US20070272455A1 - Drive Train with an International Combustion Engine and Two Electrical Drive Units - Google Patents

Drive Train with an International Combustion Engine and Two Electrical Drive Units Download PDF

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Publication number
US20070272455A1
US20070272455A1 US10/555,278 US55527803A US2007272455A1 US 20070272455 A1 US20070272455 A1 US 20070272455A1 US 55527803 A US55527803 A US 55527803A US 2007272455 A1 US2007272455 A1 US 2007272455A1
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United States
Prior art keywords
drive
unit
electric drive
drive unit
gear
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Abandoned
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US10/555,278
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English (en)
Inventor
Juergen Lang
Klaus Riedl
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Daimler AG
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DaimlerChrysler AG
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Assigned to DAIMLERCHRYSLER AG reassignment DAIMLERCHRYSLER AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LANG, JUERGEN, RIEDL, KLAUS
Publication of US20070272455A1 publication Critical patent/US20070272455A1/en
Abandoned legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
    • 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
    • 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
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
    • 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
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0091—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising three reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • This invention relates to a drive train.
  • German document DE 196 06 771 C2 discloses a hybrid drive for motor vehicles, which has an internal combustion engine and two electric drive units.
  • a first power branch is provided between an engine shaft of the internal combustion engine and an output element, here an output shaft, the drive torque of the internal combustion engine passing via said power branch.
  • the engine shaft can be coupled directly to the output shaft via a clutch.
  • the first electric drive unit exchanges power with the first power branch in such a way that the drive torque of the first electric drive unit can be superimposed on the drive torque of the internal combustion engine.
  • the second power branch is operated by the second electric drive unit.
  • the power of the second drive unit is superimposed on the power of the first power branch and that of the second power branch, that is to say the power of the internal combustion engine and, if appropriate, the power of the first electric drive unit, via a pick off gear unit, here a planet gear unit.
  • a sun gear of the pick off gear unit is connected to the engine shaft, while the torque of the second electric drive unit can optionally be transferred to two ring gears of the pick off gear unit with different diameters via two clutches of the second power branch.
  • a speed-transforming transmission is connected between the clutches and the ring gears.
  • hybrid drives are known, for example, from German document DE 41 24 479 C2, international publication WO 94/19856 and German document DE 199 16 489 C2.
  • the present invention is based on the object of proposing a drive train which makes different types of operation possible.
  • the object on which the invention is based is achieved by having the drive train include a gear unit which has at least five transmission stages for a first operating mode, which transmission stages are implemented by means of a plurality of planet sets. These are, for example, essentially an automatic transmission in the first operating mode.
  • the drive train has a drive unit which has a drive connection to an output shaft via an input shaft and the gear unit.
  • This drive unit is, for example, an internal combustion engine.
  • an additional electric drive unit is provided, referred to below also as a second electric drive unit.
  • the gear unit has a pick off gear unit. The pick off gear unit is intermediately connected into the force flow between the input shaft E and output shaft A in the first operating mode.
  • the gear unit has a second component transmission.
  • the second component transmission In the first operating mode, the second component transmission is intermediately connected into the force flow between the input shaft E and output shaft A and is thus in particular part of the force flow for the operation as an automatic transmission.
  • the component transmission has at least two driving ranges. In these two driving ranges, in the second operating mode, the drive movement of the output element is transferred to the output shaft.
  • the invention thus permits, for example, the drive train to be operated in the first operating mode as an automatic transmission with at least 5 gear speeds and additionally as an infinitely variable transmission in a first driving range and as an infinitely variable transmission in a first driving range and as an infinitely variable transmission in a second driving range.
  • These different operating modes can be used easily using common components.
  • the possibility of using the different abovementioned alternative operating modes permits the operation of the drive train to be optimized, for example with respect to the power demand, the loading of components, the consumption values and/or the emission values.
  • common shifting elements are used to bring about the drive connection in the first and second operating modes. This is associated with a minimization of the required installation space and of the required components.
  • switching over between the first driving range and the second driving range takes place without acceleration or deceleration of the inert masses. This results in an increase in the driving comfort and/or a minimization of the synchronization work.
  • a control unit which contains a driving strategy which permits the shifting elements and the drive units to be actuated in order to select an operating mode is preferably assigned to the drive train.
  • the different operating modes can be used selectively by means of a suitable driving strategy.
  • control unit takes into account at least a charge state of a battery, an ambient parameter, a vehicle parameter, a movement variable of the vehicle, a variable which is dependent on a driver and/or an emission parameter in order to select an operating mode.
  • a further electric drive unit (also first electric drive unit below) is provided and can be used to feed a drive torque directly into an engine shaft or the input shaft. This permits the drive power of the drive unit to be supplemented. Furthermore, the further electric drive unit can be utilized to start a drive unit which is embodied as an internal combustion engine.
  • a further operating mode which is made possible in this way is the drive exclusively via the first electric drive unit or in a combination of said drive unit with the second electric drive unit, in particular with an infinitely variable transmission ratio.
