WO2017190888A1 - Boîte de vitesses pour véhicule à moteur - Google Patents

Boîte de vitesses pour véhicule à moteur Download PDF

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Publication number
WO2017190888A1
WO2017190888A1 PCT/EP2017/057151 EP2017057151W WO2017190888A1 WO 2017190888 A1 WO2017190888 A1 WO 2017190888A1 EP 2017057151 W EP2017057151 W EP 2017057151W WO 2017190888 A1 WO2017190888 A1 WO 2017190888A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary gear
gear set
switching element
transmission
drive shaft
Prior art date
Application number
PCT/EP2017/057151
Other languages
German (de)
English (en)
Inventor
Stefan Beck
Marc Seeberger
Michael Wechs
Wolfgang Rieger
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2017190888A1 publication Critical patent/WO2017190888A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • F16H2003/445—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the input and the set 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two 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
    • F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches

Definitions

  • the invention relates to a transmission for a motor vehicle, as well as a motor vehicle drive train with such a transmission.
  • a transmission refers to a multi-speed transmission, i. There are several different ratios as gears between a arrival and an output side of the transmission switchable by actuation of corresponding switching elements, and this is preferably done automatically. Depending on the arrangement of the switching elements, these are clutches or brakes.
  • Such transmissions are mainly used in motor vehicles to implement a traction power supply of a prime mover of the respective motor vehicle in terms of various criteria suitable.
  • From DE 10 2013 002 586 A1 discloses a transmission for a motor vehicle, wherein between a drive shaft and an output shaft, two planetary gear sets are provided, each composed of a sun gear, a ring gear and a respective planet web. Further, a plurality of switching elements are provided by the selective actuation of the planetary gear sets are coupled to each other to define different gears between the input and the output shaft. Overall, four forward gears between the drive shaft and the output shaft can be switched.
  • a motor vehicle drive train in which a transmission according to the invention is used, is the subject matter of claim 14.
  • a transmission comprises a drive shaft and an output shaft, and a first and a second planetary gear set.
  • the planetary gear sets each comprise a plurality of elements in the form of one sun gear, one ring gear and one planet pin each, the planetary gearsets serving to guide a flow of power from the drive shaft to the output shaft.
  • a first, a second, a third, a fourth and a fifth switching element are provided, through whose selective actuation the planetary gear sets can be coupled with each other by connecting different gears between the input and output shafts.
  • the drive shaft on the one hand via the fourth switching element with the first element of the first planetary gear and on the other by means of the first switching element with the first element of the second planetary gear set are rotatably connected, wherein the first element of the second planetary gear also on the second element on a rotationally fixed Component of the transmission can be fixed.
  • the third element of the first planetary gear set and the second element of the second planetary gear set are rotatably connected to each other and can be fixed on the one hand via the third switching element to the non-rotatable component, and on the other hand rotatably coupled by means of the fifth switching element with the drive shaft.
  • the second element of the first planetary gear set and the third element of the second planetary gear set are non-rotatably in common with the output shaft in connection.
  • the second element of the first planetary gear set and the third element of the second planetary gear set are rigidly connected to each other and together are rotationally fixed to the output shaft in combination.
  • the third element of the first planetary gear set and the second element of the second planetary gear set are permanently connected to each other in a rotationally fixed manner.
  • the drive shaft of the transmission is rotatably connected to the first element of the second planetary gear set, whereas an actuation of the second switching element is a setting of the first element of the second planetary gear set on the non-rotatable component of the transmission pulls.
  • This is also the second element of the second planetary gear set and due to the rotationally fixed connection hereby also the third element of the first planetary gear set fixed by operating the third switching element.
  • a closing of the fourth switching element leads to a rotationally fixed connection of the drive shaft with the first element of the first planetary gear set, while an actuation of the fifth switching element results in a rotationally fixed coupling of the second element of the second planetary gear set and thus also of the third element of the first planetary gear set with the drive shaft Has.
  • a designed according to the independent claim 1 gearbox is characterized by a compact design, low component loads and a good toothing efficiency.
