WO2015082165A1 - Boîte de vitesses, chaîne cinématique hybride et chaîne cinématique pour véhicule électrique - Google Patents

Boîte de vitesses, chaîne cinématique hybride et chaîne cinématique pour véhicule électrique Download PDF

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Publication number
WO2015082165A1
WO2015082165A1 PCT/EP2014/073874 EP2014073874W WO2015082165A1 WO 2015082165 A1 WO2015082165 A1 WO 2015082165A1 EP 2014073874 W EP2014073874 W EP 2014073874W WO 2015082165 A1 WO2015082165 A1 WO 2015082165A1
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WO
WIPO (PCT)
Prior art keywords
hrs
main gearset
shaft
gear set
planetary gear
Prior art date
Application number
PCT/EP2014/073874
Other languages
German (de)
English (en)
Inventor
Peter Ziemer
Andreas Beisswenger
Christian Sibla
Raffael Kuberczyk
Original Assignee
Zf Friedrichshafen Ag
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Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2015082165A1 publication Critical patent/WO2015082165A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • 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
    • B60K6/26—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 motors or the generators
    • B60K2006/264—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 motors or the generators with outer rotor and inner stator
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
    • 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
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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

  • the invention relates to a transmission with a transmission input shaft and a transmission output shaft, a main gearset, a 1925radsatz, and an electric machine having a rotor and a stator, wherein the main gearset first and a second planetary gear set with four in speed order as the first, second, third and fourth shaft has designated waves, wherein the transmission input shaft via at least one switching element with at least one of the four shafts of the main gear is connectable, wherein the third shaft of the main gearset is connected to the transmission output shaft, wherein the sansradsatz a planetary gear set a first, second and third shaft, and wherein the first shaft of the beauradsatzes is connected to the rotor.
  • the invention also relates to a drive train for a motor vehicle with a transmission.
  • the switching elements are, for example, clutches or brakes here.
  • Such transmissions are mainly used in motor vehicles to adjust the speed and torque output capability of the drive unit to the driving resistance of the vehicle in a suitable manner.
  • the object of the invention is to improve the load switching behavior of the transmission known in the prior art. Another object of the invention is to improve the range of use of the transmission so that the electric machine in each gear is capable of receiving or delivering mechanical power from the transmission output shaft.
  • the transmission includes at least a transmission input shaft and a transmission output shaft, a main gearset, a 1925radsatz, and an electric machine with a rotor and a stator.
  • the main gearset has a first and a second planetary gear set with a total of four designated in speed order as the first, second, third and fourth wave waves.
  • the main gearset is thus designed as a two-bar four-shaft gearbox.
  • the relieveradsatz has a planetary gear set with a total of three designated as first, second, and third wave waves.
  • the first shaft of soirradsatzes is permanently connected to the rotor.
  • a coupling shaft is defined as a permanent mechanical connection between an element - ie sun gear or web or ring gear - of the first single planetary gear set with one element - ie sun gear or web or ring gear - of the second single planetary gear set
  • the number of free shafts is defined not by the visual appearance of the transmission, but by its kinematics:
  • two of the shifting elements connected to elements of the two-bridge four-shaft transmission must be used
  • the gearbox must be closed to graphically display the kinematics of the gearbox
  • a speed plan of the transmission used for example, known from the Gauge Kutzbach plan.
  • Known embodiments of such a two-bridge four-shaft transmission are the so-called Ravigneaux wheelset and the so-called Simpson wheelset.
  • a reduced two-bridge four-shaft transmission is a design of a two-bridge four-shaft transmission, in which an element - ie a sun gear, a bridge or a ring gear - of the transmission is saved, as another element of the Getriebes takes over its task without changing the kinematics thereby.
  • the element which takes over the function of the saved element is thus at the same time one of the coupling shafts of the transmission.
  • a known embodiment of this is the Ravigneaux wheelset, which has either two sun gears and only one ring gear or two ring gears and only one sun gear.
  • the transmission input shaft is connectable via at least one switching element with at least one of the four shafts of the main gearset.
  • the transmission input shaft via two switching elements with two of the four shafts of the main gear is connectable. By closing one of the switching elements thus a rotationally fixed connection between the transmission input shaft and one of the four shafts of the main gear is made, whereby torque from the transmission input shaft to the main gear is feasible.
  • the third wave of the main gearset is connected to the transmission output shaft.
  • the transmission input shaft When used in a motor vehicle, the transmission input shaft is connected to a shaft of a drive unit or connectable via a coupling, so that mechanical power of the drive unit of the transmission input shaft can be fed.
