WO2022129109A1 - Boîte de vitesses pour un véhicule à moteur, groupe motopropulseur de véhicule à moteur la comprenant et procédé de fonctionnement de la boîte de vitesses - Google Patents

Boîte de vitesses pour un véhicule à moteur, groupe motopropulseur de véhicule à moteur la comprenant et procédé de fonctionnement de la boîte de vitesses Download PDF

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Publication number
WO2022129109A1
WO2022129109A1 PCT/EP2021/085789 EP2021085789W WO2022129109A1 WO 2022129109 A1 WO2022129109 A1 WO 2022129109A1 EP 2021085789 W EP2021085789 W EP 2021085789W WO 2022129109 A1 WO2022129109 A1 WO 2022129109A1
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WO
WIPO (PCT)
Prior art keywords
spur gear
input shaft
transmission
gear stage
stage
Prior art date
Application number
PCT/EP2021/085789
Other languages
German (de)
English (en)
Inventor
Fabian Kutter
Martin Brehmer
Matthias Horn
Oliver Bayer
Johannes Kaltenbach
Thomas Martin
Michael Wechs
Thomas KROH
Max Bachmann
Peter Ziemer
Juri Pawlakowitsch
Ingo Pfannkuchen
Stefan Beck
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2022129109A1 publication Critical patent/WO2022129109A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F16H2003/007—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0807—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with gear ratios in which the power is transferred by axially coupling idle 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
    • 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
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F16H2003/123—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using a brake
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a transmission for a motor vehicle, comprising an electric machine, a first input shaft, a second input shaft and a countershaft, which is permanently connected to an output side, the first input shaft being set up to connect the transmission to a drive engine of the motor vehicle , wherein a first spur gear stage is provided with a fixed gear provided on the first input shaft and a loose wheel meshing with it, which is rotatably mounted on the countershaft and can be fixed on the countershaft via a first switching element, with a second spur gear stage with a gear placed on the second input shaft Fixed wheel and a loose wheel meshing with it is provided, which is rotatably mounted on the countershaft and can be fixed on the countershaft via a second switching element, and wherein the loose wheel of the first spur gear stage and the loose wheel of the second spur gear stage have a third Scha ltelement are rotatably connected to each other. Furthermore, the invention relates to a motor vehicle drive train with an aforementioned transmission and a method for operating
  • Multi-gear transmissions are known in motor vehicles, in which several different transmission ratios can be shifted as gears by actuating corresponding shifting elements, this preferably being carried out automatically.
  • the transmission is used to suitably implement a tractive force available from a drive machine of the motor vehicle with regard to various criteria.
  • an aforementioned transmission is often combined with one or more electric machines, with the at least one electric machine being able to be integrated in different ways in the transmission to represent different operating modes, such as purely electric driving.
  • DE 10 2013 21 1 591 A1 discloses a transmission which has a first input shaft and a second input shaft which are coaxial with one another.
  • Each of the input shafts can be rotatably connected to a shaft by actuating an associated switching element, which is coaxial with the Input shafts is arranged and rotating test is connected to a rotor of an electric machine.
  • two countershafts are provided, which are axially parallel to each other and also to the input shafts.
  • the transmission comprises several spur gear stages, each of which is composed of a fixed wheel and a loose wheel meshing with the respective fixed wheel.
  • the fixed gears of the spur gear stages are each arranged on one of the input shafts so that they cannot rotate, while the associated idler gears are each rotatably mounted on one of the countershafts and can be fixed there via an associated switching element.
  • two loose wheels which are rotatably mounted axially next to one another on one of the countershafts, can be rotationally connected to one another via a switching element.
  • a transmission comprises an electric machine, a first input shaft, a second input shaft and a countershaft, which is permanently connected to an output side.
  • the first input shaft is designed to connect the transmission to a drive motor of the motor vehicle.
  • a first spur gear stage is provided with a fixed gear on the first input shaft and with a loose gear meshing with it provided, which is rotatably mounted on the countershaft and can be fixed via a first switching element on the countershaft.
  • a second spur gear stage is provided with a fixed wheel placed on the second input shaft and a loose wheel meshing with it, which is rotatably mounted on the countershaft and can be fixed on the countershaft via a second shifting element.
  • the idler gear of the first spur gear stage and the idler gear of the second spur gear stage can be connected to one another in a torque-proof manner via a third switching element.
  • the first spur gear stage consists of a fixed gear and an idler gear meshing with it, with the fixed gear being arranged in a rotationally fixed manner on the first input shaft, whereas the idler gear of the first spur gear stage is rotatably mounted on the countershaft and can be fixed on the countershaft by closing the first shifting element .
  • the consequence of this is that the first input shaft and the countershaft are directly coupled to one another via the first spur gear stage.
  • the second spur gear stage is formed by a fixed gear and an idler gear meshing with it, of which the fixed gear is arranged in a rotationally fixed manner on the second input shaft, while the idler gear of the second spur gear stage is rotatably mounted on the countershaft and can be fixed by actuating the second shifting element of the countershaft. Closing the second switching element thus results in a direct coupling of the second input shaft and the countershaft via the second spur gear stage.
  • the idler gears of the first spur gear stage and the second spur gear stage can, in addition to being fixable on the countershaft, can also be connected to one another in a rotationally fixed manner, which in the transmission according to the invention gives the possibility of coupling the two input shafts to one another via the first spur gear stage and the second spur gear stage .
  • the partial transmission with one input shaft can then also be accessed from the partial transmission with the other input shaft.
  • the invention now includes the technical teaching that the first input shaft is rotatably connected to the fourth switching element second input shaft can be connected.
  • a rotor of the electric machine is permanently coupled to the second input shaft.
  • the electric machine of the transmission according to the invention is integrated in such a way that a rotor of the electric machine is constantly connected to the second input shaft.
