WO2018115245A1 - Dispositif de transmission de couple, système d'entraînement et véhicule à moteur - Google Patents

Dispositif de transmission de couple, système d'entraînement et véhicule à moteur Download PDF

Info

Publication number
WO2018115245A1
WO2018115245A1 PCT/EP2017/084025 EP2017084025W WO2018115245A1 WO 2018115245 A1 WO2018115245 A1 WO 2018115245A1 EP 2017084025 W EP2017084025 W EP 2017084025W WO 2018115245 A1 WO2018115245 A1 WO 2018115245A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
torque transmission
transmission device
gear set
input shaft
Prior art date
Application number
PCT/EP2017/084025
Other languages
German (de)
English (en)
Inventor
Helmut Kassler
Ivan ANDRASEC
Original Assignee
Avl List Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102016226090.1A external-priority patent/DE102016226090A1/de
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Publication of WO2018115245A1 publication Critical patent/WO2018115245A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a torque transmission device, preferably for a motor vehicle, in particular for a hybrid vehicle, wherein the torque transmission device comprises a first input shaft, a first planetary gear set, a second planetary gear set, another gear set, a first separation clutch, a second separation clutch, a third separation clutch, a first brake device and an output shaft.
  • the invention relates to a drive system with at least one first drive motor, in particular an internal combustion engine, and a torque transmission device having a first input shaft, wherein the first drive motor with the first input shaft is rotatably connected or nadoverbindbar.
  • the invention relates to a vehicle, in particular a motor vehicle, with a drive system with a torque transmission device.
  • Torque transmission devices having an input shaft and an output shaft and two planetary gear sets and a further gear set and a plurality of switching elements in the form of disconnect couplings and / or braking devices are basically known from the prior art, for example from DE 10 2015 222 594 A1, US 8,246,500 B2 or WO 2014/063980 A1.
  • a torque transmission device has a first planetary gear set, the first gear elements as a first. Sun gear, at least a first planetary gear that meshes with the first sun gear, and a planet carrier for rotatably supporting the at least one first planetary gear on.
  • the second planetary gear set of a torque transmission device has a second sun gear, a second ring gear and at least one second planet gear, wherein the at least one second planetary gear meshes with the second sun gear, the second ring gear and one of the first planet gears and rotatably mounted on the planet carrier is supported, in particular on the same planet carrier as the at least one, first planetary gear.
  • the further gear set of a torque transmission device has an input side and an output side, wherein the input side of the further gear set is rotatably connected or lubverbindbar with the first input shaft and the output side of the other set of gears by means of the third separating clutch with the first sun gear of the first planetary gear set is lubverbindbar and / or by means of the second separating clutch with the second sun gear of the second planetary gear set.
  • the first separating clutch of a torque transmission device is designed for rotational connection of the first input shaft with the planet carrier and the first braking device is designed for releasably fixing the second sun gear of the second planetary gear set.
  • the output shaft is rotatably connected or lubverbindbar with the second ring gear of the second planetary gear set.
  • the first planetary gear set and the second planetary gear set form a Ravigneaux planetary gear set, which is preferably preceded by the further gear set in the power flow direction, starting from the first input shaft.
  • the first input shaft of a torque transmission device is preferably rotatably connected to a first drive motor, in particular with an internal combustion engine.
  • the output shaft of a torque transmission device according to the invention is preferably rotatably connected or rotationally connected to a drivable axle of a vehicle.
  • At least one separating clutch of a torque transmission device according to the invention is preferably designed as a friction clutch, in particular as a multi-plate clutch.
  • an input shaft is understood to mean a component mounted in a rotatably movable manner which is suitable for receiving a torque from a drive motor and for transmitting the torque to a further component of the torque transmission device.
  • the input shaft according to the invention is the input shaft of a transmission.
  • the input shaft is rotatably supported by a transmission housing of the torque transmitting device or mounted in the transmission housing.
  • At least one input shaft is formed as a shaft and at least partially supported in a, at least partially surrounding the torque transmission device transmission housing and / or stored in the transmission housing and / or in particular led out of the gearbox housing at least partially.
  • An output shaft according to the invention is a shaft or a transmission element, via which a mechanical power, in particular an output power can be dissipated by the torque transmission device.
  • the output shaft is formed as a shaft and at least partially supported by the transmission housing and / or stored in the transmission housing and / or in particular at least partially led out of the transmission housing.
  • a transmission which serves to convert an input torque into an output torque and to one or more transmission elements
  • a planetary gear according to the invention preferably has at least two transmission elements, in particular at least one rotatable on a planet carrier supported planetary gear and a sun gear and / or a ring gear, wherein the at least one planetary gear meshes with the sun gear and / or the ring gear.
  • each transmission element can be acted upon with the input torque and the Output torque can be tapped at each of the other transmission elements, which is not acted upon by the input torque.
  • a disconnect clutch according to the invention is a torque transmission device which can be operated in at least two switching states, preferably in a closed switching state in which a torque can be transmitted via the disconnect clutch, and in an open state in which a power flow between two each with the separating clutch, in particular mechanically connected components is separated and thus no torque can be transmitted via the separating clutch.
