WO2017211339A1 - Transmission hybride pour un véhicule, procédé ainsi que véhicule pourvu de transmission hybride - Google Patents

Transmission hybride pour un véhicule, procédé ainsi que véhicule pourvu de transmission hybride Download PDF

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Publication number
WO2017211339A1
WO2017211339A1 PCT/DE2017/100310 DE2017100310W WO2017211339A1 WO 2017211339 A1 WO2017211339 A1 WO 2017211339A1 DE 2017100310 W DE2017100310 W DE 2017100310W WO 2017211339 A1 WO2017211339 A1 WO 2017211339A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
gear stage
switching device
input shaft
transmission
Prior art date
Application number
PCT/DE2017/100310
Other languages
German (de)
English (en)
Inventor
Andreas Kinigadner
Thomas Mehlis
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE202016005407.5U external-priority patent/DE202016005407U1/de
Priority claimed from DE102016210306.7A external-priority patent/DE102016210306B4/de
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2017211339A1 publication Critical patent/WO2017211339A1/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
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00309—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00944—Details of construction or manufacture
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0826—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios
    • 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
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00309—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks
    • G07C2009/00365—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks in combination with a wake-up circuit
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C2209/00—Indexing scheme relating to groups G07C9/00 - G07C9/38
    • G07C2209/60—Indexing scheme relating to groups G07C9/00174 - G07C9/00944
    • G07C2209/63—Comprising locating means for detecting the position of the data carrier, i.e. within the vehicle or within a certain distance from the vehicle
    • 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 hybrid transmission for a vehicle, a method for operating the hybrid transmission and a vehicle with the hybrid transmission.
  • the subject of the invention is thus a hybrid transmission, which is suitable and / or designed for a vehicle.
  • the vehicle is for example as a Passenger cars, lorries, buses, etc. trained.
  • the hybrid transmission is the only drive gear in the vehicle.
  • the hybrid transmission is designed to couple at least or exactly one electric motor and at least or exactly one internal combustion engine - also called an internal combustion engine - in order to direct its torque as traction torque to driven wheels of the vehicle.
  • the hybrid transmission has a first input shaft for coupling to the internal combustion engine.
  • the internal combustion engine forms part of the hybrid transmission.
  • damper or an intermediate gear can be arranged between the first input shaft and the internal combustion engine.
  • the first input shaft is always rotationally coupled to an output shaft of the internal combustion engine.
  • between the internal combustion engine and the first input shaft is not a completely separating element, such as a friction clutch or the like. In modified embodiments, on the contrary, it is possible to provide a starting clutch between the engine and the input shaft.
  • the hybrid transmission has a second input shaft for coupling to the electric motor.
  • the electric motor forms part of the hybrid transmission.
  • the electric motor may be arranged coaxially with the second input shaft, but it is also possible for the electric motor to be offset in parallel or aligned at a different angle to the second input shaft. In these cases, respective intermediate gear are provided.
  • the first and second partssswelie are, in particular with respect to the axis of rotation, aligned coaxially with each other.
  • the first and the second input shaft are positioned in alignment with each other.
  • the first and the second input shaft are preferably arranged next to one another.
  • the hybrid transmission has an output field, wherein the output shaft can be operatively connected to the driven wheels, for example with a differential device for distributing the transmitted drive torque, or it can be coupled by transmission technology.
  • the output shaft, in particular the axis of rotation of the output shaft is arranged parallel, in particular offset in parallel, to the first and / or second input shaft. In this arrangement results in a very compact construction of the hybrid transmission.
  • the hybrid transmission has a S1-Doppelgetriebe and an S1 -Schalt Road.
  • the S1-Doppelgetriebeieri has a first and a second S1 gear stage, wherein it is preferred that they have different gear ratios.
