WO2009006965A1 - Train de transmission - Google Patents

Train de transmission Download PDF

Info

Publication number
WO2009006965A1
WO2009006965A1 PCT/EP2008/004015 EP2008004015W WO2009006965A1 WO 2009006965 A1 WO2009006965 A1 WO 2009006965A1 EP 2008004015 W EP2008004015 W EP 2008004015W WO 2009006965 A1 WO2009006965 A1 WO 2009006965A1
Authority
WO
WIPO (PCT)
Prior art keywords
transmission
control
regulating device
drive train
achsschaltgetriebe
Prior art date
Application number
PCT/EP2008/004015
Other languages
German (de)
English (en)
Inventor
Johannes Bruckner
Robert Müller
Original Assignee
Voith Patent Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent Gmbh filed Critical Voith Patent Gmbh
Publication of WO2009006965A1 publication Critical patent/WO2009006965A1/fr

Links

Classifications

    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus

Definitions

  • the invention relates to a drive train, in detail with the features of the preamble of claim 1.
  • Drive trains for vehicles, especially commercial vehicles are already known in a variety of designs and for a variety of applications.
  • power trains with transmissions and downstream switchable axles are used in commercial vehicles and agricultural vehicles in order to meet the increased demands on the variety of possible uses of these vehicles.
  • the switchable axles include, for example, a bevel gear with this downstream spur gear, which can be selectively brought into drive connection with the drive shafts coupled to the wheels.
  • the transmission and the Achsschaltgetriebe are each assigned their own control devices for setting the desired gear, which are usually controlled and coordinated via a higher-level driving control. This offers the advantage that the individual components can be manufactured independently by different manufacturers and can also be provided independently of one another.
  • the invention therefore an object of the invention to develop a drive train of the type mentioned in such a way that the disadvantages mentioned are avoided. Specifically, it is important to focus on optimum driving behavior with high comfort with little constructive and control-technical effort.
  • the solution according to the invention is characterized by the features of claim 1. Advantageous embodiments are given in the subclaims.
  • a drive train for driving the mounted on a vehicle axle wheels comprises at least one power source, coupled to the power source or coupled transmission with at least two grades and the transmission downstream, at least two stages comprehensive Achsschaltgetriebe having at least two outputs that at least with the wheels indirectly rotatably connected.
  • the transmission and the Achsschaltgetriebe is associated with a control and / or regulating device.
  • Under control and / or regulating device is understood to mean the entirety of the components of the function of a control and / or regulating device. These can be combined to form a structural unit in the form of a control unit.
  • a design as a virtual control device in which the components performing the function of the control unit are coupled to one another via a data communication network.
  • a common control and / or regulating device is assigned to both components - the transmission and the axle drive. This is formed in a particularly advantageous manner by the gearbox associated with the control and / or regulating device.
  • the solution according to the invention offers in addition to the saving of a separate control unit and the required connections the advantage that the transmission and the Achsschaltgetriebe despite generally spatially separated arrangement as a functional unit - quasi total gear unit - is considered and the control functions for the Achsschaltgetriebe even more optimal to that of Getriebes are adaptable or mutually tunable.
  • the control units of both components as well as by both parallel processing of the same input signals, such as the operation of the power source characterizing variables (Speed, torque when trained as a diesel engine) and / or the desire for changing and / or setting a driving condition at least indirectly characterizing sizes and the associated necessary line connections can be dispensed with.
  • the control functions for the entire unit of the transmission and the Achsschaltgetriebe can thus be completely pre-programmed by the gear manufacturer, with the control engineering effort compared to a conventional solution with a switchable axle drive and its own control unit significantly reduced.
  • the common control and / or regulating device (depending on which functions - control or regulation - are executed with this) are assigned to the gear and the Achsschaltgetriebe for setting the gear ratios underlying control functions preferably only.
  • control and / or regulating device of the transmission has the advantage that the control functions can be adapted both to the combination of the transmission with a switchable or non-switchable axle and quasi as an option from the outset for a particular type of transmission are available.
  • a complex retrofit can be omitted with the desired exchange of the axis.
  • control and / or regulating device commonly associated with the axle drive and the transmission is preferably part of a control and / or regulating device jointly assigned to both components, comprising at least one device for detecting a variable which at least indirectly characterizes a desired change or setting of a driving state an input of the control and / or regulating device is coupled and at least with an output of the control and / or regulating device coupled and the transmission and the Achsschaltgetriebe associated adjusting devices.