  • a separating clutch preferably has at least two coupling parts, wherein the two coupling parts in a closed state of the separating clutch are mechanically preferably rotationally connected to each other, in particular frictionally engaged or positively, and in an open state, in particular independently of each other are rotatable relative to each other.
  • a braking device is used for releasably fixing at least one rotatably connected to the braking device component, in particular for releasably fixing at least one transmission element, in particular for releasably fixing the associated transmission element to a torque transmission device surrounding the transmission housing.
  • the braking device When the braking device is activated, i. when the brake device is closed, the fixed transmission element is not movable, thus preferably can not rotate and is thus blocked in particular in its rotational movement.
  • the transmission element is preferably movable in at least one of its intended degrees of freedom.
  • An input side of a transmission is understood to mean an area and / or at least one component of the associated transmission, via which a power, in particular a drive power, can be applied to the respectively associated transmission.
  • An output side of a transmission in particular below the output side of the further transmission set, is to be understood in the sense of the invention in each case an area and / or at least one component, via which a power applied to the respectively associated transmission can be dissipated.
  • the terms input side and output In this case, the input side and the output side need not necessarily be located on different sides of a transmission, but may well be arranged close to one another on one side.
  • a rotationally fixed connection of two elements or components is understood to be rotationally connected or non-rotatably connected.
  • a connection which can be connected by rotation is understood to mean a connection between two components which can be rotationally fixed as well as releasable, for example a connection by means of a separating clutch, a rotationally fixed connection being present when the separating clutch is closed and a disengaged rotational connection when the separating clutch is open. that is, when the disconnect clutch is open, the components connected by means of the disconnect clutch are rotationally movable against each other, but can be connected to one another in rotation by closing the disconnect clutch and can therefore be connected to one another by rotation.
  • a torque transmission device can be provided in which as many translations as possible can be set with as few components as possible, in particular with the smallest possible overlapping range of the individual translations.
  • a torque transmission device in particular with only four shift elements, in particular with three disconnect clutches and only one brake device, at least five gear stages drivable by a first drive motor can be realized, in particular in a particularly space-saving manner and with particularly advantageous gradations of the individual ratios of the various gear ratios ,
  • the first sun gear of the first planetary gear set is rotatably connected to a first hollow shaft, wherein preferably within the first hollow shaft, the first input shaft is at least partially guided, and wherein in particular for producing the rotary Connection between the first sun gear and the output side of the other Gereteesatz the third separating clutch with the first hollow shaft is fracverbindbar.
  • the further gear set at least a first spur gear on at least a first spur gear and a second spur gear, wherein preferably the first spur gear forms the input side of the further gear set and is rotatably connected to the first input shaft or navverbindbar and with the second spur gear meshes.
  • the further gear set has a second spur gear with a third spur gear and a fourth spur gear, wherein the third spur gear meshes with the fourth spur gear, wherein preferably the third spur gear via an intermediate shaft with the second spur gear of the first spur gear is rotatably connected or navverbindbar, and wherein in particular the fourth spur gear forms the output side of the further gear set.
  • the fourth spur gear of the second spur gear is rotatably connected or rosverbindbar with a second hollow shaft, preferably within this second hollow shaft at least partially the first input shaft and / or at least partially the first hollow shaft is guided.
  • the torque transmission device has a fourth disconnect clutch, which is preferably designed for rotationally connecting the first input shaft to the first sun gear of the first planetary gear set, wherein the first input shaft by means of the fourth separating clutch in particular via the first hollow shaft with the first sun gear of the first planetary gear set is navverbindbar.
  • the additional, fourth clutch can be realized in a simple way more grades. If the coupling of the first input shaft takes place via the first hollow shaft with the first sun gear of the first planetary gear set, the additional gear steps can be realized in a particularly space-saving manner.
  • the torque transmission device has a second brake device, wherein the second brake device is preferably designed for releasably securing the planet carrier.
  • the first sun gear of the first planetary gear set with a second input shaft is rotatably connected or rosverbindbar, preferably via the first hollow shaft, in particular with a defined translation stage in between.
  • the second input shaft is preferably designed to be rotatably connected to a second drive motor, in particular to an electric machine that can be operated as a motor, in particular with an electric machine, which is preferably additionally operable as a generator.
  • the first drive motor is an internal combustion engine and the second drive motor has an engine that can be operated at least as a motor, electric machine, a so-called boost operation is possible in which using the second drive motor of the drive power generated by the first drive motor can be superimposed with appropriate speed synchrony, an additional torque.
  • E-CVT operation Electric - Continuously variable transmission operation
  • torque and speed are continuously adjustable in a defined operating range.
  • the second drive motor can also be operated as a generator, in particular an electric machine which can be operated as a motor and as a generator
  • the second drive motor can also be used for recuperation in certain situations to generate electrical energy, which is preferably present in an energy store, in particular a battery or the like can be stored, and / or can be transmitted to supply an electrical consumer directly to this.
