WO2020164987A1 - Étages de pignons cylindriques couplables sous charge, à embrayages séparés, pour transmission à au moins deux rapports - Google Patents

Étages de pignons cylindriques couplables sous charge, à embrayages séparés, pour transmission à au moins deux rapports Download PDF

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Publication number
WO2020164987A1
WO2020164987A1 PCT/EP2020/052843 EP2020052843W WO2020164987A1 WO 2020164987 A1 WO2020164987 A1 WO 2020164987A1 EP 2020052843 W EP2020052843 W EP 2020052843W WO 2020164987 A1 WO2020164987 A1 WO 2020164987A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
speed transmission
stage
clutch
pinion
Prior art date
Application number
PCT/EP2020/052843
Other languages
German (de)
English (en)
Inventor
Janek KRAEUTER
Original Assignee
Robert Bosch 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
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2020164987A1 publication Critical patent/WO2020164987A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
    • 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
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • 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
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

Definitions

  • the invention relates to power shiftable spur gear stages with separate clutches for a 2- or multi-speed transmission.
  • the invention also relates to the use of the power-shiftable spur gear stage with separate clutches within a 2- or multi-speed gearbox for electric vehicles and hybrid vehicles in the passenger car, commercial vehicle and truck sector.
  • DE 10 2016 212 867 A1 relates to a transmission for an electric drive, in particular for a motor vehicle.
  • the transmission comprises an electric machine, a drive shaft and at least a first and a second gear stage.
  • the first gear stage can be switched via a first clutch, the second gear stage via a second clutch.
  • the first clutch is closed in the normal state by means of a mechanical spring and can be opened by a particularly hydraulic pressure build-up by means of a pump.
  • the second clutch is in
  • Pressure build-up can be closed by means of a pump.
  • the first gear In the normal state of the first and second clutch, the first gear is engaged, the first clutch being closed and the second clutch being open.
  • the first clutch is opened and the second clutch is closed.
  • DE 10 2011 081 760 A1 relates to a drive arrangement of a mobile work machine with a drive train.
  • the drive train includes a reversing gear for reversing the direction of rotation.
  • the reversing gear has a forward reversing clutch and a reverse reversing clutch.
  • a power shiftable multi-speed transmission with a driven input shaft and a shaft is proposed, in which a first gear stage and at least one second gear stage are formed, each of which is designed as spur gear teeth.
  • the solution proposed according to the invention enables a switching concept to be implemented between at least two pairs of spur gears, so that different
  • power shiftability can be achieved with a relatively high level of comfort compared to power shiftable planetary gears.
  • the power-shiftable multi-speed transmission is driven on the driven input shaft via at least one electrical machine.
  • the first gear stage is designed with a first gear ratio ii comprising a first pinion and a first gear as spur gear teeth.
  • the second gear stage of the power shiftable multi-speed transmission proposed according to the invention has a second gear ratio and is provided by a second pinion which meshes with a second gear. Also here are on the second pinion and on the second gear
  • the power shiftable multi-speed transmission also has an output stage.
  • the final gear stage is formed by the differential in combination with the first gear ratio ii or the second gear ratio, the first gear or the second gear of the powershiftable multi-gear transmission proposed according to the invention. In principle, this could be extended to more than two courses.
  • the output stage is also provided with spur gear teeth and comprises a third pinion and a third gear that mesh with each other.
  • the third gear also serves as the drive for the differential gear, via which the torques and speeds are distributed to the wheels, which is a very space-saving and weight-saving solution.
  • a first clutch is used in the first gear stage and a second clutch in the second gear stage. If the first clutch is closed, a first gear with a first gear ratio ii is implemented on the powershiftable multi-gear transmission. If the first clutch is open and the second clutch is closed, the power shiftable multi-speed transmission proposed according to the invention is shifted into a second gear within the scope of the second gear stage. The second gear is in second gear, i.e. H. a different gear ratio compared to the first gear stage.
  • the first pinion is received on the driven input shaft in a rotationally fixed manner; Furthermore, the second gear of the second gear stage and the third pinion of the final gear stage are arranged on the shaft in a rotationally fixed manner.
  • the power shift multi-speed transmission is designed so that one
  • Component of the first gear stage for example the first gear is part of the first clutch, with part of the second gear stage, for example the second pinion, representing part of the second clutch.
  • the first gear wheel of the first gear stage and the second gear wheel for the second gear stage are each designed in the form of a sleeve.
  • the first gear wheel of the first gear stage and the second gear wheel for the second gear stage are rotatably mounted on the driven input shaft and on the shaft, respectively.
  • the powershiftable multi-gear transmission proposed according to the invention can be shifted into first gear or second gear via the two clutches without the need for additional gear shift components
  • the invention also relates to an E-axis Module, which can be designed as a front axle e-axle module or as a rear axle e-axle module and is used in an electrically or hybrid-powered vehicle.
  • the power-shiftable multi-speed transmission proposed according to the invention is used, which is preferably connected to its driven input shaft by at least one electric Machine is driven.
  • the invention also relates to the use of the
  • the power shiftable multi-speed transmission proposed according to the invention implements a shifting concept with at least two pairs of spur gears, so that at least a first gear ratio ii and a second gear ratio can be implemented.
  • the power shiftable transmission proposed according to the invention can significantly improve driving comfort with the power shiftability of the power shiftable multi-speed transmission required.
  • both clutches at the same time, be they electrically, electromagnetically, mechanically, electrohydraulically or hydraulically operated, a parking lock function can be implemented on the powershift multi-speed transmission, which was previously possible
  • the powershiftable multi-speed transmission proposed according to the invention is the most cost-effective of all conceivable variants.