  • the variables which characterize a desired change or setting of a driving state can be formed from driver command signals, for example the actuation of an accelerator pedal or a brake, or from the variables describing the behavior of the vehicle, for example speeds and torques at the individual power-transmitting and power-providing units.
  • the signal transmission between the detection devices and the control and / or regulating device and / or the control and / or regulating device and the adjusting devices takes place via corresponding line connections or preferably wirelessly.
  • control gear and / or control device associated with the Achsschaltgetriebe and the transmission is subordinated to the drive train associated with driving control.
  • Achsschaltgetriebes can be varied. This includes, for example, a coupled to the input bevel gear, which is connectable via two selectively operable spur gears with the outputs.
  • the choice of the power source is made according to the application requirements. This can be as a diesel engine, hydrostatic drive, comprising a hydraulic pump and a hydraulic motor, or. Electric motor or fuel cell can be formed.
  • Achsschaltgetriebe whose input is usually aligned longitudinally in the direction of travel, would be respected.
  • FIG. 1 illustrates in a schematically simplified representation of the
  • Figure 3 shows a schematic representation of a possible
  • FIG. 1 illustrates, in a schematically simplified representation, the basic structure of a drive train 1 designed according to the invention for use in vehicles 2. It comprises a power supply source 3, which can be indirectly coupled to the wheels 4.1 and 4.2 to be driven on a theoretical connection axis A.
  • the coupling of the power source 3 is carried out via at least one gear 5, ie a speed / torque conversion unit, which preferably comprises at least two gear ratios, and an Achsschaltgetriebe 6, which has at least two gear ratios.
  • the transmission 5 comprises at least one input 7 which is connected at least indirectly, ie directly or via further power-transmitting elements, to the energy supply source 3.
  • the transmission 5 further comprises at least one output 8, which is connected at least indirectly, ie, depending on the arrangement of the transmission in the vehicle 2 directly or indirectly via, for example, a shaft train 9 with an input 10 of the Achsschaltgetriebes 6.
  • the Achsschaltgetriebe 6 further comprises at least two outputs, a first output 11 and a second output 12. In each case an output 11 or 12 is connected to one of the driven wheels 4.1 and 4.2.
  • the individual inputs and outputs 7, 8, 10, 11, 12 of the transmission 5 and the Achsschaltgetriebes 6 are designed in the simplest case as waves or hollow shafts or as suitable for the realization of a rotationally fixed coupling connection elements.
  • a transmission 5 which is preferably characterized by at least two gear ratios
  • the at least two-speed comprehensive Achsschaltgetriebe 6 acts as an additional switching stage in the form of a Nachschaltsatzes.
  • Each engaged gear ratio on the transmission 5 can be combined with the gear stages of the Achsschaltgetriebes 6, which can cover different operating ranges of the power source 3.
  • a common control and / or regulating device 15 which is preferably present in the form of a structural unit as a control unit assigned. This is formed by the already associated with the transmission 5 control and / or regulating device 16, and is part of the transmission 5 associated control and / or regulating device 14, the same time used as common by transmission 5 and Achsschaltgetriebe 6 control and / or Regulating device 13 acts.
  • the control and / or regulating device 15 is also not shown here a spatially separated arrangement of the function of a control unit acquiring components and coupling via a data communication network in the form of a virtual control device conceivable.
  • control and / or regulating device is understood to mean the entirety of the components of the function of a control and / or regulating device.
  • the or at parallel data transmission, the outputs 36 of the control and / or regulating device 15 are connected to the adjusting means 37 of the individual gear stages of the transmission 5 and 38 of the individual switching stages of the Achsschaltgetriebes 6 characterizing and not shown here switching elements.
  • the control and / or regulating device 15 further comprises at least one input 39, which is coupled to at least one device 40 for detecting a desired change in the driving state and / or the current driving parameters.
  • control and / or regulating device 13 or 14 By control and / or regulating device 13 or 14, the entirety of detection devices 40, control and / or regulating device 15, adjusting devices 37 and 38 and their connections to the control and / or regulating device 15 is understood.
  • the control and / or regulating device 15 detection devices are also shared, only the adjusting devices are the individual gear 5 and 6 assigned separately.
  • control and / or regulating device 15 there are a variety of possibilities. This can, as shown in Figure 1 on the gear 5, in particular its housing are arranged. It is also conceivable one Arrangement in the transmission 5, as indicated by broken line and with 15 " or in spatial distance from the transmission 5, as indicated at 15 ' .