  • the S1-switching device may optionally, in particular controlled and / or selectively, the first input shaft via the first S1-gear stage or the first Taiwanswelie via the second S1-gear stage with the output shaft gearbox connect. It is particularly preferred that the S1 Schait vibration can assume a neutral position, so that no connection between the first input shaft and the output shaft is made either on the first or on the second S1-gear stage.
  • the first and the second S1-gear stage are arranged parallel to each other.
  • the hybrid transmission has an S2 gear stage and an S2 shift unit.
  • the S2 shift device can optionally connect the second input shaft with the S2 gear stage or, alternatively, the second input shaft with the first input shaft by transmission technology.
  • the S2 Schait nowadays assume a neutral position.
  • the hybrid transmission has an S3 dual-gear stage with an S3 shift device.
  • the S3 double-gear stage has a first and a second S3 gear stage, which are preferably arranged parallel to each other.
  • the SS switching device makes it possible to selectively connect the second input shaft via the first S3 gear stage or via the second S3 gear stage with the output shaft gearbox.
  • the S3 switching device can assume a neutral position.
  • the hybrid transmission has a double gear, which can also be referred to as a two-lane, exactly two-lane or at least two-lane gear.
  • the double gear has an S1 gear portion and an S2 gear portion, wherein the two gear portions are rotatably coupled together.
  • Each of the gear portions is formed as a wheel, preferably as a gear, in particular with a straight toothing or helical toothing. It is envisaged that the S1-Zahnradabites forms part of the S1 -Doppelgetriebeieri and the S2 tooth gear portion forms part of the S2 gear stage.
  • the respective gear portion forms a torque transmitting wheel in one of the gear stages of the S1-Doppelgetriebesti or in the S2 gear stage.
  • the internal combustion engine can then be decoupled from the drive train by means of the S1 -Schalt Road and S2-switching device.
  • the electric machine is operated in parallel during internal combustion engine speed change and supports the drive torque, so that can be switched without interruption.
  • Correspondingly reversed process is the electromotive gear change.
  • a generator operation is possible.
  • the starting and / or reversing preferably takes place electrically, so that no friction clutches are necessary for this purpose.
  • the hybrid transmission is formed friction clutch.
  • the double gear is formed as a loose wheel on the output shaft.
  • the double gear can be arranged as a bridge member between components of the first and the second input shaft.
  • the S1-switching device is arranged on the output shaft.
  • the S1 switching device can set the double gear in rotation with the output shaft.
  • the first and second S1 gear stages each have a fixed gear on the first input shaft. If the S1-switching device is switched to the rotationally fixed coupling with the double gear, so there is a gearbox connection between the first workedswelie on the second S1 gear stage with the bosswelie. If the idler gear of the first S1 gear stage is rotationally fixed by the S1 shift device, then a gearbox-type connection of the first input shaft via the first S1 gear stage to the output shaft results.
  • the S2-switching device is arranged on the first input shaft and can set a loose wheel of the S2-gear stage with the first input shaft rotationally fixed, wherein the idler gear meshes with the S2 gear portion of the double gear.
  • the idler gear meshes with the S2 gear portion of the double gear.
  • the first and second input shaft are rotatably set together
  • the idler gear is rotatably set with the second input field, so that a torque path is formed via the double gear.
  • components of the first and the second input shaft via the double gear are connected to each other by transmission technology.
  • the S 3-Sch a Heinrich tu ng arranged on the output shaft and can set either a loose wheel of the first S3 gear stage or a loose wheel of the second S3 ⁇ gear stage with the output rotation.
  • the first and second S3 gear stages each have a fixed gear on the second input shaft.
  • the Schait bootsen in particular the S1 -Schalt Road, the S2-switching device and / or the S3-switching device, are designed as exclusively positive-locking shaft device.
  • these are realized as unsynchronizing or unsynchronized switching device.
  • these are designed as a sliding sleeve device.
  • the hybrid transmission can be switched according to one, some or all of the following modes.
  • an "X" means that a gear stage forms an operative connection or that a connection has been completed.