  • FIG. 1 shows a drive train according to a second subgroup from the group of drive trains with a component transmission, which is embodied as an automatic transmission, with a hydrodynamic torque converter,
  • FIG. 2 is a table of the shifting means (clutches/brakes) active in the individual gear speeds of the transmission in FIG. 1 ,
  • FIG. 3 shows a further embodiment of a drive train from a second subgroup of the group of drive trains with a component transmission which is embodied as an automatic transmission, and a hydrodynamic torque converter connected upstream of it,
  • FIG. 4 is a table of the shifting means (clutches/brakes) active in the individual gear speeds of the transmission according to FIG. 3 ,
  • FIG. 5 shows a drive train from a first subgroup of a group of drive trains with a component transmission which is embodied as an automatic transmission, and hybrid set connected upstream,
  • FIG. 6 shows a drive train according to a first subgroup of a group of drive trains with a component transmission which is embodied as an automatic transmission, and a hybrid set which is connected upstream, and
  • FIG. 7 shows a more detailed embodiment of part of the component transmission and of the hybrid set which is connected upstream, according to FIG. 5 or FIG. 6 .
  • Drive trains 10 have a component transmission 11 which is embodied as an automatic transmission and a transmission component which is connected upstream of the component transmission 11 .
  • the transmission component is embodied with a hydrodynamic torque converter 12
  • a hybrid set 13 is provided as the transmission component.
  • the flow of force between the component transmission 11 and the transmission component 12 , 13 takes place by way of an input shaft E.
  • An input-end planet gear component transmission TE has a planet carrier PTE on which planet gears PE are rotatably mounted.
  • An external central gear HE which has a rotationally fixed connection to the input shaft E, meshes with the planet gears PE.
  • An internal central gear SE which is connected to an engageable and disengageable frictionally locking brake B 1 and to an engageable and disengageable clutch K 1 also meshes with the planet gears PE.
  • a freewheeling clutch F 1 is arranged in operative terms between the planet carrier PTE and a nonrotating housing component GT and said freewheeling clutch F 1 is engaged when the planet carrier PTE is rotating in the opposite direction to the direction of rotation of the input shaft E.
  • An output-end planet gear component transmission TA has a planet carrier PTA on which planet gears PA are rotatably mounted and which is provided with a rotationally fixed drive connection to an output shaft A.
  • An external central gear HA which is connected to the input shaft E by means of an engageable and disengageable frictionally locking clutch K 2 meshes with the planet gears PA.
  • an internal central gear SA which is connected to an engageable and disengageable brake B 2 , meshes with the planet gears PA.
  • a planet gear reversing component transmission TU has a planet carrier PTU on which planet gears PU are rotatably mounted and which is connected to an engageable and disengageable frictionally locking brake BR and is provided with a rotationally fixed drive connection VA to the external central gear HA of the output-end component transmission TA.
  • An external central gear HU which has a drive connection VE to the planet carrier PTE of the input-end component transmission TE meshes with the planet gears PU.
  • an internal central gear SU meshes with the planet gears PU.
  • a drive connection VUK is provided between the two internal central gears SA and SU, said drive connection VUK being embodied in a releasable fashion by interconnecting an engageable and disengagable frictionally locking clutch K 3 .
  • a drive connection VUF which is continuously fixed in terms of rotation, is active between the two internal central gears SA and SU.
  • the transmission state is such that according to the table in FIG. 2 the brake B 2 and the clutch K 3 are engaged and as a result both component transmissions TA and TU are shifted to a static transmission ratio with a securely braked reaction element—central gears SA and SU—and are connected in series in the flow of force.
  • the static transmission ratio which is connected when the secondary central gear NE is securely braked is higher in said component transmission TE than that when the central gear SE is securely braked.
  • the secondary central gear NHE is also securely braked by the brake BN
  • the central gears SA and SU are securely braked by the brake B 2
  • the three component transmissions TE, TA and TU are connected in series in the flow of force.
  • the input-end component transmission TE is shifted to its component transmission ratio 1:1 and in series with the component transmissions TA and TU in the flow of force by the clutch K 1 , which component transmissions TA and TU are respectively shifted to their static transmission ratio, as a result of the engaged state of the brake B 2 and the clutch K 3 , are respectively shifted to their static transmission ratio with the reaction element (central gear SA or SU) securely braked and connected in series with one another in the flow of force.
  • the gear speed transmission ratio results from the multiplicative connection of the static transmission ratios of the two component transmissions TA and TU.
  • the input-end component transmission TE is shifted to its partial transmission ratio 1:1 and connected in series with the component transmissions TA and TU in the flow of force, corresponding to the transmission state for FIGS. 1 and 5 , said component transmissions TA and TU being connected in series with one another in the flow of force in their respective static transmission ratio by the rotationally fixed coupling VUF of the central gears SA and SU when the reaction element is securely braked.
  • the transmission ratio also results here from the multiplicative connection of the static transmission ratios of the component transmissions TA and TU.
  • the respectively engaged state of the clutches K 1 and K 2 and of the brake B 2 cause the component transmissions TE and TU to be shifted to their respective transmission ratio 1:1 and the output-end component transmission TA to be shifted to its static transmission ratio when the reaction element is securely braked, so that the gear speed transmission ratio results solely from the static transmission ratio of the output-end component transmission TA.
  • the respectively engaged state of the clutch K 2 and of the brake B 2 and the clutch VUF of the central gears SA and SU cause the component transmissions TE and TU to be disconnected from the transmission of force, and the output-end component transmission TA to be shifted to its static transmission ratio when the reaction element is securely braked, so that the gear speed transmission ratio results solely from the static transmission ratio of the output-end component transmission TA.
  • the three clutches K 1 , K 2 and K 3 are engaged so that all three component transmissions TE, TA and TU rotate as a common block, and consequently the 5th gear speed is configured as a direct gear speed.