  • the second input shaft is connected to the first sun gear with a defined gear ratio, in some cases a particularly efficient operation of a drive system with an electric machine that can be operated as a motor can be achieved as the second drive motor, because with the aid of the gear ratio step, operation can be appropriately selected the second drive motor in its optimum operating range, in particular in the range of its best possible efficiency, are made possible.
  • the translation stage is preferably designed as a spur gear and in particular by at least one rotatably connected to the first hollow shaft gear formed, in particular by a spur gear.
  • a drive system according to the invention is characterized in that it has a torque transmission device according to the invention.
  • the drive system to a second drive motor, in particular at least one operable as a motor electric machine, wherein the torque transmitting device preferably has a second input shaft, and wherein the second drive motor in particular rotatably connected or navverbindbar with the second input shaft.
  • the second input shaft is rotatably connected to the first sun gear of the first planetary gear set or navverbindbar, in particular via the first hollow shaft, preferably with a defined translation stage in between.
  • An inventive vehicle is characterized in that it comprises a torque transmission device according to the invention, preferably a drive system according to the invention.
  • the output shaft of the torque transmission device with at least one drivable axle of the vehicle is rotatably connected or lubverbindbar.
  • At least one spur gear of at least one spur gear stage is designed as a straight-toothed spur gear. In some cases, however, it may be more advantageous if at least one spur gear is designed as a helical spur gear.
  • a torque transmission device in an advantageous embodiment may also have a further gear set with a different gear stage design.
  • spur gears have the advantage that they are structurally particularly simple and therefore particularly cost-effective.
  • 1a is a transmission diagram of a first embodiment of a drive system according to the invention with a first embodiment of a torque transmission device according to the invention
  • FIG. 2a shows a transmission diagram of a second embodiment of a drive system according to the invention with a second embodiment of a torque transmission device according to the invention
  • FIG. 2b shows a drive system according to the invention from FIG. 2a
  • FIG. 3a shows a transmission diagram of a third embodiment of a drive system according to the invention with a third embodiment of a torque transmission device according to the invention
  • FIG. 3b shows a shift table belonging to the drive system according to the invention from FIG. 3a with the possible, shiftable gear steps of the drive system from FIG. 3a
  • FIG. 3b shows a shift table belonging to the drive system according to the invention from FIG. 3a with the possible, shiftable gear steps of the drive system from FIG. 3a
  • FIG. 4a shows a transmission diagram of a fourth embodiment of a drive system according to the invention with a fourth embodiment of a torque transmission device according to the invention
  • FIG. 4b shows a drive system according to the invention from FIG. 4a
  • 5a shows a transmission plan of a fifth embodiment of a drive system according to the invention with a fifth embodiment of a torque transmission device according to the invention
  • Fig. 5b a belonging to the drive system according to the invention from Fig. 5a
  • Fig. 6a is a transmission diagram of a sixth embodiment of a drive system according to the invention with a sixth embodiment of a torque transmission device according to the invention and
  • FIG. 6b shows a drive system according to the invention from FIG. 6a.
  • FIG. 1a shows a first embodiment of a drive system 100 according to the invention, which is designed in particular for use in a motor vehicle and having a first drive motor ICE in the form of an internal combustion engine as a first embodiment of a torque transmission device 10 according to the invention with a first input shaft EW1, which with the first drive motor ICE is rotationally connected.
  • the torque transmission device 10 comprises a first planetary gear set PGS1, a second planetary gear set PGS2, a further gear set WG, a first separating clutch C1, a second separating clutch C2, a third separating clutch C3, a first braking device B1 and an output shaft AW, wherein the output shaft with a drivable axle FD of a vehicle is rotatably connected, in this case with a drivable front axle FD.
  • the first planetary gear set PGS1 has, as the first transmission elements, a first sun gear S1, a plurality of first planet gears P1, which mesh with the first sun gear S1, and a planet carrier PT for rotatably supporting the first planetary gears P1.
  • the second planetary gear set PGS2 has as a second transmission elements a second sun gear S1, a second ring gear H2 and a plurality of planet gears P2, which mesh with the second sun gear S2, the second ring gear H2 and each with one of the first planet gears P1 of the first planetary gear set PGS1 the second planet gears P2 are also rotatably supported on the planet carrier PT. That is, the second planetary gears P2 of the second planetary gearset PGS2 are thus supported on the same planet carrier PT as the first planetary gears P1 of the first planetary gearset PGS1, so that the first planetary gearset PGS1 and the second planetary gearset PGS2 form an unspecified Ravigneaux planetary gearset.
  • a further gearset WG having an input side and an output side, wherein the input side of the further gearset WG is rotatably connected to the first input shaft EW1 and the output side of the further gearset WG means of the third Disconnect clutch C3 can be rotatably connected to the first sun gear S1 of the first planetary gear set and / or by means of the second separating clutch C2 with the second sun gear S2 of the second planetary gear set PGS2.
  • the input shaft EW1 can be rotatably connected to the planet carrier PT and by means of the first brake device B1, which is also present, the second sun gear S2 of the second planetary gear can be connected.
  • set PGS2 be set releasably, that are blocked if necessary in its rotational movement.
  • a drive power can be dissipated, in particular to a rotatably connected to the output shaft AW drivable axis FD.
  • the first sun gear S1 of the first planetary gear set is rotatably connected to a first hollow shaft HW1, within which the first input shaft is guided.
  • the first sun gear S1 of the first planetary gear set PGS1 can also be rotationally connected to the output side of the further gearset WG by means of the third separating clutch C3 via this first hollow shaft HW1.