  • Another object of the invention relates to a method for operating the hybrid transmission, as described above or according to one of the preceding claims. It is envisaged that in the context of the method at least one of the switching devices is switched. In a preferred embodiment of the invention, the switching of the switching devices takes place under load. In this connection, it is particularly preferred that the switching devices are synchronized via the control of the internal combustion engine and / or the electric motor and, in particular, have no synchronizer devices which are based on frictional contact.
  • Another object of the invention relates to a vehicle with the hybrid transmission, as described above or according to one of the preceding claims and / or for carrying out the method, as described above.
  • Figure 1 is a schematic structure of a hybrid transmission as an embodiment of the invention
  • FIGS. 2 to 12 different operating states with the torque path of the hybrid transmission shown in FIG. 1.
  • the vehicle 1 shows a schematic representation of a vehicle 1 with a hybrid transmission 2 as an embodiment of the invention.
  • the vehicle 1 or the hybrid transmission 2 has an internal combustion engine 3 and an electric motor 4 as traction motors.
  • the electric motor 4 can also be used as a generator.
  • the hybrid transmission 2 forms a drive train, which passes the driving torques of the internal combustion engine 3 and / or the electric motor 4 to driven wheels 5 of the vehicle 1. In this case, the distribution of the drive torques via a differential device 6 take place.
  • the hybrid transmission 2 has a first input shaft 7, which is operatively connected to the internal combustion engine 3.
  • the first input shaft 7 is permanently and preferably inseparably coupled to the internal combustion engine 3.
  • damper, deflection gear, etc. may be arranged between the first input shaft 7 and the internal combustion engine 3.
  • the hybrid transmission 2 further comprises a second input shaft 8, wherein the second input shaft 8 is operatively connected to the electric motor 4.
  • the second input shaft 8 is non-rotatably coupled to a rotor shaft, not shown, of the electric motor 4.
  • the first input shaft 7 and the second input shaft 8 are coaxial and arranged side by side in alignment with each other.
  • the hybrid transmission 2 has an output shaft 9, which is parallel to the first and the second input shaft 7, 8, but offset from this, is arranged.
  • the output shaft 9 forms an input to the differential device 6.
  • the hybrid transmission 2 has an S1 section, an S2 section and an SS section, which are arranged side by side in the axial direction to the shafts.
  • an S1-switching device S1 (denoted by S1) and a S1-Doppelgetriebehand 10 are arranged.
  • the S1 dual-gear stage has a first S1 gear stage 11 and a second S1 gear stage 12.
  • the first S1-gear stage 11 has a fixed gear 11.1, which is arranged on the first input shaft 7, and a loose wheel 11.2, which is arranged on the output shaft 9 and which meshes with the fixed gear 11.1.
  • the second S1 gear stage 12 has a fixed gear 12.1, which is arranged on the first Taiwansswelie 7, and a S1 gear wheel portion 12.2, which forms part of a double gear 13, wherein the double gear 13 is rotatably mounted on the réellewelie 9.
  • the S1-gear portion 12.2 meshes with the fixed gear 12.1.
  • the S1 switching device is arranged on the output shaft 9 and designed, for example, as a sliding sleeve device.
  • the 51-switching device makes it possible, either in a switch position A, the idler gear 11.2 of the first S1 gear stage 11 or in a show position B, the double gear 13 with the output shaft 9 rotatably set.
  • the S1 switch can assume a neutral line pitch.
  • the double gear 13 thus forms with the S1 gear portion 12.2 part of the second S1 gear stage.
  • an S2 gear 14 and an S2 switching device (denoted S2) are arranged.
  • the S2 gear stage 14 has a loose wheel 14.1, which is rotatably arranged on the second input shaft 8. Furthermore, the S2 gear stage 14 has an S2 gear portion 14.2, which forms part of the double gear 13 and thus rotatably coupled to the S1-gear portion 12.2.
  • the S2-switching device is disposed on the second input shaft 8 and formed analogous to the S1-switching device, so reference is made to the relevant description.
