WO2015090824A1 - 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
WO2015090824A1
WO2015090824A1 PCT/EP2014/075093 EP2014075093W WO2015090824A1 WO 2015090824 A1 WO2015090824 A1 WO 2015090824A1 EP 2014075093 W EP2014075093 W EP 2014075093W WO 2015090824 A1 WO2015090824 A1 WO 2015090824A1
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WO
WIPO (PCT)
Prior art keywords
shaft
transmission
hrs
switching element
main gearset
Prior art date
Application number
PCT/EP2014/075093
Other languages
German (de)
English (en)
Inventor
Peter Ziemer
Raffael Kuberczyk
Christian Sibla
Andreas Beisswenger
Eckehard MÜNCH
Original Assignee
Zf Friedrichshafen Ag
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Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2015090824A1 publication Critical patent/WO2015090824A1/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
    • B60K6/42—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
    • B60K6/22—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
    • B60K6/50—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
    • B60K6/42—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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four 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
    • F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
    • 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 having 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 transmission has at least one power path between the transmission input shaft and the main gear, wherein the main gearset having a first and a second planetary gear set with a total of four in speed order as the first, second, third and fourth waves, the at least one power path via at least one switching element with at least one of the four shafts of the main gear is connectable, wherein the third shaft the main gearset is connected to the transmission output shaft, and wherein the auxiliary gearset includes a planetary gear set having first, second and third shafts, the first shaft of the auxiliary gearset being 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.
  • 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 amidradsatz has a planetary gear set with a total of three designated as first, second, and third wave waves.
  • the first shaft of formeradsatzes is permanently connected to the rotor.
  • the third shaft of the main gearset is connected to the transmission output shaft.
  • 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 Number of free waves are not over defines the visual appearance of the transmission, but via its kinematics.
  • 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 via at least one switching element with at least one of the four shafts of the main gear is connectable.
  • the at least one power path can be connected via two switching elements to two of the four shafts of the main gearset. By closing one of the switching elements thus a rotationally fixed connection between the at least one power path 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.
  • at least one power path is meant that the transmission has one or more power paths between the transmission input shaft and the main gearset.
  • 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 both as an internal combustion engine and as be formed electrical machine.
  • the transmission output shaft serves as
  • 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 made 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 second shaft of the rectified problemses is constantly connected to the second shaft of the main gearset.
  • the third wave of beauradsatzes is connected via a first additional switching element with the fourth shaft of the main gearset and a second additional switching element with the third shaft of the main gearset.
  • either the first additional switching element or the second additional switching element is closed.
  • a switching phase between the first and second auxiliary switching element at first one of the additional switching elements is opened, and only then the other additional switching element is closed. During this switching phase, therefore, neither of the two additional switching elements is closed at short notice.
  • the position of the first wave of vinunatomouses in the speed plan is selectively influenced.
  • the third shaft of the additional gearset is connected to the fourth shaft of the Main gearset connected. This case is referred to below as the first operating state.
  • the third shaft of the toastradsatzes is connected to the third shaft of the main gearset. This case is referred to below as the second operating state.
  • the position of the first shaft of the relieveradsatzes changes in the speed plan compared to the first operating state.
  • the ratio of the first shaft of acuteradsatzes to the second shaft of the main gearset is greater in the first operating state than in the second operating state.
  • the torque to be applied during the switching operation of the rotor is reduced, whereby the electric machine can be made smaller and lighter.
  • 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 when transmitting torque from the electric machine to the transmission input shaft, for example when used to start an internal combustion engine connected to the transmission input shaft.
  • the enlarged translation causes the electrical machine can be smaller and thus easier to build.
  • the arrangement according to the invention also ensures that the rotor is able to do so even with a rotationally fixed fixing of one of the shafts of the main gearset to assume a speed.
  • the assumption of a speed 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, for example, 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 be shifted by regenerative or engine operation of the electric machine in each gear. The transmission thus enables an increase in efficiency of the motor vehicle.
  • the ratio of the first shaft of acuteradsatzes to the second shaft of the main gearset is smaller in the second operating state than in the first operating state.