  • the engaged state of the brake B 1 and of the clutch K 2 according to the table in FIG. 4 , and the rotationally fixed coupled connection VUF of the central gears SA and SU in turn cause all three component transmissions TE, TA and TU to be connected to form a single linkage in which the securely braked reaction element SE steps up the drive of the central gears SA and SU to a higher degree, and respectively steps up the drive of the output shaft A to a lower degree, compared to the input shaft E.
  • the brake BN and the clutches K 2 and K 3 are engaged so that all three component transmissions TE, TA and TU are connected to form a single linkage in which the securely braked secondary central gear NHE steps up to an even greater degree the drive of the central gears SA and SU which are coupled fixed in terms of rotation, and to a lower degree steps up the drive of the output shaft A, in each case compared to the input shaft E.
  • the brake BN and the clutch K 2 are engaged.
  • the function of the engaged state of the clutch K 3 in FIGS. 1 and 5 is assumed in this case by the rotationally fixed coupling VUF of the central gears SA and SU so that here too all three component transmissions TE, TA and TU are connected to one another to form a common linkage in which the securely braked secondary central gear NHE as a reaction element steps up the respective drive of the central gears SA and SU to an even greater extent and that of the input shaft A to a lesser extent, compared to the input shaft E.
  • the brakes B 1 and BR and the clutch K 3 are engaged so that the two component transmissions TA and TU are connected to one another again to form a common linkage with a securely braked planet carrier PTU, upstream of which the input-end component transmission which has been changed to its static transmission ratio is connected in series in the flow of force.
  • the static transmission ratio in turn results in a high gear speed transmission ratio while the effective reaction element PTU in the linkage imparts the opposite direction of rotation of the coupled central gears SA and SU whose rotational speed is somewhat reduced again in the output-end component transmission TA for the output shaft A.
  • the static transmission ratio imparts a high gear speed transmission ratio, while the engaged reverse gear speed brake BR is the cause of the opposite direction of rotation of the coupled central gears SA and SU whose rotational speed is somewhat reduced again in the output-end component transmission TA for the output shaft A.
  • the clutches K 1 and K 3 and the reverse gear speed brake BR are engaged.
  • the input-end component transmission TE rotates as a closed block with the component transmission ratio 1:1, downstream of which the linkage which is formed from the two other component transmissions TA and TU with the securely braked planet carrier PTU as reaction element is arranged in series in the flow of force.
  • the component transmission ratio 1:1 supplies a lower gear speed transmission ratio, while the engaged brake BR imparts the opposite direction of rotation of the coupled central gears SA and SU whose rotational speed is somewhat reduced again in the output-end component transmission TA for the output shaft A.
  • the clutch K 1 and the reverse gear speed brake BR are engaged.
  • the function of the engaged state of the clutch K 3 according to FIG. 1 is also fulfilled in this case by the coupled connection VUF.
  • the input-end component transmission TE rotates as a closed block with the component transmission ratio 1:1, downstream of which the linkage which is formed from the two other component transmissions TA and TU with the securely braked planet carrier PTU as reaction element is arranged in series in the flow of force.
  • the component transmission ratio 1:1 supplies a lower gear speed transmission ratio
  • the engaged brake BR imparts the opposite direction of rotation of the coupled central gears SA and SU whose rotational speed is somewhat reduced again in the output-end component transmission TA for the output shaft A.
  • the brakes BN and BR and the clutch K 3 are engaged. Accordingly, the two component transmissions TA and TU are connected to one another to form a linkage with the securely braked planet carrier PTU as reaction element, upstream of which the input-end component transmission TE which is shifted into a static transmission ratio with the securely braked reaction element NHE is arranged in series in the flow of force.
  • the secondary central gear NHE as reaction element is the cause in this case of the highest transmission ratio of the three reverse gear speeds R 1 to R 3 , while the engaged brake BR imparts the opposite direction of rotation of the coupled central gears SA and SU whose rotational speed is somewhat reduced again in the output-end component transmission TA for the output shaft A.
  • the two component transmissions TA and TU are connected to one another to form a linkage with the securely braked planet carrier PTU as the reaction element upstream of which the input-end component transmission TE which is changed to a static transmission ratio with securely braked secondary central gear NHE as reaction element is arranged in series in the flow of force.
  • the securely braked secondary central gear NHE is the cause of a very high gear speed transmission ratio—the highest of the three reverse gear speeds, while the securely braked planet carrier PTU generates the opposite direction of rotation of the coupled central gears SA and SU whose rotational speed is somewhat reduced again in the output-end component transmission TA for the output shaft A.
  • the hydrodynamic torque converter 12 is connected upstream of the component transmission 11 .
  • an engine shaft 15 has a drive connection to a pump wheel 16 .
  • the drive torque is transferred to a turbine wheel 20 via hydrodynamic coupling and with intermediate connection of a stator 19 which is supported by means of a free-wheel 17 with respect to a housing 18 , said turbine wheel 20 having a drive connection to the input shaft E.
  • the hydrodynamic torque converter 12 which is formed with the pump wheel 16 , free-wheel 17 , stator 19 and turbine wheel 20 preferably has a torque converter lockup clutch 21 by means of which the engine shaft 15 can be connected directly to the input shaft E in partial operating ranges.
  • a torsion damper unit and/or a vibration (damper) unit may be provided in the hydrodynamic torque converter 12 .