  • the further gear WG is designed as a spur gear with a first spur gear WGS1 and a second spur gear WGS2, wherein the first spur gear WGS1 has a first spur gear Z1 and a second spur gear Z2, which with the first spur gear Z1 meshes, wherein the first spur gear Z1 forms the input side of the further gear set WG and is rotatably connected to the first input shaft EW1.
  • the second spur gear WGS2 of the further gear set WG has a third spur gear Z3 and a fourth spur gear Z4, in which case all the spur gears Z1 to Z4 of the further gear set WG are formed as spur gear spur gears Z1 to Z4.
  • the third spur gear Z3 of the second spur gear WGS2 meshes with the fourth spur Z4, wherein the third spur gear Z3 is rotatably connected via an intermediate shaft ZW with the second spur gear Z2 of the first spur gear WGS1, and wherein the fourth spur gear Z4 forms the output side of the further gear set WG ,
  • the fourth spur gear Z4 of the second spur gear WGS2 is rotatably connected to a second hollow shaft HW2, within the second hollow shaft HW2, the first input shaft EW1 and at least partially the first hollow shaft HW1 are performed.
  • the torque transmission device 10 has a similar functionality as a so-called Lepelletier transmission, which also has a Ravigneaux planetary gear set, which, however, a planetary gear set is connected upstream.
  • a further gear set WG which is constructed as a spur gear, results in a structurally particularly simple construction and thus a particularly cost-effective torque transmission device 10th
  • a total of five can be achieved with the four switching elements in the form of the three separating clutches C1, C2 and C3 and the first brake device B1 realize different gear ratios, wherein the switching table shown in Fig. 1 b shows which switching elements C1, C2, C3 and B1 are to be operated in each case to one of the gear stages 1 to 5 to switch.
  • An "X" means that the respective switching elements is actuated, which in the case of a separating clutch C1, C2, C3 corresponds in each case to the closed state and in the case of a braking device B1 to the blocked state.
  • a driving power generated by the first driving motor ICE can be transmitted through the input shaft EW1 , further on the first spur gear WGS1, in particular on the spur gears Z1 and Z2, and from there via the second spur gear WGS2 (spur gears Z3 and Z4) and the third separating clutch C3 to the Ravigneaux planetary gear set, which from the first planetary gear set PGS1 and the second planetary gear set PGS2 is formed, can be supported on the second sun gear S2 due to the actuated first brake device B1 and thus discharged via the second ring gear H2 and via the rotationally connected to the second ring gear H2 output shaft AW to the drivable axis FD can be.
  • the gear stage 2 results, in which a drive power generated by the first drive motor ICE likewise flows via the first input shaft EW1 and the other Transmission set WG can be transmitted to the Ravigneaux planetary gear set, in which case the drive power can be transmitted to the first sun gear S1 both via the third separating clutch C3 and the first hollow shaft HW1, as well as the second separating clutch C2 and the second sun S2.
  • the drive power via the second ring gear H2 and the output shaft AW can be dissipated to the drivable axle.
  • gear ratio 3 results, in which a drive power generated by the first drive motor ICE firstly flows via the first input shaft EW1 and the first Disconnect C1 transferred to the planet carrier PT and can be introduced from there into the Ravigneaux planetary gear set.
  • the drive power generated by the first drive motor ICE via the first input shaft EW1 and the other gear set WG and the third separating clutch C3 and the first hollow shaft HW1 are transmitted to the first sun gear S1 and are also introduced from there into the Ravigneaux planetary gear set.
  • the drive power can be dissipated via the second ring gear H2 and the output shaft AW.
  • gear 4 a drive power generated by the first drive motor ICE on the one hand via the first input shaft EW1 and the clutch C1 can be initiated via the planet carrier PT in the Ravigneaux planetary gear set and on the other via the first input shaft EW1, the other gear set WG and the second separating clutch C2 and the second sun S2.
  • the dissipation of the drive power also takes place via the second ring gear H2 and the output shaft AW.
  • Gear stage 5 results when the first separating clutch C1 and the first braking device B1 are closed and the two separating clutches C2 and C3 are each open.
  • a drive power generated by the first drive motor ICE can only be introduced into the Ravigneaux planetary gear set via the first separating clutch C1 and the planet carrier PT. Due to the opened clutches C2 and C3 no power is transmitted from the other gear set WG in the Ravigneaux planetary gear set. Due to the closed first brake device B1, the second sun gear S2 is blocked in its rotational movement, so that torque can be supported via the second sun gear S2 and the drive power generated by the first drive motor can be dissipated via the second ring gear H2 to the output shaft AW.
  • FIG. 2a shows a second exemplary embodiment of a drive system 200 according to the invention with a second exemplary embodiment of a torque transmission device 20 according to the invention, wherein the torque transmission device 20 differs from the torque transmission device 10 according to the invention shown in FIG. 1a in that the torque transmission device 20 illustrated in FIG an additional translation stage ÜS and a second input shaft EW2 has.
  • the drive system 200 shown in FIG. 2 a additionally has a second drive motor EM compared to the first exemplary embodiment of a drive system 100 according to the invention shown in FIG. 1 a, which in this case can be operated by an electric motor which can be operated as motor and generator.
  • torque transmission device 20 according to the invention Since the illustrated in Fig. 2a, the second embodiment of a torque transmission device 20 according to the invention otherwise identical to that shown in Fig. 1 a, torque transmission device 10 according to the invention is formed, can be with the illustrated in Fig. 2a, torque transmission device 20 according to the invention also the same five different gear ratios 1 to 5, in particular in each case by the same combination of the switching states of the individual switching elements C1 to C3 and B1, as can be seen from the associated switching table in Fig. 2b.
  • the additional, second drive motor EM in the form of an electric motor EM that can be operated as a motor and a generator, a purely electric drive train EM1 is provided, which adjusts when the three disconnect clutches C1, C2 and C3 are respectively open and only the first brake device B1 closed is.