  • the rotational speed of the rotor of the electric machine which is connected to the first shaft of the sansradsatzes, are selectively reduced in selected gears.
  • low gears with a high transmission ratio between the transmission input shaft and the transmission output shaft, the speed difference between the four shafts of the main gear and the rotor is comparatively low.
  • high gears with a low transmission ratio between the transmission input shaft and the transmission output shaft, the speed difference between the four shafts of the main gearset and the rotor is significantly higher. In high gears, it may thus happen depending on the assignment of the switching elements to the waves of the main gearset and depending on the stationary gear ratio of the planetary gear sets that the limit speed of the rotor is reached.
  • the ratio of the first shaft of the Rajradsatzes can be selectively influenced to the second shaft of the main gear, so no compromise must be made in terms of the advantage of improved load switching behavior in low gears and the speed limit of the rotor in high gears.
  • a sun gear of the planetary gear set of soirradsatzes is a part of the first wave of the beautuses.
  • the planetary gearset of vinradsatzes is designed as minus wheelset
  • a bridge of the planetary gear set of Rajradsatzes is a part of the second shaft of the whilradsatzes
  • a ring gear of the planetary gear set of whradsatzes a part of the third wave of the beautuses.
  • the invention is therefore particularly easy to adapt to different transmission variants and available space conditions.
  • the two additional switching elements are preferably actuated by a double-acting actuator. This reduces both the assembly costs and the manufacturing cost of the transmission.
  • the stationary gear ratios of the planetary gearset of Rajradsatzes and the first and second planetary gearset of the main gearset are chosen so that the first shaft of the main gearset is in the speed plan in the first operating state between the first shaft of the sansradsatzes and the second shaft of the main gearset.
  • the stationary gear ratios of the planetary gearset of soirradsatzes and the planetary gear sets of the main gearset are chosen such that the first wave of the sansradsatzes is in the speed plan in the second operating state between the first and second shaft of the main gearset.
  • three of the four shafts of the main gearset rotate in the same direction of rotation as the transmission output shaft.
  • the remaining wave of the four shafts of the main gearset either rotates in the same direction as the other waves of the main gearset or has no direction of rotation by the remaining shaft is set switchable rotatably.
  • all four shafts of the main gear rotate in the same direction of rotation, unless one of the four waves is fixed by a switching element and thus has no speed, and thus no direction of rotation. There is thus no difference in the direction of rotation between the four shafts of the main gearset.
  • connection of the rotor to the additional gearset and the main gearset is chosen so that the first shaft of the formeradsatzes in the speed plan in the second operating state between the first and the second shaft of the main gearset, so it comes between the four waves of the main gear and the rotor to none rotation reversal.
  • the rotor is thus always operated at a speed greater than zero except for a reverse gear realized by reverse rotation of the rotor. Since electrical machines are usually controlled or regulated by the rotor speed, a zero crossing of the speed at a dynamic change of direction represents a considerable overhead in its control or regulation.
  • a sun gear of the first planetary gearset of the main gearset is part of the first shaft of the main gearset.
  • a web of the first planetary gear set and a ring gear of the second planetary gear set of the main gearset is part of the second shaft of the main gearset.
  • a ring gear of the first planetary gear set and a web of the second planetary gear set are components of the third wave of the main gearset.
  • a sun gear of the second planetary gear set of the main gearset is part of the fourth wave of the main gearset.
  • a sun gear of the planetary gear set of sansradsatzes is an example of part of the first wave of vinunficientes.
  • a bridge of the planetary gear set of Rajradsatzes is part of the second shaft of the sansradsatzes, and a ring gear of the planetary gear set of Rajradsatzes is part of the third wave of the beaumures. All planetary gear sets are designed as minus wheelsets.
  • the first wave of beautunas in the speed plan is only then between the first and second shafts of the main gearset when the amount of the stationary gear ratio of the planetary gearset of the sansradsatzes is smaller than the amount of the stationary gear ratio of the first planetary gearset of the main gearset.