  • Such a configuration of a transmission has the advantage that, due to the permanent coupling of the electric machine to the second input shaft, this electric machine can also easily access the representable gears of the sub-transmission to which the second input shaft is assigned. These gears of the sub-transmission can therefore be used directly by the electric machine by being integrated into a power flow between the second input shaft and the countershaft. Since the idler gears of the first spur gear stage and the second spur gear stage can also be connected to one another via the third shifting element, there is also the possibility of using the spur gear stages of the sub-transmission to which the first input shaft is assigned through the electric machine.
  • the first input shaft and the second input shaft can also be connected to one another in a torque-proof manner via the third shifting element, the first input shaft can also be used to access the gears which are associated with the partial transmission with the second input shaft. As a result, these gears can also be used for the engine that is connected to the first input shaft when installed.
  • the electric machine can be integrated with a small number of shifting elements while at the same time optimally utilizing the gears of the transmission that can be represented. A transmission can thus be realized with low production costs and a compact structure.
  • a "coupling" of the rotor of the electric machine to the second input shaft is to be understood within the meaning of the invention as a connection between them, so that there is a constant speed dependency between the rotor of the electric machine and the second input shaft.
  • the transmission particularly preferably has exactly one electric machine.
  • the electric machine is arranged off-axis to the second input shaft and is coupled to the second input shaft via a transmission stage.
  • This transmission stage has a first spur gear and a second spur gear coupled thereto, of which the first spur gear is arranged in a rotationally fixed manner on a rotor shaft of the electric machine and the second spur gear is placed in a rotationally fixed manner on the second input shaft.
  • the electric machine can also be placed coaxially to the second input shaft and then be directly connected to the second input shaft in a rotationally fixed manner.
  • a coupling via at least one intermediate gear stage can also be considered, which can be a spur gear stage and/or a planetary stage.
  • the transmission stage via which the off-axis electric machine is coupled to the associated input shaft, can be a traction drive, such as a chain drive, or a spur gear stage within the scope of the invention.
  • the first spur gear is arranged on the rotor shaft and the second is on the second input shaft Provided spur gear meshing with each other or are coupled to each other via one or more intermediate spur gears.
  • the second spur gear of the transmission stage arranged on the second input shaft is also a fixed gear of one of the spur gear stages, via which the second input shaft can be coupled to the countershaft.
  • a transmission comprises an electric machine, a first input shaft, a second input shaft and a countershaft which is permanently connected to an output side.
  • the first input shaft is set up to connect the transmission to a drive engine of the motor vehicle.
  • a first spur gear stage is provided with a first idler gear, which is rotatably mounted on the countershaft and can be fixed to the countershaft via a first switching element.
  • a second spur gear stage is provided with a fixed wheel placed on the second input shaft and a loose wheel meshing with it, which is rotatably mounted on the countershaft and can be fixed on the countershaft via a second switching element.
  • the idler gear of the first spur gear stage and the idler gear of the second spur gear stage can be connected to one another in a torque-proof manner via a third switching element.
  • the first spur gear stage thus comprises an idler gear which is rotatably mounted on the countershaft and can be fixed on the countershaft by closing the first shifting element. This is carried out to direct the first input shaft and the countershaft, which is located parallel to the axis, via the first spur gear stage to be coupled to one another, in which case, in addition to the first switching element, another switching element is also to be actuated.
  • the second spur gear stage is composed of a fixed gear and a loose wheel meshing with it, of which the fixed gear is rotatably arranged on the second input shaft, while the loose gear of the second spur gear stage is rotatably mounted on the countershaft and can be fixed by actuating the second shifting element of the countershaft. Closing the second switching element thus results in the second input shaft and the countershaft being coupled via the second spur gear stage.
  • the idler gears of the first spur gear stage and the second spur gear stage in addition to being fixable on the countershaft, can also be connected to one another in a rotationally fixed manner, which in the transmission according to the invention gives the possibility of connecting the two input shafts to be coupled to one another via the first spur gear stage and the second spur gear stage.
  • the partial transmission with one input shaft can then also be accessed from the partial transmission with the other input shaft.
  • the invention now includes the technical teaching that the first input shaft can be rotationally fixed to the second input shaft via a fourth switching element.
  • a rotor of the electric machine is permanently coupled to a second idler gear of the first spur gear stage, which is rotatably mounted on the first input shaft and meshes with the first idler gear of the first spur gear stage.
  • the second idler gear of the first spur gear stage can be fixed to the first input shaft by means of a further shifting element.
  • the electric machine is now integrated in such a way that a rotor of the electric machine is permanently coupled to a second idler gear of the first spur gear stage, which is rotatably placed on the first input shaft and can be fixed by closing a further switching element on the first input shaft.
  • the permanent coupling of the electric machine to the second idler gear of the first spur gear stage can advantageously be used to integrate the electric machine into the gears in which the power flow is guided via the first spur gear stage.
  • gears can be accessed which are assigned to the partial transmission with the second input shaft.
  • these gears can be used for the engine that is connected to the first input shaft when installed.
  • the electric machine can be integrated with a small number of shifting elements while at the same time optimally utilizing the gears of the transmission that can be represented. A transmission can thus be realized with low production costs and a compact structure.
  • the arrangement according to the independent claim 4 also makes the transmission according to the invention suitable for use in a hybrid or electric vehicle.
  • a rotor of the electric machine is then connected directly or indirectly to the second idler gear of the first spur gear stage.
  • the electric machine can again be operated, in particular, on the one hand as a generator and on the other hand as an electric motor.
  • a "coupling" of the rotor of the electric machine with the second idler gear of the first spur gear stage is to be understood within the meaning of the invention as a connection between them, so that there is a constant speed dependency between the rotor of the electric machine and the second idler gear of the first spur gear stage.
  • the transmission particularly preferably has exactly one electric machine.