  • the flow of force from the engine shaft 15 passes into the hybrid set 13 via a torsion damper 30 and a clutch module KM, arranged downstream of the latter in series connection, to the input shaft E.
  • the torsion damper 30 is arranged downstream of the clutch module KM, in particular a wet starting clutch.
  • the drive train 10 has a first electric drive unit 31 and a second electric drive unit 32 .
  • the first electric drive unit 31 has a stator 33 which is fixed to the housing and interacts with the rotor 34 in order to generate a drive torque and/or to recover electrical energy.
  • the rotor 34 is connected fixed in terms of drive to the input side of the torsion damper 30 or of the engine shaft 15 so that by means of the first electric drive unit 31 it is possible to feed a torque into the drive train 10 in addition to the internal combustion engine or else a torque which is present in the drive train 10 can be used (at least partially) to recover electrical energy.
  • the second electric drive unit 32 has a stator 35 and a rotor 36 .
  • the stator 35 is connected fixed to the housing, while the rotor 36 has a drive connection to an intermediate shaft 37 which has two clutches KE, KG.
  • the intermediate shaft 37 can be connected directly to the input shaft E by means of the clutch KE.
  • the intermediate shaft 37 can be connected directly to the sun gear SE of the component transmission TE by means of the clutch KG.
  • the electric drive units 31 , 32 are fed from at least one battery (not illustrated in the figures).
  • the way in which the electric drive units 31 , 32 are acted on and operated is determined by a suitable open-loop or closed-loop control device (also not illustrated).
  • the open-loop control device acts on or interacts with a further open-loop control device for clutches and brakes of the drive train. Interaction with other closed-loop control devices, in particular for the internal combustion engine, is also possible.
  • operating parameters of the drive train driver-specific parameters which are sensed in particular by a driver type detection and ambient parameters are taken into account.
  • FIG. 7 shows a structural embodiment of a drive train 10 with a hybrid set 13 and part of the component transmission 11 .
  • the hybrid set 13 is formed here with a housing which has a first housing part 40 and a second housing part 41 .
  • the engine shaft 15 projects into an interior space in the first housing part 40 .
  • the engine shaft 15 is fitted in the end area with the rotor 34 which lies radially on the outside and is attached to said disk 42 .
  • the rotor 34 and disk 42 are constructed with an L shape in the illustrated half section.
  • the stator 33 which is supported on a cylindrical inner wall of the first transmission part 40 (cf. FIG.
  • the first electric drive unit 31 is embodied as an internal rotor.
  • the first electric drive unit 31 may be embodied as an external rotor (cf. FIG. 7 below the longitudinal axis 43 - 43 ).
  • the disk 42 has a U-shaped projection 44 which is oriented in the direction of the longitudinal axis 43 - 43 in the radially outer area, with one side limb of the U-shaped projection 44 being connected to the disk 42 in the end area, and the other side limb being fitted with the rotor 34 or being formed by the rotor 34 .
  • the stator 33 is arranged on the inside between the side limbs of the projection 44 and supported in the axial direction on a wall of the first housing part 40 which is arranged adjacent to the internal combustion engine and oriented radially.
  • an internal housing 45 which is in the form of an outer casing in the illustrated cross section in FIG. 7 is connected to the engine shaft 15 .
  • the internal housing 45 has radially internal projections 46 , 47 which are coaxial with respect to the longitudinal axis 43 - 43 and point away from one another, with the projection 46 being accommodated in the engine shaft 15 and the projection 47 which faces away from the internal combustion engine forming a bearing point of the internal housing 45 with respect to the first housing part 40 .
  • the torsion damper 30 and the clutch module KM are accommodated in the internal housing 45 .
  • the internal housing 45 has an outer casing face 48 to which the input side 49 of the torsion damper 30 which is embodied in one or more stages is connected radially on the inside.
  • An output side 50 is connected fixed in terms of rotation to an internal lamina carrier 51 of the clutch module KM which interacts in a manner known per se with an external lamina carrier 52 .
  • What is referred to as a “flex plate” is preferably arranged between the internal housing 45 and the engine shaft 15 .
  • the internal lamina carrier 51 , external lamina carrier 52 and torsion damper 30 are arranged axially one downstream of the other given identical radial dimensions, in such a way that the torsion damper 30 is arranged on the side of the clutch module KM facing away from the internal combustion engine.
  • the external lamina carrier 52 is connected to the input shaft E via a suitable shaft-hub connection.
  • the input shaft is preferably supported radially on the inside of the engine shaft 15 or of the internal housing 45 .
  • the torsion damper 30 , clutch module KM, part of the input shaft E, the shaft-hub connection and the internal housing 45 are arranged radially on the inside of the rotor 34 and stator 33 .
  • the input shaft On the side of the internal housing 45 facing away from the internal combustion engine, the input shaft has a drive connection with a mechanical pump 53 .
  • the mechanical pump 53 is supported here with respect to the first housing part 40 .
  • the mechanical pump 53 is preferably arranged (at least partially) radially on the inside of the rotor 34 and stator 33 or of the internal housing 45 or the torsion damper 30 for reasons of installation space. (In accordance with an alternative embodiment (not illustrated), the mechanical pump 53 is omitted, with the result that only at least one electrical pump 59 , 60 is present.)
  • the first housing part 40 On the side facing away from the internal combustion engine, the first housing part 40 is connected to the second housing part 41 , in particular screwed with a seal.
