SE511109C2 - Drive unit for motor vehicle with continuously variable transmission (CVT) - Google Patents
Drive unit for motor vehicle with continuously variable transmission (CVT)Info
- Publication number
- SE511109C2 SE511109C2 SE9704672A SE9704672A SE511109C2 SE 511109 C2 SE511109 C2 SE 511109C2 SE 9704672 A SE9704672 A SE 9704672A SE 9704672 A SE9704672 A SE 9704672A SE 511109 C2 SE511109 C2 SE 511109C2
- Authority
- SE
- Sweden
- Prior art keywords
- gear
- shaft
- housing
- transmission
- drive unit
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 49
- 230000008878 coupling Effects 0.000 claims description 8
- 238000010168 coupling process Methods 0.000 claims description 8
- 238000005859 coupling reaction Methods 0.000 claims description 8
- 238000002485 combustion reaction Methods 0.000 description 6
- 230000007613 environmental effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 231100000317 environmental toxin Toxicity 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
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- 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
- F16H37/0833—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 arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—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 arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
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- 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
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
- F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
- F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Transmission Devices (AREA)
- Friction Gearing (AREA)
Abstract
Description
Un 10 15 lx) Un 511109 i 2 gående axel) och planetsväxelns utgående axel (planethjulsbäraren), när den steglöst varierbara transmissionens utväxling är så inställd, att ringhjulet drivs med samma varvtal som solhjulet. Med denna utväxling överförs halva motormomentet via den steglöst varierbara transmissionen. Genom att via den steglöst varierbara transmis- sionen variera ringhjulets hastighet i förhållande till solhjulets hastighet kan utväx- lingen mellan motorvarvtalet och planetshjulsbärarens varvtal (planetväxelns utgå- ende varvtal) varieras. Samtidigt varieras förhållandet mellan den momentandel, som överförs direkt, och den momentandel, som överförs via den steglöst vaiierbara transmissionen. Un 10 15 lx) Un 511109 in 2-going axle) and the output shaft of the planetary gear (planetary gear carrier), when the gear ratio of the infinitely variable transmission is set so that the ring gear is driven at the same speed as the sun gear. With this gearing, half the engine torque is transmitted via the steplessly variable transmission. By varying the speed of the ring gear in relation to the speed of the sun gear via the steplessly variable transmission, the gear ratio between the motor speed and the speed of the planetary gear carrier (the outgoing speed of the planetary gear) can be varied. At the same time, the ratio between the torque portion transmitted directly and the torque portion transmitted via the infinitely variable transmission varies.
Den ökning av överförbart moment som kan uppnås genom det beskrivna drivaggre- gatet erhålls emellenid på bekostnad av en begränsning av det utväxlingsorriråde, inom vilket steglös utväxling är möjlig. För att kompensera för denna begränsning i skillnaden mellan hösta och lägsta utväxling är det känt att drivbart ansluta planet- växelns utgående axel till en mekanisk växellåda med två växlar framåt och en back- växel. På detta sätt erhålls ett drivaggregat med en transmission, som har ett låg- fartsområde och ett högfartsområde, varvid steglöst variabel utväxling erhålls inom respektive område. Jämfört med ett drivaggregat, vid vilket hela momentet överförs via en steglöst vaiierbar transmission, kan en motor med högre efiekt utnyttjas. J äm- fört med ett drivaggregat med en konventionell stegväxlad växellåda kan fordonets hastighet steglöst varieras med bibehållande av motorvarvtalet inom det område, som är optimalt med avseende på bränsleförbrukning och miljöpåverkan.The increase in transferable torque that can be achieved through the described drive unit is obtained, however, at the expense of a limitation of the gear ratio area within which stepless gearing is possible. To compensate for this limitation in the difference between autumn and lowest gears, it is known to drivably connect the output shaft of the planetary gearbox to a mechanical gearbox with two forward gears and a reverse gear. In this way, a drive unit is obtained with a transmission which has a low-speed range and a high-speed range, whereby steplessly variable gear ratio is obtained within the respective range. Compared with a drive unit, in which the entire torque is transmitted via a steplessly variable transmission, a motor with a higher power can be used. Compared with a drive unit with a conventional continuously variable transmission, the vehicle's speed can be varied steplessly while maintaining the engine speed within the range that is optimal with regard to fuel consumption and environmental impact.