  • the electric machine is arranged off-axis to the second idler gear of the first spur gear stage and coupled to the second idler gear of the first spur gear stage via a transmission stage.
  • the transmission stage has a first spur gear and a second spur gear coupled thereto, of which the first spur gear is non-rotatably arranged on a rotor shaft of the electric machine and the second spur gear is non-rotatably connected to the second idler gear of the first spur gear stage.
  • the transmission stage can be implemented as a traction drive or as a spur gear stage, in which the first spur gear and the second spur gear are either in meshing engagement or are coupled to one another via at least one intermediate spur gear.
  • the electric machine can also be placed coaxially with the second idler gear of the first spur gear stage and then directly connected in a torque-proof manner to the second idler gear.
  • a coupling via at least one intermediate gear stage can also be considered, which can be a spur gear stage and/or a planetary stage.
  • the electric machine is arranged off-axis to the second idler gear of the first spur gear stage and is coupled to the second idler gear of the first spur gear stage via a transmission stage, in which the second idler gear of the first spur gear stage is coupled to a spur gear that is non-rotatably arranged on a rotor shaft of the electric machine .
  • the second idler gear of the first spur gear can be used directly for an integration of the electric machine by the second idler gear in addition to the first spur gear is also part of the translation stage, via which the electric machine at the transmission according to the invention is involved. As a result, the manufacturing effort can be further reduced.
  • a “shaft” is to be understood as meaning a rotatable component of the transmission, via which a power flow can be guided between components, if necessary with simultaneous actuation of a corresponding shifting element.
  • the respective shaft can connect the components to one another axially or radially or both axially and radially.
  • the respective shaft can also be present as an intermediate piece, via which a respective component is connected radially, for example.
  • axial means an orientation in the direction of a longitudinal central axis of the transmission, parallel to which the axes of rotation of shafts of the transmission are also oriented.
  • Ring is then to be understood as meaning an orientation in the diameter direction of a respective component of the transmission, in particular a respective shaft.
  • the transmission according to the invention has a first input shaft and a second input shaft, with the two input shafts preferably lying coaxially with one another.
  • the input shafts are each assigned to a partial transmission of the transmission, via which a power flow can be guided starting from the respective associated input shaft to the countershaft and thus also to the output side permanently coupled thereto.
  • the countershaft is arranged axially parallel to the two input shafts and can be coupled to the first input shaft via the first spur gear stage by actuating the first shifting element or the first and the further shifting element and to the second input shaft via the second spur gear stage by actuating the second shifting element .
  • the first input shaft in the transmission according to the invention is designed to connect the transmission to a drive motor of the motor vehicle in the installed state.
  • the first input shaft within a motor vehicle drive train of the motor vehicle can then be permanently connected in a rotationally fixed manner to an output shaft of the prime mover, with this connection being able to be established via an intermediate torsional vibration damper, particularly when the prime mover is designed as an internal combustion engine.
  • the first input shaft of the transmission according to the invention is or can be coupled to the upstream drive machine via an intermediate starting element.
  • the countershaft is permanently coupled to an output side.
  • a coupling with a differential gear arranged axially parallel to the input shafts of the gear is preferably produced via the output side of the gear.
  • the output side is preferably located axially in the area of or close to a connection point of the first input shaft, at which a drive-side connection of the first input shaft is made or can be made.
  • the output side can also be placed in an area between the axial ends of the transmission. This type of arrangement is particularly suitable for use in a motor vehicle with a drive train oriented transversely to the direction of travel of the motor vehicle.
  • the output side of the transmission could in principle also be provided at an axial end of the transmission which is opposite to a connection point of the first input shaft.
  • an input and an output of the transmission are placed in particular on opposite axial ends of the transmission.
  • a transmission designed in this way is suitable for use in a motor vehicle with a drive train aligned in the direction of travel of the motor vehicle.
  • a third spur gear stage with a fixed gear and an idler gear and a fifth shifting element are also provided, with the fifth shifting element locking the idler gear of the third spur gear stage when actuated, thereby coupling the first input shaft and the countershaft to one another.
  • a fourth spur gear with a fixed wheel and a loose wheel and a sixth shifting element are provided, the sixth shifting element locking the loose wheel of the fourth spur gear when actuated, thereby coupling the second input shaft and the countershaft to one another.
  • the first spur gear stage there is also the possibility within the scope of this embodiment to couple the first input shaft to the countershaft directly via the third spur gear stage, for which purpose the loose wheel of the third spur gear stage is to be fixed by actuating the fifth switching element.
  • the second input shaft can also be coupled directly to the countershaft in that the loose wheel of the fourth spur gear stage is fixed via the sixth shifting element.
  • the fixed wheel can be provided in a rotationally fixed manner on the first input shaft, while the loose wheel of the third spur gear stage is rotatably mounted on the countershaft.
  • the fixed wheel of the third spur gear stage is placed on the countershaft, whereas the idler wheel of the third spur gear stage that meshes with it is then rotatably provided on the first input shaft.
  • the fixed gear can be arranged in a rotationally fixed manner on the second input shaft or the countershaft, while the idler gear meshing with the fixed gear of the fourth spur gear stage is rotatably mounted on the countershaft or the second input shaft.
  • a further development of the aforementioned embodiment results in a first gear between the first input shaft and the output side by closing the third and sixth shifting element with power flow guidance via the first spur gear stage, the second spur gear stage and the third spur gear stage.
  • the first effective gear between the first input shaft and the output side is therefore designed as a winding gear in which the power flow from the first input shaft via the first Spur gear stage and the second spur gear stage is routed to the second input shaft and from there via the third spur gear stage to the countershaft.
  • a second gear between the first input shaft and the output side is shifted in a first variant by engaging the first shifting element, with the second gear effective between the first input shaft and the output side also being shifted in a second variant by actuating the second shifting element and the third shifting element can be displayed.