  • the input shaft E extends from the interior space in the first housing part 40 into the second housing part 41 and on into the interior space in the component transmission 11 .
  • the input shaft E is surrounded by the intermediate shaft 37 which is formed as a hollow shaft.
  • the intermediate shaft 37 is fitted with the rotor 36 of the second electric drive unit 32 by means of a radial disk-shaped carrying body 54 which is securely connected to said intermediate shaft 37 .
  • the second electric drive unit 32 is constructed here in such a way that it corresponds to the first electric drive unit 31 as an internal rotor or as an external rotor, cf the corresponding illustrations in FIG. 7 above and below the axis 43 - 43 , respectively.
  • the intermediate shaft 37 has, on the side facing away from the carrying body 54 , a cross-sectional extension which forms a cylindrical internal lamina carrier 55 .
  • the internal lamina carrier 55 is fitted both with internal laminas of the clutch KE and with internal laminas of the clutch KG.
  • the clutches KE, KG are arranged axially closely adjacent to one another given comparable radial design.
  • the internal laminas which are assigned to the internal lamina carrier 55 interact with corresponding external laminas which are mounted fixed in terms of rotation opposite an external lamina carrier 56 .
  • the external lamina carrier 56 is connected to the input shaft E so as to be fixed in terms of rotation, in particular by means of a suitable shaft-hub connection.
  • the second housing part 41 forms, with an internal shoulder, a hollow-cylindrical internal housing 57 which is fixed to the housing and which the input shaft E and the intermediate shaft 37 penetrate.
  • the external casing face of the internal housing 57 serves preferably to mount the rotor 36 or to support the stator 35 .
  • the clutches KE, KG, the internal housing 57 and the lamina carriers 55 , 56 are preferably arranged radially on the inside of the second electric drive unit 32 .
  • an oil pump motor 60 with a drive connection to a(n) (electrical) pump 59 by means of a further intermediate shaft 58 which is embodied as a hollow shaft.
  • the oil pump motor 60 is arranged essentially radially on the inside of the second electric drive unit 32 and is supported on an end wall of the first housing part 40 .
  • the pump 59 is supported on the same end wall of the second housing part 41 or on an insert into it.
  • the intermediate shaft 58 is mounted radially on the inside of the intermediate shaft 37 or radially on the outside of the housing part 40 .
  • a hydraulic pressure can be built up by means of the oil pump motor 60 independently of the operation or rotational speed of the internal combustion engine or of the input shaft E.
  • the two pumps 53 , 59 are preferably configured in different ways so that, for example, the pump 53 is used for basic supply while the pump 59 is used to ensure requirements which are different from the basic supply.
  • the external laminas of the clutch KG interact with internal laminas which are connected fixed in terms of rotation to a hollow shaft 70 .
  • the hollow shaft 70 starts from the clutch KG and passes into the second housing part 41 in the direction of the component transmission 11 .
  • the hollow shaft 70 is connected fixed in terms of drive to the sun gear SE.
  • the hollow shaft 70 is operatively connected with the brake B 1 and the clutch K 1 .
  • the further components of the component transmission 11 correspond to the configuration illustrated in FIG. 5 and described in the assigned description.
  • the selector lever For an “off” state, the selector lever is in the position “N” or “P”.
  • the selector lever is in the position “N” or “P”.
  • a switched-off internal combustion engine and deactivated electric drive units 31 , 32 , KM, KE, KG, K 1 , B 1 , BN are in the nonactivated state.
  • the rotational speed of the internal combustion engine is between zero and the idling speed.
  • the selector lever is in the position “N” or “P”.
  • the clutches and brakes KM, KE, KG, K 1 , B 1 , BN are in the nonactivated state.
  • the internal combustion engine For a cold start of the internal combustion engine, it is cranked by means of a combination of the electric drive units 31 , 32 , with the electric drive units 31 , 32 outputting power.
  • the rotational speed of the internal combustion engine and thus of the second electric drive unit 32 is between zero and the idling speed.
  • the clutches KM, KE are closed, while clutches and brakes KG, K 1 , B 1 and BN are not activated.
  • the pump 59 runs with a rotational speed greater than zero.
  • the two electric drive units 31 , 32 act on the internal combustion engine, with the pick off gear unit TE being intermediately connected in this case in such a way that the output torque of the second electric drive unit 32 is made larger in the direction of the internal combustion engine.
  • the second electric drive unit 32 is operated for this operating state with a higher rotational speed of the internal combustion engine, given by the transmission ratios, in particular with twice the rotational speed.
  • Such an extreme start takes place in the selector lever position “P”, the clutches and brakes KM, KG, K 3 and B 2 being closed while clutches and brakes KE, K 1 , B 1 , BN are deactivated.
  • the pump 59 is operated with a rotational speed greater than zero.
  • a temporary drive or warming-up support may be provided in the case where the first electric drive unit 31 is energized in such a way that it supplies a supportive torque.
  • the pump 59 can be operated with a rotational speed greater than zero with a pressure of 2.5 bar given a stationary vehicle and selector lever position “D” with preselection of the first gear speed without acting on the electric drive units 31 , 32 when the brake BN is activated and the brakes and clutches KM, KE, KG, K 1 , B 1 are deactivated.
  • the selector lever is in the positions “D” or “R”, while the second electric drive unit 32 is deactivated.
  • the clutch KM is activated, while the clutches KE, KG are deactivated.