  • 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 components 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 first shaft of the main gearset is connected to a sun gear of the first planetary gear set of the main gearset.
  • the second shaft of the main gearset is connected to a web of the first planetary gear set and a ring gear of the second planetary gear set of the main gearset.
  • the third wave of the main gearset is connected to a ring gear of the first planetary gear set and to a land of the second planetary gear set of the main gearset.
  • the fourth shaft of the main gearset is connected to a sun gear of the second planetary gear set of the main gearset.
  • First and second planetary gear set are designed as minus wheelsets.
  • the second additional shifting element is preferably closed in the fifth to eighth forward gear.
  • the ratio between the first shaft of beautibies and the second shaft of the main gearset is reduced.
  • the first additional switching element is preferably closed. In the first and second forward gear, the speed difference between the four shafts of the main gear is relatively low.
  • the transmission according to the invention is preferably designed as a power shiftable eight-speed transmission.
  • This eight-speed transmission has a first power path and a second power path between the transmission input shaft and the Main gearset on.
  • First and second power path have a different gear ratio to the transmission input shaft.
  • the first power path is connectable via a first switching element to the fourth shaft of the main gearset and via a second switching element to the second shaft of the main gearset.
  • the second power path is connectable via a third switching element with the first shaft of the main gearset and a fourth switching element with the second shaft of the main gearset.
  • the first wave of the main gearset is rotatably fixed by a fifth switching element.
  • the fourth wave of the main gearset is rotationally fixed by a sixth switching element.
  • a first forward speed results from closing the third switching element and the sixth switching element.
  • a second forward speed results from closing the fourth switching element and the sixth switching element.
  • a third forward speed results from closing the third switching element and the fourth switching element.
  • a fourth forward speed is achieved by closing the fourth switching element and the first switching element.
  • a fifth forward speed results from closing the third switching element and the first switching element.
  • a sixth forward speed results from closing the second switching element and the first switching element.
  • a seventh forward speed results from closing the third switching element and the second switching element.
  • An eighth forward speed results from closing the fifth shift element and the second shift element.
  • Switching between the first and second additional switching element is particularly advantageous in the third forward gear, since the four shafts of the main gearset have the same speed when the third and fourth switching element is closed. A otherwise required when switching between the two additional switching elements synchronization of the waves involved eliminates this in a simple way.
  • two switching elements in each case can be actuated by a double-acting actuator.
  • Third and fifth switching element can be actuated via a first double-acting actuator.
  • Second and fourth switching element can be actuated via a second double-acting actuator.
  • First and sixth switching element can be actuated via a third double-acting actuator.
  • Each of the three double-acting actuators can assume three states. In a first switching state of the double-acting actuator, the first switching element assigned to the actuator is in a closed position, while the second switching element assigned to the actuator assumes an open position. In a second switching state of the actuator, the second switching element associated with the actuator is in a closed position, while the first switching element assigned to the actuator assumes an open position. In a third switching state, both switching elements assigned to the actuator assume the open position.
  • 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 hybrid powertrain on an additional electric machine, which is adapted to deliver a torque on the crankshaft of the internal combustion engine via its rotor and thus to start the internal combustion engine.
  • This has the advantage that the internal combustion engine by means of the Zu- set electric machine can be started without taking influence on a simultaneous electric driving operation, in which the motor vehicle is driven solely by the electric machine of the transmission.
  • the hybrid drive train has a clutch between the transmission and the internal combustion engine and an additional electric machine, then the auxiliary electric machine is preferably arranged in the power flow between the internal combustion engine and the clutch.
  • the coupling may have a variable transmission capability.
  • 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.
  • Fig. 2 shows a speed plan of the transmission.
  • Fig. 3 shows a circuit diagram of the transmission.
  • Fig. 4 shows a hybrid powertrain of a motor vehicle.
  • the same parts are provided with the same reference numerals or the same component names, wherein the disclosures contained in the entire description can be mutatis mutandis to the same parts with the same reference numerals or component names.
  • Fig. 1 shows schematically a transmission G according to a first embodiment of the invention.
