WO2018113817A1 - Chaîne cinématique munie d'un actionneur servant relier un moteur électrique à un élément tournant de la chaîne cinématique - Google Patents

Chaîne cinématique munie d'un actionneur servant relier un moteur électrique à un élément tournant de la chaîne cinématique Download PDF

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Publication number
WO2018113817A1
WO2018113817A1 PCT/DE2017/101010 DE2017101010W WO2018113817A1 WO 2018113817 A1 WO2018113817 A1 WO 2018113817A1 DE 2017101010 W DE2017101010 W DE 2017101010W WO 2018113817 A1 WO2018113817 A1 WO 2018113817A1
Authority
WO
WIPO (PCT)
Prior art keywords
switching
actuator
shaft
clutch
transmission
Prior art date
Application number
PCT/DE2017/101010
Other languages
German (de)
English (en)
Inventor
Nils Klockmann
Yunfan Wei
Marco Grethel
Gerald KÜSTLER
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
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112017006384.1T priority Critical patent/DE112017006384A5/de
Publication of WO2018113817A1 publication Critical patent/WO2018113817A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/20—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • 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
    • 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
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2838—Arrangements with single drive motor for selecting and shifting movements, i.e. one motor used for generating both movements
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3076—Selector shaft assembly, e.g. supporting, assembly or manufacturing of selector or shift shafts; Special details thereof
    • 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 drive train for a motor vehicle, such as a car, a truck, a bus or other commercial vehicle, having an actuator having a switching shaft, wherein a switching member of the actuator is coupled to the switching shaft / is arranged on the shift shaft, that the switching member in a selection operation of the actuator (preferably by shifting the switching shaft) in an axial direction of the shift shaft in at least one operating plane and slidably in a switching operation of the actuator (preferably by rotation of the switching shaft) in the at least one operating plane is movable / pivoted.
  • DE 10 2012 021 074 A1 discloses a hybrid powertrain and a method for operating such.
  • the hybrid powertrain has an internal combustion engine designed for a maximum engine speed and a dual clutch arrangement with a first friction clutch and a second friction clutch, wherein the friction clutches in turn have a common input member coupled to the internal combustion engine and one output member each.
  • a transmission assembly having a first sub-transmission and a second sub-transmission is also present in the drive train, wherein the output member of the first friction clutch is connected to an input of the first sub-transmission and the output member of the second friction clutch is connected to an input of the second sub-transmission.
  • an electric machine is present in the drive train.
  • DE 10 2013 207 871 A1 also discloses a transmission actuator for a vehicle transmission and a controller for controlling this transmission actuator.
  • the drive train configurations known from the prior art as well as the actuators used herein have hitherto often had the disadvantage that relatively complicated actuators are to be used to implement the actuation of the individual components of the drive train, in particular of the electrical machine used herein.
  • the drive train is relatively complex in terms of its construction and its control.
  • the actuators often take a relatively large space in the drive train.
  • the actuator is designed and mounted so that the switching member cooperates in a first operating plane with a arranged between an electric machine and a rotary part of the drive train / acting clutch.
  • the switching element acts on the clutch, at least in the switching process in the first operating plane (by its movement / by a rotation of the switching shaft).
  • a coupling is understood as a coupling arrangement.
  • a particularly compact switching device is implemented for a arranged between the electric machine and the drive train clutch.
  • the actuation of the clutch is thereby implemented space-optimized. Due to the design of the switching shaft and the switching member, the clutch can be used individually in the drive train, with the actuator always being able to displace the switching member via the selector shaft into the actuation plane.
  • the actuator is designed as a single-motor actuator, that is, the actuator has only a drive unit, with a motor on which the shift shaft both in shifts its axial direction as well as twisted about its longitudinal axis. As a result, the structure of the actuator is further reduced.
  • the drive train is designed as a hybrid or pure electric / electric drive train.
  • the actuator is designed such that the switching element is displaceable back and forth between the plurality of operating planes by means of the switching shaft (preferably by shifting the switching shaft), the switching element being in a second operating plane spaced apart from the first actuating plane for switching, ie for switching on - And / or laying, a gear of a transmission is used, the actuator is designed to simultaneously actuate the transmission.
  • the structure of the drive train is further simplified significantly.
