WO2018010934A1 - Transmission pour véhicule automobile, dispositif de propulsion hybride et véhicule à moteur - Google Patents

Transmission pour véhicule automobile, dispositif de propulsion hybride et véhicule à moteur Download PDF

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Publication number
WO2018010934A1
WO2018010934A1 PCT/EP2017/065406 EP2017065406W WO2018010934A1 WO 2018010934 A1 WO2018010934 A1 WO 2018010934A1 EP 2017065406 W EP2017065406 W EP 2017065406W WO 2018010934 A1 WO2018010934 A1 WO 2018010934A1
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WO
WIPO (PCT)
Prior art keywords
gear
switching element
output shaft
idler gear
transmission
Prior art date
Application number
PCT/EP2017/065406
Other languages
German (de)
English (en)
Inventor
Johannes Kaltenbach
Uwe Griesmeier
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 WO2018010934A1 publication Critical patent/WO2018010934A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—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
    • F16H3/093—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 with two or more countershafts
    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input 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
    • 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
    • F16H3/093—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 with two or more countershafts
    • F16H2003/0931—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 with two or more countershafts each countershaft having an output gear meshing with a single common gear on the 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
    • 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
    • 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 for a motor vehicle, comprising an electric machine, an input shaft which is operatively connectable with an internal combustion engine, in particular rotatably connected, a first fixed wheel disposed on the input shaft, an output shaft, an operatively connected to the electric machine first idler gear, one of the output shaft associated second idler gear, which is in engagement with the first fixed gear, a first switching element and a second switching element.
  • the invention also relates to a hybrid drive with such a transmission and an internal combustion engine. Moreover, the invention relates to a motor vehicle with the transmission or the hybrid drive.
  • DE 10 2013 215 1 14 A1 discloses a transmission which has an input shaft operatively connected to an internal combustion engine and an output shaft operatively connected to an axle differential.
  • the transmission has an operatively connected to the output shaft planetary gear and an electric machine, which is operatively connected to the planetary gear.
  • the transmission has the disadvantage that it is complex.
  • the object of the invention is to provide a transmission that is less complex and in which it is also ensured that, especially in electric driving, a high efficiency and that from an electric driving operation, a connection of the internal combustion engine in a suitable gear possible is.
  • the object is achieved by a transmission of the aforementioned type, which is characterized in that the first idler gear by means of the first switching element with the second idler gear rotatably connected and by means of the second switching element with the output shaft rotatably connected.
  • the transmission according to the invention has the advantage that a planetary gear is not available, whereby the transmission is simpler and thus the construction cost is less.
  • the transmission according to the invention has a number of other advantages.
  • a high transmission efficiency can be achieved in the purely electric driving due to the direct connection of the first idler gear to the output shaft, ie without the interposition of other transmission components, in a closed second switching element.
  • a purely electric driving operation can be achieved up to a maximum possible speed using the electric machine, without a switching operation is necessary.
  • the transmission has the advantage that it has at least four, in particular exactly four, mechanical gears and a power flow in a purely internal combustion engine drive from the not belonging to the gearbox internal combustion engine to the output shaft of another power flow in a purely electric drive from the electric Machine is disconnected to the output shaft.
  • no transmission component is driven, which is required for a purely electric driving or that in a purely electric driving operation, no transmission component is driven, which is needed for a purely internal combustion engine driving.
  • the electric machine consists of at least one stator and a rotatably mounted rotor and is arranged in a motor operation to convert electrical energy into mechanical energy in the form of speed and torque, as well as in a generator operation mechanical energy into electrical energy in the form of electricity and to transform tension.
  • the rotor of the electric machine can be rotatably connected via a rotationally fixed connection or via a transmission gear with a rotor shaft.
  • gear For the purposes of the invention is understood as a fixed gear, a gear which is rotatably connected to the shaft on which it is arranged.
  • idler gear is understood a gear that is rotatably mounted on the associated shaft and can be rotatably connected by means of a switching element with the shaft.
  • the gear may be a spur gear.
  • the first idler gear may be engaged with an additional fixed gear disposed on the rotor shaft of the electric machine.
  • This design ensures that the torque provided by the electric machine can be transmitted to the output shaft via a few transmission components, which is advantageous in terms of efficiency.
  • the transmission may have a third switching element, by means of which the second idler gear is rotatably connected to the output shaft.