  • the position of the clutches and brakes K 1 , B 1 , BN can be found in the statements relating to the shifting of the component transmission 11 in order to implement the individual gear speeds, see above.
  • the rotational speed of the second electric drive unit 32 corresponds to the rotational speed of the input shaft E.
  • An additional torque can be fed in by means of the first and second electric drive units 31 , 32 .
  • an electric drive unit 31 , 32 or both drive units can be operated in the generator operating mode in order to recover energy.
  • the clutches KM, KE are activated while the clutch KG is deactivated.
  • the state of the clutches and brakes K 1 , B 1 , BN results from the operating mode of the component transmission 11 , see above.
  • a stationary state of the vehicle is ensured by virtue of a geared neutral function.
  • the internal combustion engine is operated with a rotational speed which is greater than or equal to the idling speed.
  • the electric drive unit 31 can then supply a positive or negative output torque.
  • the rotational speed of the second electric drive unit 32 rotates at a rotational speed corresponding to the geared neutral point.
  • the output torque of the second electric drive unit is in a fixed ratio—predetermined by the geometric conditions of the planet set 10 —with the torque which is applied to the planet set on the input shaft E by the internal combustion engine and the first electric drive unit 31 via the ring gear HE.
  • the rotational speed, necessary for the geared neutral point, of the second electric drive unit 32 is obtained from the ratio of the diameter of the sun gear SE to the diameter of the ring gear HE.
  • the rotational speed potential and torque potential which results from this at the output of the transmission can be inverted qualitatively by applying the brake BR, as a result of which higher torques occur at negative velocities.
  • the reverse gear speed with its transmission ratio is then included as a constant in the generation of the rotational speed and torque.
  • the drive train can be operated exclusively by means of the second electric drive unit 32 .
  • an infinitely variable transmission ratio with two driving ranges is made possible.
  • the infinitely variable transmission ratio is brought about here in particular by superimposition of the drives
  • a first driving range the shifting elements KG, B 2 , K 3 (as well as any driving element assigned to the engine shaft 15 ) are closed.
  • this driving range when the external central gear HU is driven and the internal central gear SU is fixed to the housing, force is transmitted from the output element VE via the planet gear reversal component transmission TU to the planet carrier PTU which has a drive connection to the output shaft A via the drive connection VA and the planet gear component transmission TA, with the drive connection VA being connected to the external central gear HA, the internal central gear SA being fixed to the housing and the output shaft being connected fixed in terms of rotation to the planet carrier PTA.
  • the first driving range is preferably assigned to velocities of ⁇ x above zero to +x, with the reverse speed being capable of being limited by the open-loop control device.
  • Speeds of ( ⁇ 75 km/h) ⁇ 30 km/h to +75 km/h are preferably assigned to the first driving range.
  • the maximum output torque is limited by one of the two abovementioned units depending on the configuration of, and interplay between, the electric drive unit and the drive unit, and is, for example, 1300 Nm, in particular in the range between 10 km/h and 40 km/h.
  • the limiting values of the transmission ratio are in particular ⁇ 0.65 and +0.58 depending on the engine speed, with the limiting values being capable of being reduced in the partial load range.
  • the shifting elements KG, K 2 , K 3 (and any starting element assigned to the engine shaft 15 ) are closed.
  • the internal central gear SU is connected fixed in terms of rotation to the internal central gear SA of the planet gear partial transmission TA via the clutch K 3 .
  • the planet carrier PTU is connected via the drive connection VA to the external central gear HA which is also connected fixed in terms of rotation to the input shaft E via the clutch K 2 .
  • the planet carrier PTA is connected fixed in terms of rotation to the output shaft A.
  • the second driving range is preferably assigned to relatively high velocities (for example of approximately 40 km/h to +300 km/h).
  • the maximum output torque is lower than in the first driving range, for example 440 Nm in the range between 50 km/h and 250 km/h.
  • the limiting values of the transmission ratio are dependent on the engine speed, for example ⁇ 1.7 and +0.34, with smaller transmission ratios than in the infinitely variable operating mode being possible as a function of the rotational speeds of the drive units.
  • the overall transmission ratio of the transmission extends to overdrive ranges of 0.4 and below.
  • the drive train is preferably used
  • Further possible operating modes are starting an internal combustion engine, in particular alternatively or cumulatively by means of the first electric drive unit ( 31 ) and/or the second electric drive unit ( 32 ).
  • a further possible operating mode relates to the use of the second and/or first electric drive unit ( 31 , 32 ) for recovering energy or feeding back energy into a battery.
  • Other possible operating modes result from the previously illustrated operating states a) to e).
  • the driving strategy here includes in particular selection of an operating mode according to
  • the illustrated drive train 10 permits a hybrid operating mode with seven forward gear speeds which are present in addition to the hybrid drive, and with three possible reverse gear speeds, ensuring high transmissible output torques.
  • the clutch KM may be a dry or wet clutch with partial or full starting functionality.
  • the clutch KM can be given smaller dimensions by means of the configuration according to the invention since the clutch KM is subject (at least at certain times) to less stress for the different possible starting operating states and the electrical support of the drive train downstream of the clutch KM. If the clutch KM is overloaded, it can be relieved of loading by means of an electric drive unit by starting without this clutch KM.
  • the second electric drive unit 32 and the internal combustion engine are operating simultaneously, in the first driving range an infinitely variable transmission ratio to the output element VE is ensured for the gear speeds 1 to 3 , the stationary state of the vehicle and the reverse travel [or an output to the output element VE and to the central gear HA for the gear speeds 4 to 7 ].