  • components such as a freewheel can be saved, which is associated with less favorable NVH (Noise Vibration Harshness) behavior, but this is the case when used in commercial vehicles or can be tolerated in the case of delivery vans.
  • NVH Noise Vibration Harshness
  • Figure 1 shows a first variant of a power shiftable multi-speed transmission, with an electric machine, a differential and output shafts extending therefrom,
  • FIG. 2 is a schematic representation of the invention
  • FIG. 3 shows the power shiftable multi-speed transmission according to the illustration in
  • FIG. 4 shows the power shiftable multi-speed transmission with a
  • FIG. 6 shows an e-axle module for an electric vehicle with a power-shiftable multi-speed transmission, an electric machine, a differential and two driven wheels.
  • FIG. 1 shows a power shiftable multi-speed transmission 12 proposed according to the invention, which is driven via an electrical machine 10.
  • the powershiftable multi-speed transmission 12 comprises a driven input shaft 14 and a shaft 16.
  • the input shaft 14 is via the electrical
  • a first gear stage 18 with a first gear ratio ii is implemented on the powershiftable multi-speed transmission 12.
  • the first gear stage 18 comprises a first pinion 20, which is arranged non-rotatably on the input shaft 14, as well as a first gear 22 which, on the one hand, is part of a first clutch 24 and, on the other hand, is rotatably arranged on the shaft 16.
  • the shaft 16 passes through the first gear wheel 22 of the first gear stage 18, which is here advantageously sleeve-shaped.
  • the powershiftable multi-speed transmission 12 according to the schematic representation in FIG. 1 comprises a second gear stage 26. This is provided by a second pinion 28 which is part of a second clutch 32. This meshes with a second gear 30 which is arranged on the shaft 16 in a rotationally fixed manner.
  • the power shiftable multi-speed transmission 12 is a
  • the final gear stage 34 which is also referred to as “final drive”, is the differential and, in combination with the first gear ratio ii or the second gear ratio, forms the first gear or the second gear of the powershiftable multi-gear transmission 12 proposed according to the invention can theoretically be extended to more than two courses.
  • a first axle output 48 and a second axle output 50 run from the differential gear 46 to driven wheels (not shown in FIG. 1) of an electric vehicle.
  • Vibrations within the power shiftable multi-speed transmission 12 can be significantly improved.
  • Figure 2 shows a slightly modified variant of the
  • the components of the first gear stage 18, ie the first pinion 20, the first gear 22 and the first clutch 24 are identical to the components of the first gear stage 18 according to FIG. 1.
  • the illustration according to FIG. 3 shows the individual gear steps
  • Powershiftable multi-speed transmission 12 can be seen.
  • the illustration according to FIG. 3 shows that the powershiftable multi-speed transmission 12 has the first gear stage 18, the second gear stage 26 and the final gear stage 34.
  • the first clutch 24 d. H. the engagement of the first gear 18 or the actuation of the second clutch 32 for
  • the final gear stage 34 is driven via the shaft 16.
  • the power flow 62 is shown, which occurs when the first gear stage 18 is engaged in the powershiftable multi-gear transmission 12 proposed according to the invention.
  • the first clutch 24 is closed.
  • the power flow 62 runs from the input shaft 14, which is driven, for example, via the electrical machine 10, the open second clutch 32 to the first pinion 20. This is non-rotatably on the driven one
  • the first pinion 20 drives according to FIG.
  • FIG. 5 shows the force flow 62 that is established in the invention
  • the first clutch 24 is open, whereas the second clutch 32 is closed.
  • the drive torque of an electrical machine 10 is transmitted to the second pinion 28 via the closed second clutch 32. From there, a
  • Spur gearing transmit the torque to the second gear 30, which is arranged on the shaft 16 in a rotationally fixed manner. Via the shaft 16, the torque is transmitted to the third pinion 36, which meshes with the third gear 38 of the output stage 34 as part of a spur gear pairing and the torque is transmitted to the output shaft 60 in accordance with the
  • both clutches 24, 32 are closed on the powershiftable multi-speed transmission 12, so that the
  • Powershiftable multi-speed transmission 12 is closed and neither
  • FIG. 6 shows a schematic representation of an e-axle module 78 which can be used on the rear axle or on the front axle of an electric vehicle.
  • the illustration according to FIG. 6 shows that the illustrated e-axis module 78 comprises the power-shiftable multi-speed transmission 12 described above and an electric machine 10 that drives it.
  • the e-axis module 78 according to FIG. 6 also has the differential gear 46, which is part of a final gear stage 34.
  • a first axle output 48 extends from the differential gear 46 to the first driven wheel 74, while a second axle output 50 extends to a second driven wheel 76.
  • a first spur gear stage 70 and a second spur gear stage 72 are provided.
  • the second spur gear stage 72 allows a greater axial offset or a greater center distance from the engine input shaft
  • Axle deflection angle which is created by the arrangement of the transmission input, intermediate and output shaft, is flexible in terms of the installation space
  • FIG. 6 shows that the power shiftable multi-speed transmission 12 shown here is part of an e-axis module 78 on the driven
  • Input shaft 14 is driven via the electric machine 10.
  • Powershiftable multi-gear transmission 12 essentially corresponds to the structure of the powershiftable multi-gear transmission 12 according to the variant embodiment shown in FIG. The proposed according to the invention
  • Powershiftable multi-speed transmission 12 comprises the first gear stage 18, furthermore the second gear stage 26, which corresponds to its first gear ratio ii
  • Gear position 18 is active.
  • gear position 18 is active.
  • gear position 18 is active.
  • gear step 26 it is possible to drive via the second gear step 26 with the second gear ratio h.
  • the output stage 34 comprises the differential gear 46, which is integrated into the third gear 38.
  • the output stage 34 can be modified in such a way that the differential gear 46 and the third gear 38 are omitted which drives the output shaft 60 rigidly coupled to this, as shown in FIG.
  • first clutch 24 and the second clutch 32 are electrically, hydraulically,
  • the first pinion 20, the second gear 30 and the third pinion 36 are each arranged non-rotatably on the driven input shaft 14 or on the shaft 16.
  • both the second pinion 28 and the first gear 22 are sleeve-shaped and designed so that some of the components mentioned at the same time a friction disk or a
  • both the sleeve-shaped components second pinion 28 and first gear 22 are designed so that the driven input shaft 14 or the Shaft 16 extend through these sleeve-shaped components and thus the implementation of the different gear stages first gear stage 18 and second gear stage 26 with their own