  • the actuator is even formed so that the switching member by means of the switching shaft (preferably by shifting the switching shaft) in a spaced apart from the first and the second operating plane arranged third operating plane is displaceable, wherein the switching member and in the third operating level for shifting a gear, namely another gear of the transmission than in the second operating level, is used, with the actuator, the engagement and disengagement of several different gears possible.
  • the switching element between at least four, more preferably five, more preferably six or seven levels of actuation displaced.
  • the actuator by shifting the switching element, selecting a gear assigned to a gear of the transmission or the actuation of a clutch operating plane and with a movement of the switching element in the respective operating level / with a rotation of the switching shaft switching (input and / or laying out) a gear or a shift of the clutch.
  • the actuator is used very versatile. If the shift element in the first actuation plane is movable / pivotable independently of a shift in the second actuation plane and / or the third actuation plane, actuation of the clutch takes place independently of a shift of the transmission.
  • the clutch can be operated independently of an engaged or designed gear of the transmission.
  • the switching element in the first operating plane is coupled or couplable directly or indirectly to an actuating element of the coupling, that is, if the switching element in the first operating plane interacts directly or indirectly with the adjusting element of the coupling.
  • the switching element is particularly cleverly connected to the clutch, so that the clutch can be used at any position in the drive train.
  • the coupling can be particularly clever in the drive train be positioned. This makes the use of the actuator even more flexible possible.
  • the connecting mechanism preferably together with the actuating element
  • the connecting mechanism is in a first position, preferably a disengaged position, of the clutch (preferably in the embodiment of the clutch as a normally-engaged clutch) and / or in a second position, preferably in an engaged position
  • the clutch preferably in the design of the clutch as a normally-disengaged clutch
  • acts self-locking As a result, the respective position of the clutch is stably supported independently of the position of the switching member. Under self-locking is understood, especially in the application of a coupling, that after actuation of an actuator, the addressed actuator remains independent at the position caused by the actuator.
  • the switching member in the first operating plane is rotatable from a neutral position in a first rotational direction, in which the switching member spends the clutch in the first position, preferably the disengaged position, and / or from a neutral position into a the first rotational direction opposite, second rotational direction is rotatable, in which the switching member spends the clutch in the second position, preferably the engaged position.
  • the clutch is designed as a frictionally engaging clutch, such as a friction clutch, or a form-locking clutch, such as a dog clutch or a synchronous unit, the clutch is particularly effective at the area of use in the drive train.
  • the rotary part prefferably be rotationally fixed component of a drive shaft, preferably a transmission shaft of a transmission, a secondary shaft of a transmission coupled to a transmission shaft, a shaft which couples a transmission shaft / gearbox to a differential or an output shaft of an internal combustion engine.
  • a drive shaft preferably a transmission shaft of a transmission, a secondary shaft of a transmission coupled to a transmission shaft, a shaft which couples a transmission shaft / gearbox to a differential or an output shaft of an internal combustion engine.
  • the actuator is furthermore designed and installed such that the switching element in the first operating plane (preferably by rotation of the switching shaft) or in a further, arranged at a distance to the first plane of actuation level with two, each between the electric machine and a rotary part of the drive train arranged couplings cooperates / actuated on two, each acting between the electric machine and a rotating part of the drive train clutches acts, the actuator is used for two different clutches as an actuating device, whereby the structure of the drive train is further simplified.
  • a one-motor actuator (actuator) is thus implemented, which is used to connect an electric motor (electric machine) to the drive train.
  • the actuator is preferred with an active knockout mechanism ("Active Interlock” (Mechanism / System)), whereby secondary operating elements (shift fingers and / or ejectors) ensure that engaged gears of a gear train are laid out when another gear is engaged
  • the electric motor (electric machine
  • a transmission preferably, but not necessarily, a dual-clutch transmission) may comprise a switching shaft with active interlock, the auxiliary operating elements / auxiliary operating element being used to control the E
  • the Active Interlock can preferably fulfill this function with its actual function for laying out aisles or preventing inlaid gears.
  • the Active Interlock can be used, in particular, to position the electric motor at various positions of the drive train Indung will now be explained in more detail with reference to figures, in which context, various embodiments are described.
  • FIG. 1 is a simplified view of a drive train according to the invention according to a first embodiment, wherein a clutch which is arranged between an electric machine and an output shaft of an internal combustion engine in the drive train, via an actuator in the first actuation level is actuated,
  • Fig. 2 is a schematic diagram of the drive train of Fig. 1, wherein in addition, the connection of the electric machine with a transmission and its further connection to a differential are shown schematically.