  • the first drive motor ICE is decoupled from the planet carrier PT due to the opened first disconnect clutch C1, and due to the opened second disconnect clutch C2 and the opened third disconnect clutch C3 can also no power through the first input shaft EW1 and the other gear set WG in the Ravigneaux planetary gear set be introduced.
  • the drive power generated by the second drive motor EM can be transmitted via the second input shaft EW2, the gear ratio ÜS and the first hollow shaft HW1 to the first sun gear S1 of the first planetary gear set PGS1 and via this in the Ravigneaux Planetary gear set to be initiated. Due to the closed, first brake device B1, the drive power introduced via the first sun gear S1 into the Ravigneaux planetary gear set can be supported via the second sun gear S2 of the second planetary gear set PGS2 and removed as drive power via the second ring gear H2 and the output shaft AW to the drivable axle FD become.
  • both the first drive motor ICE and the second drive motor EM can each provide a drive power, which can be superimposed to a total drive power , wherein in these two gear stages in each case by changing the rotational speed and / or the direction of rotation of the rotor of the electric machine EM, the torque applied by the second drive motor EM torque can be changed, so that as a result, a variable, in particular continuously variable ratio, can be adjusted, which eponymous for the designation of these gears, because CVT means Continuously Variable Transmission.
  • the first gear stage with E-CVT1 with infinitely variable speed results here (see FIG. 2b), when the second separating clutch C2 is closed, and the other switching elements, in particular the first separating clutch C1, the third separating clutch C3 and the first braking device B1, each are open.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the other gearset WG and the second separating clutch C2 and the second sun gear S2 are introduced into the Ravigneaux gearset and the drive power generated by the second drive motor EM via the first sun gear S1.
  • the drive powers generated by the two drive motors ICE and EM are superimposed to a total drive power and can over the second ring gear H2 and the output shaft AW are discharged to the drivable axle FD.
  • the second speed stage E-CVT2 with infinitely variable speed is obtained when the first separating clutch C1 is closed and the second separating clutch C2, the third separating clutch C3 and the first braking device B1 are each open.
  • a drive power generated by the first drive motor ICE can be introduced via the first separating clutch C1 and the planet carrier PT in the Ravigneaux planetary gear set and the drive power generated by the second drive motor EM via the second input shaft EW2, the translation stage ÜS and the first hollow shaft HW1 and the first sun gear S1, wherein the power components generated by the two drive motors ICE and EM are each also superimposed in the Ravigneaux planetary gear set to a total drive power and can be dissipated via the second ring gear H2 and the output shaft AW to the drivable axle FD.
  • a so-called charging operation L is possible, in which electrical energy can be generated when the vehicle is at a standstill, also called “charging in a state.” This can be advantageous in order to increase a state of charge of the battery even if the vehicle is not driving.
  • L1 (P) corresponds to E-CVT 1
  • L2 (P) corresponds to E-CVT 2.
  • FIG. 3a shows a third embodiment of a drive system 300 according to the invention with a third embodiment of a torque transmission device 30 according to the invention, wherein in this embodiment of a drive system 300 according to the invention also, as in the embodiment shown in FIG.
  • Example of a drive system 100 according to the invention only a first drive motor ICE is present in the form of an internal combustion engine, which is rotatably connected to the first input shaft EW1.
  • torque transmission device 30 also has, as shown in Fig. 1 a, torque transmission device 10 according to the invention, in each case also only a first input shaft EW1.
  • the torque transmission device 30 according to the invention has a fourth separating clutch C4, via which the first input shaft EW1 can be rotatably connected to the first hollow shaft HW1 and a second braking device B2, by means of which the planet carrier PT can be detachably fixed, i. can be blocked in its rotary motion.
  • the torque transmission device 30 according to the invention shown in FIG. 3a makes it possible to provide a drive system 300 with which reverse drive is additionally possible with respect to the drive system of FIG. 1a (see gear ratio R in FIG. 3b). Furthermore, there are two further gear stages 6 and 7 (see also Fig. 3b).
  • the reverse gear R sets when the second separating clutch C2 and the second braking device B2 are closed, while the remaining switching elements, in particular the first separating clutch C1, the third separating clutch C3 and the first brake device B1, are open.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the further gearset WG, the second separating clutch C2 and the second sun S2 be introduced into the Ravigneaux planetary gear set, wherein via the second brake device B2, a torque support takes place, which leads to a reversal of the direction of rotation of the ring gear H2 connected in a rotationally fixed manner to the output shaft AW, whereby a drivable axle FD connected to the output shaft AW can be driven in the opposite direction, in this case in the reverse direction.
  • the gear stages 2 to 4, 6 and 7 correspond to the gear stages 1 to 5 of Fig. 1 b, with respect to the adjusting power paths in this regard, reference is made to the statements in connection with Figs. 1 a and 1 b.
  • the resulting due to the additional second brake device B2 resulting gear 1 turns when the third clutch C3 and the second brake device B2 are closed and the other switching elements in the form of the first clutch C1, the second clutch C2, the fourth clutch C4 and the first brake device B1 are opened.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the further gearset WG, the third separating clutch C3, the first hollow shaft HW1 and the first sun S1 are introduced into the Ravigneaux planetary gear set and the closed, second braking device B2 are supported and transmitted as drive power via the second ring gear H2 to the output shaft AW and be discharged from this to a drivable axis FD.