  • the solution according to the invention offers, in addition to the saving of a separate control unit and the required connections the advantage that gear 5 and Achsschaltgetriebe 6 despite generally spatial separation, for example, as shown in Figure 1 via the shaft train 9, are considered as a functional unit and the control functions for the Achsschaltgetriebe 6 are even more optimal adaptable to the transmission 5.
  • the control units of both components as well as by both parallel processing of the same input signals, such as the operation of the power source 3 characterizing variables (speed, torque when trained as a diesel engine) and the desire to change and / or setting a driving condition at least indirectly characterizing sizes and the associated necessary line connections can be dispensed with.
  • control and / or regulating device 15 (depending on which functions - control or regulation - are executed with this) are preferably assigned only to the transmission 5 and the Achsschaltgetriebe 6 for setting the gear ratios underlying control functions. This is preferably subordinate to a superordinate driving control, not shown here in detail, in particular the control and / or regulating device belonging to it.
  • the control and / or regulating device 15 can be tuned to a specific configuration of the transmission 5 and the Achsschaltgetriebe 6, which is largely independent of the installation situation in the vehicle and the nature of the vehicle, the integration then takes place via the central driving control.
  • the configuration of the Achsschaltgetriebes 6 exist a variety of ways. This includes, for example, a bevel gear on the two selectively operable Stimradkyn follow. Other embodiments are also possible.
  • Figure 3 illustrates an example of a possible embodiment of the Achsschaltgetriebes 6 in a simplified schematic representation. This has a bevel gear 24, comprising a coupled to the input 10 pinion 25 and a meshing with this bevel gear 26.
  • the bevel gear 26 is rotatably connected to a countershaft 27, with which the pinion 28 and 29 of the two, the two gear stages descriptive Spurradkyn 30 and 31 are rotatably connected.
  • the respectively combinable with these spur gears 32 and 33 of the spur gears 30 and 31 are at least indirectly, preferably directly rotatably connected to the outputs 11 and 12 of the Achsschaltgetriebes 6 connectable.
  • each of the spur gears 32 and 33 for example, via a positive clutch or a clutch device, for example in the form of a sliding shift shaft 34 with the outputs 11 and 12 rotatably connected shaft 35 is connected.
  • FIGS. 1 to 2c illustrate in a schematically simplified representation of possible embodiments of the power source 3 according to Figure 1.
  • This can according to Figure 2a as a conventional internal combustion engine, for example in the form of a diesel engine 17, according to Figure 2b as a hydrostatic drive comprising at least one in the form of a hydraulic pump 18th trained pressure current generator, which is drivable via a drive machine 20, and a present in the form of a hydraulic motor 19 Druckstromflecter whose drive shaft 21 is coupled to the transmission 5 or according to Figure 2c as an electric drive 22, comprising at least one electric motor 23 may be formed. It would also be conceivable - but not shown here - a combination of these.
  • Another possible power source 3 is a fuel cell.
  • FIGS. 4a and 4b illustrate, by way of example, possible arrangements of the power supply source 3 and the gearbox 5 as well as the Achsschaltgetriebe 6 with respect to the orientation of their drive shafts or inputs and outputs.
  • Figure 4a the arrangement of the individual elements of the drive train 1 with respect to the alignment of their inputs and outputs parallel, but preferably on one axis.
  • the longitudinally installed power supplier 3 and the transmission 5 are summarized by way of example to form a motor-gear block.
  • the prime mover and the transmission 5 are installed longitudinally.
  • Figure 4b illustrates an embodiment with transversely installed power supplier 3, in particular motor and gearbox 5. Due to this arrangement, the transmission 5 has an angle drive.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne un train de transmission pour l'entraînement des roues montées sur un essieu de véhicule, qui comporte une source d'alimentation en énergie (3) et une boîte de vitesses (5) couplée ou qui peut être couplée à la source d'alimentation en énergie (3) et qui comprend au moins deux rapports de vitesse. En aval de la boîte de vitesses (5) est montée une boîte-pont (6) comprenant au moins deux rapports de changement de vitesse, qui présente au moins deux sorties connectées, au moins indirectement, de manière solidaire en rotation aux roues. Le train de transmission qui comprend en outre un dispositif de commande et/ou de régulation (16) associé à la boîte de vitesses (5) et un dispositif de commande et/ou de régulation associé à la boîte-pont (6), est caractérisé en ce qu'il comprend un dispositif de commande et/ou de régulation (15) associé conjointement à la boîte-pont (6) et à la boîte de vitesses (5), formé par le dispositif de commande et/ou de régulation (16) associé à la boîte de vitesses.
PCT/EP2008/004015 2007-07-07 2008-05-20 Train de transmission WO2009006965A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007031789.3 2007-07-07
DE102007031789 2007-07-07