  • Fig. 3 is a simplified view of a drive train according to the invention according to a second embodiment, wherein the clutch is now between the 3, wherein the further structure of the transmission having two partial transmissions and its connection to the internal combustion engine and the differential is illustrated, a schematic illustration of a drive train according to the invention a third embodiment, wherein the electric machine cooperates via a clutch with a general gear, a simplified view of a drive train according to the invention according to a fourth embodiment, wherein the electric machine now by means of the clutch optionally via a corresponding gear ratio with a first gear shaft or a second gear shaft of two Partial transmission of the transmission can be coupled, a schematic diagram of the drive train of FIG.
  • FIG. 6 a schematic diagram of a drive train according to the invention according to a fifth embodiment, in which the coupling is used for coupling the electric machine via a respective other translation stage with an axle between the transmission and the differential
  • a schematic diagram of a Drive train according to the invention according to a sixth embodiment wherein the electric machine is coupled by means of the clutch optionally with the transmission shaft of the first gear part of the transmission or with the axle shaft between the gear and the differential
  • FIG. 10 is a schematic diagram of a drive train according to the invention according to a seventh embodiment, wherein the clutch is arranged and inserted so that it couples in one position, the electric machine with the output shaft of the internal combustion engine and in another position, the electric machine with a transmission shaft of the first sub-transmission ,
  • a first embodiment of a drive train 1 is illustrated.
  • the basic structure of the drive train 1 can be seen in Fig. 2. Accordingly, the drive train 1 with an internal combustion engine 20 (gasoline or diesel engine), an electric machine 1 1 (also referred to as electric motor / electric motor or electric motor), a transmission 14 and a differential 21 equipped.
  • the present drive train 1 is consequently designed as a hybrid drive train 1 and prepared for use in a hybrid vehicle.
  • At least one clutch 13 is provided in the drive train 1, which serves to connect the electric machine 1 1 selectively with a rotary part 12 of the drive train 1 (rotationally fixed) or decouple from this rotary member 12.
  • the rotary member 12 is always an integral part of a drive shaft 17 of the drive train.
  • the clutch 13 is inserted between an output shaft 27 of the internal combustion engine 20 and the electric machine 1 1.
  • the drive shaft 17 is thus part of the output shaft 27.
  • a drive shaft 26 of the electric machine 1 1, ie a shaft on which the electric machine 1 1 acts drivingly in an operation is here an integral part of a transmission shaft 28 of the transmission 14.
  • this is disengaged / disengaged, so that the electric machine 1 1 / a drive shaft 26 of the electric machine 1 1 is decoupled from the formed by the drive shaft 17 rotary member 12.
  • this is engaged / engaged, so that the drive shaft 26 is rotatably connected via the coupling 13 with the rotary member 12.
  • an actuator 3 serves to actuate / move the coupling 13 between the at least two positions.
  • the actuator 3 is designed as a single-motor actuator.
  • the actuator 3 therefore has a hydraulic and / or electric drive unit 22, which has a motor not shown here for the sake of clarity.
  • the actuator 3 has a switching shaft 2.
  • the drive unit 2 serves to drive the selector shaft 2.
  • the drive unit 22 is coupled to the selector shaft 2 in such a way that the selector shaft 2 (by the drive unit 22) both in its axial direction, i. along its longitudinal axis 23, adjustable / displaceable, as well as rotational, i. rotating about the longitudinal axis 23, can be driven.
  • a switching element 4 is fixed, i. rotatable and non-displaceable, arranged on the switching shaft 2. Thereby, it is possible to displace the switching member both in the axial direction of the switching shaft 2 and around the switching shaft 2, i. around the longitudinal axis
  • the drive unit 22 is coupled to the switching shaft 2 such that the switching element 4 (/ the switching shaft 2) is displaceable both in a first axial direction and in a, opposite to the first axial direction, the second axial direction of the longitudinal axis 23.
  • the drive unit 22 is coupled to the shift shaft 2 such that the shift member 4 (/ the shift shaft 2) is both in a first rotational direction and in a, the first opposite, second rotational direction movable / pivotable.