  • the second idler gear can be rotatably connected depending on driving by means of the first or third switching element with the output shaft.
  • the transmission may include a second fixed gear disposed on the input shaft and a third idler gear associated with the output shaft.
  • the second fixed gear and the third loose gear may be engaged with each other.
  • the third idler gear can be rotatably connected by means of a fourth switching element with the output shaft.
  • the transmission may have a third fixed wheel, which is arranged on the output shaft and is operatively connected to a not belonging to the transmission axle differential of the vehicle.
  • the third fixed gear may be engaged with the axle differential.
  • the axle differential may be operatively connected to vehicle wheels.
  • the transmission may have a further output shaft.
  • the provision of a further output shaft offers the advantage that the transmission can be built short in the axial direction.
  • the output shaft and the further output shaft may each be a countershaft.
  • the output shaft may be associated with a fourth idler gear which engages the second fixed gear.
  • the second fixed gear can be engaged with both the third idler gear and the fourth idler gear, whereby a compact design of the transmission can be realized.
  • the fourth idler gear can be rotatably connected by means of a fifth switching element of the transmission with the other output shaft.
  • the transmission may have a fifth idler gear, which is assigned to the other output shaft.
  • the fifth idler gear may be engaged with the first fixed gear. This means that the first fixed gear with the second idler gear and the fifth idler gear can be engaged, whereby a compact design of the transmission can be realized.
  • the fifth idler gear is engaged with a fourth fixed gear disposed on the input shaft. It is particularly advantageous if the fifth idler gear is arranged in such a way that a plane in which the fifth idler gear is arranged lies between the first idler gear and the second idler gear. In particular, the plane lies in the axial direction of the transmission between the first idler gear and the second idler gear.
  • Such an arrangement of the fifth idler gear has the advantage that the overall length of the transmission in the axial direction does not increase.
  • the length of the output shaft in the axial direction is equal to the length of the output shaft, in the embodiment in which the first fixed gear is engaged with the fifth idler gear and with the second idler gear.
  • the fifth idler gear can be rotatably connected by means of a sixth switching element with the output shaft.
  • the transmission may have a fifth fixed wheel, which is assigned to the further drive shaft and is operatively connected to the axle differential of the vehicle.
  • the fifth fixed gear may be engaged with the axle differential.
  • the first idler gear may have a large diameter. This offers the advantage that a high overall ratio for the electric machine, in particular with two spur gear stages, can be achieved.
  • the translation from the third fixed gear to the axle differential may be greater than the gear ratio from the fifth fixed gear to the axle differential. Thus, it is advantageous for the overall translation that the electric machine is connected via the additional fixed gear and the first idler gear to the drive shaft.
  • the transmission may have at least four, in particular exactly four, gears for a purely internal combustion engine driving operation, in particular forward driving operation, when the first shifting element and the second switching element are open.
  • the transmission may have at least one, in particular exactly one, gear for a purely electric driving operation, when the second switching element is closed.
  • the electrical gear has a high efficiency, because rotate in the electrical gear with the exception of the first idler gear and the output shaft no further idler gears and / or fixed wheels.
  • the transmission may have at least four, in particular exactly four, gears for a purely electric driving operation or a hybrid driving operation, if at least the first shifting element is closed.
  • a further switching element must be closed in addition to the closing of the first switching element.
  • a purely electric driving operation is only possible if a separating clutch between the internal combustion engine and the input shaft is present. Without a separating clutch only a hybrid driving is possible.
  • a change from a first gear for a purely electric or hybrid driving to a fourth gear for a purely electric or hybrid driving can have the same gear jump in quick as for the internal combustion engine when changing a third gear for a purely internal combustion engine driving in the fourth gear for a purely internal combustion engine driving.
  • a driving operation in fourth gear in a hybrid driving operation in particular at higher speeds up to the maximum speed of the vehicle.
  • the electric machine rotates slower than in a gear for a purely electric driving, in which the second switching element is closed. As a result, an overspeed on the electric machine can be avoided.
  • the switching from the aforementioned gear for a purely electric driving operation, in which only the second switching element is closed, in the fourth gear in Hybrid operation, is done by closing the sixth switching element and by switching the first and second switching element.
  • the internal combustion engine supports the tensile force.