  • a transmission comprises a drive shaft and an output shaft, and a first and a second planetary gear set.
  • the planetary gear sets each comprise a plurality of elements in the form of one sun gear, one ring gear and one planet pin each, the planetary gearsets serving to guide a flow of power from the drive shaft to the output shaft.
  • a first, a second, a third, a fourth and a fifth switching element are provided, through whose selective actuation the planetary gear sets can be coupled with each other by connecting different gears between the input and output shafts.
  • the drive shaft is non-rotatably coupled to the first element of the first planetary gear set and can be rotatably connected via the first switching element with the first element of the second planetary gear set, which can be fixed by means of the second switching element on a non-rotatable component of the transmission.
  • the second element of the second planetary gear set is rotatably connected to the third element of the first planetary gear set and can be fixed together with this via the third switching element on the rotationally fixed component.
  • the third element of the second planetary gear set is non-rotatably in communication with the output shaft, with which the second element of the first planetary gear set wheel set by means of the fourth switching element rotatably connected.
  • the first planetary gear set can be locked via the fifth switching element.
  • the first element of the first planetary gear set is permanently rotatably connected to the drive shaft, while the third element of the first planetary gear set and the second element of the second planetary gear set rotatably connected to each other.
  • the third element of the second planetary gear set is rotatably coupled to the output shaft of the transmission.
  • the drive shaft of the transmission is non-rotatably connected to the first element of the second planetary gear set, whereas an actuation of the second switching element entails a setting of the first element of the second planetary gear set on the non-rotatable component of the transmission.
  • This is also the second element of the second planetary gear set and the third element of the first planetary gear set fixed by operating the third switching element.
  • a closing of the fourth switching element causes a rotationally fixed connection of the second element of the first planetary gear set with the output shaft and also the third element of the second planetary gear set, whereas an actuation of the fifth switching element has a blocking of the first planetary gear set result.
  • a transmission designed according to the independent claim 2 is also distinguished by a compact design, low component loads and good gear efficiency.
  • the blocking of the first planetary gear set can be achieved by the fifth switching element rotationally fixed upon actuation of the first member and the third element of the first planetary gear set or the first element and the second element of the first planetary gear set or the second element and the third element of the first planetary gear set coupled with each other.
  • a transmission comprises a drive shaft and an output shaft, and a first and a second planetary gear set.
  • the Planetary gear sets each comprise a plurality of elements in the form of one sun gear, one ring gear and one planet pin each, the planetary gearsets serving to guide a flow of power from the drive shaft to the output shaft.
  • a first, a second, a third, a fourth and a fifth switching element are provided, through whose selective actuation the planetary gear sets can be coupled with each other by connecting different gears between the input and output shafts.
  • the drive shaft is rotatably coupled to the first element of the first planetary gear set and can be rotatably connected via the first switching element with the first element of the second planetary gear set, which can be fixed by means of the second switching element to a non-rotatable component of the transmission.
  • the second element of the second planetary gear set can also be fixed to the non-rotatable component via the third switching element.
  • the second element of the second planetary gear set can be coupled non-rotatably on the one hand by means of the fourth switching element with the third element of the first planetary gear set and on the other via the fifth switching element with the drive shaft.
  • the third element of the second planetary gear set and the second element of the first planetary gear set are rotatably connected to each other and together are rotationally fixed to the output shaft in connection.
  • the first element of the first planetary gear set is permanently rotatably connected to the drive shaft, while the third element of the second planetary gear and the second element of the first planetary gear rotatably connected to each other and are rotatably coupled together with the output shaft of the transmission.
  • the drive shaft of the transmission is non-rotatably connected to the first element of the second planetary gear set, whereas an actuation of the second switching element entails a setting of the first element of the second planetary gear set on the non-rotatable component of the transmission.
  • This is also the second element of the second planetary gear set fixed by operating the third switching element.
