.

입력 기어휠(1E 내지 5E, RE)은 출력 샤프트(40)에 회전 불가하게 배치된 출력 기어휠(1A 내지 5A, RA)과 맞물리며, 이때 입력 기어휠(RE)과 출력 기어휠(RA) 사이에는 중간 기어휠(41)이 배치된다. 또한, 출력 샤프트(40)를 차단하거나 고정하기 위하여, 출력 샤프트는 브레이크(42)와 협동한다. 상기 브레이크(42)는 자동차의 구동 브레이크일 수도 있다.The input gearwheels 1E to 5E, RE mesh with the output gearwheels 1A to 5A and RA which are not rotatably disposed on the output shaft 40, wherein between the input gearwheel RE and the output gearwheel RA. The intermediate gear wheel 41 is disposed. Also, to block or fix the output shaft 40, the output shaft cooperates with the brake 42. The brake 42 may be a driving brake of an automobile.

이하에서, 상술한 변속기(15)에 의해서 실시될 수 있는 여러 가지 운전 상태에 대해서 설명한다. 변속기(15) 뿐만 아니라 내연기관은 전자 제어 장치에 의해서 제어 및 조절되며, 자동차가 정지 상태에 있을 때 이 자동차의 내연기관을 시동하기 위하여 브레이크(42)가 작동하는데, 다시 말하면 출력 샤프트(40)가 차단된다. 또한, 양 변속기 샤프트(31, 32)에는, 예를 들어 제 1 및 제 2 단이 삽입되며, 이를 위하여 클러치 슬리브(37, 38)는 상응하는 입력 기어휠(1E, 2E)과 겹친다. 각 변속기 샤프트(31, 32)에 기어단을 삽입함으로써, 유성 기어열(16, 17)의 유성 캐리어(28, 29)들이 고정되며, 다시 말하면 이 유성 캐리어들은 시동 모멘트가 태양 기어(23, 24)에 전달될 때 회전하지 않는다. 양 전기 기계(26, 27)들은 네트워크 배터리에 의해서 모터 구동된다. 이때, 전기 기계(26, 27)로부터 태양 기어(23, 24)에 전달된 회전 모멘트는 유성 기어(21, 22)를 거쳐서 각 링 기어(18, 19)를 회전시키며, 다시 크랭크샤프트(11)의 톱니 링(12)에 필요한 시동 회전수를 전달함으로써 내연기관이 시동된다.Hereinafter, various driving states that can be implemented by the transmission 15 described above will be described. The internal combustion engine as well as the transmission 15 are controlled and regulated by an electronic control device and the brake 42 is activated to start the internal combustion engine of the vehicle when the vehicle is at rest, ie the output shaft 40. Is blocked. In addition, both transmission shafts 31, 32 are inserted, for example, with first and second stages, for which the clutch sleeves 37, 38 overlap with the corresponding input gearwheels 1E, 2E. By inserting gear stages in each transmission shaft 31, 32, the planetary carriers 28, 29 of the planetary gear trains 16, 17 are fixed, that is to say that the planetary carriers have a starting moment with a sun gear 23, 24. Does not rotate when passed to Both electric machines 26, 27 are motorized by a network battery. At this time, the rotation moment transmitted from the electric machine (26, 27) to the sun gear (23, 24) rotates each ring gear (18, 19) via the planetary gear (21, 22), and again the crankshaft (11) The internal combustion engine is started by transmitting the necessary starting speed to the toothed ring 12.

일반적으로 유성 기어열(16, 17)에서는 약 4:1의 시동 변속비가 적당하다. 약 200Nm의 크기로 내연기관에서 필요로 하는 시동 모멘트를 설정하는 경우에 전기 모터로서 작용하는 전기 기계(26, 27)는 약 25Nm의 힘이 제공되어야 한다. 또한, 이와 같은 필요 회전 모멘트는 전기 기계(26, 27)의 구조적인 크기와 출력단을 결정한다.In general, a starting gear ratio of about 4: 1 is suitable for the planetary gear trains 16 and 17. In the case of setting the starting moment required by the internal combustion engine to a size of about 200 Nm, the electric machines 26 and 27 serving as electric motors should be provided with a force of about 25 Nm. This required rotational moment also determines the structural size and output stage of the electrical machine 26, 27.

추가로, 이 상황에서는 양 전기 기계(26, 27)들이 시동 모드에서, 즉 내연기관의 시동 후에 소정의 유성 캐리어(28, 29)에 의해서 내연기관의 톱니 링(12)을거쳐 구동됨을 알 수 있다. 상술한 유성 기어열(16, 17)의 변속비에 기초하여, 전기 기계(26, 27)들은 내연기관의 엔진 회전수보다 거의 4배 크기로 구동된다. 전기 기계(26, 27)가 한계 회전수를 초과하지 않도록 하기 위하여, 이 경우에서 구동 모드 동안 내연기관의 엔진 회전수는 제한되어야 한다.In addition, it can be seen that in this situation both electric machines 26, 27 are driven via the toothed ring 12 of the internal combustion engine by a given planet carrier 28, 29 in the starting mode, ie after the internal combustion engine is started. have. Based on the speed ratios of the planetary gear trains 16 and 17 described above, the electric machines 26 and 27 are driven at almost four times the engine speed of the internal combustion engine. In order to ensure that the electric machines 26, 27 do not exceed the limit speed, in this case the engine speed of the internal combustion engine should be limited during the drive mode.