  • the first and second switching element with the electric machine EM are synchronized for the switching operation.
  • the use of the fourth gear for a purely electric or hybrid driving is an advantageous alternative to decoupling the electric machine EM to avoid overspeed, because the electric machine EM is also available at higher speeds for the drive or for recuperation.
  • the transmission may have a charge.
  • the charge there is a frictional connection between the input shaft and the electric machine. This means that the energy provided by the internal combustion engine is used to charge the electric machine.
  • the provision of the charging allows that the gear has exclusively an electric machine and, for example, when using the transmission in axle hybrid solutions, the provision of a further electric machine as a starter generator is not necessary.
  • the connection of the second idler gear for charging the electric machine has the advantage that a good transmission ratio between the internal combustion engine and the electric machine can be achieved. This results from this because the electric machine, in particular the rotor shaft operatively connected to the electric machine, rotates faster than the internal combustion engine, in particular the input shaft operatively connected to the internal combustion engine.
  • the switching elements can be designed as individual switching elements or combined to double switching elements. In a double switching element, two switching elements have a common actuator system. It is particularly advantageous if a double switching element has the first and second switching element, another double switching element has the third and fourth switching element and another double switching element has the fifth and sixth switching element.
  • the shift elements used in the transmission can be synchronized with an internal combustion engine speed control. If the gear has an additional starter generator, this can support the synchronization.
  • the switching elements used in the transmission can be designed as synchronized switching elements. The circuits are done as usual in an automated transmission with open disconnect clutch. Alternatively, it is also possible that in a design with clutch claw clutches are used as switching elements.
  • a hybrid drive with a transmission that can be designed as an automatic transmission, and an internal combustion engine, wherein the input shaft to the internal combustion engine operatively connected, in particular rotatably connected, is.
  • the input shaft by means of the separating clutch with the internal combustion engine operatively connected, in particular rotatably connected.
  • a motor vehicle with the hybrid drive and the axle differential of particular advantage.
  • the third fixed gear and the fifth fixed gear are operatively connected to the axle differential.
  • 1 is a schematic representation of a first embodiment of the transmission according to the invention
  • 2 is a schematic representation of a second embodiment of the transmission according to the invention
  • Fig. 5 is a circuit diagram for a purely electric or a purely hybrid driving.
  • the transmission shown in FIG. 1 has an electric machine EM, an input shaft 1, a fixed wheel 2 arranged on the input shaft 1 and an output shaft 3.
  • the transmission has a first idler gear 5 operatively connected to the electric machine EM and a second idler gear 6 associated with the output shaft 3.
  • the second idler gear 6 is engaged with the first fixed gear 2.
  • the transmission has a first switching element E and a second switching element F, wherein the first idler gear 5 by means of the first switching element E with the second idler gear 6 rotatably connected and by means of the second switching element F with the output shaft 3 rotatably connected.
  • the transmission has further switching elements, namely a third switching element B, a fourth switching element A, a fifth switching element C and a sixth switching element D.
  • the second idler gear 6 is rotatably connected by means of the third switching element B with the output shaft 3.
  • One of the output shaft 3 associated third idler gear 10 is rotatably connected by means of the fourth switching element A with the output shaft 3.
  • the third idler gear 10 is engaged with a second fixed gear 9, wherein the second fixed gear 9 is arranged on the input shaft 1.
  • the input shaft 1 is operatively connected via a torsion damper TD with an internal combustion engine VM, in particular rotatably connected.
  • a third fixed gear 11 is disposed on the output shaft 3 and engaged with an axle differential 12, as shown by the dashed line.
  • the axle differential 12 is operatively connected to wheels of a motor vehicle, not shown in the figures.
  • the transmission also has a further drive shaft 13.
  • a fourth idler gear 14 and a fifth idler gear 15 are assigned to the further drive shaft 13.
  • the fourth idler gear 14 by means of the fifth switching element C with the other drive shaft 13 rotatably connected.
  • the fourth idler gear 14 is in engagement with the third fixed gear 9.
  • the fifth idler gear 15 is rotatably connected by means of the sixth switching element D with the other drive shaft 13.
  • the fifth idler gear 15 with the first fixed gear 2 is engaged.
  • a fifth fixed gear 17 is arranged on the further output shaft 13 and operatively connected to the axle differential 12.
  • the input shaft 1, the output shaft 3 and the further output shaft 13 are arranged axially parallel to each other.