  • the transmission G has a transfer gearset VRS, a supplementary gearset ZRS and a main gearset HRS.
  • the transfer gearset VRS has a planetary gearset P3 and the additional gearset ZRS has a planetary gearset P4, while the main gearset HRS has a first planetary gearset P1 and a second planetary gearset P2. All planetary gear sets P1, P2, P3, 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 transmission input shaft GW1 is connected to a sun So-P3 of the planetary gear set P3 of the VRS, while a ring gear Ho-P3 of the planetary gear set P3 of the VRS rotation with the gear housing GG of the transmission G, or with another rotatably fixed component of the transmission G is connected.
  • first and second power paths L1, L2 are formed with power from the transmission input shaft GW1 to both of the first power path L1 and the second power path L2
  • Main gearset HRS can be transmitted.
  • the second power path L2 forwards a changed compared to the rotational speed of the transmission input shaft GW1 speed to the main gearset HRS by the speed at the transmission input shaft GW1 by the ratio between the sun So-P3 and a web St-P3 of the planetary gear P3 of the VRS is translated.
  • the first power path L1 forwards the speed of the transmission input shaft GW1 without translation to the main gearset HRS.
  • the sun wheel So-P3 of the tarpaulin tenradsatzes P3 of the transfer gearset VRS is part of a first wave W1 VS of the transfer gearset VRS, which is connected to the transmission input shaft GW1.
  • the web St-P3 of the planetary gearset P3 of the VRS is part of a second wave W2VS of the VRS. That component on which the ring gear Ho-P3 of the planetary gearset P3 of the transfer gearset VRS is supported is referred to below as the third shaft W3VS of the transfer gearset VRS.
  • 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 shaft W3 is connected to a transmission output shaft GW2.
  • the third wave W3 may also be connected via an additional transmission gear to the transmission output shaft GW2.
  • the sun So-P2 of the second planetary gearset P2 of the main gearset HRS has two separate parts. This allows the connection of the transmission output shaft GW2 with the third shaft W3 of the main gearset HRS, which is arranged between the two parts of the sun So-P2.
  • the speed ratios are of course the same on both parts of the sun So-P2.
  • both parts of the sun So-P2 are referred to as part of the same wave, specifically the fourth wave W4 of the main gearset HRS.
  • the sun So-P2 of the second planetary gearset P2 of the main gearset HRS also be made in one piece, for example, in the case of using the transmission in the motor vehicle in a transversely arranged to the direction of driveline, wherein the transmission has an axially parallel output in this case.
  • the first power path L1 can be connected via a first switching element A to the fourth shaft W4 of the main gearset HRS and via a second switching element E to the second shaft W2 of the main gearset HRS.
  • the second power path L2 can be connected via a third switching element B to the first shaft W1 of the main gearset HRS and via a fourth switching element D to the second shaft W2 of the main gearset HRS.
  • the first wave W1 of the main gearset HRS is connectable by a fifth shift element C to the transmission housing GG of the transmission G, or to another non-rotatable component of the transmission G, so that the first shaft W1 of the main gearset HRS can not assume a rotational speed when the fifth shift element C is closed.
  • the fourth wave W4 of the main gearset HRS is in the same way by a sixth switching element F rotatably fixed by the fourth shaft W4 is connected by the sixth switching element F to the transmission housing GG.
  • Two switching elements in each case can be actuated by a double-acting actuator.
  • Third and fifth switching element B, C can be actuated via a first double-acting actuator.
  • Second and fourth switching element E, D can be actuated via a second double-acting actuator.
  • First and sixth switching element A, F can be actuated via a third double-acting actuator.
  • 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 waiveradsatzes ZRS.
  • a web St-P4 of the planetary gear set P4 of the additional gear set ZRS is part of a second wave W2P4 of the additional wheel set ZRS.
  • the second shaft W2P4 of the additional gearset ZRS is connected to the second shaft W2 of the main gearset HRS.
  • a ring gear Ho-P4 of the planetary gear P4 of waiveradsatzes ZRS is part of a third wave W3P4 of relieveradsatzes ZRS.