  • the drive unit can be designed both as an internal combustion engine and as an electrical machine.
  • the transmission output shaft serves as Interface for transmitting mechanical power to the drive wheels of the motor vehicle.
  • a shaft is not to be understood below exclusively as an example cylindrical, rotatably mounted machine element for transmitting torque, but these are also general fasteners to understand that connect individual components or elements together, in particular connecting elements that connect a plurality of elements rotatably together.
  • a planetary gear set includes a sun gear, a land and a ring gear. Rotatably mounted on the web are planet gears, which mesh with the toothing of the sun gear and / or with the toothing of the ring gear.
  • a negative gearset describes a planetary gear set with a web on which the planetary gears are rotatably mounted, with a sun gear and with a ring gear, wherein the toothing meshes with at least one of the planet gears both with the toothing of the sun gear and with the toothing of the ring gear whereby the ring gear and the sun gear rotate in opposite directions of rotation when the sun gear rotates at a stationary web.
  • Both sun gear and ring gear of a planetary gear set can also be divided into several segments.
  • the planet gears mesh with two sun gears, which are not connected to each other.
  • the speed ratios are of course identical on both segments of the sun gear, as if they were connected together.
  • a plus gear set differs from the negative planetary gear set just described in that the plus gear set has inner and outer planet gears rotatably supported on the land.
  • the toothing of the inner planet gears meshes on the one hand with the teeth of the sun gear and on the other hand with the teeth of the outer planetary gears.
  • the toothing of the outer planetary gears also meshes with the teeth of the ring gear. This has the consequence that rotate at a fixed land, the ring gear and the sun gear in the same direction.
  • the stationary gear ratio defines the speed ratio between the sun gear and ring gear of a planetary gear set with non-rotatable web. Since the direction of rotation between the sun gear and the ring gear reverses in the case of a negative gearset when the web is non-rotatable, the stationary gear ratio always assumes a negative value for a negative gearset.
  • the speed diagram shows the speed ratios of the individual shafts in the vertical direction.
  • the horizontal distances between the waves result from the ratios between the waves, so that can be connected to a specific operating point speed ratios and torque ratios of the waves by a straight line.
  • the transmission ratios between the shafts result from the stationary gear ratios of the planetary gear sets involved.
  • the speed plan can be displayed, for example, in the form of a utility plan.
  • first, second, third and fourth wave in the order of rotation are characterized in that the rotational speeds of these waves increase, decrease or become linear in the stated order.
  • the rotational speed of the first shaft is less than or equal to the rotational speed of the second shaft.
  • the speed of the second shaft is again less than or equal to the speed of the third shaft.
  • the speed of the third shaft is less than or equal to the speed of the fourth shaft.
  • This order is also reversible, so that the fourth shaft has the highest speed, while the first shaft assumes a speed which is less than or equal to the speed of the fourth shaft. There is always a linear relationship between the speeds of all four shafts.
  • the speed of one or more waves can also assume negative values, or even the value zero.
  • the speed order is therefore always to refer to the signed value of the speeds, and not on the amount.
  • the speeds of the four shafts are then the same if two of these elements are connected to each other by the elements ring gear, web and sun of one of the planetary gear sets.
  • An electric machine consists at least of a non-rotatable stator and a rotatably mounted rotor and is configured in a motor operation to convert electrical energy into mechanical energy in the form of speed and torque, and in a regenerative operation mechanical energy into electrical energy in the form of To transform electricity and voltage.
  • switching elements depending on the operating state, a relative movement between two components allowed or made a connection for transmitting a torque between the two components.
  • a relative movement for example, to understand a rotation of two components, wherein the rotational speed of the first component and the rotational speed of the second component differ from each other.
  • the rotation of only one of the two components is conceivable while the other component is stationary or rotating in the opposite direction.
  • the switching elements are preferably designed in the present invention as claw switching elements, which produce the connection by positive locking.
  • Two elements are referred to as being connected to one another, in particular, if a solid, in particular non-rotatable connection exists between the elements. Such connected elements rotate at the same speed.
  • the various components and elements of said invention can be connected to one another via a shaft or via a closed switching element or a connecting element, but also directly, for example by means of a welding, pressing or other connection.
  • Two elements are hereinafter referred to as connectable if there is a releasable rotationally fixed connection between these elements. If the connection is made, such elements rotate at the same speed.
  • a switching operation is effected by closing a previously not lying in the power flow of the transmission switching element of the transmission and opening a previously lying in the power flow of the transmission switching element of the transmission.
  • the shift operation can also be performed under load, that is to say without complete withdrawal of the torque at the transmission input shaft and the transmission output shaft.