이하에서, 자동차의 정상 운전에 대해서 설명하며, 이 경우에 자동차는 일정하거나 변경 가능한 속도로 주행한다. 또한, 이 경우에 변속기(15)에는 양 변속기 샤프트(31, 332)가, 예를 들어 2단과 3단에 삽입된다. 상응하는 기어 휠(2E, 3E)은 출력 샤프트(40)의 기어 휠(2A, 3A)과 강제 끼워 맞춤 형태로 결합된다. 양 유성 기어열(28, 29)의 회전수 사이의 변환비는 2단과 3단 사이의 변속비와 일치하며, 이때 2단의 유성 기어열(28)은 3단 유성 기어열(29)보다 큰 회전수로 회전한다. 또한, 출력 샤프트(40)의 회전수는 자동차의 주행 속도와 비례한다. 동일한 유성 기어열(16, 17)인 경우에 내연기관에 의해 구동되는 링 기어(18, 19)가 동일한 회전수로 회전하기 때문에, 전기 기계(26, 27)와 연결된 태양 기어(23, 24)의 회전수를 정의할 수 있다. 양 전기 기계(26, 27)의 회전수 크기가 변경되는 경우에, 내연기관의 회전수가 일정한 상태에서 내연기관의 엔진 회전수와 출력 샤프트(40) 회전수 사이의 비율은 변화한다. 또한, 다른 값을 통하여 전기 기계(26, 27)의 회전수 크기를 변화시킴으로써 변속기 샤프트(31, 332)에 견고하게 삽입된 기어단에서 변속기의 변환비를 (무단)변화시킬 수 있다.Hereinafter, the normal driving of the vehicle will be described, in which case the vehicle runs at a constant or changeable speed. In this case, both transmission shafts 31 and 332 are inserted into the transmission 15 in the second and third stages, for example. Corresponding gear wheels 2E, 3E are coupled in a forced fit with the gear wheels 2A, 3A of the output shaft 40. The conversion ratio between the rotational speeds of the two planetary gear trains 28 and 29 coincides with the speed ratio between the second and third gears, wherein the two-speed planetary gear train 28 is larger than the three-speed planetary gear train 29. Rotate to numbers In addition, the rotation speed of the output shaft 40 is proportional to the traveling speed of the vehicle. Since the ring gears 18 and 19 driven by the internal combustion engine in the case of the same planetary gear trains 16 and 17 rotate at the same rotation speed, the sun gears 23 and 24 connected to the electric machines 26 and 27. You can define the number of revolutions. In the case where the magnitude of the rotational speed of both electric machines 26 and 27 is changed, the ratio between the engine rotational speed of the internal combustion engine and the output shaft 40 rotational speed changes while the rotational speed of the internal combustion engine is constant. In addition, by changing the rotation speed of the electric machines 26 and 27 through other values, it is possible to change the transmission ratio of the transmission in the gear stage firmly inserted in the transmission shafts 31 and 332.

내연기관에 의해 주어진 회전 모멘트와 출력 샤프트(40)에서 필요한 구동 모멘트는 양 전기 기계(26, 27)에서 일정하게 제공되는 전체 회전 모멘트를 이룬다.또한, 내연기관의 회전 모멘트와 양 전기 기계(26, 27)에서의 전체 회전 모멘트는브레이크가 작동하지 않는 한 일정한 비율로 존재한다. 그러므로, 내연기관의 실제 회전 모멘트는 공지된 제어 방식에 의해서 양 전기 기계(26, 27)의 전체 회전 모멘트로부터 매우 정확하게 유도된다. 내연기관의 실제 회전 모멘트는 좌표화된 구동 선도와 모터 제어에 의해서 유용하게 인식될 수 있으며 이것은 매우 용이하게 변경될 수 있다.The rotational moment given by the internal combustion engine and the driving moment required at the output shaft 40 constitute the total rotational moment which is constantly provided by both electric machines 26 and 27. Further, the rotational moment of the internal combustion engine and the electric machine 26 The total moment of rotation in Fig. 27 is present at a constant rate unless the brake is activated. Therefore, the actual rotation moment of the internal combustion engine is very accurately derived from the total rotation moments of both electric machines 26, 27 by known control schemes. The actual rotation moment of the internal combustion engine can be usefully recognized by coordinated drive diagrams and motor control, which can be changed very easily.

회전 모멘트를 양 변속기 샤프트(31, 32)에 분기시킴으로써, 양 전기 기계(26, 27)의 전체 회전 모멘트는 이 전기 기계들 사이에서 임의로 분배될 수 있다. 양 변속기 샤프트(31, 32)에 대하여 상이하게 삽입된 기어단에 기초하여 양 전기 기계(26, 27)들은 상이한 회전수를 가지며, 이때 전기 기계의 출력도 변화한다.By branching the rotation moment to both transmission shafts 31 and 32, the total rotation moment of both electric machines 26 and 27 can be arbitrarily distributed between these electric machines. On the basis of the gear stages inserted differently with respect to both transmission shafts 31 and 32, both electric machines 26 and 27 have different rotation speeds, with the output of the electric machine also changing.

특히 바람직하게는, 정상 운전시 양 전기 기계(26, 27)들이 네트워크 배터리에 필요한 에너지나 출력만을 발생시키는 제너레이터로서 작용한다. 이것은 양 전기 기계의 필요한 전기 출력에서 양 전기 기계(26, 27)에서 소정의 회전수 크기와 또한 이로 인한 변속기(15)의 변환비를 조절할 수 있는 결과를 갖는다. 전기 기계(26, 27)를 통하여 소정의 범위 내에서 가능한 변속비의 무단 변환은 네트워크에 필요한 전기 출력이 제너레이터 형태로 구동하는 양 전기 기계(26, 27)들에 분기되어 양 전기 기계(26, 27)들 사이에 출력을 분기시킴으로써 얻을 수 있다.Particularly preferably, during normal operation both electric machines 26 and 27 act as generators which generate only the energy or output required for the network battery. This has the consequence that the desired electrical output of both electric machines can be adjusted to the desired rotational size in the both electric machines 26 and 27 and thus the transmission ratio of the transmission 15. Stepless conversion of the transmission ratio possible within a predetermined range via the electric machines 26 and 27 is branched to both electric machines 26 and 27 in which the electric output required for the network is driven in the form of a generator. This can be achieved by branching the output between them.

양 전기 기계(26, 27)들에 의해서 가능한 변속비의 변환이 비교적 좁은 범위에서 실시되는 경우에, 기어단을 변환시킴으로써 변속비를 크게 변환시킬 수 있다.예를 들어 낮은 네트워크 출력으로 인하여 기어단을 가능한 넓게 변화시킬 수 없는 경우에, 양 전기 기계(26, 27)들 사이에서 (손실과 관련한) 출력 유동을 허용하거나 네트워크 배터리에 부여하기 위한 전기 출력을 실질적인 네트워크 요구 조건에 따라서 증가시킴으로써 네트워크 출력을 증가시킬 수 있다.In the case where the conversion of the speed ratio possible by both electric machines 26 and 27 is carried out in a relatively narrow range, it is possible to convert the gear ratio largely by changing the gear stage. In the case of not being able to vary widely, the network output is increased by allowing the output flow (related to losses) between both electrical machines 26 and 27 or increasing the electrical output to give the network battery according to the actual network requirements. You can.