  • a power flow is guided via the first spur gear stage, but in the second variant the idler gear of the first spur gear stage is fixed indirectly to the countershaft via the idler gear of the second spur gear stage.
  • a third gear can be realized between the first input shaft and the output side by actuating the fifth shifting element under power flow guidance via the third spur gear stage.
  • a first gear between the second input shaft and the output side is achieved by closing the sixth shifting element with power flow guidance via the fourth spur gear stage, with a second gear resulting between the second input shaft and the output side by actuating the second shifting element with power flow guidance via the second spur gear stage.
  • the gears that can be shifted between the first input shaft and the output side can be used directly for integrating the upstream drive motor into the motor vehicle drive train.
  • the gears that can be represented between the second input shaft and the output side can also be used by the upstream drive machine, since the second input shaft can be non-rotatably connected to the first input shaft by closing the fourth shifting element. Accordingly, a total of five different gears are available for driving via the upstream drive machine.
  • the electric machine Since the electric machine is permanently coupled to the second input shaft in the technical teaching according to the independent claim 1, purely electric driving can be achieved by using the gears that can be shifted between the second input shaft and the output side, with either forward driving depending on the direction of rotation initiated or a reversing of the motor vehicle can be displayed.
  • the electric machine When the electric machine is operated as a generator, it can also be used to brake the motor vehicle (recuperation) if it is connected via one of the gears that can be represented between the second input shaft and the output side.
  • a charging or starting operation can be implemented in order to charge an electrical energy store via the electric machine in the first-mentioned case in a generator operation of the electric machine and in the second-mentioned case to cause the upstream drive machine, which is designed in particular as an internal combustion engine, to start.
  • the fourth switching element is actuated for this purpose.
  • the electric machine is also connected to the upstream drive machine due to the associated non-rotatable connection of the input shafts, so that the electric machine can be driven in generator mode via the upstream drive machine, while the electric machine in electric motor mode drives and thus also starts the upstream Drive machine can make.
  • a starting or charging operation can also be implemented by actuating the third switching element. Because in this case a coupling between the input shafts is established by closing the third switching element, so that the electric machine is coupled to the first input shaft and thus also to the upstream drive machine. Analogously to what has been described above, charging in generator mode of the electric machine or starting in electric motor mode of the electric machine can then also be implemented.
  • a third spur gear stage and a fourth spur gear stage within the framework of the technical teaching according to the independent claim 4
  • a first gear results between the first input shaft and the output side by closing the third shifting element, the sixth shifting element and the further shifting element with power flow guidance via the first spur gear stage , the second spur gear stage and the third spur gear stage.
  • the first gear effective between the first input shaft and the output side is realized as a winding gear, in which the power flow from the first input shaft via the first spur gear stage and the second spur gear stage to the second input shaft and from there via the third spur gear stage is guided onto the countershaft. Furthermore, a second gear between the first input shaft and the output side is produced in a first variant by engaging the first shifting element and the further shifting element, with the second gear effective between the first input shaft and the output side also being produced in a second variant by actuating the second switching element, the third switching element and the further switching element can be switched.
  • a power flow is guided via the first spur gear stage, with the second variant indirectly fixing the first idler gear of the first spur gear stage via the idler gear of the second spur gear stage on the countershaft.
  • a third gear can be realized between the first input shaft and the output side by actuating the fifth shifting element under power flow guidance via the third spur gear stage.
  • a first gear results between the second input shaft and the output side by closing the sixth shifting element with power flow guidance via the fourth spur gear stage, while a second gear is shifted between the second input shaft and the output side by actuating the second shifting element with power flow guidance via the second spur gear stage .
  • the gears that can be shifted between the first input shaft and the output side can be used directly by the upstream drive machine, since the gearbox when installed on the first input shaft is connected to the upstream drive machine of the Motor vehicle is connected or can be connected.
  • the upstream drive machine can also be connected via the gears that can be represented between the second input shaft and the output side, because the second input shaft can be connected to the first input shaft in a torque-proof manner by closing the fourth shifting element. Accordingly, a total of five different gears are also available in this case for driving via the upstream drive machine.
  • the transmission implemented in accordance with the aforementioned embodiment can also be operated in a charging or starting mode, in order to charge an electrical energy store via the electric machine in the first-mentioned case in generator operation of the electric machine and in the second-mentioned case to start the upstream ones, which are in particular designed as an internal combustion engine bring about drive machine.
  • the further switching element is actuated, as a result of which the electric machine is coupled to the upstream drive machine by the second loose wheel of the first spur gear stage being fixed to the first input shaft.
  • the electric machine When the electric machine is operating as a generator, it can then be driven via the upstream drive machine, while when the electric machine is operated as an electric motor, the upstream drive machine can be driven and thus also started.
  • a starting or charging operation can also be implemented by actuating the third switching element and the fourth switching element.
  • the electric machine is coupled to the upstream drive machine in that the first spur gear and the second spur gear Coupling is realized with the second input shaft, which is connected to the first input shaft via the actuated, fourth switching element.
  • charging in generator mode of the electric machine or starting in electric motor mode of the electric machine can then also be implemented.
  • a braking device is also provided, which is coupled to the first input shaft.
  • speed synchronization can advantageously be supported in the course of shifting operations, in particular when the shifting element or elements to be engaged are present as unsynchronized, positive-locking shifting elements.
  • the braking device coupled to the first input shaft can support the upstream drive machine in adjusting the speed.
  • the upstream drive machine can be braked to a lower speed level, while the braking device is actuated during downshifts shortly before a desired synchronous speed is reached in order to obtain a lower speed gradient before the respective shifting element is actuated.
  • the upstream drive machine In the course of the downshift, the upstream drive machine must also be accelerated to the higher speed level in each case.
  • the braking device is particularly preferably in the form of a non-positive brake and in particular a friction brake which, when actuated, couples the first input shaft to a fixed component of the transmission, such as the transmission housing.