  • the resulting due to the additional fourth clutch C4 gear 5 turns when the first clutch C1 and the fourth clutch C4 are closed and the other switching elements in the form of the second clutch C2, the third clutch C3, the first brake device B1 and the second brake device B2 are opened.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1 are transmitted to the first via the first clutch C1 to the planet carrier PT and introduced via this in the Ravigneaux planetary gear set and on the other via the fourth clutch C4, the first Hollow shaft HW1 and the first sun gear S1 and are also discharged as drive power via the second ring gear H2 and the output shaft AW to a drivable axis FD.
  • FIG. 4a shows a fourth exemplary embodiment of a drive system 400 according to the invention with a fourth exemplary embodiment of a torque transmission device 40 according to the invention, wherein the torque transmission device 40 shown in FIG. 4a is only in the additionally present transmission stage US and the second input shaft EW2 from the torque transmission device illustrated in FIG. 3a 30 differs from the torque transmission device 10 shown in FIG. 1 a, analogously to the torque transmission device 20 shown in FIG. 2 a.
  • the drive system 400 according to the invention shown in FIG. 4a also has, like the drive system 200 according to the invention shown in FIG. 2a, both a first drive motor ICE designed as an internal combustion engine ICE and a second drive motor EM which can be driven by a motor is also formed as a generator operable electric machine EM and is rotatably connected to the second input shaft EW2.
  • the gear ratios 1 to 7 basically correspond to the gear ratios 1 to 7 from FIG. 3b, reference being made to the statements in connection with FIGS. 3a and 3b for more detailed explanations, in particular with regard to the individual power flows that occur in the respective gear ratios ,
  • gear stage 8 which occurs when the fourth separating clutch C4 and the first braking device B1 are closed while the remaining switching elements C1 to C3 and B2 are opened, a driving power generated by the first driving motor ICE via the first input shaft EW1 and the fourth Disconnect clutch C4 are transmitted to the first hollow shaft HW1 and are introduced from this via the first sun gear S1 in the Ravigneaux planetary gear set, the drive power via the second sun gear S2, which is blocked by means of the first brake device B1 can be supported and thus on the second ring gear H2 and the output shaft AW can be dissipated.
  • gear stage 9 which occurs when the fourth separating clutch C4 and the second braking device B2 are closed, while the remaining switching elements C1 to C3 and B1 are opened, a drive power generated by the first drive motor ICE be transferred to the first hollow shaft HW1 via the fourth separating clutch C4 and are introduced from this via the first sun gear S1 in the Ravigneaux planetary gear set and supported on the planet carrier PT, which is blocked by means of the second braking device B2.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • gear stage 10 which occurs when the fourth separating clutch C4 and the second separating clutch C2 are closed, while the remaining switching elements C1, C3, C4, B1 and B2 are opened, a driving power generated by the first drive motor ICE via the fourth separating clutch C4 be transmitted to the first hollow shaft HW1 and are introduced from this both via the first sun gear S1 in the Ravigneaux planetary gear set, as well as the other gear set WG and the second separating clutch C2 and the second sun S2.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • the drive system 400 according to the invention shown in FIG. 4a makes it possible to provide two so-called E-CVT gear stages E-CVT1 and E-CVT2, in which a rotational speed of the drive axle can be driven FD transferable drive power is infinitely adjustable, wherein for setting the first E-CVT gear E-CVT1 only the second clutch C2 must be closed, while the remaining switching elements C1, C3, C4, B1 and B2 are each open.
  • the second E-CVT gear E-CVT2 results when the first disconnect clutch C1 is closed and the remaining disconnect clutches C2, C3 and C4 and the two brake devices B1 and B2 are each open.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • a drive power generated by the second drive motor EM via the second input shaft EW2, the gear ratio ÜS and the first hollow shaft HW1 and the first sun S1 are introduced into the Ravigneaux planetary gear set and supported on the planet carrier PT, which by means of the second braking device B2 is fixed.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • the second, purely electrically driven gear, EM2 results, as already the gear stage EM1 in the drive system 200 according to the invention shown in Fig. 2a (see Fig. 2b), in which only the first brake device B1 is closed and the remaining switching elements C1 to C4 and the second brake device B2 are opened.
  • the drive power generated by the second drive motor EM can also, as in the gear stage EM1 of Fig. 2b via the second input shaft EW2, the gear ratio ÜS are transmitted to the first hollow shaft HW1 and introduced from this via the first sun gear S1 in the Ravigneaux planetary gear set be, with the applied drive power on the second sun gear S2, which is set by means of the first brake device B1, can be supported.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • the individual transmission elements of a torque transmission device used can also be gear ratios for maintaining the order of the gear ratios 1 to 10 according to the shift table of Fig. 4b in conjunction with the respective, the individual gear ratios associated combinations of the switching states individual switching elements C1 to C4 and B1 and B2 lead to a non-advantageous ratio jump or which do not give meaningful translation stage.
  • the transmission elements of the torque transmission device 40 according to the invention are designed such that they make sense or are advantageous Translations for the ratios 1 to 7 and advantageous gradations between them result. This results in this case for the gear ratios 8, 9 and 10 respectively translations, which are indeed possible and switchable, but have no advantageous added value.
  • the transmission elements are in particular designed such that sets in gear ratio 1, a ratio of the first drive motor ICE to the output shaft AW of 4,17081 and in gear stage 7 of 0,691057.
  • gear ratio 1 a ratio of the first drive motor ICE to the output shaft AW of 4,17081 and in gear stage 7 of 0,691057.
  • the torque device according to the invention 40 shown in Fig. 4a ten possible gear ratios 1 to 10, in which a pure drive means of the first drive motor ICE or a boost operation is possible, with at least seven meaningful translations can be achieved with these 10 gear ratios which correspond in this case due to the specific configuration of the individual transmission elements to the gear ratios 1 to 7.