  • switching elements are present on the switching shaft 2, which, like the switching element 4, are in each case designed as protrusions / lugs protruding outwards from the switching shaft 2 in the radial direction and as ejectors
  • This ejector 24 which partially spaced in the axial direction and / or in the circumferential direction of the switching shaft 2 of the switching member 4 are arranged, depending on the position of the switching shaft 2, as described in more detail below, for ejecting certain gears of the transmission 14 when inserting another gear.
  • the switching member 4 in a first operating plane 5 (in a first displacement position of the switching shaft 2) is arranged.
  • five further operating levels (second to sixth operating levels 6 to 10) are provided in this embodiment, wherein the number of operating levels in other embodiments is also extended.
  • the switching element 4 By coupling the drive unit 22 with the switching shaft 2 and by the connection of the switching element 4 to the switching shaft 2, the switching element 4 in a selection operation of the actuator 3 in the axial direction of the switching shaft 2 in the respective operating level 5 to 10 is slidable and in a switching operation of the actuator 3, by rotating the switching shaft 2, in this first operating plane movable / rotatable, so that it acts in each case.
  • the switching element 4 is used to actuate the clutch 13.
  • the switching element 4 acts in this embodiment in the first operating level 5 is not directly with an actuating element 15 in the form of an actuating bearing 25 and a plate spring of the clutch 13, but indirectly via a connection mechanism 16 together.
  • the connecting mechanism 16 is a lever mechanism, which is coupled on a side facing away from the switching element 4 in the first operating plane 5 with actuator 15 of the clutch 13.
  • the connecting mechanism 16 is self-locking.
  • the clutch 13, here a friction clutch is designed as a normally-engaged clutch, so that the link mechanism 16 in the first (disengaged) position of the clutch 13 acts self-locking.
  • the connecting mechanism 16 in the second (engaged) position acts self-locking. If the connecting mechanism 16 acts in a self-locking manner exclusively in the second position, the clutch 13 is preferably designed as a normally-disengaged clutch.
  • the link mechanism 16 in this embodiment is a lifting mechanism, but may take other forms in any manner, such as other types of gears, such as gears, or the like.
  • the switching member 4 acts in the other five levels of actuation 6 to 10 actuated with switching mechanisms of the transmission 14 together. In these other second to sixth operating levels 6 to 10, a gear of the transmission 14 by pivoting the switching member 4, according to the movement in the first operating plane 5, on or interpretable.
  • the actuator 3 is designed both as a clutch actuator and as a gear actuator.
  • the second to sixth operating planes 6 to 10 are each arranged spaced from the first operating plane 5, that the clutch 13 is actuated independently of the transmission 14. If the switching element 4 is arranged in the first actuation plane 5, neither the switching element 4 nor one of the ejectors 24 cooperates with the transmission 14 (ie both switching element 4 and ejector 24 are then arranged outside the second to sixth actuation planes 6 to 10).
  • the ejector 24 are used in particular when inserting a respective gear of the transmission 14 by the switching element 4 in one of the second to sixth operating planes 6 to 10, for ejection in another operating plane 6 to 10 than that in which the switching element 4 is arranged.
  • the drive train 1 When engaging a gear, the other previously engaged gear is automatically designed by the ejector 24.
  • the drive train 1 also differs in other ways than in FIGS
  • these further exemplary embodiments are in principle in each case according to the first embodiment play constructed and functioning, which is why, for brevity, only the differences between the embodiments will be discussed.
  • the drive train 1 according to a second embodiment is designed so that the electric machine 1 1 is integrated in the transmission 14 of the drive train 1.
  • the electric machine 11 is also coupled (with its drive shaft 26) via the clutch 13 to a first transmission shaft 28 of a first partial transmission 35 of the transmission 14.
  • the clutch 13 thus serves for selectively connecting the electric machine 1 1 with the first transmission shaft 28th
  • the clutch 13 is no longer designed as a force-locking coupling in the form of the friction clutch, but as a form-fitting coupling 13.
  • the clutch 13 is implemented as a synchronous unit.
  • the clutch 13 accordingly has a the actuating element 15 forming sliding sleeve 29, which in turn is coupled via the connecting mechanism 16 with the switching member 4 in the first operating plane 5.
  • the connecting mechanism 16 has a shift fork 30, which acts on the sliding sleeve 29 in a displaceable manner.
  • the drive shaft 17 is now designed as a secondary shaft 37, which is permanently coupled via a (first) gear ratio stage 31 (i) in the form of a toothing with the first transmission shaft 28.