이하에서, 예를 들어 내연기관인 경우에 소정의 회전수와 이에 상응하는 높은 부하에서 높은 주행 속도를 가능하게 하기 위하여 변속비의 변경에 필요로 하는 변속기(15)의 변속 과정을 설명한다. 여기서, 제 1 변속기 샤프트(31)에 4단이 입력되는 동안 제 2 변속기 샤프트(32)에서는 3단으로부터 5단으로 변속하는 실험에 기초한다. 이를 위하여, 실질적인 변속 과정 전에, 제 2 변속기 샤프트(32)에 부착된 전기 기계(27)는 무부하 상태로 유지되며, 이로 인하여 제 2 변속기 샤프트(32) 내의 모멘트에서 부품의 무게를 지지하기 위한 작은 모멘트를 0으로 설정한다. 이 상태에서 동력은 제 1 변속기 샤프트(31)에만 전달되며, 이때 제 1 변속기 샤프트에 부착된 전기 기계(26)는 구동 모멘트의 일부를 지지하고 모터나 제너레이터로서 작동할 수 있다. 제 2 변속기 샤프트(32)가 무부하 상태로 진입하자마자, 클로우 커플링과 분리되며 슬리브 클러치(37)로부터 밀쳐짐으로써 3단 기어가 해재될 수 있다. 이어서, 전기 기계(27)는 제 2 변속기 샤프트(32)에 필요한 동시 동작 회전수를 발생시키며, 이때 제 2 변속기 샤프트(32)는 출력 샤프트(40)에 의해서 구동된 5단 기어 휠(5E)의 회전수와 일치하는 회전수로 회전한다. 이 경우에, 동력은 슬리브 클러치(38)를 밀침으로써 제 2 변속기 샤프트(32)와 기어 휠(5E) 사이로 전달된다. 이때, 변속기(115)를 제어함으로써, 제 2 변속기샤프트(32)의 동시 동작을 위하여 필요로 하는 회전수가 전기 기계(26)나 내연기관의 회전수를 산출할 수 있다. 따라서, 변속기 샤프트(31, 32)의 회전수를 검출하기 위한 추가의 센서를 필요로 하지 않는다.In the following, for example, in the case of an internal combustion engine, a shift process of the transmission 15 required for changing the speed ratio in order to enable a high running speed at a predetermined rotation speed and a corresponding high load will be described. Here, based on an experiment in which the second transmission shaft 32 shifts from three gears to five gears while four gears are input to the first transmission shaft 31. To this end, before the actual shifting process, the electric machine 27 attached to the second transmission shaft 32 is kept unloaded, thereby allowing a small amount of weight to support the weight of the part in the moment in the second transmission shaft 32. Set the moment to zero. In this state, power is transmitted only to the first transmission shaft 31, where the electric machine 26 attached to the first transmission shaft supports a portion of the drive moment and can act as a motor or generator. As soon as the second transmission shaft 32 enters the no-load state, the third gear can be disengaged by being separated from the claw coupling and being pushed out of the sleeve clutch 37. The electrical machine 27 then generates the required number of simultaneous revolutions of the second transmission shaft 32, wherein the second transmission shaft 32 is a five-speed gear wheel 5E driven by the output shaft 40. Rotate at a speed that matches the number of revolutions. In this case, power is transmitted between the second transmission shaft 32 and the gear wheel 5E by pushing the sleeve clutch 38. At this time, by controlling the transmission 115, the rotation speed required for the simultaneous operation of the second transmission shaft 32 can calculate the rotation speed of the electric machine 26 or the internal combustion engine. Thus, no additional sensor is needed for detecting the rotation speed of the transmission shafts 31, 32.

고속이나 저속으로 변속하는 경우에는 다른 스위치 변환이 적절하며, 이때 모든 스위치 변환은 항상 내연기관의 크랭크샤프트(11)와 출력 샤프트(40) 사이의 동력이 양 변속기 샤프트(31, 32)들 중 하나를 거쳐서 전달되기 때문에, 변환 과정이 인장력을 방해하지 않고 이루어질 수 있는 것을 특징으로 한다.In case of shifting at high speed or low speed, other switch changes are appropriate, in which case all switch changes are always performed by one of the two transmission shafts 31 and 32 with the power between the crankshaft 11 and the output shaft 40 of the internal combustion engine. Since it passes through, it is characterized in that the conversion process can be made without disturbing the tensile force.

상기 변속기(15)는 전기 모터뿐만 아니라 내연기관을 갖는 하이브리드 자동차에 사용되는 경우에 특히 바람직하다. 자동차의 구동은, 예를 들어 도심지의 공해 문제를 방지하기 위하여 사용되는 전기 모터에 의해서, 그리고 이를 위하여 네트워크 베터리로부터 필요한 에너지가 공급되는 양 전기 기계(26, 27)에 의해서 실시된다. 전기 기계(26, 27)에 의해서 유성 캐리어(28, 29)를 거쳐 변속기 샤프트(31, 32)에 전달되는 회전 모멘트를 지지하기 위하여 링 기어(18, 19)는 유성 기어열(16, 17)에 고정되어야 한다. 이것은 모터 브레이크(13)를 작동시킴으로서 간단히 이루어지며, 톱니 링(12)에 의해서 링 기어(18, 19)에 작용한다.The transmission 15 is particularly preferable when used in a hybrid vehicle having an internal combustion engine as well as an electric motor. The driving of the motor vehicle is effected, for example, by an electric motor used to prevent pollution problems in urban areas and by both electric machines 26 and 27 which are supplied with the necessary energy from the network batteries for this purpose. The ring gears 18 and 19 support the planetary gear trains 16 and 17 to support rotational moments transmitted by the electric machines 26 and 27 to the transmission shafts 31 and 32 via the planet carriers 28 and 29. It must be fixed at. This is done simply by actuating the motor brake 13 and acts on the ring gears 18, 19 by means of a tooth ring 12.