Publications (1)

Publication Number Publication Date
WO2009006965A1 true WO2009006965A1 (fr) 2009-01-15

Family

ID=39711140

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/004015 WO2009006965A1 (fr) 2007-07-07 2008-05-20 Train de transmission

Country Status (1)

Country Link
WO (1) WO2009006965A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010062381A1 (de) * 2010-12-03 2012-06-06 Zf Friedrichshafen Ag Antriebsstrang und Verfahren zum Betreiben desselben
DE102017207554A1 (de) * 2017-05-04 2018-11-08 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betrieb eines Kraftfahrzeugantriebsstrangs und Verwendung eines Kraftfahrzeugantriebsstrangs mit einem solchen Verfahren

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2152771A (en) * 1936-03-16 1939-04-04 Clark Equipment Co Two-speed rear axle
US5980413A (en) * 1998-08-21 1999-11-09 Dana Corporation Electronic controller for a multiple speed axle shifting apparatus
US6148691A (en) * 1999-07-27 2000-11-21 Eaton Corporation System for shifting a multiple speed axle for an automated mechanical transmission
EP1431619A2 (fr) * 2002-12-21 2004-06-23 Deere & Company Système de propulsion pour un engin de construction autopropulsé
US20050216145A1 (en) * 2004-03-23 2005-09-29 Bellinger Steven M Vehicle powertrain torsional processing system
US7103460B1 (en) * 1994-05-09 2006-09-05 Automotive Technologies International, Inc. System and method for vehicle diagnostics

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2152771A (en) * 1936-03-16 1939-04-04 Clark Equipment Co Two-speed rear axle
US7103460B1 (en) * 1994-05-09 2006-09-05 Automotive Technologies International, Inc. System and method for vehicle diagnostics
US5980413A (en) * 1998-08-21 1999-11-09 Dana Corporation Electronic controller for a multiple speed axle shifting apparatus
US6148691A (en) * 1999-07-27 2000-11-21 Eaton Corporation System for shifting a multiple speed axle for an automated mechanical transmission
EP1431619A2 (fr) * 2002-12-21 2004-06-23 Deere & Company Système de propulsion pour un engin de construction autopropulsé
US20050216145A1 (en) * 2004-03-23 2005-09-29 Bellinger Steven M Vehicle powertrain torsional processing system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010062381A1 (de) * 2010-12-03 2012-06-06 Zf Friedrichshafen Ag Antriebsstrang und Verfahren zum Betreiben desselben
DE102017207554A1 (de) * 2017-05-04 2018-11-08 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betrieb eines Kraftfahrzeugantriebsstrangs und Verwendung eines Kraftfahrzeugantriebsstrangs mit einem solchen Verfahren
DE102017207554B4 (de) 2017-05-04 2019-05-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betrieb eines Kraftfahrzeugantriebsstrangs und Verwendung eines Kraftfahrzeugantriebsstrangs mit einem solchen Verfahren

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