  • first gear ratio stage 31 i
  • the drive shaft 26 of the electric machine 1 1 is disconnected from the secondary shaft 37 and therefore also from the first transmission shaft 28.
  • second position of the clutch 13 the drive shaft 26 of the electric machine 1 1 rotatably connected to the drive shaft 17 and by means of the downstream first gear stage 31 to the first transmission shaft 28.
  • a second partial transmission 36 is present in the transmission 14, so that the transmission 14 is designed as a double-clutch transmission.
  • An embodiment of the transmission 14 as a dual-clutch transmission is not absolutely necessary.
  • the transmission 14 may be formed as a single transmission (with a transmission input shaft and a transmission output shaft).
  • the electric machine 1 1 is not necessarily in the transmission 14, ie, for example. Within a transmission housing, must be integrated. Also, the electric machine 1 1 can be coupled with different components of the transmission 14. Accordingly, the electric machine 1 1 in Fig. 5 outside the transmission 14 is arranged in principle.
  • the clutch 13 is in turn coupled via the clutch 13 to the transmission 14, such as one or more (connected to the drive shaft 17 or the drive shaft 17 directly forming) transmission shafts 28, 32 of the transmission 14 coupled.
  • the clutch 13 is, according to the embodiment in the second embodiment of FIGS. 3 and 4, again formed as a synchronous unit.
  • the sliding sleeve 29 is disposed in the first (disengaged) position (neutral position) so as to decouple the drive shaft 26 from both the first rotary member 12 and the second rotary member 18.
  • the clutch 13 can now be brought into two engaged positions.
  • the clutch 13 In a second position (first engaged position), the clutch 13 in turn serves to connect the drive shaft 26 with the first transmission shaft 28 (via the (first) secondary shaft 37 (first drive shaft 17) and the first gear stage 31) of the first partial transmission 35. In a third position of the clutch 13 (second engaged position), the clutch 13 in turn serves to connect the drive shaft 26 with the second transmission shaft 28 (via a (second) secondary shaft 38 (second drive shaft 19) and a second gear stage 33, also formed as a toothing det ) of the second partial transmission 36.
  • the three different positions of the clutch 13 are all switched by means of the actuator 3 in the same first operating plane 5.
  • Fig. 9 can also be seen, also as a further development of the embodiment of FIGS. 6 and 7 that the electric machine 1 1 by means of the clutch 13 in the second position via the first gear stage 31 with the first gear shaft 28 and in the third position via a second gear stage 33 with the axle 34 is connectable.
  • Fig. 10 an embodiment is illustrated by further development of the embodiment of FIG. 2, that the electric machine 1 1 by means of the clutch 13 in the second position via the first gear stage 31 with the first gear 28 and in the third position with the output shaft 27 is connectable.
  • the clutch 13 therefore connects the electric machine 1 1 with a respective rotary part 12 or 18 of the drive train 1.
  • the first rotary part 12 is in particular part of the first drive shaft 17 converted by the output shaft 27 and the second rotary part 18 is part of the second drive shaft 19 converted by the first drive shaft 28.
  • the actuation of the clutch 13 takes place again in the first actuation planes 5 by the actuator 3
  • it is also possible to use a plurality of couplings which would then be operable in the same (first) operating plane or in different operating planes.
  • the Active Interlock 3 is not only used for gearshifting, but also for coupling and disconnecting the electric motor 1 1 at various points in the transmission 14 / drive train. 1
  • the active interlock 3 has a separate switching level (first operating level 5), which has no interaction with the switching levels used for the gear operations (second to sixth levels of actuation 6 to 10).
  • the Active Interlock 3 ensures that at the same time only one position in this group is switched.
  • the following application areas are to be mentioned in principle: 1. Connecting and disconnecting the electric machine 1 1 to the engine 20 in a P2 transmission structure (FIG. 2); 2. Connecting and disconnecting the electric motor 1 1 laterally on a gear 14 (hereinafter this structure is called P2.5; Fig. 5); 3. Subitem of FIG. 2: connecting and disconnecting the electric motor 1 1 to a partial transmission 35 of a dual-clutch transmission 14 (FIG. 4); 4 subsection of FIG. 2: disconnecting and switching between two partial transmissions 35, 36 of a dual-clutch transmission 14 (FIG. 7); 5.
  • the transmission 14 can thus be designed in principle as a dual-clutch transmission (with clutches), ASG transmission with clutch, automatic converter with converter and CVT transmission.