  • L1 (P) corresponds to E-CVT 1
  • L2 (P) corresponds to E-CVT 2.
  • FIG. 5a shows a fifth exemplary embodiment of a drive system 500 according to the invention with a fifth exemplary embodiment of a torque transmission device 50 according to the invention, wherein the torque transmission device 50 is based on the torque transmission device 10 shown in FIG. 1a, but additionally has a second brake device B2.
  • gear stages 2 to 6 of Fig. 5b correspond to the gear stages 1 to 5 of Fig. 1 b, wherein the gear stages 2 to 6 of Fig. 5b each set by the same combination of switching states of the individual switching elements C1 to C3 and B1 as at the gear stages 1 to 5 of Fig. 1 b.
  • the reverse gear R results here (see Fig. 5b), when the second clutch C2 and the second brake device B2 are closed, and the other switching elements, in particular the first clutch C1, the third clutch C3 and the first brake device B1, respectively open are.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the other gearset WG and the second separating clutch C2 and the second sun S2 be introduced into the Ravigneaux transmission set and the second ring gear H2 and the output shaft AW to the drivable Axis FD be dissipated.
  • This reverses the direction of rotation and the drive power is dissipated with the reverse direction of rotation, which enables reverse drive operation.
  • the additional, additional mechanical gear ratio 1 is established when the third separating clutch C3 and the second braking device B2 are closed, while the remaining switching elements, in particular the first separating clutch C1, the second separating clutch C2 and the first braking device B1, respectively.
  • a drive power generated by the first drive motor ICE can also be introduced via the first input shaft EW1, the further gearset WG in the Ravigneaux gearset, in this case via the third clutch C3 and the first sun gear S1 and not as in Reverse gear via the second separating clutch C2 and the second sun gear S2. In this case, there is no reversal of direction.
  • the introduced into the Ravigneaux gearset drive power can also be dissipated via the second ring gear H2 and the output shaft AW to the drivable axle FD.
  • FIG. 6a shows a sixth exemplary embodiment of a drive system 600 according to the invention with a sixth exemplary embodiment of a torque transmission device 60 according to the invention, wherein the torque transmission device 60 is based on the torque transmission device 20 from FIG. 2a, but additionally has a second brake device B2, with which the planet carrier PT can be releasably fixed can.
  • the additional, second braking device B2 also leads to this embodiment of a torque transmission device 60 according to the invention, as in the previously described with reference to FIG. 5a fifth embodiment of a torque transmission device 50 according to the invention, two additional mechanical gear stages, namely a reverse gear R and the gear stage 1, based on the switching table shown in Fig.
  • the sixth exemplary embodiment of a drive system 600 according to the invention shown in FIG. 6a has a further purely electrical drive gear, which in this case is designated EM1, due to the additional second brake device B2, while the drive gear designated EM2 is selected from the shift table from FIG. 6b the purely electric drive EM1 of Fig. 2b corresponds.
  • the purely electric gear stage EM1 results here when the second brake device B2 is closed and the other switching elements, in particular all three separating clutches C1 to C3 and the first brake device B1, are open.
  • a drive power generated by the second drive motor EM via the second input shaft EW2, the gear ratio ÜS and the first hollow shaft HW1 and the first sun S1 are introduced into the Ravigneaux gearset and the second ring gear H2 and the output shaft AW to the drivable Axis FD be dissipated.
  • An extension of the torque transmission device 60 in accordance with the invention by a fourth separating clutch C4 for rotationally connecting the first input shaft EW1 to the first sun gear S1 of the first planetary gear set PGS 1 leads to the torque transmission device 40 from FIG. 4a and thus to four further mechanical gear stages (compare gears 5 and 8) to 10, Fig. 4b).
  • a torque transmission device represents a flexible starting basis with which a drive system with a simple manner can be provided. can be provided most varied, almost as needed ausgestaltbaren number of gears.
  • a torque transmission device makes it possible to provide a drive system with at least five, up to ten purely mechanical gear steps, in each of which an overlay with a drive power generated by a second drive motor is possible, with one reverse gear, with up to two purely electric gearshifts Gear ratios, with up to two E-CVT gears and with up to three charging gears.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un dispositif de transmission de couple (10, 20, 30, 40, 50, 60), un système d'entraînement équipé d'un dispositif de transmission de couple (10, 20, 30, 40, 50, 60) et un véhicule, le dispositif de transmission de couple (10, 20, 30, 40, 50, 60) comprenant un premier arbre d'entrée (EW1), un train planétaire Ravigneaux (PGS1 et PGS2), un autre train d'engrenages (WG), trois embrayages de coupure (C1, C2, C3), un dispositif de freinage (B1) et un arbre de sortie (AW). L'autre train d'engrenages (WG) présente un côté entrée et un côté sortie, le côté entrée étant relié en rotation à l'arbre d'entrée (EW1) et le côté sortie pouvant être relié en rotation au premier pignon planétaire (S1) du train planétaire Ravigneaux (PGS1 et PGS2) au moyen du troisième embrayage de coupure (C3) et/ou au deuxième pignon planétaire (S2) du train planétaire Ravigneaux (PGS1 et PGS2) au moyen du deuxième embrayage de coupure (C2). Le premier embrayage de coupure (C1) est conçu pour relier en rotation le premier arbre d'entrée (EW1) au porte-satellites (PT) du train planétaire Ravigneaux (PGS1 et PGS2), le dispositif de freinage (B1) est conçu pour la fixation amovible du deuxième pignon planétaire (S2) du train planétaire Ravigneaux (PGS1 et PGS2), et l'arbre de sortie (AW) est relié en rotation à la deuxième couronne du train planétaire Ravigneaux (PGS1 et PGS2).
PCT/EP2017/084025 2016-12-22 2017-12-21 Dispositif de transmission de couple, système d'entraînement et véhicule à moteur WO2018115245A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102016226090.1 2016-12-22
DE102016226090.1A DE102016226090A1 (de) 2016-12-22 2016-12-22 Drehmomentübertragungsvorrichtung
ATA50307/2017A AT519487B1 (de) 2016-12-22 2017-04-13 Drehmomentübertragungsvorrichtung
ATA50307/2017 2017-04-13

