WO2015090832A1 - 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
WO2015090832A1
WO2015090832A1 PCT/EP2014/075110 EP2014075110W WO2015090832A1 WO 2015090832 A1 WO2015090832 A1 WO 2015090832A1 EP 2014075110 W EP2014075110 W EP 2014075110W WO 2015090832 A1 WO2015090832 A1 WO 2015090832A1
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WO
WIPO (PCT)
Prior art keywords
shaft
hrs
zrs
zusatzradsatzes
transmission
Prior art date
Application number
PCT/EP2014/075110
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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Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2015090832A1 publication Critical patent/WO2015090832A1/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 gear is connected to the transmission output shaft, and wherein the toastradsatz has a planetary gear set with a first, second and third shaft.
  • 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 in selected gears.
  • the object is solved by the features of patent claim 1, wherein advantageous embodiments of the dependent claims, the description and from the figures.
  • 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 third shaft of the main gearset is connected to the transmission output shaft.
  • the astaradsatz has a planetary gear set with a total of three designated as first, second, and third wave waves.
  • 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: In each of the gears of a two-bridge four-shaft transmission, two of the shifting elements connected to elements of the two-bridge four-shaft transmission must be used
  • the graphical representation of the kinematics of the transmission is usually a speed plan of the transmission used, for example, the known from the Gauge Kutzbach plan.
  • 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 be designed both as an internal combustion engine and as an electrical machine.
  • the transmission output shaft serves as
  • a shaft is not exclusively to be understood as meaning, for example, a cylindrical, rotatably mounted machine element for transmitting torques, but rather also as meaning general connecting elements which connect individual components or elements to one another, in particular special connecting elements that connect a plurality of elements rotationally fixed to each other.
  • 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 arranged in a motor operation to electrical energy into mechanical energy in the form of speed and torque to convert mechanical energy into electrical energy in the form of current and voltage in a generator operation.
  • 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 when using claw switching elements is that the switching element to be dissolved before loosening in an at least virtually no-load condition is performed.
  • 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.
  • a torque is applied by the electric machine to that shaft, with which the switching element to be released establishes a connection.
  • the first shaft of the rectifsatzes is constantly connected to the rotor.
  • the second shaft of beautuses is connectable via a first additional switching element with the second or third shaft of the main gearset. If the second shaft of the sansradsatzes connectable via the first additional switching element with the second shaft of the main gearset, the third or fourth wave of the main gearset with the third wave of the sansradsatzes is constantly connected. If the second shaft of the sansradsatzes connectable via the first additional switching element with the third shaft of the main gearset, the fourth wave of the main gearset with the third wave of beauradsatzes is constantly connected.
  • the first shaft of the main gearset can be connected to the rotor via a second additional switching element.
  • 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 rotor in the speed plan is selectively influenced. If the first additional switching element is closed and the second additional switching element is open, the second shaft of the additional gear set is connected to the second or third shaft of the main gearset. This case is referred to below as the first operating state. If the second additional switching element is closed and the first additional switching element is open, then the rotor is connected to the first shaft of the main gearset. This case is referred to below as the second operating state. In the second operating state, the position of the rotor changes in the speed plan compared to the first operating state. The rotor and the first shaft of the main gearset have the same speed in the second operating state.
  • the ratio of rotor to the second shaft of the main gearset is greater in the first operating state than in the second operating state, provided that the stationary gear ratio of the planetary gear set of sansradsatzes is selected accordingly.
  • 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 rotor In the second operating state, the rotor is connected via the second additional switching element directly to the first shaft of the main gearset.
  • the ratio of rotor to the second shaft of the main gearset is smaller in the second operating state than in first operating condition, if the stationary gear ratio of the planetary gear set of sansradsatzes is selected so that the first shaft of the Hauptradsatzes in the speed diagram between the first shaft of the sansradsatzes and the second shaft of the main gearset is closed when the first additional switching element.
  • the speed of the rotor can be selectively reduced in selected gears. In 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 gearset is comparatively low.