  • the switching device S2 can set in a Wegsteliung C, the first input shaft 7 and the second input shaft 8 with each other rotationally fixed. In a Heidelbergsteliung D, the S2-switching device, the idler gear 14.1 with the second input shaft 8 rotatably set. Furthermore, the S2-switching device can assume a neutral position.
  • the S3 section has an S3 dual-gear stage 15 with a first SS gear stage 16 and with a second S3 gear stage 17. Further, the S3 section has an S3 switching device (labeled S3) disposed on the output shaft 9. The formation of the S3 switching device can be realized as described above for the S1 switching device.
  • the first SS gear 16 has a fixed gear 16.1, which is arranged on the second input shaft 8. Furthermore, the first S3-gear stage 16, a loose wheel 16.2, which is rotatably mounted on the output shaft 9. The idler gear 16.2 meshes with the fixed gear 16.1.
  • the second S3 gear stage 17 has a fixed gear 17.1, soft arranged on the second input shaft 8 and a loose wheel 17.2, which is rotatably mounted on the output shaft 9 and meshes with the fixed gear 17.1.
  • the idler gear 16.2 of the first SS gear stage is rotatably coupled to the output shaft 9.
  • the idler gear 17.2 of the second S3 gear stage 17 is rotatably coupled to the output shaft 9.
  • the S3 switching device assumes a neutral position.
  • the torque path M1 of the internal combustion engine 3 passes through the first input shaft 7, the fixed gear 12.1 of the second S1 gear 12, via the double gear 13, via the second input shaft 8, via the idler gear 14.1 rotatably coupled via the S2-Schatt recognized to the first S3 From there, the torque path M1 extends via the first S3 gear stage 16 to the output shaft 9.
  • the torque path M2 from the electric motor 4 passes via the second input shaft 8 to the first S3 gear stage 16 and subsequently to the output shaft 9.
  • FIG. 3 shows the operating state gear 2, wherein the S1 shifting device is in the switching state A, the S2 shifting device is in a neutral state and the S3 shifting device is in the switching position E.
  • the S1 shifting device is in the switching state A
  • the S2 shifting device is in a neutral state
  • the S3 shifting device is in the switching position E.
  • FIG. 4 shows the service hitch gear 3 of the hybrid transmission 2, wherein the shift device S1 is in a neutral position, the shifter S2 is in the shift position C, so that the first and second input shafts 7, 8 are coupled to each other in a rotationally fixed manner and the SS -SchalteinriGhtung in the switching position E is.
  • the torque path MI from the internal combustion engine 3 passes via the first input shaft 7, the second input shaft 8 and subsequently via the first SS gear stage 16 to the output line 9.
  • the second furniture path M2 from the electric motor 4 extends via the second input shaft 8, the first SS Gear 16 to the output shaft.
  • the Si-switching device In this operating state, the Si-switching device is in the switching position B, the S2-Sehalteinriehtung in a Neuiral ein and the S3-switching device in the switching position E.
  • the first torque path MI extends from the internal combustion engine 3 via the first input world 7 to the second Sl - gear stage 12 and then to the output line 9.
  • the second torque path M2 extends from the electric motor 4 via the second connection shaft 8, the first SS gear stage 16 to the output line 9,
  • FIG. 6 shows the operating state aisle 4 / external element 2, the S1 switching device being in the switching position B, the S2 switching device being in neutral pitch, and the S3 being in the switching position F.
  • the first Mömentenpfad MI is identical to the alternative 1, on the other hand runs the second Momentenpfad M2 of the electric motor 4 via the second input shaft 8 to the second S3-gear stage 17 and then to the output shaft. 9
  • the operating state is shown gear 5, wherein the S1 -Schalt Nurs in neutral position, the S2-switching device in the switching division C and the SS-switching device in the switching position F is.
  • the first torque path M1 now extends from the internal combustion engine 3 via the first input shaft 7 to the second input shaft 8 and from there via the second S3 gear 17 to the output shaft 9.