Publications (1)

Publication Number Publication Date
WO2018115245A1 true WO2018115245A1 (fr) 2018-06-28

Family

ID=60857083

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/084025 WO2018115245A1 (fr) 2016-12-22 2017-12-21 Dispositif de transmission de couple, système d'entraînement et véhicule à moteur

Country Status (1)

Country Link
WO (1) WO2018115245A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220235850A1 (en) * 2019-12-11 2022-07-28 Hyundai Motor Company Power transmission apparatus of hybrid electric vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001082555A (ja) * 1999-09-09 2001-03-27 Aisin Aw Co Ltd 車両用自動変速機
FR2841313A1 (fr) * 2002-06-21 2003-12-26 Renault Sa Transmission automatique a six vitesses pour vehicule automobile
DE102005022011A1 (de) * 2005-05-12 2005-12-08 Daimlerchrysler Ag Antriebsstrang für ein Kraftfahrzeug mit einer Brennkraftmaschine und einem elektrischen Antriebsaggregat
EP3100888A1 (fr) * 2015-06-03 2016-12-07 ZF Friedrichshafen AG Boîte de vitesses d'un véhicule automobile, et groupe motopropulseur pour un véhicule hybride équipé d'une telle boîte de vitesses

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001082555A (ja) * 1999-09-09 2001-03-27 Aisin Aw Co Ltd 車両用自動変速機
FR2841313A1 (fr) * 2002-06-21 2003-12-26 Renault Sa Transmission automatique a six vitesses pour vehicule automobile
DE102005022011A1 (de) * 2005-05-12 2005-12-08 Daimlerchrysler Ag Antriebsstrang für ein Kraftfahrzeug mit einer Brennkraftmaschine und einem elektrischen Antriebsaggregat
EP3100888A1 (fr) * 2015-06-03 2016-12-07 ZF Friedrichshafen AG Boîte de vitesses d'un véhicule automobile, et groupe motopropulseur pour un véhicule hybride équipé d'une telle boîte de vitesses

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220235850A1 (en) * 2019-12-11 2022-07-28 Hyundai Motor Company Power transmission apparatus of hybrid electric vehicle
US11585413B2 (en) * 2019-12-11 2023-02-21 Hyundai Motor Company Power transmission apparatus of hybrid electric vehicle

Similar Documents

Publication Publication Date Title
AT519486B1 (de) Drehmomentübertragungsvorrichtung
WO2018077904A1 (fr) Groupe motopropulseur hybride d'un véhicule automobile à propulsion hybride
WO2014102030A1 (fr) Système hybride de propulsion pour véhicules automobiles
DE102012219125A1 (de) Planetengetriebe für einen Hybridantrieb eines Kraftfahrzeugs
AT15018U2 (de) Drehmomentübertragungsvorrichtung und Kraftfahrzeug mit einer Drehmomentübertragungsvorrichtung
WO2016016371A1 (fr) Ensemble de transmission destiné à un véhicule automobile hybride et véhicule automobile hybride
WO2014090486A1 (fr) Système de propulsion hybride pour véhicule automobile
DE102014218625A1 (de) Lastschaltbares Mehrstufengetriebe in Planetenbauweise
AT15489U1 (de) Drehmomentübertragungsvorrichtung und Verfahren zum Betrieb einer Drehmomentübertragungsvorrichtung
EP3532328A1 (fr) Groupe motopropulseur hybride d'un véhicule automobile à propulsion hybride
WO2019051518A1 (fr) Dispositif de transmission de couple, système d'entraînement et véhicule à moteur
EP3532326A1 (fr) Groupe motopropulseur hybride d'un véhicule à moteur à propulsion hybride
DE102016101061A1 (de) Getriebeanordnung für ein Kraftfahrzeug und Kraftfahrzeug
WO2018115227A1 (fr) Dispositif de transmission de couple, système d'entraînement et véhicule à moteur
WO2018115245A1 (fr) Dispositif de transmission de couple, système d'entraînement et véhicule à moteur
DE102014220820A1 (de) Lastschaltbares Mehrstufengetriebe in Planetenbauweise
AT523003B1 (de) Getriebeanordnung
WO2012136310A1 (fr) Système de propulsion hybride pour un véhicule automobile
AT520944B1 (de) Drehmomentübertragungsvorrichtung, Antriebssystem und Kraftfahrzeug
DE102013226963A1 (de) Getriebe
DE102013225207B4 (de) Getriebe für ein Kraftfahrzeug
DE102021211820B4 (de) Hybrid-Getriebeanordnung und Hybrid-Antriebsstrang
DE102016221288A1 (de) Antriebsanordnung für ein Hybridfahrzeug
DE102017222703B4 (de) Getriebe für ein Kraftfahrzeug
DE102016209068A1 (de) Schaltbares Getriebe

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17822286

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17822286

Country of ref document: EP

Kind code of ref document: A1