  • the second electric drive unit 32 can be decoupled selectively so that an unnecessary drag power can be minimized or avoided.
  • the second electric drive unit 32 is preferably a high-torque slow rotor, while the first electric drive unit supplies a comparatively low torque at high rotational speeds.
  • the drive train 10 has two different power branches, in particular for operating the second electric drive unit 32 , said power branches being different for different shift states of the clutches KE, KG.
  • the first power branch with the torque of the internal combustion engine passes via the engine shaft 15 and the torsion damper 30 as well as the clutch KM, if appropriate with exchange of power with the first electric drive unit 31 .
  • the second power branch runs via the second electric drive unit 32 , the carrying body 54 and the intermediate shaft 37 .
  • the two power branches are joined via the clutch KE so that the application of torque to the input shaft E, which is connected downstream in the flow of force, results from the superimposition of the drive torques of the first and second power branches.
  • the rotational speeds of the input shaft E, intermediate shaft 37 , carrying body 54 , clutch KM, if appropriate first electric drive unit 31 , engine shaft 15 and of the internal combustion engine are identical.
  • the first power branch runs from the internal combustion engine via the engine shaft, the torsion damper 30 , the clutch KM, the input shaft E, if appropriate with an exchange of power with the first electric drive unit 31
  • the second power branch runs from the second electric drive unit 32 via the carrying body 54 , the intermediate shaft 37 and the clutch KG.
  • the two power branches are superimposed in the component transmission TE, specifically the pick off gear unit which is constructed with a planet set with a double planet gear and in which the ring gear HE is coupled fixed in terms of drive to the first power branch, and the sun gear SE is coupled fixed in terms of drive to the second power branch. Owing to the joining by the pick off gear unit, the first power branch and the second power branch can be operated at different rotational speeds.
  • a first subgroup of drive trains contains features corresponding to the embodiment in FIG. 5
  • a second subgroup of drive trains contains features according to the drive train in FIG. 1
  • a subgroup can be configured in accordance with features from FIG. 6 and/or a subgroup can be configured in accordance with features from FIG. 4 .
  • an identical configuration for the component transmission 11 is obtained on the output side of the imaginary plane of intersection 80 - 80 . Only the interface of the pick off gear unit or component transmission TE with the plane of intersection 80 - 80 has to be configured differently for the subgroups. While according to FIG.
  • the sun gear SE is connected only to the brake B 1 and to the clutch K 1 , and thus does not have an interface with the plane of intersection 80 - 80 , the hollow shaft 70 for the configuration according to FIG. 5 from the plane of intersection 80 - 80 is to be added to the connection of the clutch KG.
  • the web PTE is to be connected fixed to the housing via a free-wheel F 1 , while according to FIG. 5 a connection of the web PTE fixed to the housing is not necessary.
  • a planet set, present in any case, of the component transmission 11 can be used to implement the hybrid set 13 . It is particularly advantageous if the axial overall length of the hybrid set 13 corresponds approximately to the axial overall length of the torque converter 12 so that the drive trains of different subgroups can be used in identical installation spaces.
  • the second housing part 41 has approximately the axial overall length of the torque converter 12 .
  • a (dry or wet) starting clutch is used instead of the hybrid set 13 .
  • the abovementioned starting clutch or the torque converter 12 is arranged in particular in the areas, or radially on the inside of areas, in which the first and/or second electric drive unit 31 , 32 is arranged for the first subgroup.
  • Two operating positions are provided in the drive train.
  • the drive torque of the internal combustion engine has the torque of the second electric drive unit superimposed directly on it without intermediate connection of further speed-transforming transmission.
  • a torque of the second drive unit can thus be added to the torque of the internal combustion engine, operation can be carried out exclusively by means of the second electric drive unit, energy can be recovered, for example for feeding into a battery or for operating the first electric drive unit, and/or the internal combustion engine can be operated by means of the second electric drive unit during a start.
  • two power branches can be coupled to one another by means of the pick off gear unit.
  • the two power branches each have a drive connection to two transmission elements (the ring gear, planet, web, sun gear transmission elements) of the pick off gear unit.
  • the output of the pick off gear unit is formed in this case by a third transmission element (VE).
  • VE transmission element
  • the superimposition by means of the pick off gear unit results in a variable transmission ratio in the direction of the output element.
  • a geared neutral point which the output element represents when the internal combustion engine is operating and the second electric drive unit is operating.
  • a forward and reverse movement of the output element is possible depending on the rotational speed of the second electric drive unit.
  • the output element is an input element of a downstream component transmission.
  • This permits individual inventive measures to be combined, for example in accordance with German document DE 199 10 299 C1, with a component transmission which is known per se, as a result of which advantages of the measures according to the invention can be combined with advantages of transmissions which are known per se.
  • the configuration according to the invention furthermore permits the motor vehicle to be driven purely electrically while using all the gear speeds of the component transmission which is connected downstream.
  • the component transmissions which are connected downstream can be used on the one hand for combination with an internal combustion engine and two electric drive units in drive trains, that is to say for a hybrid drive, and also likewise for other drive trains which only have, for example, one internal combustion engine. This permits the component transmission to be manufactured in large numbers for different purposes of use with a high proportion of identical components.
  • the internal combustion engine is started (in some cases) with the second electric drive unit switched off and clutches opened, by applying the output torque of the first electric drive unit to the internal combustion engine.