  • the second torque path M2 runs from the electric motor 4 via the second input shaft 8, the second S3 gear stage 17 to the output shaft.
  • the operating state gear 6 is shown.
  • the S1 Schait Bran in the neutral position, the S2 switching device in the switching position D and the S3 switching device in the switching position F.
  • the first torque path M1 extends from the internal combustion engine 3 via the first input shaft 7, the second S1 gear 12 in the double gearwheel 13 and from there into the S2 gearbox 14, is transmitted from there to the second input shaft 8 and then runs via second S3 gear stage 17 to Rinweile 9.
  • the second torque path M2 extends from the electric motor 4 via the second input shaft 8 the second S3 gear stage 17 and then to the output shaft. 9
  • the vehicle 1 can be operated as a hybrid vehicle or exclusively with the internal combustion engine.
  • FIG. 9 shows the operating state 1 / EM.
  • the vehicle 1 is operated exclusively by an electric motor.
  • the S1-switching device is in neutral position, the S2- Switching device also in neutral position and the S3-switching device in the switching position E.
  • the internal combustion engine 3 is decoupled, so that no first torque path M1 results.
  • the second torque path M2 extends from the electric motor 4 via the first input shaft 7 to the first S3 transmission stage 16 and then to the output shaft 9.
  • This operating state is used in particular for starting the vehicle 1, since the hybrid transmission 1 has no frictional elements that drive an internal combustion engine would allow.
  • FIG. 10 shows the operating state gear 2 / EM, which is a pure electromotive state.
  • the S1-switching device and the S2-switching device are both in neutral position.
  • the SS switching device is in the switching position F.
  • the second torque path M2 extends from the electric motor 4 to the second input shaft 8, via the second S3 gear stage 17 to the output shaft.
  • FIG. 11 shows the operating state R (reverse gear), but this is identical to the operating state 1, with the difference that the electric motor 4 is operated in the opposite direction. Thus, reference is made to the preceding description.
  • the operating state generator is shown.
  • the S1 switching device and the S3 switching device are each in the neutral position.
  • the S2-switching device is located in the switching division C, so that the first and the second input shaft 7, 8 are rotatably coupled together.
  • the internal combustion engine 3 can directly drive the electric motor 4, so that it can act as a generator and, for example, can charge a storage device.
  • a six-speed drive with coupled internal combustion engine is possible by the transmission structure, so that a comfortable Gangwahi can be taken at any time.
  • the electric motor 4 supports in changing the operating state or states. There are also several purely electromotive operating states possible, the internal combustion engine then also intervene supportingly when changing the operating state.

Abstract

Dans les véhicules hybrides, les moteurs à combustion interne et les moteurs électriques sont sélectivement utilisés conjointement ou alternativement pour générer un couple de traction du véhicule hybride. Le problème de la présente invention, en ce qui concerne les transmissions de véhicule hybrides, consiste à coupler sélectivement le moteur électrique et/ou le moteur à combustion interne dans la chaîne cinématique, en fonction des conditions de fonctionnement souhaitées. En outre, les rapports de transmission correspondants doivent être fournis par la transmission, lesquels sont adaptés au moteur à combustion interne et au moteur électrique, étant donné que lesdits moteurs présentent des caractéristiques de moteur clairement différentes. La conception de la transmission résulte en un champs de contrainte entre un maximum de confort pendant la conduite du véhicule hybride et, en même temps, le désir d'une construction simple et peu coûteuse de la transmission. La présente invention vise à proposer une transmission hybride pour un véhicule, qui apporte une solution équilibrée, relative au champs de contrainte, entre le confort de la conduite et la complexité de la transmission hybride. La présente invention concerne une transmission hybride (2), laquelle permet une pluralité des états de fonctionnement au moyen d'une minorité d'actionneurs.