  • a friction brake which, when actuated, couples the first input shaft to a fixed component of the transmission, such as the transmission housing.
  • an embodiment of the braking device as an additional electric machine is also possible.
  • the braking device in addition to braking, can also be used to support acceleration of the upstream drive machine by operating the additional electric machine as an electric motor.
  • the braking device is arranged off-axis to the first input shaft and is coupled to it via a traction drive.
  • a traction drive is in particular a chain drive.
  • the braking device is arranged coaxially to the first input shaft and is connected to it in a rotationally fixed manner.
  • the individual shifting element is present as a form-fitting shifting element, in particular as a claw shifting element.
  • a positive-locking shifting element can also be a blocking synchronization.
  • positive-locking switching elements have the advantage that they only have low drag torques when open and are accordingly characterized by a high level of efficiency.
  • the individual shifting element could also be designed as a non-positive shifting element, for example as a lamellar shifting element, it being possible for a non-positively locking shifting element to be transferred to an actuated state in an advantageous manner even under load.
  • the first shifting element, the second shifting element, the third shifting element, the fourth shifting element, the fifth shifting element, the sixth shifting element and possibly also the further shifting element are each designed as unsynchronized claw shifting elements.
  • the first shifting element and the third shifting element when designed as positive-locking shifting elements, are preferably combined to form a shifting device, via the actuation device of which the first shifting element and the third shifting element can be transferred from a neutral position into an actuated state .
  • the second switching element and the sixth Switching element if they are designed as positive-locking switching elements, can be combined to form a switching device, via the actuating device of which the second switching element on the one hand and the sixth switching element on the other hand can be moved from a neutral position into a closed state.
  • the second shifting element and the third shifting element can also be combined to form a shifting device, via the actuating device of which the second shifting element on the one hand and the third shifting element on the other can be moved from a neutral position into a closed state .
  • the second switching element and the sixth switching element form a common switching device in which an actuating device can move the second switching element and the sixth switching element from a neutral position into a closed state.
  • the first shifting element and the fifth shifting element are then also combined to form a shifting device, via the actuation device of which the first shifting element on the one hand and the fifth shifting element on the other hand can be transferred from a neutral position into an actuated state .
  • this can form a switching device together with the fourth switching element as an alternative or in addition to the aforementioned variants.
  • An actuating device of this switching device can be used to bring about a closed state of the fourth switching element and an actuated state of the further switching element from a neutral position.
  • the countershaft is coupled to the output side via a spur gear.
  • a further transmission of a drive movement directed to the countershaft can be carried out to the output side of the transmission.
  • the output side is formed at an axial end of the countershaft, so that the countershaft quasi forms an output shaft of the transmission.
  • the spur gear on the output side can also lie on an output shaft or can also be designed as a drive ring gear of an axis-parallel differential gear.
  • a spur gear of the spur gear stage coupling the countershaft and the output side is also the fixed gear of one of the spur gear stages, via which the countershaft can be coupled to one of the input shafts.
  • the transmission can be preceded by a starting element, for example a hydrodynamic torque converter or a friction clutch.
  • This starting element can then also be part of the transmission and is used to design a starting process by enabling a slip speed between a drive machine designed as an internal combustion engine and the first input shaft of the transmission.
  • one of the shifting elements of the transmission can also be designed as such a starting element, in that it is present as a friction shifting element.
  • the first input shaft is particularly preferably designed for a direct connection to the upstream drive machine, i.e. without an intermediate starting element.
  • a freewheel to the transmission housing or to another shaft can in principle be arranged on each shaft of the transmission.
  • the transmission according to the invention is in particular part of a motor vehicle drive train for a hybrid or electric vehicle and is then arranged between a drive motor of the motor vehicle designed as an internal combustion engine or as an electric machine and other components of the drive train following in the direction of power flow to the drive wheels of the motor vehicle.
  • the first input shaft of the transmission is either permanently coupled to a crankshaft of the internal combustion engine or can be connected to it via an intermediate separating clutch or a starting element, with a torsional vibration damper also being provided between the internal combustion engine and the transmission. Even if the drive machine is designed as an electric machine, the first input shaft can be directly connected in a torsion-proof manner to a rotor of this electric machine.
  • the transmission within the motor vehicle drive train is then preferably coupled to a differential gear of a drive axle of the motor vehicle, although here there can also be a connection to a longitudinal differential, via which distribution to several driven axles of the motor vehicle takes place.
  • the differential gear or the longitudinal differential can be arranged with the gear in a common housing.
  • a torsional vibration damper can also be integrated into this housing.
  • a switching element is provided between two components, these components are not permanently coupled to one another in a rotationally fixed manner, but instead a rotationally fixed coupling is only carried out by actuating the switching element in between.
  • An actuation of the switching element in the sense of the invention means that the relevant switching element is transferred to a closed state and as a result the components directly coupled thereto are adjusted in their rotational movements to one another.
  • the components connected to one another in a rotationally fixed manner will run at the same speed, while in the case of a non-positive switching element, also after a Press the same speed differences between the components may exist.
  • this desired or also undesired state is nevertheless referred to as a non-rotatable connection of the respective components via the switching element.
  • FIG. 1 shows a schematic view of a motor vehicle drive train
  • FIG. 2 to 11 each show a schematic representation of a part of the motor vehicle drive train from FIG. 1, each with a transmission corresponding to a respective embodiment of the invention;
  • FIGS. 12 shows an exemplary shifting scheme of the transmission from FIGS. 2 to
  • FIG. 13 shows a tabular representation of different operating modes of the motor vehicle drive train from FIG. 1 with a transmission according to one of FIGS. 2 to 11;
  • FIGS. 14 to 18 each show a schematic view of a part of the motor vehicle drive train from FIG. 1, each with a transmission according to a respective embodiment of the invention;
  • FIG. 19 shows an exemplary shifting scheme of the transmission from FIGS. 14 to
  • FIG. 20 shows a tabular representation of different operating modes of the motor vehicle drive train from FIG. 1 with a transmission according to one of FIGS. 14 to 18.