  • Such a switching operation is referred to below as a load circuit.
  • a prerequisite for the load circuit in the use of jaw switching elements is that the switching element to be dissolved is guided before releasing in an at least almost no-load condition.
  • the leadership in the virtually no-load condition is achieved in that the switching element is provided largely free of torque, so that no or only a small torque is transmitted via the switching element. For this purpose, a torque is applied by the electric machine to that shaft, with which the switching element to be released establishes a connection.
  • the inventive connection of the rotor to the main gear is achieved that the translation is increased from the rotor to the waves of the main gear.
  • the first wave of the main gearset is always due to the connection according to the invention in the speed plan between the first shaft of unberadsatzes and the second shaft of the main gearset.
  • This enlarged ratio reduces the torque to be applied by the rotor during the switching operation, as a result of which the electric machine can be made smaller and lighter. In this way, the reduced electric machine can apply the required torque to the transmission input shaft even at a high torque at a load circuit, without resulting in an undesirably high torque reduction at the transmission output shaft.
  • the enlarged ratio is also useful when the torque of the electric machine to be transmitted to the transmission output shaft, for example when using the transmission in a motor vehicle, whereby an electric driving operation of the motor vehicle is made possible.
  • the increased ratio is additionally useful if, starting from the electric machine, a torque is applied to the gearbox.
  • Input shaft is transmitted, for example, in application for starting an internal combustion engine, which is connected to the transmission input shaft.
  • the enlarged translation causes the electrical machine can be smaller and thus easier to build.
  • the rotor is even at rotationally fixed fixing the first shaft of the main gearset to be able to assume a speed. This is a prerequisite for receiving and delivering mechanical power by the electric machine. This makes it possible for the electric machine to be able to absorb or dispense mechanical power even in those gears in which the first shaft of the main gearset is fixed in a rotationally fixed manner or has no appreciable rotational speed. This is particularly advantageous when using the transmission in a motor vehicle, since kinetic energy of the motor vehicle can be recuperated by the regenerative operation of the electric machine in each gear of the transmission. If an internal combustion engine is connected to the transmission input shaft, then the load point of the internal combustion engine can also be shifted by regenerative or motorized operation of the electric machine in each gear. The transmission thus enables an increase in efficiency of the motor vehicle.
  • a sun gear of the planetary gear set of vinradsatzes is a part of the first wave of the vinradsatzes.
  • a bridge of the planetary gear set of Rajradsatzes is a part of the second shaft of the whilradsatzes, and a ring gear of the planetary gear set of whradsatzes a part of the third wave of the beauradsatzes.
  • the planetary gear set of the additional gear set is designed as a minus wheel set
  • the web of the planetary gear set of the additional gear set is part of the second shaft of the sansradsatzes
  • the ring gear of the planetary gear set of whradsatzes is part of the first wave of the beautuses.
  • the invention is particularly easy to adapt to different transmission variants and available space conditions.
  • the order of the four shafts of the main gearset in the speed diagram is dependent on the manner which waves are assigned to which elements of the first and second planetary gearset of the main gearset, and which of the four shafts are interconnected. Examples are known in the prior art, but certain variants have been found to be particularly advantageous for the implementation in a transmission. These are particularly advantageous because of a geometrically favorable arrangement, because of a reduced component load and because of improved accessibility to switching elements.
  • the transmission input shaft via a first switching element with the fourth shaft of the main gearset and a second switching element with the second shaft of the main gearset is connectable.
  • the first shaft of the main gearset is rotatably fixed via a third switching element.
  • the second shaft of the main gearset is rotatably fixed via a fourth switching element.
  • a total of four powershift gears between the transmission input shaft and the transmission output shaft are formed.
  • a first forward speed between the transmission input shaft and the transmission output shaft is obtained by closing the first shift element and the fourth shift element, a second forward speed by closing the first shift element and the third shift element, a third forward speed by closing the first shift element and the second shift element , and a fourth forward speed by closing the third switching element and the second switching element.
  • the second and fourth switching element is preferably actuated by a double-acting actuator according to the first embodiment, while the first and third switching element is preferably actuated by two single-acting actuators.
  • the transmission input shaft via the first switching element with the first shaft of the main gearset and via the second switching element with the second shaft of the main gearset is connectable.
  • the first te wave of the main gearset is rotatably fixed via the third switching element.
  • the fourth wave can be fixed in terms of rotation via the fourth switching element.
  • the second embodiment also forms a total of four powershift gears between the transmission input shaft and the transmission output shaft.