Syftet med föreliggande uppfinning är att vidareutveckla ett drivaggregat avi inled- ningen angivet slag, så att ännu högre moment och effekt kan överföras till fordo- nets drivhjul utan risk för att den steglöst varierbara transmissionen blir överbelas- tad.The purpose of the present invention is to further develop a drive unit of the type indicated in the introduction, so that even higher torque and power can be transmitted to the vehicle's drive wheels without the risk of the steplessly variable transmission being overloaded.
Detta uppnås enligt uppfinningen genom att ringhjulet är drivbart anslutet till en elektrisk maskin. 10 15 20 25 3 511 109 Drivaggregatets effekt kan på detta sätt ökas med elmaskinens effekt när den arbetar som motor, så att den totala efiekten blir summan av förbränningsmotorns och ehno- toms effekter. Genom att inte i likhet med förbränningsmotorn koppla in elrnotom på den steglöst varierbara transmissionens ingångssida utan på dess utgångssida, er- hålls momenttillskottet 'från elmotom utan någon extra belastning av den steglöst varierbara transmissionen. Genom uppfinningen åstadkommas ett drivaggregat med steglös utväxling, som kan ge mycket högre vridmoment än vad den steglöst varier- bara transmissionen själv kan överföra. Efiersom högsta möjliga vridmoment och effekt i praktiken endast behövs för att åstadkomma snabba omkömingar, utgör den begränsning i driftstid, som alltid gäller för elmotorer i fordonssammanhang, inget problem.This is achieved according to the invention by the ring gear being drivably connected to an electric machine. 10 15 20 25 3 511 109 In this way, the power of the drive unit can be increased by the power of the electric machine when it works as an engine, so that the total power becomes the sum of the effects of the internal combustion engine and the engine. By not connecting the electric motor on the input side of the steplessly variable transmission but on its output side, like the internal combustion engine, the torque supplement 'is obtained from the electric motor without any extra load of the steplessly variable transmission. The invention provides a drive unit with stepless gearing, which can provide much higher torque than what the steplessly variable transmission itself can transmit. Since the highest possible torque and power are in practice only needed to achieve rapid reversals, the limitation in operating time, which always applies to electric motors in vehicle contexts, is not a problem.
Vid drift av elmasldnen som generator under bromsning laddas fordonets batterier samtidigt som ett extra bromsmoment erhålls, som avlastar fordonets bromsar.When operating the electric car as a generator during braking, the vehicle's batteries are charged at the same time as an extra braking torque is obtained, which relieves the vehicle's brakes.
I ett föredraget utförande av en transmission, som ingår i drivaggregatet enligt upp- finnjngen, är transmissionen uppdelad i tre moduler. Den steglöst varierbara trans- missionen mellan den första och den andra axeln är innesluten i ett första hus och bildar en första modul. Planetväxeln och en kedjetransmission, som förbinder den andra axeln med planetväxelns ringhjul är innesluma i ett andra hus och bildar en andra modul. En till planetväxelns planethjulsbärare anslutbar mekanisk växellåda med minst en växel framåt och en backväxel samt en av denna driven differential- växel, är innesluten i ett tredje hus och bildar en tredje modul. Företrädesvis har den mekaniska växellådan två växlar framåt. Fördelarna med att framställa transmissio- nen i tre moduler med varsitt hus, där den andra modulens hus fastslcruvas vid huset till den första och huset till den tredje fastskruvas vid huset till den andra, är flera.In a preferred embodiment of a transmission, which is included in the drive unit according to the invention, the transmission is divided into three modules. The steplessly variable transmission between the first and the second shaft is enclosed in a first housing and forms a first module. The planetary gear and a chain transmission connecting the second shaft to the ring gear of the planetary gear are enclosed in a second housing and form a second module. A mechanical gearbox connectable to the planetary gear carrier's planetary gear carrier, with at least one forward gear and a reverse gear and one of these differential gears, is enclosed in a third housing and forms a third module. Preferably, the mechanical gearbox has two forward gears. The advantages of making the transmission in three modules with each housing, where the housing of the second module is screwed to the housing of the first and the housing of the third is screwed to the housing of the second, are fl era.