내연기관이 완전히 전기적으로만 주행하는 동안 재시동이 필요한 경우에, 2단 기어와 후진 기어가 변속기(15)에 삽입된다. 이때, 전기 기계(27)는 역회전하는데, 다시 말하면 전기 기계(26)가 앞으로 구동하는 동안 모터 시동을 위해 필요한 회전 방향으로 역회전한다. 따라서, 양 전기 기계(26, 27)들에 의하여 균일하게 구동하는 회전 모멘트가 출력 샤프트(40)에 전달된다. 2단 기어와 후진 기어사이의 여러 가지 변속비에 기초하여, 후진 기어에 부착된 제 2 전기 기계(27)의 기어 링(19)을 거쳐 톱니 링(12)에는 더 높은 회전 모멘트(모터 브레이크(13)에 의해서 지지됨)가 기어 링(20)에 전달된다. 따라서, 실질적인 시동을 위하여, 모터 브레이크(13)는 분리되며 톱니 링(12)과 크랭크샤프트(11)는 내연기관에서 필요한 시동 방향으로 기어 링(19)을 거쳐서 제 2 전기 기계(27)에 의해 회전된다. 내연기관이 시동되면, 상술한 바와 같이 후진 기어쪽으로 변속되어 제 2 변속기 샤프트(32)가 분리되고, 1단이나 3단 기어에 연결된다.If a restart is required while the internal combustion engine is running only electrically, the second gear and the reverse gear are inserted into the transmission 15. At this time, the electric machine 27 reversely rotates, that is, reversely rotates in the rotational direction necessary for starting the motor while the electric machine 26 is driven forward. Thus, a rotation moment uniformly driven by both electric machines 26, 27 is transmitted to the output shaft 40. On the basis of the various transmission ratios between the second gear and the reverse gear, the gear ring 19 is connected to the gear ring 19 of the second electric machine 27 attached to the reverse gear to a higher rotational moment (motor brake 13 Is supported by the gear ring 20. Thus, for substantial starting, the motor brake 13 is separated and the tooth ring 12 and the crankshaft 11 are driven by the second electric machine 27 via the gear ring 19 in the starting direction required by the internal combustion engine. Is rotated. When the internal combustion engine is started, the second transmission shaft 32 is separated by being shifted toward the reverse gear as described above, and connected to the first or third gear.

추가로, 내연기관이 시동하는 동안 이 내연기관으로부터 구동 라인쪽으로 전달된 회전 모멘트에 의해서 운전자는 덜컹거림을 느낄 수 있는데, 이것은 양 전기 기계(26, 27)를 통한 상응하는 제어 방법에 의해서 해결될 수 있다.In addition, the rotational moment transmitted from the internal combustion engine towards the drive line during start-up can cause the driver to feel rattled, which is solved by the corresponding control method via both electric machines 26, 27. Can be.

상술한 바와 같이 전기 기계(26, 27)만을 이용한 자동차의 주행은 필연적으로 네트워크 배터리로부터 비교적 높은 에너지를 필요로 한다. 네트워크 배터리의 필요 용량을 제한하기 위하여, 혹은 내연기관이 구동하는 동안 재충전을 가능하게 하기 위하여, 양 전기 기계(26, 27)는 제너레이터로서 작동한다. 전기 기계(26, 27)를 제너레이터로서 운전하기 위하여, 밀침 운전 동안 자동차에 저장된 회전 에너지를 이용하는 것이 특히 바람직하다. 이를 위하여, 내연기관은 밀침 운전 상태(무부하 상태)로 변속되며 모터 브레이크(13)가 작동한다. 따라서, 전기 기계(26, 27)와 연결된 양 태양 기어(23, 24)들은 회전하는 유성 캐리어(28, 29)에 의해서 구동된다.As described above, driving of a vehicle using only the electric machines 26 and 27 inevitably requires relatively high energy from the network battery. In order to limit the required capacity of the network battery or to enable recharging while the internal combustion engine is running, both electric machines 26 and 27 operate as generators. In order to drive the electric machines 26, 27 as generators, it is particularly preferable to use the rotational energy stored in the motor vehicle during the push-up operation. For this purpose, the internal combustion engine is shifted to the push-up driving state (no load state) and the motor brake 13 is operated. Thus, both sun gears 23, 24 connected with the electrical machines 26, 27 are driven by rotating planet carriers 28, 29.

상술한 변속기(15)는 바람직한 방식으로 변용될 수 있다. 따라서, 예를 들어 양 전기 기계(26, 27)들 중 적어도 하나에 추가의 브레이크(43, 43a)가 제공될 필요가 있다. 이로 인하여, 종래 기술에 따른 자동차의 주행은 높은 출력을 필요로 한다. 이것은, 자동차가 정지 상태에 있을 때 양 전기 기계(26, 27)가 약 4:1의 상술한 유성 기어열의 변속비로 모터 회전수를 진행시킬 수 있다. 내연기관에 의해서 비교적 높은 주행 모멘트가 크랭크샤프트(11)에 전달된다면, 내연기관은 전기 기계(26, 27)에 의해 지지되어야 하며, 이것은 필연적으로 매우 높은 전기 출력에 대하여 짧은 시간 내에 전기 기계(26, 27)에 안내된다. 적어도 하나의 전기 기계(26, 27)와 협동하는 추가의 브레이크(43, 43a)들 중 적어도 하나를 사용함으로써, 주행 모멘트는 브레이크(43, 43a)에 의해 전달될 수 있으며 마찰 구동될 수 있다. 상기 브레이크(43, 43a)는 기계적으로 작동하는 마찰 브레이크(제륜 브레이크나 정류자 브레이크)로서 충분할 수 있다. 그렇지만, 브레이크(43, 43a)는 와류 브레이크로서 형성되는 것이 특히 바람직하다. 이 와류 브레이크는 추가로 가열 시스템(예를 들어, 물이 공급되는 제너레이터로서 사용됨)의 일부품으로서 역할하며 짧은 시간 내에 매우 높은 모멘트를 지지할 수 있다.The transmission 15 described above can be modified in a preferred manner. Thus, for example, additional brakes 43, 43a need to be provided on at least one of both electric machines 26, 27. For this reason, the driving of the vehicle according to the prior art requires a high output. This allows both electric machines 26, 27 to advance the motor revolutions at a speed ratio of the above-described planetary gear train of about 4: 1 when the motor vehicle is at rest. If a relatively high running moment is transmitted to the crankshaft 11 by the internal combustion engine, the internal combustion engine must be supported by the electric machines 26, 27, which inevitably causes the electric machine 26 in a short time for very high electrical output. , 27). By using at least one of the additional brakes 43, 43a cooperating with the at least one electric machine 26, 27, the driving moment can be transmitted by the brakes 43, 43a and frictionally driven. The brakes 43 and 43a may be sufficient as mechanically actuated friction brakes (wheel brakes or commutator brakes). However, the brakes 43 and 43a are particularly preferably formed as vortex brakes. This vortex brake additionally serves as part of a heating system (eg, used as a water-fed generator) and can support very high moments in a short time.