  • a first forward speed between the transmission input shaft and the transmission output shaft is obtained by closing the fourth shift element and the first shift element, a second forward speed by closing the fourth shift element and the second shift element, a third forward speed by closing the second shift element and the first shift element , and a fourth forward speed by closing the second switching element and the third switching element.
  • the transmission may preferably be part of a hybrid drive train of a motor vehicle.
  • the hybrid powertrain also has an internal combustion engine in addition to the transmission.
  • the internal combustion engine is either directly or via a clutch connected to the transmission input shaft of the transmission, or connectable.
  • the motor vehicle can be driven both by the internal combustion engine and by the electric machine of the transmission.
  • the transmission to an additional electric machine, which is adapted to deliver on its rotor torque on the transmission input shaft and to start the internal combustion engine. This has the advantage that the internal combustion engine can be started by means of the additional electric machine, without influencing a simultaneous electric driving operation take in which the motor vehicle is driven solely by the electric machine of the transmission.
  • the electric machine is connected to a converter, via which the electric machine is connected to an energy store.
  • an energy store for this purpose, any form of energy storage is suitable, in particular electrochemical, electrostatic, hydraulic and mechanical energy storage.
  • the transmission may also be part of a drive train of an electric vehicle.
  • An electric vehicle is driven solely by one or more electric machines, and accordingly has no internal combustion engine.
  • a traction electric machine is connected. Due to the different gear ratios of the transmission, the traction electric machine can always be operated in an operating range with high efficiency, whereby the energy efficiency of the entire electric vehicle is improved.
  • Fig. 1 shows schematically a transmission according to a first embodiment of the invention.
  • Fig. 2 shows a speed diagram of the transmission according to the first embodiment.
  • Fig. 3 shows a circuit diagram of the transmission according to the first embodiment.
  • Fig. 4 shows schematically a transmission according to a first variant of the first embodiment of the invention.
  • Fig. 5 shows schematically a transmission according to a second variant of the first embodiment of the invention.
  • Fig. 6 shows schematically a transmission according to a third variant of the first embodiment of the invention.
  • Fig. 7 shows schematically a transmission according to a second embodiment of the invention.
  • Fig. 8 shows a speed diagram of the transmission according to the second embodiment.
  • Fig. 9 shows a circuit diagram of the transmission according to the second embodiment.
  • Fig. 10 shows schematically a transmission according to a first variant of the second embodiment of the invention.
  • Fig. 1 1 shows schematically a transmission according to a second variant of the second embodiment of the invention.
  • Fig. 12 shows schematically a transmission according to a third variant of the second embodiment of the invention.
  • Fig. 13 shows a hybrid powertrain of a motor vehicle.
  • Fig. 1 shows schematically a transmission G according to a first embodiment of the invention.
  • the transmission G has an additional gearset ZRS and a main gearset HRS.
  • the additional gear set ZRS has a planetary gear set P4, while the main gearset HRS has a first planetary gear set P1 and a second planetary gear set P2.
  • All planetary gear sets P1, P2, P4 are designed as minus wheelsets.
  • the representation of the transmission G essentially shows the connectable and connected elements of the transmission G.
  • the distances selected in the representation of the transmission G can not be used to deduce the transmission ratios.
  • a first wave W1 of the main gearset HRS is connected to a sun gear So-P1 of the first planetary gearset P1 of the main gearset HRS.
  • a second wave W2 of the main gearset HRS is connected to a web St-P1 of the first planetary gear set P1 and to a ring gear Ho-P2 of the second planetary gear set P2 of the main gearset HRS.
  • a third wave W3 of the main gearset HRS is connected to a ring gear Ho-P1 of the first planetary gear set P1 and to a web St-P2 of the second planetary gear set P2 of the main gearset HRS.
  • a fourth wave W4 of the main gearset HRS is connected to a sun So-P2 of the second planetary gearset P2 of the main gearset HRS.
  • the arrangement of the first, second, third and fourth wave W1, W2, W3, W4 of the main gearset HRS is determined in the speed plan, the order first , second, third, fourth wave W1, W2, W3, W4 whose order corresponds to the speed plan.
  • the third wave W3 of the main gearset HRS is connected to the transmission output shaft GW2.
  • the third wave W3 of the main gearset HRS may also be connected via an additional transmission gear to the transmission output shaft GW2.
  • the transmission input shaft GW1 can be connected via a first shift element A to the fourth shaft W4 of the main gearset HRS and via a second shift element E to the second shaft W2 of the main gearset HRS.
  • the first wave W1 of the Main gearset HRS is rotatably fixed via a third switching element C.
  • the second wave W2 of the main gearset HRS is rotatably fixed via a fourth switching element D.