  • the speed difference between the four shafts of the main gearset is significantly higher. In high gears, it may happen in the first operating state, 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 rotor to the second shaft of the main gearset can be selectively influenced so that no compromise must be made in terms of the advantage of improved load switching behavior at low gears and the speed limit of the rotor in high gears.
  • an exemplary embodiment is set forth for a design of the stationary gear ratio of the planetary gear set of Rajradsatzes.
  • 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 beautus is an example of part of the first wave of vintenradsatzes.
  • a bridge of the planetary gear set of regradsatzes is part of the second shaft of regradficientes, and a ring gear of the planetary gear set of whradsatzes is part of the third wave of vinmurmures. All planetary gear sets are designed as minus wheelsets.
  • the third shaft of the beautunized body of the main gearset connected to the third shaft of the main gearset, and the first shaft of the beauradsatzes is connected to the rotor, and the second shaft of the beauradsatzes connected via the closed first additional switching element with the second shaft of the main gearset,
  • the first wave of the main gearset is only in the speed diagram between the rotor and the second shaft of the main gear when the amount of stationary gear ratio of the planetary gearset of sansradsatzes is greater than the amount of stationary gear ratio of the first planetary gearset of the main gearset.
  • the position of the rotor in the speed diagram depends on the stationary gear ratio of soirradsatzes and the stationary gear ratios of the two planetary gear sets of the main gearset. If the first shaft of the main gearset in this arrangement in the speed diagram between the rotor and the second shaft of the main gearset, the amount of stationary gear ratio of the Planetenradsatzes foiradsatzes must be greater than the increased by the value of one amount of stationary gear ratio of the first planetary gear set the main gearset, this sum must be divided by the amount of stationary gear ratio of the second planetary gear set of the main gear.
  • 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 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 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 fourth to eighth forward gear.
  • the ratio between the rotor and the second shaft of the main gearset is reduced.
  • the first additional switching element is preferably closed. In the first and second forward gears, the speed difference between the four shafts of the main wheel set 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.
  • 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 is achieved by 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. An 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 can be started by means of the additional electric machine, without having to influence 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 clutch may have a variable torque 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 according to a first embodiment of the invention.
  • Fig. 2 shows a speed plan of the transmission.
  • Fig. 3 shows a circuit diagram of the transmission.
  • Fig. 4 shows schematically a transmission according to a second embodiment of the invention.
  • Fig. 5 shows schematically a transmission according to a third embodiment of the invention.
  • Fig. 6 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 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 So-P3 of the planetary gearset P3 of the VRS is part of a first wave W1 P3 of the transfer gear 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 W2P3 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 W3P3 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 provided with a ring gear Ho-P1 of the first planetary gear set P1 and with 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 gear set P2 of the main gearset HRS can also be made in one piece, for example, in the event of use of the transmission in the motor vehicle in a direction transverse to the drive train, the transmission in this case has an axially parallel output.
  • the first power path L1 is 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 connectable.
  • 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 a fifth
  • 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 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 gearset P4 of waiveradsatzes ZRS is part of a second wave W2P4 of waiveradsatzes ZRS and is connected via a first additional switching element U with the second wave W2 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 third wave W3 of the main gearset HRS.
  • the rotor R can be connected via a second additional switching element V to the first shaft W1 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 of the rotor R 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 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 P1, P2 of the main gearset HRS and the stationary gear ratio of the planetary gearset P4 of relieveradsatzes ZRS.
  • Speed ratios associated with a particular operating point can be connected by a straight line.
  • 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 rotor R and the second shaft W2 of the main gearset HRS. If the second additional switching element V is closed, the rotor R is connected to the first shaft W1 of the main gearset HRS, so that the rotor R and the first shaft W1 of the main gearset HRS have the same position in the speed diagram.
  • Fig. 3 shows a circuit diagram of the transmission G.
  • 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 shifting element B and the sixth shifting element F, a second forward speed 2VM Closing the fourth shift element D and the sixth shift element F, a third forward gear 3VM by closing the third shift element B and the fourth shift element D, a fourth forward speed 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.