Dels kan en fordonstillverkare anlita olika underleverantörer för de olika modulema och dels kan en och samma steglöst varierbara transmissionsmodul utnyttjas i driv- aggregat med olika utväxling i de bägge andra transmissionsmodulema.On the one hand, a vehicle manufacturer can hire different subcontractors for the different modules and on the other hand, one and the same steplessly variable transmission module can be used in drive units with different gears in the two other transmission modules.
Ut 10 20 511 109 4 Uppñnningen beskrivs närmare med hänvisning till på bifogade ritningar visade ut- föringsexempel, där fig. l visar en schematisk vy av ett tvärsnitt av en uttöringsform av ett drivaggregat enligt uppfinningen och fig. 2 en schematisk vy av ett utbrett längdsnitt genom drivaggregatet i fig. 1.Ut 10 20 511 109 4 The invention is described in more detail with reference to exemplary embodiments shown in the accompanying drawings, where fi g. 1 shows a schematic view of a cross section of an embodiment of a drive unit according to the invention and fi g. 2 is a schematic view of a widespread longitudinal section through the drive unit in fi g. 1.
I figurema betecknar la ett transmissionshus, i vilket en första, ingående axel 2 är roterbart lagrad. Axeln 2 är förbunden med en koppling 3 till vilken den utgående axeln (inte visad) från en förbränningsmotor är anslutbar. Kopplingen 3 kan vara en larnellkoppling, hydraulisk koppling eller momentomvandlare. Axeln 2 uppbär en konisk remskiva 4, som är ovridbart fixerad på axeln 2. Den ena sldvdelen 4a är axiellt förskjutbar på axeln relativt den andra skivdelen 4b medelst kraftpåverkade organ 5, t ex en hydraulisk kolv-cylinderanordning. En utgående axel 7 är roterbart lagrad i huset 1 på avstånd från axeln 2 och uppbär en remskiva 8, som är ovridbart fixerad på axeln 7. Den består liksom remskivan 4 av två skivdelar Sa och 8b, av vilka skivdelen 8b är förskjutbar på axeln 8 medelst kraftpåverkade organ 9, t ex en hydraulisk kolv-cylinderanordning. Mellan skivoma 4 och 8 löper en rem eller kedja 10.I fi gurema denotes a transmission housing, in which a first, input shaft 2 is rotatably mounted. The shaft 2 is connected to a coupling 3 to which the output shaft (not shown) from an internal combustion engine is connectable. The coupling 3 can be a larnell coupling, hydraulic coupling or torque converter. The shaft 2 carries a conical pulley 4, which is non-rotatably axed on the shaft 2. One shaft part 4a is axially displaceable on the shaft relative to the other plate part 4b by means of actuated means 5, for example a hydraulic piston-cylinder device. An output shaft 7 is rotatably mounted in the housing 1 at a distance from the shaft 2 and carries a pulley 8, which is non-rotatably fixed to the shaft 7. Like the pulley 4, it consists of two disc parts Sa and 8b, of which the disc part 8b is displaceable on the shaft 8 by means of actuated means 9, for example a hydraulic piston-cylinder device. Between the discs 4 and 8 runs a belt or chain 10.
Den beskrivna transmissionen är av en känd typ, som brukar benämnas CVT (contjnuously variable transmission), vars utväxling kan varieras steglöst genom att variera det inbördes avståndet mellan skivdelarna 4a och 4b resp 8a och Sb, så att skivornas effektiva diameter ändras. I det i fig. 2 visade läget hos remmen 10 är ut- växlingen mellan den ingående axeln 2 och den utgående axeln 7 ungefär 1,5: 1.The described transmission is of a known type, which is usually called CVT (continuously variable transmission), the gear ratio of which can be varied steplessly by varying the mutual distance between the disc parts 4a and 4b and 8a and Sb, respectively, so that the effective diameter of the discs changes. In it i fi g. 2, the gear ratio between the input shaft 2 and the output shaft 7 is approximately 1.5: 1.