상기 변속기(15)를 유성 기어의 일실시예로서 도시하여 설명 한다. 그렇지만, 유성 기어 대신에 다른 종류의 회전 기어가 사용될 수도 있다. 또한, 유성 기어를 사용하는 경우에 각 부품들과 유성 기어의 부품을 연결하는 다른 커플링이 고려될 수도 있다. 따라서, 예를 들면 내연기관은 변속기 샤프트가 링 기어와 연결되는 동안 회전 모멘트를 유성 캐리어에도 전달한다.The transmission 15 is illustrated and illustrated as one embodiment of the planetary gear. However, other types of rotary gears may be used instead of the planetary gears. Also, when using a planetary gear, other couplings connecting the parts with the parts of the planetary gear may be considered. Thus, for example, the internal combustion engine also transmits a rotational moment to the planet carrier while the transmission shaft is connected with the ring gear.

다른 3가지 변형예를 도 2 내지 도 4에 도시한다. 도 2에서는 변속기(15a)를 도시하며, 이 변속기는 도 1에 도시한 3축 변속기 대신에 중공 샤프트 변속기로서 형성된다. 이때, 유성 기어열(28a, 29a)과 연결된 크랭크샤프트(11a)는 중공 변속기 샤프트(44)에 의해서 둘러싸이며, 크랭크샤프트(11a)의 연장부에서 입력 기어휠(4E, 2E)에 지지되는 동안 중공 변속기 샤프트 상에서 입력 기어휠(RE, 1E, 3E, 5E)에 배치된다. 입력 기어휠(1E 내지 5E, RE)들은 출력 기어휠(1A 내지 5A, RA)들과 협동하며, 이 출력 기어휠은 중공 변속기 샤프트(44), 크랭크샤프트(11a), 변속기 샤프트(45)와 나란하게 연장된 출력 샤프트(40a) 상에 배치된다. 도 2에 도시한 변속기(15a)는, 특히 구조적으로 좁게 형성될 수 있는 장점을 갖는다.Three other modifications are shown in FIGS. 2 shows a transmission 15a, which is formed as a hollow shaft transmission instead of the three-axis transmission shown in FIG. At this time, the crankshaft 11a connected to the planetary gear trains 28a and 29a is surrounded by the hollow transmission shaft 44, while being supported by the input gearwheels 4E and 2E at the extension of the crankshaft 11a. It is arranged on the input gearwheels RE, 1E, 3E, 5E on the hollow transmission shaft. The input gearwheels 1E to 5E, RE cooperate with the output gearwheels 1A to 5A and RA, which output gearwheels are connected to the hollow transmission shaft 44, the crankshaft 11a, the transmission shaft 45 and Disposed on an output shaft 40a that extends in parallel. The transmission 15a shown in FIG. 2 has the advantage that it can be formed particularly narrow structurally.

도 3에 도시한 변속기(15b)는 양 전기 기계(26, 27)들과 양 유성 기어열(16b, 17b)들이 서로 마주하는 식으로 배치된다는 점(변속기(15a)에서처럼)에서 도 1에 도시한 변속기와 특히 다르다. 또한, 여기서는 변속기(15a)에서처럼 양 전기 기계(26, 27)들과 유성 기어열(16b, 17b)들 사이의 마찰 배치를 통하여 비교적 콤팩트한 변속이 이루어질 수 있다.The transmission 15b shown in FIG. 3 is shown in FIG. 1 in that both electric machines 26, 27 and both planetary gear trains 16b, 17b are arranged in such a manner as to face each other (as in transmission 15a). It is especially different from one transmission. In addition, a relatively compact speed change can be achieved here through a friction arrangement between both electric machines 26, 27 and the planetary gear trains 16b, 17b, as in transmission 15a.

도 4에 도시한 변속기(15c)는 특히 바람직한 변형예이다. 이 변속기는 유성 기어(16c)와 유성 기어(21c)가 이중으로 형성되며 강성 샤프트와 결합된다는 점이 변속기(15a)와 다르다. 유성 캐리어(28c)의 왼쪽에 배치된 제 1 유성 기어(21c)는 전기 기계(26)와 결합된 태양 기어(23c)와 맞물리며, 유성 캐리어(28c)의 오른쪽에서 제 2 유성 기어(21)가 구동 장치의 기어 휠(18c)과 맞물린다. 결과적으로, 구조적으로 현재의 변속기와 유사한 매우 콤팩트한 변속기가 얻어질 수 있으며, 여기서 상기 전기 기계는 종래의 변속기에서 필요로 하는 커플링 구조를 갖는다.The transmission 15c shown in FIG. 4 is a particularly preferred variant. This transmission differs from the transmission 15a in that the planetary gear 16c and the planetary gear 21c are formed in a double and engaged with the rigid shaft. The first planetary gear 21c disposed on the left side of the planet carrier 28c meshes with the sun gear 23c coupled with the electric machine 26, and on the right side of the planet carrier 28c the second planetary gear 21 is connected. Meshes with the gear wheel 18c of the drive unit. As a result, a very compact transmission structurally similar to the current transmission can be obtained, wherein the electric machine has the coupling structure required in a conventional transmission.

물론, 도 1에 따른 변속기(15)와 일치하는 추가의 브레이크(43, 43a)들 중 적어도 하나를 갖는 변속기(15a, 15b, 15c)가 사용될 수도 있다.Of course, transmissions 15a, 15b, 15c with at least one of the additional brakes 43, 43a corresponding to the transmission 15 according to FIG. 1 may be used.