  • a closing of the fourth switching element causes a rotationally fixed connection of the second element of the second planetary gear set with the third element of the first planetary gear set, while an actuation of the fifth switching element has a rotationally fixed coupling of the second element of the second planetary gear set to the drive shaft.
  • a ausgestaltetes according to the independent claim 4 gearbox is also characterized by a compact design, low component loads and a good gear efficiency.
  • a first forward gear is switched by operating the third and the fourth switching element, while a second forward gear is formed by closing the second and the fourth switching element.
  • a third forward speed is obtained by operating the fourth and fifth shift elements, while a fourth forward speed is switchable by operating the second and fifth shift elements.
  • the reverse gear results by actuating the first and the third switching element.
  • a reverse gear can be realized for a drive via the drive machine connected upstream of the transmission. the.
  • This can be realized as an alternative or in addition to an arrangement of an electric machine in the transmission to in case of failure of the
  • the respective planetary gear set is present as a minus planetary gear set, wherein each of the respective first element of the respective planetary gear is a respective sun gear, in the respective second element of the respective planetary gear set to a respective planet web and the respective third element of the respective planetary gear set is a respective ring gear.
  • a minus planetary set is composed in a manner known in principle to the person skilled in the art from the elements sun gear, planet carrier and ring gear, the planet carrier guiding at least one but preferably several planetary gears, which in each case mesh both with the sun gear and with the surrounding ring gear.
  • the two Planetenrad arrangements one or both planetary gear sets are designed as such Minusplaneten accounts.
  • the two planetary gear sets are particularly preferably in the form of minus planetary gear sets, whereby a particularly compact construction can be realized.
  • the respective planetary gear set is in the form of a positive planetary gear set, the respective first element of the respective planetary gear set then being a respective sun gear, the respective second element of the respective planetary gear set being a respective ring gear and the respective third element of the respective one Planetenradsatzes is about a respective planetary ridge.
  • the elements sun gear, ring gear and planetary ridge are also present, the latter at least one pair of planetary leads, in which one planetary gear with the inner sun gear and the other planet gear meshing with the surrounding ring gear, and the planet gears mesh with each other.
  • both planetary gear sets can be designed as such positive planetary gear sets.
  • a minus planetary set can be replaced by a Plusplanetensatz, in which case compared to the execution as Minusplanetensatz the Hohlrad- and the Planetensteganitati to exchange with each other, and a respective Getrie istübera is to increase by one.
  • both planetary gear sets are preferably designed as minus planetary gear sets.
  • one or more switching elements are each realized as non-positive switching elements.
  • Non-positive switching elements have the advantage that they can be switched under load, so that a change between the courses without interruption of traction is enforceable.
  • the first switching element and / or the third switching element and / or the fourth switching element are each designed as a form-locking switching element, such as a dog clutch or lock synchronization. Because the fourth switching element is involved in the first three forward gears, so that in a successive upshifting of the gears here only an opening of the fourth switching element is to be completed. The first shift element is involved only in the reverse gear shift. Likewise, the third switching element is actuated only when switching the first forward gear and the reverse gear.
  • a form-fitting switching element has the advantage over a non-positive switching element that only slight drag torques occur in the opened state, so that a higher efficiency can be realized.
  • an embodiment may also be considered as dynamically low loaded switching elements, such as e.g. as a steel-steel element or as a band brake.
  • the fourth switching element is arranged on one of a junction of the drive shaft facing side of the first planetary gear set. So this switching element is thus on a drive side of the transmission and is easily accessible.
  • the first switching element and / or the second switching element and / or the third switching element are arranged on a side facing away from a connection point of the drive shaft side of the second planetary gear set.
  • the Fifth switching element is preferably axially between the first and the second planetary gear.
  • connection points of the input and output shafts are coaxial with one another.
  • the connection point of the drive shaft is preferably provided at an axial end of the transmission, while the connection point of the output shaft is preferably located at the same axial end.
  • the connection point of the output shaft then has a toothing which meshes with a toothing of a shaft arranged parallel to the axis of the drive shaft axis of the transmission.