  • the electric machine EM is operatively connected to a rotor shaft 7.
  • An additional fixed gear 8 is mounted on the rotor shaft 8 and in engagement with the first idler gear fifth
  • Fig. 2 shows a schematic representation of a transmission according to a second embodiment.
  • the embodiment shown in Figure 2 differs from the embodiment shown in Figure 1 in that a separating clutch K0 is technically arranged between the internal combustion engine VM and the input shaft 1.
  • the separating clutch between the torsion damper TD and the input shaft 1 is arranged.
  • the input shaft 1 by means of the separating clutch K0 and the torsion damper TD with the internal combustion engine VM operatively connected, in particular rotatably connected.
  • a fourth fixed wheel 16 is provided, which is arranged on the input shaft 1 and is in engagement with the fifth idler gear 15.
  • the first fixed gear 2 is thus only in engagement with the second idler gear 6.
  • Fig. 3 shows a circuit diagram for the transmission shown in Figures 1 and 2 for a purely internal combustion engine driving operation.
  • a closed switching element is marked with the sign "X.”
  • the transmission has a neutral gear in which no switching element is closed Gear for a pure internal combustion engine driving on, in which the fourth switching element A is closed and the remaining switching elements are open.
  • a switching from the first gear to a second gear for the purely internal combustion engine driving operation is carried out by opening the fourth switching element A and closing the fifth switching element C, wherein the remaining switching elements open.
  • the switching from the second gear to the third gear for the purely internal combustion engine driving operation is carried out by opening the fifth switching element C and closing the third switching element B, wherein the remaining switching elements are opened.
  • a switching from the third gear to the fourth gear for the purely internal combustion engine driving operation is carried out by opening the third switching element B and closing the sixth switching element D, wherein the remaining switching elements are opened.
  • a charge is present, in which the first switching element E is closed and the remaining switching elements are open.
  • the electric machine EM is charged by the energy provided by the internal combustion engine VM.
  • the charge there is no frictional connection between the input shaft 1 and the output shaft 3 and / or the other output shaft 13.
  • Figure 4 shows a circuit diagram for the transmission shown in Fig. 1 and 2 for a purely electric driving operation.
  • a gear for an electric driving operation can be realized by closing the second switching element F, wherein the remaining switching elements are opened. Also in this circuit diagram, a neutral gear is present, in which no switching element is closed.
  • Fig. 5 shows a circuit diagram for the transmission according to the invention with four gears for a purely electric or a hybrid driving operation.
  • the gears in the embodiment shown in FIG. 2, which has a separating clutch KO can be used, depending on the position of the separating clutch KO, either in hybrid driving or in purely electric driving.
  • the circuit diagram shown in Fig. 5 differs from the circuit diagram shown in Fig. 3 in that in each of the four gears for the driving operation, the first switching element E is additionally closed.
  • a first gear W1 for a purely electric or hybrid driving operation the fourth switching element A is closed in addition to the first switching element E, while the remaining switching elements are opened.
  • the power flow goes from the electric machine EM via the additional fixed gear 8, the first idler gear 5, the second idler gear 6 and the first fixed gear 2 to the input shaft 1 and from there via the third fixed gear 9 and the third idler gear
  • iem the translation of the electric machine EM to the drive shaft 3, i3 the translation of the internal combustion engine VM via the first fixed gear.
  • i1 is the gear ratio of the internal combustion engine VM via the second fixed gear 9 to the output shaft (corresponding to the 1st gear ratio) and iab1 is the gear ratio of the output shaft 3 to the axle differential 12
  • the first gear W1 is shortened by the ratio i1 / i3 relative to the electric gear in which only the second switching element F is closed (see FIG. 4).
  • the shortening results because the ratio i1 is greater than i3, wherein a short gear has a high magnitude translation.
  • the fifth switching element C is closed in addition to the first switching element E, while the remaining switching elements are opened.
  • the power flow is based on the electric machine EM on the additional fixed gear 8, the first idler gear 5, the second idler gear 6 and the first fixed gear 2 to the input shaft 1 and Thereupon, an effective translation of iem / i3 * i2 * iab2 is obtained for the electric machine EM, with iem the ratio of the electric machine EM to the output shaft 3, i3 the translation of the internal combustion engine VM via the first fixed gear 2 to the output shaft (corresponds to the translation of the 3rd gear), i2 the ratio of the internal combustion engine VM via the fourth idler gear 14 to the other output shaft (corresponds to the translation of 2nd gear) and iab2 the translation from the other output shaft 13 to the axle differential 12 is.