  • the first additional switching element U is closed.
  • the second additional switching element V is closed.
  • the third forward gear 3VM is switched between the first and second additional switching element U, V.
  • 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 and fourth switching element A, E, B, D is opened 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 is closed.
  • 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 shift element F is closed and the electric machine EM does not release any torque, then the transmission input shaft GW1 torque can also be supplied exclusively by the transmission output shaft GW2. This is particularly relevant in the use of the transmission G in the motor vehicle to such a to to start the transmission input shaft GW1 connected internal combustion engine VKM. If in this case the sixth shift element F is open, then the transmission output shaft GW2 must be fixed against 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.
  • Fig. 4 shows schematically a second embodiment of the transmission G.
  • the third wave W3P4 of waiveradsatzes ZRS in the second embodiment is no longer connected to the third wave W3 of the main gearset HRS. Instead, the third wave W3P4 of the additional gearset ZRS in the second embodiment is connected to the fourth shaft W4 of the main gearset HRS.
  • the speed diagram described in Fig. 2 and the circuit diagram described in Fig. 3 apply in the same form for the second embodiment of the transmission G, provided that the stationary gear ratios of the planetary gear sets P1, P2, P4 involved are selected accordingly.
  • Fig. 5 shows schematically a third embodiment of the transmission G.
  • the second wave W2P4 of waiveradsatzes ZRS via the first additional switching element U in the third embodiment is no longer connectable to the second wave W2 of the main gearset HRS.
  • the second wave W2P4 of relieveradsatzes ZRS via the first additional switching element U in the third embodiment with the third wave W3 of the main gearset HRS connectable.
  • the third wave W3P4 of aggrradsatzes ZRS is connected to the fourth wave W4 of the main gearset HRS.
  • the speed diagram described in Fig. 2 and the circuit diagram described in Fig. 3 apply in the same form for the third embodiment of the transmission G, provided that the stationary gear ratios of the planetary gear sets P1, P2, P4 involved are selected accordingly.
  • the planetary gear P4 of waiveradsatzes ZRS could be formed in all embodiments as plus wheelset, in which case the ring gear Ho- P4 of the planetary gear P4 of beauradsatzes ZRS would be part of the second wave W2P4 waiveradsatzes ZRS, while the web St-P4 of the planetary gear P4 of beauradsatzes ZRS component of the third wave W3P4 of beauradsatzes ZRS would be.
  • the ring gear Ho- P4 of the planetary gear P4 of relieveradsatzes ZRS would be part of the second wave W2P4 waiveradficientes ZRS
  • the web St-P4 of the planetary gear P4 of beauradsatzes ZRS component of the third wave W3P4 of beauradsatzes ZRS would be.
  • the assignment of waves from ring gear to bridge must be reversed.
  • the amount of It must be increased by the value of one to achieve the same translation effect as with a minus wheelset.
  • Fig. 6 shows 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.
  • the second or the third embodiment of the transmission G form a part of the hybrid powertrain.
  • 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.
  • Via a rotational vibration damper RD an internal combustion engine VKM is connected to the transmission input shaft GW1.
  • the transmission output shaft GW2 is connected to an axle drive 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 electric 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)
  • Structure Of Transmissions (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) peut être relié au deuxième ou au troisième arbre (W1, W2) du jeu de roues principal (HRS) par le biais d'un premier élément de changement de rapport supplémentaire (U). Le troisième arbre (W3P4) du jeu de roues supplémentaire (ZRS), suivant l'affectation du deuxième ou du troisième arbre (W2, W3) du jeu de roues principal (HRS) au jeu de roues supplémentaire (ZRS), peut être relié en permanence au troisième ou au quatrième arbre (W3, W4) du jeu de roues principal (HRS). Le premier arbre (W1) du jeu de roues principal (HRS) peut être relié au rotor (R) par le biais d'un deuxième élément de changement de rapport supplémentaire (V), et le premier élément de changement de rapport supplémentaire (U) ou le deuxième élément de changement de rapport supplémentaire (V) est fermé. La démultiplication d'engrenage stationnaire du jeu de roues planétaires (P4) du jeu de roues supplémentaire (ZRS) est choisie de telle sorte que le premier arbre (W1) du jeu de roues principal (HRS), lorsque le premier élément de changement de rapport supplémentaire (U) est fermé, se trouve dans le plan de vitesses de rotation entre le premier arbre (W1P4) du jeu de roues supplémentaire (ZRS) et le deuxième arbre (W2) du jeu de roues principal (HRS).
PCT/EP2014/075110 2013-12-20 2014-11-20 Boîte de vitesses, chaîne cinématique hybride et chaîne cinématique pour véhicule électrique WO2015090832A1 (fr)

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Citations (5)

* 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
DE102012201369A1 (de) * 2012-01-31 2013-08-01 Zf Friedrichshafen Ag Hybridantriebsstrang für ein Kraftfahrzeug

Patent Citations (5)

* 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
DE102012201369A1 (de) * 2012-01-31 2013-08-01 Zf Friedrichshafen Ag Hybridantriebsstrang für ein Kraftfahrzeug

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