WO2011157260A1 - Chaîne cinématique - Google Patents

Chaîne cinématique Download PDF

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Publication number
WO2011157260A1
WO2011157260A1 PCT/DE2011/001143 DE2011001143W WO2011157260A1 WO 2011157260 A1 WO2011157260 A1 WO 2011157260A1 DE 2011001143 W DE2011001143 W DE 2011001143W WO 2011157260 A1 WO2011157260 A1 WO 2011157260A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive motor
sub
crank
transmission
train
Prior art date
Application number
PCT/DE2011/001143
Other languages
German (de)
English (en)
Inventor
Christian Lauinger
Anton Simonov
Bernhard Walter
Original Assignee
Schaeffler Technologies Gmbh & Co. Kg
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 Schaeffler Technologies Gmbh & Co. Kg filed Critical Schaeffler Technologies Gmbh & Co. Kg
Publication of WO2011157260A1 publication Critical patent/WO2011157260A1/fr

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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
    • F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
    • F16H29/02—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts
    • F16H29/04—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts in which the transmission ratio is changed by adjustment of a crank, an eccentric, a wobble-plate, or a cam, on one of the shafts
    • 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
    • F16H37/065—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 a plurality of driving or driven shafts

Definitions

  • the invention relates to a gear train, with the aid of which, for example, a torque provided by an internal combustion engine can be converted in order to set a desired torque and / or a desired rotational speed in a drive wheel of a motor vehicle.
  • a typical transmission train for a motor vehicle includes an internal combustion engine that provides torque that may be introduced into a transmission for torque conversion.
  • the transmission is designed, for example, as a continuously variable transmission (CVT transmission) in order to be able to vary the torque and the speed substantially continuously in a defined range,
  • CVT transmission continuously variable transmission
  • the transmission line according to the invention for a motor vehicle has a first sub-train having a first crank CVT transmission for transmitting a power of a first drive motor and a second sub-line having a second crank-CVT transmission for transmitting a power of a second drive motor.
  • a power train connectable to the first sub-train and / or to the second sub-train for transmitting the power of the first drive motor and / or the power of the second drive motor to an output element, in particular drive wheel, is provided, wherein periodically occurring torque fluctuations of the first drive motor and periodically occurring Torque fluctuations of the second drive motor to each other out of phase with the output train are transferable.
  • phase shift of the torque fluctuations caused, for example, by engine combustion in a piston internal combustion engine avoids the fact that rotational nonuniformities are added up and lead to critical excessive acceleration values at the drive wheel of the motor vehicle due to resonance effects. Instead, torque fluctuations can be forwarded asynchronously to the output train.
  • rotational irregularities can be completely or partially canceled out and / or dampened, which reduces the extent of dynamic excitations. This leads to a reduction of tactile vibrations, whereby a high level of ride comfort is possible.
  • the phase shift is provided, at least in part, by the first crank CVT transmission and / or the second crank CVT transmission,
  • a CVT transmission is a uniform transmission that allows a substantially continuously variable transmission (CVT: "Continuously variable transmission").
  • the CVT transmission may have two pairs of conical disks, wherein the conical disks of a pair of conical disks are axially displaceable relative to one another
  • a crank-CVT transmission is used, as described, for example, in DE 10 2009 042 079 A1, the contents of which are hereby incorporated by reference as part of the invention.
  • the crank-CVT transmission can provide a transmission ratio between infinite (standstill) and over (overdrive) 2.
  • the first drive motor and / or second drive motor used is in particular an internal combustion engine, preferably a piston internal combustion engine one e of the second drive motor different rated power, so that depending on the current driving situation, only the first drive motor, only the second drive motor or both the first drive motor and the second drive motor can be coupled to the power output to the transmission line.
  • the first sub-string and the second sub-string can be connected, for example, via a summing gear to the output train, wherein it is particularly possible by suitable disconnect couplings, the first sub-string and / or. to couple or separate the second sub-line optionally with the output train.
  • the periodic torque fluctuations or speed fluctuations may be due to the type of power transmission by the respective crank CVT transmission and / or by the respective drive motor, in particular by a motorized combustion, caused.
  • the periodic torque fluctuations are easily detected by measurements at a constant rated speed or a constant rated torque or a constant rated power.
  • the period duration of the periodically occurring torque fluctuations can change in the power flow direction behind the respective crank CVT transmission, in particular in the output element, in accordance with the gradient of the desired power change. This situation, too, with a period duration of the torque fluctuations which changes as a function of the desired power to be achieved, is regarded as periodically occurring torque fluctuations.
  • a transferable maximum torque of the first sub-string between two subsequent transferable torque maxima of the second sub-string is provided with an error tolerance of about ⁇ 15 ° center between two subsequent transmissible torque maxima of the second sub-string.
  • the respective torque maximum corresponds to a point of the torque curve with the slope zero and a positive amount above zero.
  • the first crank-CVT transmission has a cranked first transmission shaft arranged in the power flow with at least one first offset and the second crank-CVT transmission has a cranked second transmission shaft arranged in the power flow with at least one second offset wherein the first gear shaft is arranged so relatively rotated in the circumferential direction to the second gear shaft, that a phase-shifted rotation of the first crank relative to the second cranking is executable.
  • the first gear shaft and the second gear shaft are similar in particular with regard to their cranks, in particular identical.
  • the first transmission shaft is designed substantially identical to the second transmission shaft.
  • the first transmission shaft has an appearance corresponding to the second transmission shaft when both transmission shafts are viewed in the axial direction.
  • the phase shift of the torque fluctuations corresponds in particular to the angular rotation of the first transmission shaft relative to the second transmission shaft with respect to a position with similarly projecting cranks in the radial direction.