  • the third wave W3P4 of relieveradsatzes ZRS is connectable via a first additional switching element U with the fourth wave W4 of the main gearset HRS and a second additional switching element V with the third wave W3 of the main gearset HRS.
  • Fig. 2 shows a speed diagram of the transmission G
  • Fig. 3 is a circuit diagram of the transmission G is shown.
  • the rotational speeds of the four shafts W1, W2, W3, W4 of the main gearset HRS and the first shaft W1 P4 of the additional gearset ZRS are plotted in the vertical direction in relation to the rotational speed n of the transmission input shaft GW1.
  • a maximum occurring speed n of the transmission input shaft GW1 is normalized to the value one.
  • the first additional switching element U is closed, the first shaft W1 of the main gearset HRS is located in the speed diagram between the first shaft W1 P4 of the additional gearset ZRS and the second shaft W2 of the main gearset HRS. If the second additional switching element V is closed, the first shaft W1 P4 of the additional gearset ZRS is located between the first shaft W1 of the main gearset HRS and the second shaft W2 of the main gearset HRS.
  • connected shafts rotate at the same speed.
  • such connected shafts may be shown horizontally separated from one another in the speed plan, for example in order to better illustrate the speed transmission from the transfer gearset VRS via the first or second power path L1, L2 to the main gearset HRS. borrowed.
  • the selected in the speed schedule horizontal distance between the connected waves is arbitrary.
  • the translation between such connected waves is of course the value one, regardless of the horizontal distance selected in the speed plan.
  • Fig. 3 shows a circuit diagram of the transmission G according to the first embodiment.
  • the closed circuit elements A, B, C, D, E, F and additional switching elements U, V are indicated in Fig. 3 by circles.
  • the shift pattern, the respective ratios of the individual gear ratios and the gear ratios to be determined from the next higher gear can be exemplified, the transmission G has such a spread of 10.1.
  • the translations result from the stationary gear ratios of the planetary P1, P2, P3, 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 first forward gear 1 VM between the transmission input shaft GW1 and the transmission output shaft GW2 is obtained by closing the third shift element B and the sixth shift element F, a second forward speed 2VM by closing the fourth shift element D and the sixth shift element F, a third Forward gear 3VM by closing the third switching element B and the fourth switching element D, a fourth forward gear 4VM by closing the fourth
  • Switching element D and the first switching element A a fifth forward speed 5VM by closing the third switching element B and the first switching element A, a sixth forward gear 6VM by closing the second switching element E and the first switching element A, a seventh forward gear 7VM by closing the third switching element B. and the eighth forward speed 8VM by closing the fifth shift element C and the second shift element E.
  • first electric gear 1 EM torque is transmitted solely from the electric machine EM to the transmission output shaft GW2, wherein the first, second, third, fourth switching element A, E, B, D is open and thus no torque-carrying connection between the transmission Input shaft GW1 and the transmission output shaft GW2 consists.
  • the first additional switching element U and the sixth switching element F are closed.
  • the fifth switching element C is open.
  • the second additional switching element V is closed.
  • the transmission input shaft GW1 torque is supplied, depending on the position of the sixth switching element F torque exclusively from the electric machine EM or from the transmission output shaft GW2 the transmission input shaft GW1 can be fed. If the sixth shifting element F is closed and the electric machine EM does not release any torque, the transmission input shaft GW1 can also be supplied with torque exclusively from the transmission output shaft GW2. This is particularly relevant when using the transmission G in the motor vehicle, in order to start such a connected to the transmission input shaft GW1 internal combustion engine VKM. If in this case the sixth shift element F is open, then the transmission output shaft GW2 must be locked in rotation by a parking brake. The first additional switching element U is closed.
  • the second and the fourth wave W2, W4 of the main gearset HRS each form a differential shaft, while the third wave W3 of the main gearset HRS represents a sum wave.
  • the fourth switching element D remains closed.