Axeln 2 består av två delar 2a och 2b, av vilka delen 2a är lagrad i huset la, medan delen 2b är lagrad i ett andra transmissionshus lb. Axeldelama 2a, 2b är ovridbart förbundna med varandra, exempelvis medelst ett inte visat splinesförband. Även axeln 7 består av två delar, nämligen delarna 7a och 7b, av vilka delen 7a är lagrad i huset la, medan delen 7b är lagrad i transmissionshuset lb. Axeldelarna 7a, 7b är ovridbart förbundna med varandra, exempelvis medeslt ett inte visat splinesförband.The shaft 2 consists of two parts 2a and 2b, of which the part 2a is mounted in the housing 1a, while the part 2b is mounted in a second transmission housing 1b. The shaft parts 2a, 2b are inextricably linked to each other, for example by means of a spline joint (not shown). The shaft 7 also consists of two parts, namely the parts 7a and 7b, of which the part 7a is mounted in the housing 1a, while the part 7b is mounted in the transmission housing 1b. The shaft parts 7a, 7b are inextricably linked to each other, for example with a spline joint (not shown).
På axeldelen 2b är solhjulet ll i en generellt med 12 betecknad planetväxel ovrid- 10 15 25 511' 109 bart fixerat. Solhjulet 11 ingriper med planethjiilet 13, vars planethjulshållare 14 är ovridbart förbunden med en utgående axel 15 fiån transmissionshuset lb. Planethju- len 13 ingriper även med ett ringhjul 16, som är förbundet med ett kedjehjul 17, vilket via en kedja 18 är drivbart av ett kedjehjril 19, som är ovridbart förbundet med axeln 7. Kedjeväxeln är företrädesvis en Morse-kedjeväxel, som i det visade utfö- ringsexemplet har utväxlingen 2:1 mellan kedjehjulet 19 och kedjehjulet 17.On the axle part 2b, the sun gear 11 is in a generally geared planetary gear denoted by 12 511 25 511 '109 bare fixert. The sun gear 11 engages with the planet gear 13, the planet wheel holder 14 of which is inextricably connected to an output shaft 15 fi of the transmission housing 1b. The planet gear 13 also engages with a ring gear 16, which is connected to a sprocket 17, which via a chain 18 is drivable by a sprocket 19, which is non-rotatably connected to the shaft 7. The sprocket is preferably a Morse sprocket, which in the shown in the exemplary embodiment, the gear ratio is 2: 1 between the sprocket 19 and the sprocket 17.
Genom det beskrivna utförandet delas momentet från den ingående axeln 2 till pla- netväxelns utgående axel 15, så att en del överförs direkt från axeln 2 till planet- växelns 12 solhjul 11 och en del överförs via remtransmissionen 4, 8 och 10 och kedjetransmissionen 17, 18 och 19 till planetväxelns 12 ringhjul 16. När remtrans- missionen är så inställd, att solhjulet 11 och ringhjulet 16 drivs med samma varvtal, är utväxlingen 1:1 mellan den ingående axeln 2 och den utgående axeln 15, varvid momentfördelningen är 50% / 50%. .lu långsammare ringhjulet 15 drivs i förhållan- de till solhjulet 11, desto större blir utväxlingen mellan den ingående axeln 2 och den utgående axeln 15 och desto större andel av momentet överförs direkt från den ingående axeln 2 till solhjulet 11.By the described embodiment the torque is divided from the input shaft 2 to the output shaft 15 of the planetary gear, so that a part is transmitted directly from the shaft 2 to the sun gear 11 of the planetary gear 12 and a part is transmitted via the belt transmission 4, 8 and 10 and the chain transmission 17, 18 and 19 to the ring gear 16 of the planetary gear 12. When the belt transmission is set so that the sun gear 11 and the ring gear 16 are driven at the same speed, the gear ratio is 1: 1 between the input shaft 2 and the output shaft 15, the torque distribution being 50% / 50%. The slower the ring gear 15 is driven relative to the sun gear 11, the greater the gear ratio between the input shaft 2 and the output shaft 15 and the greater the proportion of the torque transmitted directly from the input shaft 2 to the sun gear 11.