  • D is therefore a firm connection with a transmission housing GG of the transmission G or with another rotatably fixed component of the transmission G produced.
  • the transmission G has an electric machine EM, wherein a stator S is non-rotatably connected to the transmission housing GG of the transmission G or with another non-rotatable component of the transmission G, so that the stator S can not assume any speed.
  • a rotatably mounted rotor R is connected to a sun So-P4 of the planetary gear P4 of relieveradsatzes ZRS.
  • the sun So-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of a first wave W1 P4 of relieveradsatzes ZRS.
  • a web St-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of a second wave W2P4 of waiveradsatzes ZRS and is connected to the first wave W1 of the main gearset HRS.
  • a ring gear Ho-P4 of the planetary gear P4 of relieveradsatzes ZRS is part of a third wave W3P4 of relieveradsatzes ZRS and is connected to the second shaft W2 of the main gearset HRS.
  • Fig. 2 shows a speed diagram of the first embodiment of the transmission G
  • Fig. 3 is a circuit diagram of the first embodiment of the transmission G is shown.
  • the rotational speeds of the four shafts W1, W2, W3, W4 of the main gearset HRS and of the rotor R are plotted in the vertical direction in relation to the rotational speed of the transmission input shaft GW1.
  • the maximum occurring speed of the transmission input shaft GW1 is normalized to the value one.
  • the distances between the four shafts W1, W2, W3, W4 of the main gearset HRS and the rotor R result from the stationary gear ratios of the first and second planetary gear sets P1, P2 of the main gearset HRS and the stationary gear ratio of the planetary gearset P4 of the additional gearset ZRS.
  • Speed ratios associated with a particular operating point can be connected by a straight line.
  • Fig. 3 shows a circuit diagram of the transmission G according to the first embodiment.
  • the closed circuit elements A, C, D, E are indicated in FIG. 3 by circles.
  • the shift pattern, the respective ratios of the individual gear ratios and the transition to be determined therefrom gearshift to the next higher gear are exemplified, the transmission G has such a spread of 9.6.
  • the translations result from the stationary gear ratios of the planetary P1, P2, P4. With sequential switching mode, double circuits or group circuits can be avoided since two adjacent gear stages share a switching element.
  • the gears of the transmission G are shown in the various lines of the wiring diagram. In a column of the circuit diagram is further indicated whether the electric machine EM in the respective gear is able to deliver mechanical power to the transmission output shaft GW2 or from this.
  • a total of four powershift gears are formed between the transmission input shaft GW1 and the transmission output shaft GW2.
  • a first forward gear 1 VM between the transmission input shaft GW1 and the transmission output shaft GW2 is obtained by closing the first shifting element A and the fourth shifting element D, a second forward speed 2VM closing the first shifting element A and the third shifting element C, a third forward speed 3VM by closing the first switching element A and the second switching element E, and a fourth forward speed 4VM closing the third switching element C and the second switching element E.
  • an electric gear 1 EM torque is transmitted solely from the electric machine EM to the transmission output shaft GW2, wherein all switching elements are open to the fourth switching element D, and thus no torque-carrying connection between the transmission input shaft GW1 and the transmission output shaft GW2 consists.
  • the electric gear 1 EM also serves as reverse gear, in which the electric machine EM is driven so that the rotor R assumes a negative speed, that is, a reverse rotation. On a separate reverse gear can thus be dispensed with.
  • the transmission input shaft GW1 torque is supplied.
  • the first switching element A and the fourth switching element D is closed, whereby the second wave W2 of the main gearset HRS is fixed rotationally fixed. If, in the first start mode, 1 S torque is applied to the transmission output shaft GW 2, then such power can be transmitted from the transmission output shaft GW 2 to the transmission input shaft GW 1.
  • the electric machine EM can also add power.
  • the first start mode 1 S can be used for towing start of the internal combustion engine VKM.
  • the second start mode 2S all switching elements are open except for the first switching element A.
  • the third shaft W3 of the main gearset HRS is thereby fixed in a rotationally fixed manner.
  • the electric machine EM power can be transmitted from the first shaft W1 P4 of the additional gearset ZRS to the transmission input shaft GW1 so as to start an internal combustion engine VKM connected to the transmission input shaft GW1.
  • Fig. 4 shows schematically a transmission G according to a first variant of the first embodiment of the invention.
  • gear G is the third wave W3P4 of waiveradsatzes ZRS instead of the second wave W2 of the main gearset HRS now connected to the third wave W3 of the main gearset HRS.
  • Fig. 5 shows schematically a transmission G according to a second variant of the first embodiment of the invention.