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

Abstract

L'invention concerne une transmission à plusieurs rapports (12) couplable sous charge, comportant un arbre d'entrée (14) mené et un arbre (16). Cette transmission à plusieurs rapports (12) couplable sous charge comprend au moins un premier étage (18) et un deuxième étage (26) réalisés respectivement sous la forme d'étages de pignons cylindriques.
PCT/EP2020/052843 2019-02-14 2020-02-05 Étages de pignons cylindriques couplables sous charge, à embrayages séparés, pour transmission à au moins deux rapports WO2020164987A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019201960.9A DE102019201960A1 (de) 2019-02-14 2019-02-14 Lastschaltbare Stirnradstufen mit getrennten Kupplungen für 2- oder Mehr-Gang-Getriebe
DE102019201960.9 2019-02-14

Publications (1)

Publication Number Publication Date
WO2020164987A1 true WO2020164987A1 (fr) 2020-08-20

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Application Number Title Priority Date Filing Date
PCT/EP2020/052843 WO2020164987A1 (fr) 2019-02-14 2020-02-05 Étages de pignons cylindriques couplables sous charge, à embrayages séparés, pour transmission à au moins deux rapports

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DE (1) DE102019201960A1 (fr)
WO (1) WO2020164987A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022258272A1 (fr) * 2021-06-10 2022-12-15 Robert Bosch Gmbh Agencement d'entraînement

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021111060A1 (de) 2021-04-29 2022-04-21 Voith Patent Gmbh Anordnung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102392885A (zh) * 2011-06-24 2012-03-28 重庆大学 纯电动汽车双离合器自动变速器
DE102011081760A1 (de) 2011-08-30 2013-02-28 Zf Friedrichshafen Ag Antriebsanordnung einer mobilen Arbeitsmaschine
CN104565228B (zh) * 2014-12-26 2017-01-11 北京航空航天大学 纯电动汽车用两挡自动变速器
CN106931089A (zh) * 2015-12-31 2017-07-07 重庆硬核派传动科技有限公司 一种双离合两速变速器
DE102016212867A1 (de) 2016-07-14 2018-01-18 Volkswagen Aktiengesellschaft Getriebe für einen Elektroantrieb

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102392885A (zh) * 2011-06-24 2012-03-28 重庆大学 纯电动汽车双离合器自动变速器
DE102011081760A1 (de) 2011-08-30 2013-02-28 Zf Friedrichshafen Ag Antriebsanordnung einer mobilen Arbeitsmaschine
CN104565228B (zh) * 2014-12-26 2017-01-11 北京航空航天大学 纯电动汽车用两挡自动变速器
CN106931089A (zh) * 2015-12-31 2017-07-07 重庆硬核派传动科技有限公司 一种双离合两速变速器
DE102016212867A1 (de) 2016-07-14 2018-01-18 Volkswagen Aktiengesellschaft Getriebe für einen Elektroantrieb

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022258272A1 (fr) * 2021-06-10 2022-12-15 Robert Bosch Gmbh Agencement d'entraînement

Also Published As

Publication number Publication date
DE102019201960A1 (de) 2020-08-20

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