För att bredda intervallet från högsta till lägsta utväxling mellan den ingående axeln 2 och en difïerentialväxel 20, som driver fordonets hjulaxlar 21, 22, är den utgående axeln 15, exempelvis via ett inte visat splinesförband, kopplad till en ingående axel 23 i en generellt med 24 beteclcnad mekanisk växellåda, som har ett hus lc, i vilket axeln 23 är roterbart lagrad. På axeln 23 är två kugghjul 25, 26 ovridbart fixerade, vilka ingriper med varsitt på en mellanaxel 27 fritt roterbart lagrat kugghjul 28, 29, som är låsbara på axeln resp frikopplingsbara med hjälp av en axiellt förskjutbar kopplingshylsa 30. Ett på mellanaxeln 27 ovridbart fixerat utgående kugghjul 31 in- griper med difierentialväxelns 30 lcronhjul 32. Växellådan 24 bildar en rangeväxel till den steglösa transmissionen med ett lågrangeområde via kugghjulen 25 och 28 och ett högrangeområde via kugghjul 26 och 29. Backväxeln erhålls via ett på en backaxel 33 fiitt roterbart kugghjul 34 (se fig. 1), som ingriper med lågrangekugg- hjulet 28 på mellanaxeln 27 och är låsbart på axeln 33 resp fiikopplingsbart medelst 10 15 20 25 511 109 en inte visad kopplingshylsa. Momentöverföringen till kronhjulet 32 erhålls via ett på backaxeln 33 ovridbart fixerat kugghjiil 35.To widen the range from the highest to the lowest gear ratio between the input shaft 2 and a differential gear 20, which drives the vehicle's wheel axles 21, 22, the output shaft 15, for example via a spline joint (not shown), is connected to an input shaft 23 in a generally 24 is a mechanical gearbox having a housing 1c in which the shaft 23 is rotatably mounted. On the shaft 23, two gears 25, 26 are non-rotatably fixerted, which engage with each other on a middle shaft 27 freely rotatably mounted gears 28, 29, which are lockable on the shaft and can be disengaged by means of an axially displaceable coupling sleeve 30. One on the intermediate shaft 27 non-rotatably fixated output gear 31 engages with the lcron wheel 32 of the differential gear 30. The gearbox 24 forms a gear for the stepless transmission with a low range range via gears 25 and 28 and a high range range via gears 26 and 29. The reverse gear is obtained via a gear shaft 33 which can be rotated (see fi g. 1), which engages with the low-ranking gear 28 on the intermediate shaft 27 and is lockable on the shaft 33 or can be connected by means of a coupling sleeve (not shown). The torque transmission to the crown wheel 32 is obtained via a gear wheel 35 which can be rotatably mounted on the reverse shaft 33.
Axeldelen 7b, som uppbär kedjehjulet 19, bildar utgående axel från en elektrisk maskin 40, vilken kan arbeta som motor eller generator och vars hus 41 är fixerat vid transmissionshuset lb. Elmaskinen 40 ger under motordrift ett effekt- och mo- menttillskott till drivaggregatet, t ex för att möjliggöra snabbare omkörningar än vad som annars vore möjligt på grund av det relativt begränsade moment en steglös transmission av det beskrivna slaget förmår att överföra. Genom att elmaskinen 40 är kopplad till den utgående axeln 7 belastas inte den steglösa transmissionen av el- maskinens moment. Vid motorbromsning omkopplas elmaskinen 40 till generator- drift och ger ett bromsmoment samtidigt som fordonets batterier kan laddas.The shaft part 7b, which supports the sprocket 19, forms an output shaft from an electric machine 40, which can operate as a motor or generator and whose housing 41 is axed at the transmission housing 1b. During engine operation, the electric machine 40 provides a power and torque addition to the drive unit, for example to enable faster overtaking than would otherwise be possible due to the relatively limited torque a stepless transmission of the type described is able to transmit. Because the electric machine 40 is connected to the output shaft 7, the stepless transmission is not loaded by the torque of the electric machine. During engine braking, the electric machine 40 is switched to generator operation and provides a braking torque at the same time as the vehicle's batteries can be charged.