  • This permits, in particular, warm starting of the internal combustion engine by means of the first electric drive unit.
  • the internal combustion engine is started with clutches closed, by applying the output torque of the first electric drive unit and of the second electric drive unit to the internal combustion engine.
  • the torque which is available to crank the internal combustion engine is thus obtained by superimposing the drive torques of the two drive units. Owing to the increased available torque, this operating mode is suitable in particular for cold starting the internal combustion engine.
  • the electric drive units are fed by a vehicle battery.
  • the internal combustion engine is started with clutches closed, by applying the drive torque of the first electric drive unit and of the second electric drive unit to the internal combustion engine, with the pick off gear unit being intermediately connected in this case between the second electric drive unit and the internal combustion engine.
  • This operating mode is particularly suitable for extreme starting of the internal combustion engine.
  • a group of drive trains which each have a transmission connected downstream of the output element, for example in accordance with German document DE 199 10 299 C1.
  • This group has different subgroups of drive trains of different designs.
  • This embodiment of the invention results in a modular design for which the component transmission which is connected downstream of the output element can be combined with a suitable front mounted module so that when the component transmissions are the same a hybrid drive and a conventional drive, in particular an automatic transmission with a hydrodynamic torque converter, can easily be provided with a large number of identical components.
  • the group of drive trains there is a third subgroup for which a (wet or dry) starting clutch is intermediately connected between the internal combustion engine and the output element in the installation area of the first and/or second electric drive unit (instead of said drive unit or units).
  • a (wet or dry) starting clutch is intermediately connected between the internal combustion engine and the output element in the installation area of the first and/or second electric drive unit (instead of said drive unit or units).
  • the third subgroup comprises drive trains for implementing an automatic transmission with an operating behavior which is more sporty compared to the second subgroup.
  • One particularly advantageous group of drive trains is obtained if the pick off gear unit is an input-end planet set of the component transmission. As a result it is possible to further reduce the number of necessary components needed for implementing a hybrid drive in accordance with the first subgroup.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)
US10/555,278 2003-05-03 2003-10-29 Drive Train with an International Combustion Engine and Two Electrical Drive Units Abandoned US20070272455A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10319880.6 2003-05-03
DE10319880A DE10319880A1 (de) 2003-05-03 2003-05-03 Antriebsstrang mit einer Brennkraftmaschine und zwei elektrischen Antriebsaggregaten
PCT/EP2003/011980 WO2004098936A1 (de) 2003-05-03 2003-10-29 Antriebsstrang mit einer brennkraftmaschine und zwei elektrischen antriebsaggregaten

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US10/555,278 Abandoned US20070272455A1 (en) 2003-05-03 2003-10-29 Drive Train with an International Combustion Engine and Two Electrical Drive Units

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EP (1) EP1620286B8 (ja)
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WO (2) WO2004098935A1 (ja)

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US7463958B2 (en) * 2002-07-08 2008-12-09 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus and vehicle control method
US20090242286A1 (en) * 2005-10-13 2009-10-01 Toyota Jidosha Kabushiki Kaisha Power Output Device of Hybrid Vehicle
US7963353B2 (en) * 2005-10-13 2011-06-21 Toyota Jidosha Kabushiki Kaisha Power output device of hybrid vehicle
US20090014222A1 (en) * 2006-02-08 2009-01-15 Toyota Jidosha Kabushiki Kaisha Drive device of hybrid vehicle
US7896116B2 (en) 2006-02-08 2011-03-01 Toyota Jidosha Kabushiki Kaisha Drive device of hybrid vehicle
US8838306B2 (en) * 2007-07-26 2014-09-16 Robert Bosch Gmbh Method and device for operating a drive unit
US20100198437A1 (en) * 2007-07-26 2010-08-05 Guenter Kettenacker Method and device for operating a drive unit
US20090149296A1 (en) * 2007-12-07 2009-06-11 Eastman Briton T Work Machine Coast And Brake Control With An Infinitely Variable Transmission
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US9644724B2 (en) 2014-10-17 2017-05-09 Allison Transmission, Inc. Split power infinitely variable transmission architecture incorporating a planetary type ball variator with multiple fixed ranges
US9644721B2 (en) 2014-10-17 2017-05-09 Allison Transmission, Inc. Split power infinitely variable transmission architecture incorporating a planetary type ball variator with multiple fixed ranges and low variator load at vehicle launch
US9651127B2 (en) 2014-10-17 2017-05-16 Allison Transmission, Inc. Split power infinitely variable transmission architecture incorporating a planetary type ball variator with low part count
US9772017B2 (en) 2014-10-17 2017-09-26 Allison Transmission, Inc. Split power infinitely variable transmission architecture incorporating a planetary type ball variator with low variator loading at vehicle launch

Also Published As

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WO2004098936A1 (de) 2004-11-18
EP1620286B1 (de) 2007-03-14
JP4217912B2 (ja) 2009-02-04
JP2006525160A (ja) 2006-11-09
EP1620286B8 (de) 2007-05-09
DE50306816D1 (de) 2007-04-26
WO2004098935A1 (de) 2004-11-18
DE10319880A1 (de) 2004-11-18
EP1620286A1 (de) 2006-02-01
JP2006525161A (ja) 2006-11-09
US20060276287A1 (en) 2006-12-07
US7527573B2 (en) 2009-05-05

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