PCT/DE2017/100310 2016-06-10 2017-04-19 Transmission hybride pour un véhicule, procédé ainsi que véhicule pourvu de transmission hybride WO2017211339A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102016210306.7 2016-06-10
DE202016005407.5U DE202016005407U1 (de) 2016-06-10 2016-06-10 Hybridgetriebe für ein Fahrzeug sowie ein Fahrzeug mit dem Hybridgetriebe
DE202016005407.5 2016-06-10
DE102016210306.7A DE102016210306B4 (de) 2016-06-10 2016-06-10 Hybridgetriebe für ein Fahrzeug, Verfahren sowie Fahrzeug mit dem Hybridgetriebe

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WO2017211339A1 true WO2017211339A1 (fr) 2017-12-14

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DE102018215552A1 (de) * 2018-09-12 2020-03-12 Volkswagen Aktiengesellschaft Verfahren zur Steuerung eines automatischen Hybrid-Getriebes eines Kraftfahrzeugs, insbesondere eines DHT-Getriebes bzw. Hybrid-Getriebe für ein Kraftfahrzeug, insbesondere DHT-Getriebe, arbeitend nach dem zuvor genannten Verfahren
CN112901730A (zh) * 2019-12-04 2021-06-04 西南大学 用于自适应自动变速电驱动系统的传动桥

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US20100120580A1 (en) * 2008-11-07 2010-05-13 Ricardo, Inc. Multi-mode hybrid transmission
EP2368739A1 (fr) * 2008-12-18 2011-09-28 Honda Motor Co., Ltd. Dispositif de transmission de puissance pour un véhicule hybride
DE102011002472A1 (de) * 2011-01-05 2012-07-05 Zf Friedrichshafen Ag Automatisiertes Schaltgetriebe mit Hybridantrieb
DE102011077594A1 (de) * 2011-06-16 2012-12-20 Bayerische Motoren Werke Aktiengesellschaft Hybridantrieb
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DE102012219446A1 (de) * 2012-10-24 2014-04-24 Zf Friedrichshafen Ag Getriebe mit einer ersten Eingangswelle und einer zweiten Eingangswelle
FR3016319A1 (fr) * 2014-01-16 2015-07-17 Renault Sa Transmission pour vehicule automobile a propulsion hybride et procede de commande associe

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US20100120580A1 (en) * 2008-11-07 2010-05-13 Ricardo, Inc. Multi-mode hybrid transmission
EP2368739A1 (fr) * 2008-12-18 2011-09-28 Honda Motor Co., Ltd. Dispositif de transmission de puissance pour un véhicule hybride
DE102011002472A1 (de) * 2011-01-05 2012-07-05 Zf Friedrichshafen Ag Automatisiertes Schaltgetriebe mit Hybridantrieb
DE102011077594A1 (de) * 2011-06-16 2012-12-20 Bayerische Motoren Werke Aktiengesellschaft Hybridantrieb
DE102012016990A1 (de) * 2012-07-02 2014-01-02 Volkswagen Aktiengesellschaft Hybridantriebsstrang für ein Kraftfahrzeug, Hybridfahrzeug und Verwendung desselben
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DE102018215552A1 (de) * 2018-09-12 2020-03-12 Volkswagen Aktiengesellschaft Verfahren zur Steuerung eines automatischen Hybrid-Getriebes eines Kraftfahrzeugs, insbesondere eines DHT-Getriebes bzw. Hybrid-Getriebe für ein Kraftfahrzeug, insbesondere DHT-Getriebe, arbeitend nach dem zuvor genannten Verfahren
US11279340B2 (en) 2018-09-12 2022-03-22 Volkswagen Aktiengesellschaft Method for controlling an automatic hybrid transmission of a motor vehicle, in particular a DHT transmission, or respectively a hybrid transmission for a motor vehicle, in particular a DHT transmission, working according to the aforementioned method
CN112901730A (zh) * 2019-12-04 2021-06-04 西南大学 用于自适应自动变速电驱动系统的传动桥

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