De tre i transmissionshusen la, lb och lc inneslutna transmissionerna samt el- maskinen 40 bildar tillsammans ett av fyra moduler bestående modulsystem, där modulema kan färdigställas var för sig och kopplas samman i efterhand till ett driv- aggregat. Såsom framgår av fig. 2 erhålls genom den visade och beskrivna utform- ningen av de olika modulema ett utrymme for elmaskinen 40 mot gaveln av kedje- och planetväxelhuset lb vid sidan om växellådshuset lc. I synnerhet i kombination med en forbränningsmotor med lutande cylinderblock (se fig. 1 där A symboliserar motorns cylinderhuvud) erhålls ett mycket kompakt diivaggregat, vilket underlättar paclcoingen av motorrummet.The three transmissions enclosed in the transmission housings 1a, 1b and 1c and the electrical machine 40 together form a module system consisting of four modules, where the modules can be completed separately and subsequently connected to a drive unit. As shown in fi g. 2, the design and description of the various modules shows a space for the electric machine 40 against the end of the chain and planetary gear housing 1b next to the gearbox housing 1c. In particular in combination with an internal combustion engine with inclined cylinder blocks (see fi g. 1 where A symbolizes the engine cylinder head) a very compact diivaggreg is obtained, which facilitates the paclcoing of the engine compartment.
Ett drivaggregat enligt uppfinningen kan exempelvis ha en elmaslcin i effektklassen 15-20 kW tillsammans med en förbrämiingsmotor i effektklassen 45-60 kW. Före- trädesvis regleras kopplingen 3 mellan förbränningsmotom och den ingående axeln 2 liksom även den steglösa transmissionens utväxling samt växlingen i rangeväxel- lådan automatiskt. Den automatiska styrningen av inkopplingen och växlingen kan härvid uppnås på i och för sig känt sätt medelst en elektronisk styrenhet i beroende av olika i styrenheten inmatade parametrar, såsom gaspådrag, fordonshastighet, motorvarvtal m m. 10 511 109 Styrningen av drivaggregatet anordnas lämpligen även så, att drivning kan erhållas enbart från elmotom för att göra det möjligt att i varje fall i begränsad omfattning framföra fordonet i framtida miljözoner, som endast tillåter noll utsläpp av miljögif- ICT.A drive unit according to the invention can, for example, have an electric motor in the power class 15-20 kW together with an internal combustion engine in the power class 45-60 kW. Preferably, the clutch 3 between the internal combustion engine and the input shaft 2 is regulated as well as the gear ratio of the continuously variable transmission and the gear ratio in the range gearbox automatically. The automatic control of the engagement and shifting can be achieved in a manner known per se by means of an electronic control unit in dependence on various parameters entered in the control unit, such as throttle, vehicle speed, engine speed, etc. 5 511 109 The control of the drive unit is suitably also arranged. that propulsion can only be obtained from the electric motor to make it possible, in any case to a limited extent, to drive the vehicle in future environmental zones, which only allow zero emissions of environmental toxins.
Inom ramen for uppfinningen kan man givetvis tänka sig att i beroende av fordons- typ och erforderligt hastighetsområde ersätta den ovan beskrivna tvåväxlade range- och backväxellådan i huset lc med ett renodlat backslag, dvs en växellåda med endast en växel framåt förutom backvâxeln. Detta kan göras utan att övriga moduler påverkas. Ingenting hindrar heller att man, om det skulle visa sig önskvärt, utformar rangeväxellådan i huset lc med fler än två växlar fiamåt.Within the framework of the invention, it is of course conceivable, depending on the type of vehicle and required speed range, to replace the above-described two-speed range and reverse gearbox in the housing lc with a pure reverse gear, ie a gearbox with only one forward gear in addition to reverse gear. This can be done without affecting other modules. There is also nothing to prevent the gearbox in the house lc from being designed with fl more than two gears åt inwards, should it prove desirable.
Claims (8)
Priority Applications (1)
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SE9704672A SE511109C2 (en) | 1997-12-15 | 1997-12-15 | Drive unit for motor vehicle with continuously variable transmission (CVT) |
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SE9704672A SE511109C2 (en) | 1997-12-15 | 1997-12-15 | Drive unit for motor vehicle with continuously variable transmission (CVT) |
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SE9704672D0 SE9704672D0 (en) | 1997-12-15 |
SE9704672L SE9704672L (en) | 1999-06-16 |
SE511109C2 true SE511109C2 (en) | 1999-08-09 |
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SE9704672A SE511109C2 (en) | 1997-12-15 | 1997-12-15 | Drive unit for motor vehicle with continuously variable transmission (CVT) |
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SE9704672L (en) | 1999-06-16 |
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