  • FIG. 1 shows a schematic view of a motor vehicle drive train 1 of a hybrid vehicle, an internal combustion engine 2 in the motor vehicle drive train 1 being connected to a transmission 4 via an intermediate torsional vibration damper 3 .
  • a differential gear 5 is connected downstream of the gear 4 on the output side, via which a drive power is distributed to drive wheels 6 and 7 of a drive axle of the motor vehicle.
  • the gear 4 and the torsional vibration damper 3 are combined in a common gear housing 8 of the gear 4, in which the differential gear 5 can then also be integrated.
  • the internal combustion engine 2, the torsional vibration damper 3, the gear 4 and also the differential gear 5 are aligned transversely to a direction of travel of the motor vehicle.
  • FIG. 2 shows a schematic representation of part of the motor vehicle drive train 1 from FIG. 1 in the area of the transmission 4, this being designed in accordance with a first embodiment of the invention.
  • the transmission 4 includes a first input shaft 9 and a second input shaft 10, which are arranged coaxially to one another.
  • the first input shaft 9 is connected in a rotationally fixed manner to the torsional vibration damper 3 and is designed as a solid shaft which extends axially essentially over the entire length of the transmission 4 .
  • the second input shaft 10 is designed as a hollow shaft, which axially covers a section of the first input shaft 10 and is arranged radially surrounding it.
  • the first input shaft 9 can be rotatably connected to the second input shaft 10 via a switching element K, which in the present case as positive shifting element is designed and in this case is specifically present as an unsynchronized claw shifting element.
  • a switching element K which in the present case as positive shifting element is designed and in this case is specifically present as an unsynchronized claw shifting element.
  • the transmission 4 from FIG. 2 also has a countershaft 11 and an output shaft 12, which are each designed as solid shafts and are axially offset to the input shafts 9 and 10 and also to one another.
  • the output shaft 12 forms an output side 13 of the transmission, on which the coupling to the subsequent differential gear 5 is also produced within the motor vehicle drive train 1 .
  • the countershaft 11 and the output shaft 12 are permanently coupled via a spur gear stage 14 which is composed of a spur gear 15 and a spur gear 16 .
  • the spur gear 15 is arranged in a rotationally fixed manner on the countershaft 11 and meshes with the spur gear 16 which is placed in a rotationally fixed manner on the output shaft 12 .
  • the transmission 4 also includes several spur gear stages 17, 18, 19 and 20, with the first input shaft 9 being able to be coupled directly to the axially parallel countershaft 11 via the spur gear stages 18 and 20, while the second input shaft 10 has a direct coupling to the Countershaft 12 can be represented via the spur gears 17 and 19.
  • the spur gear stages 18 and 20 are part of a sub-transmission of the transmission 4, to which the first input shaft 9 is assigned.
  • the spur gear stages 17 and 19 are part of another sub-transmission of the transmission 4, to which the second input shaft 10 is assigned.
  • the spur gear stage 17 is composed of a fixed gear 21 and an idler gear 22 which mesh with one another and of which the fixed gear 21 is placed on the second input shaft 10 in a rotationally fixed manner.
  • the loose wheel 22 is rotatably mounted on the countershaft 11 and can be fixed to the countershaft 11 via a switching element S1, so that the spur gear 17 subsequently couples the second input shaft 10 and the countershaft 11 to one another.
  • the spur gear stage 19 is also provided between the second input shaft 10 and the countershaft 11 and is formed by a fixed wheel 23 and a loose wheel 24 .
  • the fixed gear 23 and the idler gear 24 mesh here permanently with each other, where the fixed wheel 23 is placed on the second input shaft 10 so that it rotates, while the loose wheel 24 can be fixed on the countershaft 11 via a switching element S2. This setting then results in the second input shaft 10 being coupled to the countershaft 11 via the spur gear stage 19 .
  • the idler gear 24 of the spur gear stage 19 can still be rotationally connected via a switching element S3 to an axially adjacent idler gear 25 which is part of the spur gear stage 18 .
  • the idler gear 25 of the spur gear stage 18 is also rotatably mounted on the countershaft 11 and meshes permanently with a fixed gear 26 of the spur gear stage 18 , which is arranged on the first input shaft 9 in a rotationally test manner. Closing the switching element S3 results in a coupling of the two input shafts 9 and 10 via the spur gear stages 18 and 19 due to the associated non-rotatable connection of the idler gears 24 and 25 .
  • a coupling of the first input shaft 9 to the countershaft 11 can also be achieved via the spur gear stage 18 by the loose wheel 25 being fixed to the countershaft 11 via a shifting element S4.
  • the spur gear stage 20 is composed of a fixed wheel 27 and an idler wheel 28 which is permanently in meshing engagement with it and of which the fixed wheel 27 is arranged on the countershaft 11 in a rotationally fixed manner.
  • the loose wheel 28 is rotatably mounted on the first input shaft 9 and can be fixed there via a switching element S5, so that the spur gear 20 subsequently couples the first input shaft 9 and the countershaft 11 to one another.
  • the shifting elements S1 to S5 are each designed as positive-locking shifting elements, with the individual shifting element S1 or S2 or S3 or S4 or S5 being present as an unsynchronized claw shifting element.
  • the shifting element S1 and the shifting element S2 are combined to form a shifting device 29, via whose actuating device both the shifting element S1 and the shifting element S2 can be transferred from a neutral position into an actuated state.
  • the shifting element S3 and the shifting element S4 are also combined to form a shifting device 30, the actuation device of which moves out of a neutral position on the one hand the switching element S3 and on the other hand the switching element S4 can be converted into an actuated state.
  • the switching element S5 is designed as a single switching element.