  • the sixth switching element F is opened, then the third switching element B is closed. If the sixth switching element F designed as a claw-switching element, the sixth switching element F must be made largely free of torque before opening, so that the sixth switching element F no or only transmits a small torque. This load release of the sixth switching element F is effected by a regenerative torque of the electric machine EM.
  • a generator torque is now applied by the electric machine EM in order to achieve a rotational speed synchronization between the second shaft W2VS of the transfer gearset VRS and the first shaft W1 of the main gearset HRS.
  • the first additional switching element U is closed. Either in the third or in the fourth forward gear 3VM, 4VM, the first additional switching element U is opened and the second additional switching element V is opened. closed, or vice versa. In the fifth to eighth forward speed 5VM-8VM, the second additional switching element V is closed.
  • FIG. 4 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. Starting from the axle drive AG, the torque applied to the transmission output shaft GW2 is distributed to wheels W of the motor vehicle.
  • the stator S In the engine operation of the electric machine EM, the stator S is supplied with electric power via an inverter INV. In generator operation of the electric machine EM, the stator S supplies the inverter INV with electric power. In this case, 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. Alternatively, 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)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une boîte de vitesses (G) comprenant un arbre d'entrée de boîte de vitesses (GW1) et un arbre de sortie de boîte de vitesses (GW2), un jeu de roues principal (HRS), un jeu de roues supplémentaire (ZRS) et une machine électrique (EM) munie d'un rotor (R) et d'un stator (S). La boîte de vitesses (G) possède au moins un chemin de puissance (L1, L2) entre l'arbre d'entrée de boîte de vitesses (GW1) et le jeu de roues principal (HRS) et le jeu de roues principal (HRS) possède un premier et un deuxième jeu de roues planétaires (P1, P2) dotés d'un total de quatre arbres (W1, W2, W3, W4) appelés premier, deuxième, troisième et quatrième arbre dans l'ordre des vitesses de rotation. Ledit chemin de puissance (L1, L2) peut être relié par le biais d'au moins un élément de changement de rapport (A, B, D, E) à au moins l'un des quatre arbres (W1, W2, W3, W4) du jeu de roues principal (HRS) et le troisième arbre (W3) du jeu de roues principal (HRS) est relié à l'arbre de sortie de boîte de vitesses (GW2). Le jeu de roues supplémentaire (ZRS) possède un jeu de roues planétaires (P4) doté d'un premier, d'un deuxième et d'un troisième arbre (W1P4, W2P4, W3P4), le premier arbre (W1P4) du jeu de roues supplémentaire (ZRS) est relié en permanence au rotor (R) et le deuxième arbre (W2P4) du jeu de roues supplémentaire (ZRS) est relié en permanence au deuxième arbre (W2) du jeu de roues principal (HRS). Le troisième arbre (W3P4) du jeu de roues supplémentaire (ZRS) peut être relié au quatrième arbre (W4) du jeu de roues principal (HRS) par le biais d'un premier élément de changement de rapport supplémentaire (U) et au troisième arbre (W3) du jeu de roues principal (HRS) par le biais d'un deuxième élément de changement de rapport supplémentaire (V). Le premier élément de changement de rapport supplémentaire (U) ou le deuxième élément de changement de rapport supplémentaire (V) est fermé.
PCT/EP2014/075093 2013-12-20 2014-11-20 Boîte de vitesses, chaîne cinématique hybride et chaîne cinématique pour véhicule électrique WO2015090824A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004042007A1 (de) * 2004-08-31 2006-03-02 Daimlerchrysler Ag Leistungsverzweigtes Getriebe für ein Hybridfahrzeug
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
DE102012201377A1 (de) * 2012-01-31 2013-08-01 Zf Friedrichshafen Ag Hybridantriebsstrang für ein Kraftfahrzeug

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004042007A1 (de) * 2004-08-31 2006-03-02 Daimlerchrysler Ag Leistungsverzweigtes Getriebe für ein Hybridfahrzeug
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
DE102012201377A1 (de) * 2012-01-31 2013-08-01 Zf Friedrichshafen Ag Hybridantriebsstrang für ein Kraftfahrzeug

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