  • the first planetary gearset P1 of the main gearset HRS is designed as a negative gearset and the second planetary gearset P2 of the main gearset HRS as a plus gearset.
  • the first wave W1 of the main gearset HRS is connected to the sun So-P1 of the first planetary gear P1 of the main gearset HRS.
  • the second wave W2 of the main gearset HRS is connected to the web St-P1 of the first planetary gear set P1 and to the web St-P2 of the second planetary gear set P2 of the main gearset HRS.
  • the third wave W3 of the main gearset HRS is connected to the ring gear Ho-P1 of the first planetary gear set P1 and to the ring gear Ho-P2 of the second planetary gear set P2 of the main gearset HRS.
  • the fourth wave W4 of the main gearset HRS is connected to the sun So-P2 of the second planetary gearset P2 of the main gearset HRS.
  • the third shaft W3 is connected to the transmission output shaft GW2.
  • the ring gear Ho-P4 of the planetary gear P4 of the relieveradsatzes is part of the first wave W1 P4 of relieveradsatzes ZRS, and is so connected to the rotor R of the electric machine EM.
  • the web St-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of the second wave W2P4 of relieveradsatzes ZRS and is connected to the first wave W1 of the main gearset HRS.
  • the sun So-P4 of the planetary gearset P4 of relieveradsatzes ZRS is part of the third wave W3P4 of relieveradsatzes ZRS and is connected to the fourth wave W4 of the main gearset HRS.
  • This variant of the transmission G shown in FIG. 5 is particularly suitable for use in a motor vehicle with a drive train arranged transversely to the direction of travel.
  • Fig. 6 shows schematically a transmission G according to a third variant of the first embodiment of the invention.
  • the first and second planetary gear set P1, P2 of the main gearset HRS are designed as minus wheelset.
  • the first wave W1 of the main gearset HRS is connected to the sun gear So-P1 of the first planetary gear set P1 of the main gearset HRS and to the sun gear So-P2 of the second planetary gear set HRS.
  • tenradsatzes P2 of the main gearset HRS connected.
  • the second wave W2 of the main gearset HRS is connected to the web St-P2 of the second planetary gearset P2 of the main gearset HRS.
  • the third wave W3 of the main gearset HRS is connected to the web St-P1 of the first planetary gearset P1 of the main gearset HRS and to the ring gear Ho-P2 of the second planetary gearset P2 of the main gearset HRS.
  • the fourth wave W4 of the main gearset HRS is connected to the ring gear Ho-P1 of the first planetary gear P1 of the main gearset HRS.
  • the sun So-P4 of the planetary gear P4 of relieveradsatzes ZRS is part of the first wave W1 P4 of beauradsatzes ZRS and is connected to the rotor R.
  • the web St-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of the second wave W2P4 of relieveradsatzes ZRS and is connected to the first wave W1 of the main gearset HRS.
  • the ring gear Ho-P4 of the planetary gear P4 of relieveradsatzes ZRS is part of the third wave W3P4 of relieveradsatzes ZRS and is connected to the second shaft W2 of the main gearset HRS.
  • Fig. 7 shows schematically a transmission G according to a second embodiment of the invention.
  • the transmission input shaft GW1 via the first switching element A with the first wave W1 of the main gearset HRS connectable.
  • the transmission input shaft GW1 as well as in the first embodiment with the second wave W2 of the main gearset HRS connectable.
  • the fourth switching element D is in the second embodiment, the fourth wave W4 of the main gear HRS rotatably fixed.
  • the sun So-P1 of the first planetary gear P1 of the main gearset HRS is part of the fourth wave W4 of the main gearset HRS.
  • the web St-P1 of the first planetary gear P1 of the main gearset HRS and the ring gear Ho-P2 of second planetary gearset P2 of the main gearset HRS are components of the third wave W3 of the main gearset HRS.
  • the third wave W3 of the main gearset HRS is connected to the transmission output shaft GW2.
  • the ring gear Ho-P1 of the first planetary gearset P1 of the main gearset HRS and the web St-P2 of the second planetary gearset P2 of the main gearset HRS are components of the second shaft W2 of the main gearset HRS.
  • the sun So-P2 of the second planetary gearset P2 of the main gearset HRS is part of the first wave W1 of the main gearset HRS.
  • the ring gear Ho-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of the first wave W1 P4 of waiveradsatzes ZRS and is connected to the rotor R.
  • the web St-P4 of the planetary gear P4 of relieveradsatzes ZRS is part of the second wave W2P4 of relieveradsatzes ZRS and is connected to the first wave W1 of the main gearset HRS.