  • the third switching element B is closed in addition to the first switching element E, while the remaining switching elements are opened.
  • a fourth gear W4 for a purely electric or hybrid driving operation, the sixth shifting element D is closed in addition to the first shifting element E.
  • the power flow starts from the electric machine EM via the additional fixed gear 8, the first idler gear 5, the second idler gear 6 and the first fixed gear 2 to the input shaft 1 and from there then via the fifth idler gear 15 to the further output shaft 13 an effective for the electric machine EM translation of iem / i3 * i4 * iab2, wherein iem the translation of the electric machine EM to the output shaft 3, i3 the ratio of the internal combustion engine VM via the first fixed gear 2 to the output shaft (corresponds to the translation from third gear), i4 is the gear ratio of the internal combustion engine VM via the fifth idler gear 15 to the other output shaft (corresponding to the 4th gear ratio) and iab2 is the gear ratio of the other output shaft 13 to the axle differential 12.
  • the fourth gear W4 is extended by the factor i4 / i3 * iab2
  • first, second and fourth gear W1, W2, W4 takes place in comparison to the gears which can be seen from the circuit diagram shown in Figure 3, the Power supply from the electric machine EM to the output shaft 3 or the further output shaft 13 via additional two tooth engagements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne une transmission, destinée à véhicule automobile, comprenant une machine électrique (EM), un arbre d'entrée (1) pouvant être relié fonctionnellement à un moteur à combustion interne (VM), une première roue fixe (2) disposée sur l'arbre d'entrée (1), un arbre de sortie (3), une première roue libre (5) reliée fonctionnellement à la machine électrique (EM), une seconde roue libre (6) associée à l'arbre de sortie (3) et en engagement avec la première roue fixe (2), un premier élément de commutation (E) et un second élément de commutation (F). La transmission est caractérisée en ce que la première roue libre (5) peut être reliée solidairement en rotation à la seconde roue libre (6) au moyen du premier élément de commutation (E) et peut être reliée solidairement en rotation à l'arbre de sortie (3) au moyen du second élément de commutation (F).
PCT/EP2017/065406 2016-07-11 2017-06-22 Transmission pour véhicule automobile, dispositif de propulsion hybride et véhicule à moteur WO2018010934A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016212605.9 2016-07-11
DE102016212605.9A DE102016212605B4 (de) 2016-07-11 2016-07-11 Getriebe für ein Kraftfahrzeug

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WO2018010934A1 true WO2018010934A1 (fr) 2018-01-18

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WO (1) WO2018010934A1 (fr)

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CN110370916A (zh) * 2018-04-12 2019-10-25 上海汽车集团股份有限公司 混合动力车辆、混合动力驱动系统以及变速箱
CN113085530A (zh) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 一种多模式混合动力传动装置以包含该装置的车辆
CN113085531A (zh) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 一种多模式混合动力传动装置以包含该装置的车辆
CN113365866A (zh) * 2019-02-01 2021-09-07 采埃孚股份公司 用于机动车辆的混合动力变速器

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DE102011005532A1 (de) * 2011-03-15 2012-09-20 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs
DE102013211591A1 (de) * 2013-06-20 2014-12-24 Zf Friedrichshafen Ag Anordnung aus einem Getriebe und einer elektrischen Maschine für einen Hybridantrieb und Hybridantrieb
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CN110370916A (zh) * 2018-04-12 2019-10-25 上海汽车集团股份有限公司 混合动力车辆、混合动力驱动系统以及变速箱
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CN110370916B (zh) * 2018-04-12 2022-04-12 上海汽车集团股份有限公司 混合动力车辆、混合动力驱动系统以及变速箱
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CN113365866A (zh) * 2019-02-01 2021-09-07 采埃孚股份公司 用于机动车辆的混合动力变速器
CN113085530A (zh) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 一种多模式混合动力传动装置以包含该装置的车辆
CN113085531A (zh) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 一种多模式混合动力传动装置以包含该装置的车辆

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DE102016212605B4 (de) 2024-02-15

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