  • the switch element which can be found in all embodiments, is a general switching device that can be actuated with Active Interlock.
  • coupling 13 e.g. a friction clutch, a dog clutch or a synchronizing unit can be used.
  • the active interlock 3 has a switching level 5, which actuate the clutch 13 via a release system with a lever mechanism (link mechanism 16) and thus connect the electric motor 1 1 with the combustor 20 or can separate from this.
  • the mechanism 16 from the switching level 5 to the release system (actuating bearing 25) should be self-locking in the disengaged state.
  • the shift finger 14 moves back to the neutral position, as it is also implemented in a normal gear engagement by means of the actuator 3.
  • the opposite lane is used to re-engage the separating clutch 13. applies.
  • the extra switching level 5 for reversing the e-machine 1 1 has no interaction with the other shell levels 6 to 10, which are used for gear operation.
  • the active interlock 3 also has a switching level 5, which can now connect via a synchronization or a dog clutch (clutch 13), the electric motor 1 1 to the transmission 14 or separate from it.
  • a switching level 5 can now connect via a synchronization or a dog clutch (clutch 13), the electric motor 1 1 to the transmission 14 or separate from it.
  • the shift finger 14 moves back to the neutral position, as it is also implemented in a normal engagement by means of the actuator 3.
  • the opposite alley is used to disconnect the electric motor 1 1.
  • the extra switching level 5 in turn has no interaction with the other shell levels 6 to 10, which are used for gear operation.
  • the active interlock 3 also has a switching level 5, which connects via a synchronization or a dog clutch (clutch 13), the electric motor 1 1 with one of the two partial transmissions 35, 36 or separate from them.
  • a switching level 5 which connects via a synchronization or a dog clutch (clutch 13), the electric motor 1 1 with one of the two partial transmissions 35, 36 or separate from them.
  • the shift finger 14 moves back to the neutral position, as it is also implemented in a normal gear engagement by means of the actuator 3.
  • the opposite lane is used for separating the electric motor 1 1 of the partial transmission 35 and connecting the electric motor 1 1 with the (second) partial transmission 36.
  • This extra switching level 5 has no interaction with the other shell levels 6 to 10, which are used for gear operation.

Abstract

L'invention concerne une chaîne cinématique (1) pour un véhicule automobile, comportant un actionneur (3) présentant un arbre de changement de vitesse (2), un organe de changement de vitesse (4) de l'actionneur (3) étant raccordé à l'arbre de changement de vitesse (2) de telle manière que l'organe de changement de vitesse (4) peut être déplacé dans une direction axiale de l'arbre de changement de vitesse (2) vers au moins un plan d'actionnement (5, 6, 7, 8, 9, 10) dans un processus de sélection de l'actionneur (3) et peut être déplacé dans le ou les plans d'actionnement (5, 6, 7, 8, 9, 10) dans un processus de changement de vitesse de l'actionneur (3). L'actionneur (3) est conçu et monté de telle manière que dans un premier plan d'actionnement (5), l'organe de changement de vitesse (4) coopère avec un embrayage (13) agencé entre un moteur électrique (11) et un élément tournant (12) de la chaîne cinématique (1).
PCT/DE2017/101010 2016-12-21 2017-11-23 Chaîne cinématique munie d'un actionneur servant relier un moteur électrique à un élément tournant de la chaîne cinématique WO2018113817A1 (fr)

Priority Applications (1)

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DE112017006384.1T DE112017006384A5 (de) 2016-12-21 2017-11-23 Antriebsstrang mit Aktor zur Verbindung einer elektrischen Maschine mit einem Drehteil des Antriebsstranges

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DE102016125096.1A DE102016125096B4 (de) 2016-12-21 2016-12-21 Antriebsstrang mit Aktor zur Verbindung einer elektrischen Maschine mit einem Drehteil des Antriebsstranges
DE102016125096.1 2016-12-21

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FR3130728A1 (fr) * 2021-12-22 2023-06-23 Renault Levier de sélection

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DE10034746A1 (de) * 1999-07-28 2001-02-01 Luk Lamellen & Kupplungsbau Schaltgetriebe für ein Fahrzeug
DE102012218121A1 (de) 2012-10-04 2014-04-10 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
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DE112017006384A5 (de) 2019-08-29
DE102016125096B4 (de) 2019-09-19

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