  • the sun So-P4 of the planetary gear P4 of relieveradsatzes ZRS is part of the third wave W3P4 of relieveradsatzes ZRS and is connected to the second wave W2 of the main gearset HRS.
  • Fig. 8 shows a speed diagram of the transmission G according to the second embodiment
  • Fig. 9 is a circuit diagram of the second embodiment of the transmission G is shown. The manner of representation is identical to the illustration of the first embodiment in FIGS. 2 and 3.
  • a total of four load-shiftable gears are formed between the transmission input shaft GW1 and the transmission output shaft GW2.
  • the first forward gear 1 VM between the transmission input shaft GW1 and the transmission output shaft GW2 is obtained by closing the fourth shift element D and the first shift element A, the second forward speed 2VM by closing the fourth shift element D and the second shift element E, the third forward speed 3VM by closing the second switching element E and the first switching element A, and the fourth forward gear 4VM by closing the third switching element C and the second switching element E.
  • the electric gear 1 EM In the electric gear 1 EM torque is transmitted solely from the electric machine EM to the transmission output shaft GW2, all switching elements are open except for the fourth switching element D and thus there is no torque-carrying connection between the transmission input shaft GW1 and the transmission output shaft GW2.
  • the electric gear 1 EM also serves as a reverse gear, in which the electric machine EM is controlled so that the rotor R assumes a negative speed, that is, a reverse rotation. On a separate reverse gear can thus be dispensed with.
  • the transmission input shaft GW1 torque is supplied.
  • the fourth switching element D and the first switching element A is closed, whereby the fourth wave W4 of the main gearset HRS is fixed against rotation.
  • 1 S torque is applied to the transmission output shaft GW 2
  • such power can be transmitted from the transmission output shaft GW 2 to the transmission input shaft GW 1.
  • the electric machine EM can also add power.
  • the first start mode 1 S can be used for towing start of the internal combustion engine VKM.
  • the second start mode 2S all switching elements are open except for the first switching element A.
  • Fig. 10 shows schematically a transmission G according to a first variant of the second embodiment of the invention.
  • the third shaft W3P4 of the additional gearset ZRS is now connected to the third shaft W3 of the main gearset HRS instead of the second shaft W2 of the main gearset HRS.
  • Fig. 1 1 shows schematically a transmission G according to a second variant of the second embodiment of the invention.
  • the first planetary gearset P1 of the main gearset HRS is designed as a plus-wheel set and the second planetary gearset P2 of the main gearset HRS as a minus-wheel set.
  • the sun So-P1 of the first planetary gear P1 of the main gearset HRS is part of the fourth wave W4 of the main gearset HRS.
  • the web St-P1 of the first planetary gearset P1 of the main gearset HRS and the web St-P2 of the second planetary gearset P2 of the main gearset HRS are components of the second wave W2 of the main gearset HRS.
  • the ring gear Ho-P1 of the first planetary gearset P1 of the main gearset HRS and the ring gear Ho-P2 of the second planetary gearset P2 of the main gearset HRS are components of the third wave W3 of the main gearset HRS.
  • the sun So-P2 of the second planetary gearset P2 of the main gearset HRS is part of the first wave W1 of the main gearset HRS.
  • the ring gear Ho-P4 of the planetary gear P4 of relieveradsatzes ZRS is part of the first wave W1 P4 of beauradsatzes ZRS and is connected to the rotor R.
  • the web St-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of the second wave W2P4 of relieveradsatzes ZRS and is connected to the first wave W1 of the main gearset HRS.
  • the sun So-P4 of the planetary gearset P4 of relieveradsatzes ZRS is part of the third wave W3P4 of relieveradficientes ZRS and is connected to the fourth wave W4 of the main gearset HRS.
  • FIG. 12 schematically shows a transmission G according to a third variant of the second embodiment of the invention, the structure of the main gearset HRS and the additional gearset ZRS corresponding to the embodiment in FIG. 6.
  • Fig. 13 shows schematically a hybrid powertrain of a motor vehicle.
  • the gear G contained therein corresponds to the first embodiment of the transmission G, which is to be regarded only as an example.
  • a rotatable rotor R2 of an auxiliary electric machine SG is connected to the transmission input shaft GW1, while the stator S2 of the auxiliary electric machine SG is non-rotatably connected to the transmission case GG of the transmission G or to another non-rotatable component of the transmission G.
  • an internal combustion engine VKM is connected to the transmission input shaft GW1.
  • the gearbox output shaft GW2 is connected to a transaxle AG.
  • the torque applied to the transmission output shaft GW2 is distributed to wheels W of the motor vehicle.