  • the axle differential of a drive axle is then arranged on this shaft. This type of arrangement is particularly suitable for use in a motor vehicle with a transversely oriented to the direction of travel of the motor vehicle drive train.
  • an electric machine whose rotor is rotatably coupled to one of the rotatable components of the transmission.
  • a stator of the electric machine is then non-rotatably connected to the non-rotatable component of the transmission, wherein the electric machine in this case can be operated by electric motor and / or generator to realize different functions.
  • a purely electric driving a boosting via the electric machine, a deceleration and recuperation and / or a synchronization in the transmission via the electric machine can be performed.
  • the rotor of the electric machine can be coaxial with the respective component or be arranged offset in the axial direction to this, in the latter case then a coupling via an intermediate spur gear or a traction mechanism can be realized.
  • the rotor of the electric machine is rotatably coupled to the drive shaft, thereby a purely electric driving the motor vehicle is shown in a suitable manner.
  • one of the gears is engaged in the transmission, wherein in the forward gears thereby a reverse drive of the motor vehicle is realized by an opposite rotational movement is initiated via the electric machine, whereby the reverse movement of the motor vehicle takes place in the ratio of the respective forward gear.
  • NEN the ratios of the forward gears are used for both the electrical forward and for the reverse electric drive.
  • the rotor of the electric machine could also be connected to one of the other rotatable components of the transmission.
  • a separating clutch is provided, via which the drive shaft with a connecting shaft rotatably connected.
  • the connecting shaft then serves within a motor vehicle drive train of the connection to the drive machine.
  • the provision of the separating clutch has the advantage that in the course of purely electric driving a connection to the drive machine can be interrupted, so that they are not dragged.
  • the separating clutch is preferably designed as a non-positive switching element, such as a multi-disc clutch, but may also be present as a positive switching element, such as a dog clutch or lock synchronization.
  • the transmission can in principle be preceded by a starting element, for example a hydrodynamic torque converter or a friction clutch.
  • This starting element can then also be part of the transmission and serves to design a start-up process by allowing a slip speed between the internal combustion engine and the drive shaft of the transmission.
  • one of the switching elements of the transmission or the possibly existing separating clutch may be formed as such a starting element by it or they as
  • Friction switching element is present.
  • a freewheel to the transmission housing or to another shaft can in principle be arranged on each shaft of the transmission.
  • the transmission according to the invention is in particular part of a motor vehicle drive train and is then arranged between a drive motor of the motor vehicle designed in particular as an internal combustion engine and further components of the drive train following in the direction of power flow to drive wheels of the motor vehicle.
  • the drive shaft of the transmission is either permanently rotatably coupled to a crankshaft of the internal combustion engine or via an intermediate ing separating clutch or a starting element connected to this, between the engine and transmission also a torsional vibration damper can be provided.
  • the transmission within the motor vehicle drive train is then preferably coupled to an axle drive of a drive axle of the motor vehicle, although here also a connection to a longitudinal differential may be present, via which a distribution takes place on a plurality of driven axles of the motor vehicle.
  • a switching element is provided between two components of the transmission, these components are not permanently coupled to one another in a rotationally fixed manner, but a rotationally fixed coupling is only performed via the intermediate switching element.
  • an actuation of the switching element in the sense of the invention means that the relevant switching element is transferred into a closed state and, as a result, the components connected thereto are adjusted in their rotational movements to one another.
  • the relevant switching element as a form-locking switching element over this rotatably interconnected components are running at the same speed, while in the case of a non-positive switching element can also exist after pressing desselbigen speed differences between the components.
  • This intentional or unwanted state is still referred to in the context of the invention as a rotationally fixed connection of the respective components via the switching element.
  • Fig. 1 is a schematic view of a motor vehicle drive train, in which a transmission according to the invention is used;
  • Fig. 2 is a schematic view of a transmission according to a first
  • Fig. 3 is a schematic representation of a transmission according to a second
  • Fig. 4 is a schematic view of a transmission according to a third
  • Fig. 5 is a schematic representation of a transmission according to a fourth
  • Fig. 6 is a schematic view of a transmission according to a fifth
  • Fig. 7 is a schematic representation of a transmission according to a sixth
  • FIGS. 8 is an exemplary circuit diagram of the transmission of FIGS. 2 to 7.