  • the respective offset can be formed, for example, in the case of a crankshaft by a crankpin connected to the crankpin.
  • cranking may be centers engaging pinion are formed, so that the lever length of the offset is in particular infinitely variable, in particular by means of a servomotor.
  • first transmission shaft z has first cranks with m different first levers and the second transmission shaft z has second cranks with m different second levers, wherein the first gear shaft is rotated relative to the second transmission shaft in trainsnchtung by an angular amount ⁇ , wherein
  • the first gear shaft and the second gear shaft have the same number z of cranks which can be projected in different radial directions. The higher the number z of different cranks, the smaller the phase shift needs to be to compensate for torque fluctuations and to reduce resonance-related gains in speed variations.
  • more than one lever is provided for each crank to transmit the torque of the associated drive motor.
  • ⁇ 30 ° ⁇ 10 °
  • the first crank-CVT transmission and / or the second crank-CVT transmission three different circumferentially regularly distributed cranks, each with two levers on.
  • the respective cranks are multiple, in particular double, provided in order to allow a particularly uniform torque transmission.
  • a lever length of the first offset and / or the second offset is in each case adjustable by a pinion engaging within an eccentric.
  • the lever length of the crank can be varied substantially continuously, in particular with the aid of a servomotor.
  • the first sub-strand comprises a first vibration damper, in particular a dual-mass flywheel, and / or the second sub-strand a second vibration damper, in particular a dual-mass flywheel, wherein the first vibration damper and / or the second vibration damper in the power flow direction the respective associated crank-CVT transmission is arranged.
  • the respective vibration damper torque fluctuations and / or speed fluctuations can be eradicated and / or damped.
  • the damping takes place before the torque is introduced into the respective crank CVT transmission, so that the loads of the components of the respective crank CVT transmission are reduced.
  • the first sub-string and the second sub-string are connected via a summing gear to the output train, wherein the output line between the summing and the output member comprises a differential gear.
  • the differential gear may be part of the summation gear.
  • the invention further relates to a drive train for a motor vehicle, with a gear train, which can be trained and further developed as described above.
  • the drive train has a first drive motor which can be connected to the first sub-train and a second drive motor which can be connected to the second sub-train, wherein in particular the first drive motor and / or the second drive motor is designed as an internal combustion engine, in particular a piston internal combustion engine.
  • the gear train at least partially achieved phase shift occurring periodic torque fluctuations, the torque fluctuations can be at least damped, so that the ride comfort is improved.
  • a periodically repeating ignition timing of the first drive motor is phase-shifted to a periodically repeating spark timing of the second drive motor. Due to the asynchronous operation of the first drive motor and the second drive motor, torque peaks caused by the ignition of a fuel mixture in the respective drive motor can occur at different times, so that two or more torque peaks do not add up. This leads to a homogenization of the introduced into the drive train torque.
  • ⁇ + ⁇ 180 ° ⁇ 12 ° applies.
  • the drive train 10 shown in FIG. 1 has a gear train 12.
  • Transmission line 12 has a first sub-line 16 connected to a first drive motor 14, for example a 0.8L internal combustion engine, and a second sub-line 20 connected to a second drive motor 18, for example a 1, 2L internal combustion engine.
  • the first sub-string 16 and the second sub-string 20 are connected, for example via an unillustrated summing gear with a power take-off 22.
  • the output train 22 leads via a differential gear 24, the torque introduced to an output member 26 on, wherein the output member 26 is configured in the illustrated embodiment as a drive wheel of a motor vehicle.
  • the output element 26 may be connected via oscillatory systems 28 to the gear train 12 and / or to a motor vehicle mass 30, for example via shock absorbers or other components.
  • the first drive motor 14 is coupled via its flywheel with a first torsional vibration damper 32, in particular a dual-mass flywheel.
  • the torque introduced into the first torsional vibration damper 32 is translated into a first crank CVT.
  • Transmission 34 introduced, in particular a crank-CVT transmission with three different double cranks and two levers per crank.
  • the second drive motor 18 is coupled via its flywheel with a second torsional vibration damper 36, in particular a dual-mass flywheel.
  • the introduced into the second torsional vibration damper 36 torque is introduced into a second crank-CVT transmission 38, in particular a crank-CVT transmission with three different double cranks and two levers per crank.
  • a first acceleration profile 44 of the first sub-string 16 and a second acceleration profile 46 of the second sub-string 20 show a resonance-induced increase at a rated engine speed 42 at about 2500 rpm, which leads to a significant increase in a Radbeuggungsverlauf 48 of the drive wheel 26 when the torque of first sub-string 16 and the second sub-string 20 synchronously and not phase-shifted in the output line 22 is initiated.
  • Engine torque 54 of the first drive motor 14 and a second engine torque 56 of the second drive motor 18 have a torque peak at an ignition time 58.
  • the ignition times 58 occur periodically with an ignition frequency 60.
  • the firings of the first drive motor 14 and the second drive motor 18 are synchronized with the same Zündzeitticianen 58, wherein it is also possible to have the firing times 58 of the drive motors 14, 18 asynchronous and / or out of phase.
  • the illustrated case represents the particularly critical synchronization of the drive motors.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une chaîne cinématique pour un véhicule automobile, présentant une première chaîne partielle comprenant une première transmission à variation continue à manivelle pour transmettre une puissance d'un premier moteur d'entraînement et une deuxième chaîne partielle comprenant une deuxième transmission à variation continue à manivelle pour transmettre une puissance d'un deuxième moteur d'entraînement. En outre, l'invention prévoit une chaîne de sortie pouvant être reliée à la première chaîne partielle et/ou à la deuxième chaîne partielle pour transmettre la puissance du premier moteur d'entraînement et/ou la puissance du deuxième moteur d'entraînement à un élément de sortie, en particulier à une roue motrice, les variations périodiques du couple du premier moteur d'entraînement et les variations périodiques du couple du deuxième moteur d'entraînement étant transmissibles avec un décalage de phase à la chaîne de sortie. L'invention permet ainsi un confort de conduite supérieur.
PCT/DE2011/001143 2010-06-14 2011-05-31 Chaîne cinématique WO2011157260A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102010023648.9 2010-06-14
DE102010023648 2010-06-14
DE102011016994.6 2011-04-14
DE102011016994 2011-04-14