  • an electric machine 31 is also provided, which can be operated on the one hand as a generator and on the other hand as an electric motor.
  • a rotor of this electric machine 31 (not shown in detail here) is connected in a torque-proof manner to a rotor shaft 32 which is permanently coupled to the second input shaft 10 .
  • the rotor of the electric machine 31 is also constantly coupled to the second input shaft 10 .
  • the coupling of the rotor shaft 32 to the second input shaft 10 is realized via an intermediate transmission stage 33 , which comprises a spur gear 34 non-rotatably arranged on the rotor shaft 32 and a spur gear 35 non-rotatably placed on the second input shaft 10 .
  • the two spur gears 34 and 35 are coupled to one another via at least one additional spur gear located in between.
  • the electric machine 31 is integrated axially between the fixed gears 21 and 23 of the spur gear stages 17 and 19 in that the spur gear 35 is placed axially between the fixed gears 21 and 23 .
  • a braking device 36 is also provided, which is designed as a friction brake and is permanently coupled to the first input shaft 9 .
  • the coupling is realized via a traction drive 37 , which is in the form of a chain drive and has a chain wheel 38 and a chain wheel 39 . While the chain wheel 38 is connected to the braking device 36 in a torque-proof manner, the chain wheel 37 is placed on the first input shaft 9 in a torque-proof manner.
  • the traction mechanism 37 and the spur gear stage 14 are arranged essentially in one plane, with axially then first the spur gear stage 17, then the transmission stage 33, then the spur gear stage 19, then the spur gear stage 18 and finally the spur gear stage 20 follow.
  • shifting device 29 is placed axially between spur gear stages 17 and 19
  • shifting element K and shifting device 30 are placed axially between spur gear stages 19 and 18 are provided.
  • the switching element S5 is also arranged axially between the spur gear stages 18 and 20 . While the shifting devices 29 and 30 are placed coaxially with the countershaft 11 , the shifting element K and the shifting element S5 are arranged coaxially with the first input shaft 9 .
  • FIG. 3 shows a schematic view of part of the motor vehicle drive train 1 from FIG. 1 in the area of a transmission 4', which is designed according to a second possible embodiment of the invention.
  • This configuration option largely corresponds to the variant according to Fig. 2, with the difference that the rotor shaft 32 is now permanently coupled to the second input shaft 10 via a transmission stage 33', with the spur gear 34 and the fixed gear 23 of the Spur gear 19 are coupled to one another via at least one intermediate spur gear.
  • the electric machine 31 is integrated into the second input shaft 10 using the fixed gear 23 of the spur gear stage 19.
  • the configuration option according to FIG. 3 corresponds to the variant according to FIG. 2, so that reference is made to what is described here.
  • FIG. 4 shows a schematic representation of part of the motor vehicle drive train 1 from FIG. 1, which in this case has a transmission 4′′ according to a third embodiment of the invention.
  • the transmission 4′′ essentially corresponds to the previous variant according to FIG. 3, in which case, in contrast to the variant according to FIG.
  • the braking device 36 is connected to the first input shaft 9 in a torque-proof manner.
  • the embodiment according to FIG. 4 corresponds to the variant according to FIG. 3, so that reference is made to what has been described in this regard.
  • FIG. 5 shows a schematic representation of a part of the motor vehicle drive train 1 from FIG.
  • This configuration option largely corresponds to the variant according to FIG. 2, with the difference that a mirrored arrangement of the spur gears 17, 18, 19 and 20 of the switching elements S1 to S5 and K is made.
  • the traction drive 37 and the spur gear stage 14 are first followed by the spur gear stage 20, then the spur gear stage 18, then the spur gear stage 19 and finally the spur gear stage 17.
  • the configuration option according to FIG. 5 corresponds to the variant according to FIG reference is made to what is described here.
  • FIG. 6 shows a schematic representation of part of the motor vehicle drive train 1, which in this case has a transmission 4 IV according to a fifth embodiment of the invention.
  • This transmission 4 IV essentially corresponds to the previous configuration option according to FIG. 5, with the difference that the rotor shaft 32 is now, as in the variant according to FIG.
  • the spur gear 34 and the fixed gear 23 of the spur gear stage 19 are coupled to one another via at least one intermediate spur gear, so that ultimately the electric machine 31 is connected to the second input shaft 10 via the fixed gear 23 of the spur gear stage 19.
  • the embodiment according to FIG. 6 corresponds to the variant according to FIG. 5, so that reference is made to what has been described in this regard.
  • FIG. 7 shows a schematic view of part of the motor vehicle drive train from FIG. 1 with a transmission 4V , which is designed according to a sixth possible embodiment of the invention.
  • This configuration option also essentially corresponds to the variant according to FIG. 6, in which case, in contrast to the embodiment according to FIG.
  • the braking device 36 is connected in a torque-proof manner to the first input shaft 9 , with the braking device 36 being provided axially on an axial end of the first input shaft 9 which is opposite to a connection to the torsional vibration damper 3 .
  • the configuration option according to FIG. 7 corresponds to the variant according to FIG. 6, so that reference is made to what has been described in this regard.
  • Fig. 8 also shows a schematic view of a part of the motor vehicle drive train 1, which in this variant, a transmission 4 VI according to a seventh Having embodiment of the invention.
  • the transmission 4 VI largely corresponds to the variant according to Fig. 5, with the difference that the countershaft 11 and the output shaft 12 are permanently coupled to one another via a spur gear stage 14', which is composed of the spur gear 16 and the fixed gear 27 of the spur gear stage 20 .
  • the fixed wheel 27 is therefore simultaneously in mesh with the loose wheel 28 of the spur gear stage 20 and with the spur wheel 16, which is placed on the output shaft 12 in a rotationally fixed manner. Accordingly, the fixed wheel 27 of the spur gear stage 20, in cooperation with the spur gear 16, ensures the permanent coupling between the countershaft 11 and the output shaft 12.