  • Fig. 1 shows a schematic view of a motor vehicle drive train in which an internal combustion engine VKM via an intermediate Torsional vibration damper TS is connected to a transmission G.
  • the transmission G On the output side, the transmission G is followed by an axle drive AG, via which a drive power is distributed to drive wheels DW of a drive axle of the motor vehicle.
  • Fig. 2 shows a schematic representation of the transmission G according to a first embodiment of the invention.
  • the transmission G comprises a first planetary gear set P1 and a second planetary gear set P2.
  • Each of the planetary gear sets P1 and P2 has a respective first element E11 or E12, a second element E21 or E22 and a third element E31 or E32 each.
  • the respective first element E11 or E12 is always formed by a sun gear of the respective planetary gear set P1 or P2, while the respective second element E21 or E22 of the respective planetary P1 or P2 is present as a respective planet web.
  • the respective remaining third element E31 or E32 is then formed by a respective ring gear.
  • the planetary gear sets P1 and P2 are thus present in each case designed as Minusplaneten arrangements in which the respective planetary web, but preferably rotatably mounted a plurality of planetary gears, which are each in detail with the radially inner sun gear and with the surrounding ring gear in meshing engagement. Where it allows the connection, but could also be single or both planetary P1, P2 as so-called plus planetary gear sets are carried out, in which a respective planet web carries at least one pair of planetary, of the planetary gears a planetary gear with a radially inner sun gear and a planetary gear with a radially surrounding ring gear is in meshing engagement, and the planetary gears of the pair of wheels mesh with each other.
  • the transmission G comprises a total of five switching elements in the form of a first switching element K1, a second switching element B1, one third switching element B2, a fourth switching element K2 and a fifth switching element K3.
  • the switching elements K1, B1, K2 and K3 are each designed as non-positive switching elements and are preferably before as Lamellenschalt- elements, while the third switching element B2 is designed as a form-locking switching element.
  • the third switching element B2 can be a claw switching element or a blocking synchronization.
  • the first switching element K1, the fourth switching element K2 and the fifth switching element K3 are designed here as clutches, while the second switching element B1 and the third switching element B2 are present as brakes.
  • the first element E12 of the second planetary gear P2 can on the one hand via the first switching element K1 rotatably connected to a drive shaft GW1 of the transmission G and on the other hand be fixed by means of the second switching element B1 to a non-rotatable component GG.
  • the non-rotatable component GG may be a transmission housing of the transmission G or a part of such a transmission housing.
  • the drive shaft GW1 can also be coupled by means of the fourth switching element K2 rotationally fixed to the first element E11 of the first planetary gear P1, and on the other via the fifth switching element K3 with the second element E22 of the second planetary gear set P2.
  • the second element E22 of the second planetary gear set P2 is permanently connected in a rotationally fixed manner to the third element E31 of the first planetary gear set P1, so that the actuation of the fifth switching element K3 also provides a rotationally fixed coupling of the third element E31 of the first planetary gear set P1 with the drive shaft GW1 result. Furthermore, the third element E31 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2 can be fixed together on the non-rotatable component GG via the third switching element B2.
  • the third element E32 of the second planetary gear set P2 and the second element E21 of the first planetary gear set P1 are also connected together in a rotationally fixed manner to an output shaft GW2 of the transmission G.
  • the two planetary gear sets P1 and P2 are arranged axially in the order of the first planetary gear set P1 and second planetary gear set P2, wherein the fourth switching element K2 is placed axially on a side facing away from the second planetary gear set P2 side of the first planetary gear set P1, on which also a junction GW1- A of the drive shaft GW1 is located.
  • the first switching element K1, the second switching element B1 and also the third switching element B2 are arranged at an axially opposite end of the transmission G and thus lie on a side facing away from the first planetary gear P1 side of the second planetary gear set P2.