Claims (10)

자동차에서 사용되는 변속기(15; 15a; 15b; 15c)에 관한 것으로서, 내연기관의 회전 모멘트를 전달하며 하나 이상의 회전 기어(16; 16c; 17; 17c)와 연결된 입력 샤프트(11; 11a; 11c)와, 상기 하나 이상의 회전 기어(16; 16c, 17; 17c)와 연결된 출력 샤프트(40; 40a; 40c)와, 상기 하나 이상의 회전 기어(16; 16c, 17; 17c)와 협동하는 관계로 배치된 두 개의 전기 기계(26, 27)를 구비한 변속기에 있어서,A transmission (15; 15a; 15b; 15c) used in automobiles, the input shaft (11; 11a; 11c), which transmits a rotation moment of the internal combustion engine and is connected to one or more rotary gears (16; 16c; 17; 17c) And an output shaft (40; 40a; 40c) connected with the at least one rotary gear (16; 16c, 17; 17c) and in cooperative relationship with the at least one rotary gear (16; 16c, 17; 17c). In a transmission with two electric machines 26, 27, 상기 양 전기 기계(26, 27)는 독립된 각 회전 기어(16; 16c, 17; 17c)와 연결되며,Both electric machines 26, 27 are connected with respective independent rotary gears 16; 16c, 17; 17c, 상기 전기 기계(26, 27)는 입력 샤프트(11; 11a; 11c)와 출력 샤프트(40; 40a; 40c)에 연결되고,The electrical machine 26, 27 is connected to an input shaft 11; 11a; 11c and an output shaft 40; 40a; 40c, 상기 양 전기 기계(26, 27)의 회전수는 서로 독립적으로 변경될 수 있는 것을 특징으로 하는 변속기.The speed of said both electric machines (26, 27) can be changed independently of each other. 제 1 항에 있어서, 상기 각 회전 기어(16, 17)는 출력 샤프트(40; 40a)와 협동 관계로 배치된 독립 변속기 샤프트(31, 32)와 연결되는 것을 특징으로 하는 변속기.10. Transmission according to claim 1, characterized in that each rotary gear (16, 17) is connected with an independent transmission shaft (31, 32) arranged in cooperation with the output shaft (40; 40a). 제 2 항에 있어서, 상기 각 변속기 샤프트(31, 32) 상에는 출력 샤프트(40,40a) 상에 배치된 출력 기어휠(1A 내지 5A, RA)과 맞물리는 입력 기어휠(1E 내지 5E, RE)이 배치되는 것을 특징으로 하는 변속기.3. The input gearwheels 1E to 5E, RE which engage with the output gearwheels 1A to 5A, RA disposed on the output shafts 40 and 40a on the respective transmission shafts 31 and 32. The transmission characterized in that the arrangement. 제 3 항에 있어서, 상기 입력 기어휠(1E 내지 5E, RE)과 출력 기어휠(1A 내지 5A, RA)을 변속기 샤프트(31, 32)와 출력 샤프트(40; 40a)에 강제 끼워 맞춤식으로 결합하기 위한 부품(34 내지 38)들이 제공되며,4. The input gear wheels 1E to 5E and RE and the output gear wheels 1A to 5A and RA are forcibly fit to the transmission shafts 31 and 32 and the output shafts 40 and 40a. Parts 34 to 38 are provided for 상기 양 변속기 샤프트(31, 32)와 출력 샤프트(40; 40a)는 변속 중단 시기에서도 항상 강제 끼워 맞춤식 결합을 유지하는 것을 특징으로 하는 변속기.And both transmission shafts (31, 32) and output shafts (40; 40a) maintain a forced fit at all times even when the shift is interrupted. 제 1 항 내지 제 4 항 중 어느 한 항에 있어서, 상기 변속기 샤프트는 입력 샤프트(11a)를 포함하는 중공 샤프트(44)로서 형성되는 것을 특징으로 하는 변속기.5. Transmission according to any of the preceding claims, characterized in that the transmission shaft is formed as a hollow shaft (44) comprising an input shaft (11a). 제 1 항 내지 제 5 항 중 어느 한 항에 있어서, 상기 회전 변속기는 톱니 링(18, 19)이 입력 샤프트(11)와 연결되고, 태양 기어(23; 23a, 24; 24a)가 전기 기계(26, 27)와 연결되며, 유성 캐리어(28, 29)가 변속기 샤프트(31, 32)와 연결되는 유성 기어(16, 17)인 것을 특징으로 하는 변속기.6. The rotary transmission according to any one of claims 1 to 5, wherein the toothed rings (18, 19) are connected to the input shaft (11), and the sun gears (23; 23a, 24; 24a) are connected to the electric machine (7). 26, 27, planetary carrier (28, 29) is a planetary gear (16, 17) connected to the transmission shaft (31, 32). 제 1 항 내지 제 6 항 중 어느 한 항에 있어서, 상기 전기 기계(26, 27)는 축방향으로 상호 나란하게 배치되는 것을 특징으로 하는 변속기.7. Transmission according to any one of the preceding claims, characterized in that the electrical machines (26, 27) are arranged side by side in axial direction. 제 1 항 내지 제 7 항 중 어느 한 항에 있어서, 상기 양 전기 기계(26, 27)의 회전수는 무단 변속비를 얻을 수 있도록 변화되는 것을 특징으로 하는 변속기.8. Transmission according to any one of the preceding claims, characterized in that the rotational speed of both electric machines (26, 27) is varied so as to obtain a stepless speed ratio. 제 1 항 내지 제 8 항 중 어느 한 항에 있어서, 상기 입력 샤프트(11)와 출력 샤프트(40; 40a)는 브레이크 장치(13, 42)를 각각 갖는 것을 특징으로 하는 변속기.10. Transmission according to one of the preceding claims, characterized in that the input shaft (11) and the output shaft (40; 40a) each have a brake device (13, 42). 제 1 항 내지 제 9 항 중 어느 한 항에 있어서, 상기 하나 이상의 전기 기계(26, 27)는 브레이크 장치(43, 443a)와 협동하는 관계로 배치되는 것을 특징으로 하는 변속기.10. Transmission according to any one of the preceding claims, characterized in that the at least one electric machine (26, 27) is arranged in cooperative relationship with the brake arrangement (43, 443a).
KR1020017005502A 1998-11-03 1999-09-22 Hybrid transmission, especially for motor vehicles KR100559760B1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19850550.7 1998-11-03
DE19850550 1998-11-03
DE19903936A DE19903936A1 (en) 1998-11-03 1999-02-01 Gearboxes, in particular for motor vehicles
DE19903936.4 1999-02-01