  • the stator S is supplied with electric power via an inverter INV.
  • the stator S supplies the inverter INV with electric power.
  • the inverter INV converts the DC voltage of a battery BAT into an AC voltage suitable for the electrical machine EM, and vice versa.
  • the additional electric machine SG can also be supplied with electrical power via the inverter INV.
  • the additional electric machine SG may also be connected to another power supply, for example to a low-voltage vehicle electrical system of the motor vehicle.

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  • 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)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une boîte de vitesses (G) comprenant un arbre d'entrée (GW1) et un arbre de sortie (GW2), un essieu monté principal (HRS), un essieu monté additionnel (ZRS), et une machine électrique (EM) équipée d'un rotor (R) et d'un stator (S), l'essieu monté principal (HRS) comprenant des premier et deuxième ensembles de roues planétaires (P1, P2) comportant au total quatre arbres (W1, W2, W3, W4) désignés dans l'ordre des vitesses de rotation par premier, deuxième, troisième et quatrième arbre, l'arbre d'entrée (GW1) pouvant être relié, par au moins un élément de commutation (A, E), à l'un au moins des quatre arbres (W1, W2, W3, W4) de l'essieu monté principal (HRS), le troisième arbre (W3) de l'essieu monté principal (HRS) étant relié à l'arbre de sortie (GW2), l'essieu monté additionnel (ZRS) comprenant un ensemble de roues planétaires (P4) comportant des premier, deuxième et troisième arbres (W1P4, W2P4, W3P4), le première arbre (W1P4) de l'essieu monté additionnel (ZRS) étant relié en permanence au rotor (R), et le deuxième arbre (à W2P4) de l'essieu monté additionnel (ZRS) étant relié en permanence au premier arbre (W1) de l'essieu monté principal (HRS), et le troisième arbre (W3P4) de l'essieu monté additionnel (ZRS) étant relié en permanence au deuxième, troisième ou quatrième arbre (W2, W3, W4) de l'essieu monté principal (HRS).
PCT/EP2014/073874 2013-12-06 2014-11-06 Boîte de vitesses, chaîne cinématique hybride et chaîne cinématique pour véhicule électrique WO2015082165A1 (fr)

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DE102014226708A1 (de) 2014-12-19 2016-06-23 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug
DE102014226699A1 (de) 2014-12-19 2016-06-23 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug
DE102015223026A1 (de) * 2015-11-23 2017-05-24 Avl List Gmbh Drehmomentübertragungsvorrichtung und Verfahren zum Betrieb einer Drehmomentübertragungsvorrichtung
DE102018001504A1 (de) * 2018-02-26 2019-08-29 Daimler Ag Getriebeeinrichtung für ein Kraftfahrzeug, insbesondere für einen Kraftwagen

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DE102006044894A1 (de) * 2006-09-22 2008-04-03 General Motors Corp., Detroit Elektrisch verstellbares Getriebe mit zwei Betriebsarten und gleichem Leistungsvermögen bei Vorwärts- und Rückwärtsbetriebsarten mit Eingangsverzweigung
DE102008051305A1 (de) * 2007-10-11 2009-12-24 GM Global Technology Operations, Inc., Detroit Hybridantriebsstrang mit einem einzigen in einem Automatikgetriebe integrierten Elektromotor
DE102012212257A1 (de) * 2011-09-27 2013-03-28 Zf Friedrichshafen Ag Planetengetriebe
DE102012201377A1 (de) * 2012-01-31 2013-08-01 Zf Friedrichshafen Ag Hybridantriebsstrang für ein Kraftfahrzeug

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US20070184927A1 (en) * 2006-02-06 2007-08-09 Sung-Tae Cho Power train for hybrid electronic vehicles and method of controlling the same
DE102006044894A1 (de) * 2006-09-22 2008-04-03 General Motors Corp., Detroit Elektrisch verstellbares Getriebe mit zwei Betriebsarten und gleichem Leistungsvermögen bei Vorwärts- und Rückwärtsbetriebsarten mit Eingangsverzweigung
DE102008051305A1 (de) * 2007-10-11 2009-12-24 GM Global Technology Operations, Inc., Detroit Hybridantriebsstrang mit einem einzigen in einem Automatikgetriebe integrierten Elektromotor
DE102012212257A1 (de) * 2011-09-27 2013-03-28 Zf Friedrichshafen Ag Planetengetriebe
DE102012201377A1 (de) * 2012-01-31 2013-08-01 Zf Friedrichshafen Ag Hybridantriebsstrang für ein Kraftfahrzeug

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