  • the fifth switching element K3 is provided axially between the first planetary gear P1 and the second planetary gear set P2. Due to the spatial proximity, the first switching element K1, the second switching element B1 and the third switching element B2 could be supplied via a common line.
  • connection point GW1-A of the drive shaft GW1 Coaxially to the connection point GW1-A of the drive shaft GW1, there is also formed a connection point GW2-A of the output shaft GW2, which lies axially between the first planetary gear set P1 and fourth switching element K2.
  • the connection point GW1-A of the drive shaft GW1 serves in the motor vehicle drive train from FIG. 1 to a connection to the internal combustion engine VKM, while the transmission G is connected to the connection point GW2-A of the output shaft GW2 with the following axle drive AG.
  • the connection point GW2-A here has a toothing, which meshes in the installed state of the transmission G with an associated toothing of a shaft, not shown.
  • This shaft is then arranged axially parallel to the input and output shafts GW1 and GW2, it being possible for an axle drive to be arranged on this shaft.
  • the transmission G shown in Fig. 2 is suitable for use in a motor vehicle drive train, which is aligned transversely to the direction of travel of the motor vehicle
  • Fig. 3 shows a schematic view of a transmission G according to a second embodiment of the invention, which substantially corresponds to the variant shown in Fig. 2.
  • the first element E11 of the first planetary gearset P1 is permanently non-rotatably connected to the drive shaft GW1
  • the second element E21 of the first planetary gearset P1 wheel set P1 is not rotatably connected to the third element E32 of the second planetary gear set P2 and thus not the output shaft GW2, but only by pressing the fourth switching element K2 rotatably coupled to the output shaft GW2 and the third element E32 of the second planetary gear set P2.
  • connection point GW2-A of the output shaft GW2 is provided together with the connection point GW1-A of the drive shaft GW1 at one end of the transmission G.
  • FIG. 4 shows a schematic illustration of a transmission G according to a third embodiment of the invention, which substantially corresponds to the preceding variant according to FIG. 3.
  • the fifth switching element K3 when actuated, the second element E21 of the first planetary gear P1 rotatably connected to the drive shaft GW1 and thus also with the first element E11 of the first planetary gear P1.
  • This then has again a blocking of the first planetary gear set P1 result.
  • the third element E31 of the first planetary gear set P1 and the hereby rotatably coupled second element E22 of the second planetary gear set P2 can not be rotatably connected to the drive shaft GW1.
  • the embodiment according to FIG. 4 corresponds to the previous variant according to FIG. 3, so that in this respect reference is made to the description described here.
  • Fig. 5 shows a schematic view of a transmission G according to a fourth embodiment of the invention.
  • the fifth switching element K3 when actuated, connects the second element E21 of the first planetary gearset P1 and the third element E31 of the first planetary gearset P1 rotatably to one another and subsequently blocks the first element Planetary gear P1 causes. Due to the other arrangement of the fifth switching element Element K3, the third element E31 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2, which is non-rotatably coupled thereto, can not be connected in a rotationally fixed manner to the drive shaft GW1.
  • the embodiment possibility according to FIG. 5 corresponds to the variant according to FIG. 3, so that reference is made to the description described here.
  • FIG. 6 shows a schematic illustration of a transmission G according to a fifth embodiment of the invention, which essentially corresponds to the variant according to FIG. 2. It is different that the first element E11 of the first planetary gear P1 is permanently connected to the drive shaft GW1.
  • the fourth switching element K2 in contrast, is arranged between the third element E31 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2 and, when actuated, rotatably couples these two elements E31 and E22 together.
  • the second element E22 of the second planetary gear set P2 can then, as in the variant according to FIG. 2, be fixed on the non-rotatable component GG via the third switching element B2.
  • the embodiment according to FIG. 6 also corresponds to the variant according to FIG. 2, so that reference is made to the description described here.