Publications (2)

Publication Number Publication Date
KR20010083937A true KR20010083937A (en) 2001-09-03
KR100559760B1 KR100559760B1 (en) 2006-03-13

Family

ID=7886473

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020017005502A KR100559760B1 (en) 1998-11-03 1999-09-22 Hybrid transmission, especially for motor vehicles

Country Status (2)

Country Link
KR (1) KR100559760B1 (en)
DE (2) DE19903936A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100783892B1 (en) * 2006-10-31 2007-12-26 현대자동차주식회사 Continuously variable transmission for hev
KR101011061B1 (en) * 2003-07-16 2011-01-25 주식회사 포스코 Automatic adjusting device for side guide

Families Citing this family (54)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10165097B3 (en) * 2000-07-18 2015-07-23 Schaeffler Technologies AG & Co. KG Double clutch
DE10042370A1 (en) 2000-08-29 2002-03-14 Bosch Gmbh Robert Procedure for starting a hybrid drive
DE10043510A1 (en) * 2000-09-01 2002-03-14 Peter Tenberge Continuously-variable automatic transmission for vehicles, includes control shaft connected to electrical machine and electrical energy storage unit
DE10052393A1 (en) * 2000-10-20 2002-05-02 Thomas Goetze Dual clutch shift transmission for dual E motors has two clutches and two coaxial starter generators for operation without break in traction force
DE10062556A1 (en) * 2000-12-15 2002-07-04 Bosch Gmbh Robert Method for operating a motor vehicle driven by an internal combustion engine and two electric machines
US6461266B1 (en) * 2001-04-26 2002-10-08 Ervin Weisz Differential electric engine with variable torque conversion
EP1270301A3 (en) * 2001-06-19 2007-02-21 Hitachi, Ltd. Power transmission apparatus for automobile
DE10133919A1 (en) * 2001-07-12 2003-01-23 Bayerische Motoren Werke Ag Electromechanical gear
US6524215B1 (en) * 2001-08-06 2003-02-25 General Motors Corporation Multiple ratio series electric vehicle drivetrain
US6540631B2 (en) * 2001-08-13 2003-04-01 General Motors Corporation Electrically variable transmission with variable input power split and independent shifting
JP4205878B2 (en) * 2001-08-31 2009-01-07 本田技研工業株式会社 Power transmission device for hybrid vehicle and control method thereof
US7223200B2 (en) * 2001-10-22 2007-05-29 Toyota Jidosha Kabushiki Kaisha Hybrid-vehicle drive system and operation method with a transmission
FR2832357B1 (en) * 2001-11-21 2004-02-27 Peugeot Citroen Automobiles Sa DEVICE FOR TRANSMITTING POWER TO AT LEAST TWO EPICYCLOIDAL TRAINS
DE10203514A1 (en) 2002-01-30 2003-08-07 Bosch Gmbh Robert Intermediate gear change box for transferring torque in an internal combustion engine to a motor vehicle has a layshaft under load and an auxiliary layshaft linked to a gearbox feed shaft
DE10215686A1 (en) * 2002-04-10 2003-10-30 Bayerische Motoren Werke Ag Motor vehicle with hybrid drive feeds electrical energy gained from operation of one electrical machine in generator mode to brake vehicle at least partly to other electrical machine
JP3650089B2 (en) 2002-08-02 2005-05-18 トヨタ自動車株式会社 Hybrid drive device and automobile equipped with the same
DE102004028101B4 (en) * 2003-06-12 2008-12-18 Honda Motor Co., Ltd. Power transmission device for a hybrid vehicle
DE10333931A1 (en) * 2003-07-25 2005-02-10 Robert Bosch Gmbh Control strategy for electromechanically power-split hybrid drives
JP4069901B2 (en) 2004-05-20 2008-04-02 トヨタ自動車株式会社 Hybrid vehicle drivetrain
DE102005035327A1 (en) * 2005-07-28 2007-02-01 Zf Friedrichshafen Ag Control gear for heavy commercial vehicle, has control unit designed so that vehicle modes are activated based on data, and two groups of electrical machines with various engine power, where one group has more installation power than other
DE102005049992B4 (en) * 2005-10-12 2014-03-13 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Method for controlling a drive train
JP4069941B2 (en) * 2005-10-26 2008-04-02 トヨタ自動車株式会社 Control device for vehicle drive device
US8251848B2 (en) 2006-08-03 2012-08-28 Toyota Jidosha Kabushiki Kaisha Power split dual input shaft transmission for vehicle
US7479081B2 (en) * 2006-10-25 2009-01-20 Gm Global Technology Operations Hybrid electrically variable transmission with dual power paths and selective motor connection
DE102007008613B4 (en) 2007-02-22 2022-02-17 Robert Bosch Gmbh Driving device and method for driving a vehicle
DE112007003564A5 (en) * 2007-08-18 2010-06-24 Fev Motorentechnik Gmbh Hybrid drive system with two partial transmissions
DE102008041565A1 (en) 2008-08-26 2010-03-04 Robert Bosch Gmbh Method for operating a hybrid drive device of a motor vehicle and hybrid drive device and electronic control unit
DE102010043354A1 (en) * 2010-11-04 2012-05-10 Zf Friedrichshafen Ag hybrid transmission
DE102011006940A1 (en) * 2011-04-07 2012-10-11 Zf Friedrichshafen Ag Hybrid drive for a vehicle
WO2013186168A1 (en) 2012-06-14 2013-12-19 Volkswagen Aktiengesellschaft Translational and differential transmission and motor and transmission unit
SE1350768A1 (en) * 2012-06-27 2013-12-28 Scania Cv Ab Procedure for driving a vehicle
SE1250711A1 (en) * 2012-06-27 2013-12-28 Scania Cv Ab Procedure for starting combustion engine
DE102012024751A1 (en) 2012-12-17 2014-06-18 Volkswagen Aktiengesellschaft Transmission and differential gear and engine and gear unit
DE102012024752A1 (en) 2012-12-17 2014-06-18 Volkswagen Aktiengesellschaft Transmission and differential gear and engine and gear unit
SE539028C2 (en) 2014-03-20 2017-03-21 Scania Cv Ab Procedure for driving a vehicle with a hybrid drivetrain, vehicles with such a hybrid drivetrain, computer programs for controlling a vehicle's driving, and a computer software product comprising program code
SE539002C2 (en) 2014-03-20 2017-03-14 Scania Cv Ab A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code
SE537896C2 (en) 2014-03-20 2015-11-17 Scania Cv Ab Method of starting an internal combustion engine in a hybrid drive line, vehicles with such a hybrid drive line, computer programs for starting an internal combustion engine, and a computer program product comprising program code
SE539030C2 (en) 2014-03-20 2017-03-21 Scania Cv Ab A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code
SE538187C2 (en) 2014-03-20 2016-03-29 Scania Cv Ab A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code
SE539660C2 (en) * 2014-03-20 2017-10-24 Scania Cv Ab Method of starting an internal combustion engine in a hybrid drive line, vehicles with such a hybrid drive line, computer programs for starting an internal combustion engine, and a computer program product including program code
SE538735C2 (en) 2014-03-20 2016-11-08 Scania Cv Ab Procedure for controlling a hybrid drive line to optimize fuel consumption
SE540692C2 (en) 2014-03-20 2018-10-09 Scania Cv Ab A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code
SE540693C2 (en) 2014-03-20 2018-10-09 Scania Cv Ab A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code
SE539032C2 (en) 2014-03-20 2017-03-21 Scania Cv Ab A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code
SE538736C2 (en) 2014-03-20 2016-11-08 Scania Cv Ab A method of controlling a hybrid drive line to optimize the driving torque of an internal combustion engine arranged at the hybrid drive line
SE537897C2 (en) 2014-03-20 2015-11-17 Scania Cv Ab Procedure for driving a vehicle with a hybrid drivetrain, vehicles with such a hybrid drivetrain, computer programs for controlling a vehicle's driving, and a computer software product comprising program code
SE539662C2 (en) * 2014-03-20 2017-10-24 Scania Cv Ab Method of starting an internal combustion engine in a hybrid drive line, vehicles with such a hybrid drive line, computer programs for starting an internal combustion engine, and a computer program product including program code
SE539661C2 (en) 2014-03-20 2017-10-24 Scania Cv Ab Method for starting an internal combustion engine of a hybrid drive line, vehicles with such an internal combustion engine, computer programs for starting such an internal combustion engine, and a computer program product comprising program code
KR101637692B1 (en) 2014-10-13 2016-07-07 현대자동차주식회사 Transmission structure of HEV
FR3034386B1 (en) * 2015-03-31 2018-08-03 Renault S.A.S HYBRID POWER PACKAGE COMPRISING TWO ELECTRIC MOTORS AND A NON-COAXIAL THERMAL MOTOR
DE102015226007A1 (en) 2015-12-18 2017-06-22 Schaeffler Technologies AG & Co. KG Gear arrangement for a vehicle
DE102015226008A1 (en) * 2015-12-18 2017-06-22 Schaeffler Technologies AG & Co. KG Transmission arrangement for a vehicle with a coaxial planetary gear section
DE112017004080T5 (en) * 2016-10-31 2019-05-02 Aisin Aw Co., Ltd. VEHICLE DRIVE DEVICE
DE102021205944B4 (en) 2021-06-11 2023-05-25 Zf Friedrichshafen Ag Transmission for a motor vehicle and motor vehicle drive train and method for operating the transmission