Publications (1)

Publication Number Publication Date
WO2011157260A1 true WO2011157260A1 (fr) 2011-12-22

Family

ID=44514222

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2011/001143 WO2011157260A1 (fr) 2010-06-14 2011-05-31 Chaîne cinématique

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DE (1) DE102011102880B4 (fr)
WO (1) WO2011157260A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3683719A (en) * 1969-05-14 1972-08-15 Mtu Friedrichshafen Gmbh Reversing transmission with dual inputs
US4829850A (en) * 1987-02-25 1989-05-16 Soloy Dual Pac, Inc. Multiple engine drive for single output shaft and combining gearbox therefor
WO1994001699A1 (fr) * 1992-07-03 1994-01-20 Pietro Masoni Systeme d'entrainement a embrayage a roue libre
DE10243533A1 (de) * 2001-09-26 2003-04-10 Luk Lamellen & Kupplungsbau Antriebsanordnung
DE102009042079A1 (de) 2008-10-02 2010-04-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kurbel-CVT-Gebriebe

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10310831A1 (de) 2002-04-10 2003-11-06 Luk Lamellen & Kupplungsbau Antriebsstrang und Verfahren zu dessen Betrieb

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3683719A (en) * 1969-05-14 1972-08-15 Mtu Friedrichshafen Gmbh Reversing transmission with dual inputs
US4829850A (en) * 1987-02-25 1989-05-16 Soloy Dual Pac, Inc. Multiple engine drive for single output shaft and combining gearbox therefor
WO1994001699A1 (fr) * 1992-07-03 1994-01-20 Pietro Masoni Systeme d'entrainement a embrayage a roue libre
DE10243533A1 (de) * 2001-09-26 2003-04-10 Luk Lamellen & Kupplungsbau Antriebsanordnung
DE102009042079A1 (de) 2008-10-02 2010-04-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kurbel-CVT-Gebriebe

Also Published As

Publication number Publication date
DE102011102880B4 (de) 2021-10-07
DE102011102880A1 (de) 2011-12-15

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