  • a transmission G is shown according to a sixth embodiment of the invention, which substantially corresponds to the variant of Fig. 2. It is different, however, that in addition an electric machine EM is provided, the stator S is fixed to the non-rotatable component GG, while a rotor R of the electric machine EM rotatably connected to the drive shaft GW1. Furthermore, the drive shaft GW1 at its junction GW1-A via an intermediate separating clutch K0, which is designed here as a lamellar switching element, are rotatably connected to a connecting shaft AN, which in turn is connected to a crankshaft of the internal combustion engine VKM means of the intermediate torsional vibration damper TS.
  • the separating clutch K0 can be opened in order to decouple the drive shaft GW1 from the connecting shaft AN and the internal combustion engine can be realized via the electric machine EM. Do not bring VKM with you. Otherwise, the embodiment according to FIG. 7 corresponds to the variant according to FIG. 2, so that reference is made to the description described here.
  • Fig. 8 is an exemplary circuit diagram for the respective gear G of FIGS. 2 to 7 shown in tabular form.
  • a total of four forward gears 1 to 4 and a reverse gear R1 can be realized, wherein in the columns of the circuit diagram is marked with an X respectively, which of the switching elements K1, B1, B2, K2 and K3 in which the forward gears 1 to 4 and the reverse gear R1 is respectively closed.
  • the forward gears 1 to 4 and the reverse gear R1 while two of the switching elements K1, B1, B2, K2 and K3 are closed, with a successive circuit of the forward gears 1 to 4 each one of the switching elements involved to open and another switching element in The following is to be concluded.
  • a first forward gear 1 is switched by actuating the third shift element B2 and the fourth shift element K2, a second forward gear 2 being formed therefrom by opening the third shift element B2 and subsequently the second shift element B1 is closed.
  • a third forward gear 3 is then possible to switch to a third forward gear 3 by opening the second shift element B1 and closing the fifth shift element K3. Proceeding from this, a fourth forward gear 4 results by opening the fourth shift element K2 and closing the second shift element B1.
  • the reverse gear R1 in which a reverse drive of the motor vehicle can be realized even when driven by the internal combustion engine VKM, however, is switched by closing the first switching element K1 and the third switching element B2.
  • the switching elements K2 and K3 are designed as non-positive switching elements.
  • the two switching elements K2 and K3 could each also be used as a form-locking switching element, such as Claw clutch or lock synchronization, be realized.
  • the designed as a form-locking switching element third switching element B2 could also be realized as a non-positive switching element, such as a louver switching element.
  • FIG. 7 The arrangement of an electric machine EM shown in FIG. 7 can also be used correspondingly in the variants of FIGS. 2 to 6, in that a rotor R of the electric machine is correspondingly connected in a rotationally fixed manner to the drive shaft GW1.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Boîte de vitesses (G) destinée à un véhicule à moteur, la boîte de vitesses (G) présentant un arbre d'entrée (GW1), un arbre de sortie (GW2), deux trains épicycloïdaux (P1, P2) et cinq éléments de passage de vitesses (K1, B1, B2, K2, K3), un actionnement sélectif des cinq éléments de passage de vitesses (K1, B1, B2, K2, K3) permettant de sélectionner quatre marches avant et une marche arrière entre l'arbre d'entrée (GW1) et l'arbre de sortie (GW2). L'invention concerne par ailleurs une chaîne cinématique destinée à un véhicule à moteur, dotée d'une telle boîte de vitesses (G).
PCT/EP2017/057151 2016-05-02 2017-03-27 Boîte de vitesses pour véhicule à moteur WO2017190888A1 (fr)

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DE102016207482.2A DE102016207482A1 (de) 2016-05-02 2016-05-02 Getriebe für ein Kraftfahrzeug
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CN113939421A (zh) * 2019-06-11 2022-01-14 采埃孚股份公司 用于机动车辆的变速器

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CN112638682A (zh) * 2018-09-07 2021-04-09 采埃孚股份公司 机动车辆的变速器、机动车辆动力传动系及操作变速器的方法
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CN113939421B (zh) * 2019-06-11 2024-03-08 采埃孚股份公司 用于机动车辆的变速器

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