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101011061B1 (en) * 2003-07-16 2011-01-25 주식회사 포스코 Automatic adjusting device for side guide
KR100783892B1 (en) * 2006-10-31 2007-12-26 현대자동차주식회사 Continuously variable transmission for hev

Also Published As

Publication number Publication date
KR100559760B1 (en) 2006-03-13
DE19903936A1 (en) 2000-05-04
DE59912367D1 (en) 2005-09-08

Similar Documents

Publication Publication Date Title
KR20010083937A (en) Hybrid transmission, especially for motor vehicles
US7427252B2 (en) Electrically variable transmission with input split mode and compound split modes
US5603671A (en) Three prime mover bus transmission
KR100785260B1 (en) Hybrid transmission, particularly for motor vehicles
JP3786942B2 (en) Automatic switching transmission for vehicles
US7256510B2 (en) Hybrid electro-mechanical transmission with single motor/generator and method of control
KR100596350B1 (en) Drive train for a motor vehicle
US7282003B2 (en) Powertrain including input disconnect and accessory drive system for an electrically variable transmission
US6558283B1 (en) Hybrid transmission, especially for motor vehicles
US7367910B2 (en) One-mode input-split electro-mechanical transmission with two fixed speed ratios
KR101260419B1 (en) Fixed speed operation in a hybrid transmission including sport and economy modes
JP3330900B2 (en) Electromechanical powertrain
EP1232892B1 (en) Power combining apparatus for hybrid electric vehicle
US7128675B2 (en) Dual path electrically-variable transmission
EP1283382B1 (en) Multiple ratio series electric vehicle drivetrain
CN101898509B (en) In-vehicle power transmission device and driving system for vehicle
US20070049444A1 (en) Automatic vehicle gearshift transmission
JPH11310044A (en) Vehicle drive unit
WO2012074726A2 (en) Reconfigurable hybrid gear train
JP3649693B2 (en) Drive device
CN101273218B (en) Electrically variable transmission having three planetary gear sets and clutched input
EP1479942B1 (en) A continuously variable transmission for motor vehicles
CN110576730A (en) Hybrid transmission and vehicle
JP3097528B2 (en) Hybrid drive
KR100300716B1 (en) Hybrid-continuously variable transmission for vehicle

Legal Events

Date Code Title Description
A201 Request for examination
E701 Decision to grant or registration of patent right
GRNT Written decision to grant
FPAY Annual fee payment

Payment date: 20130225

Year of fee payment: 8

FPAY Annual fee payment

Payment date: 20140228

Year of fee payment: 9

FPAY Annual fee payment

Payment date: 20150303

Year of fee payment: 10

FPAY Annual fee payment

Payment date: 20160224

Year of fee payment: 11

LAPS Lapse due to unpaid annual fee