  • the variant according to FIG. 8 corresponds to the configuration option according to FIG. 5, so that reference is made to what is described here becomes.
  • FIG. 9 shows a schematic representation of part of the motor vehicle drive train 1, which in this case has a transmission 4 VH according to an eighth embodiment of the invention.
  • This transmission 4 VH essentially corresponds to the previous embodiment option according to Fig. 8, with the difference that a coupling between the rotor shaft 32 and the second input shaft 10 is carried out via a transmission stage 33 ', which in addition to the spur gear 34 and at least one - present not shown - spur gear is formed by the fixed gear 23 of the Stimradkyn 19.
  • the spur gear 34 and the fixed gear 23 of the spur gear stage 19 are coupled to one another via the at least one intermediate spur gear.
  • the electric machine 31 is connected to the second input shaft 10 via the fixed wheel 23 .
  • the embodiment according to FIG. 9 corresponds to the variant according to FIG. 8, so that reference is made to what has been described in this regard.
  • FIG. 10 shows a schematic view of a part of the motor vehicle drive train 1 from FIG .
  • This configuration possibility largely corresponds to the embodiment according to FIG. 8 , in contrast to which the braking device 36 is now placed coaxially to the first input shaft 9 and is connected to the first input shaft 9 in a torque-proof manner.
  • the braking device 36 is axial at one axial end the first input shaft 9 is provided, which is opposite to a connection to the torsional vibration damper 3.
  • the embodiment option according to FIG. 10 corresponds to the variant according to FIG. 8, so that reference is made to what has been described in this regard.
  • FIG. 11 shows a schematic representation of the motor vehicle drive train 1, which in this case has a transmission 4 IX according to a tenth embodiment of the invention.
  • the transmission 4 IX essentially corresponds to the variant according to FIG. 8, with the difference that the shifting element S5 is designed as a non-positive shifting element in this case, with the shifting element S5 being present in particular as a wet or dry-running friction clutch.
  • the shifting element S5 also assumes the function of a braking device, in that the first Input shaft 9 can cause. Accordingly, a separate braking device is not required in the variant according to FIG. Otherwise, the embodiment according to FIG. 11 corresponds to the variant according to FIG. 8, so that reference is made to what has been described in this regard.
  • FIG. 12 shows an exemplary shifting scheme for the transmissions 4 to 4 IX from FIGS. 2 to 11 in tabular form. As can be seen, five different gears G1 to G5 can be shifted here, with an X in the columns of the shifting pattern indicating which of the shifting elements S1 to S5 is closed in each case.
  • a first gear G1 is shifted by engaging the shifting elements S1 and S3, with this first gear G1 being effective between the first input shaft 9 and the output side 13.
  • the first gear G1 a power flow is guided starting from the first input shaft 9 via the two spur gear stages 18 and 19 to the second input shaft 10, from which a further power flow is then guided via the spur gear stage 17 to the countershaft 11 and from there via the spur gear stage 14 or 14* to the Output side 13 takes place.
  • the first gear G1 is designed as a winding gear in which the two sub-transmissions of the respective transmission are coupled to one another.
  • a second gear can then be shifted between the first input shaft 9 and the output side 13 in a first variant G2.1 by closing the shifting element S4, as a result of which the power flow is routed from the first input shaft 9 via the spur gear stage 18 to the countershaft 11.
  • the second gear can also be realized in a second variant G2.2 by actuating the shifting elements S2 and S3, whereby the first input shaft 9 is also coupled to the output side 13 via the spur gear stage 18 .
  • the idler gear 25 of the spur gear stage 18 is fixed indirectly to the countershaft 11 via the idler gear 24 of the spur gear stage 19 .
  • a third gear G3 can be realized between the first input shaft 9 and the output side 13 in that the shifting element S5 is transferred to an actuated state.
  • the first input shaft 9 is coupled via the spur gear stage 20 to the countershaft 11, which is then connected to the output side 13 via the spur gear stage 14 or 14'.
  • a first gear G4 can be shifted between the second input shaft 10 and the output side 13 by actuating the shifting element S1.
  • the second input shaft 10 is then coupled via the spur gear stage 17 to the countershaft 11, from which a further flow of force takes place to the output side 13 via the spur gear stage 14 or 14'.
  • a second gear G5 effective between the second input shaft 10 and the output side 13 can be implemented by actuating the shifting element S2, which results in a coupling of the second input shaft 10 and the countershaft 11 via the spur gear stage 19.
  • the transmissions 4 to 4 IX from FIGS. 2 to 11 can now be used in the motor vehicle drive train 1 to represent different operating modes I to X, which are shown in table form in FIG.
  • a charging or starting function can thus be implemented in an operating mode I by the switching element K being closed.
  • the electric machine 31 permanently coupled to the second input shaft 10 is also connected to the internal combustion engine 2 by the non-rotatable connection of the second input shaft 10 to the first input shaft 9 .
  • an electrical energy storage device - not shown here - can be charged, while in the electric motor mode of the electric machine 31 the internal combustion engine can be started 2 can be realized via the electric machine 31.
  • a charging or starting function can also be implemented in an operating mode II, for which purpose the switching element S3 is to be closed.
  • the second input shaft 10 and thus also the electric machine 31 are coupled to the first input shaft 9 via the spur gear stages 18 and 19 , as a result of which the electric machine 31 is then also coupled to the internal combustion engine 2 .
  • charging in generator mode of electric machine 32 and starting of internal combustion engine 2 in electric motor mode of electric machine 32 can be implemented.
  • the shifting elements involved are synchronized by controlling the speed of the internal combustion engine 2.
  • the brake device 36 which is also provided, or the shifting element S5, which is designed as a non-positive shifting element, can support this.
  • the latter can brake the internal combustion engine to a lower speed level as part of an upshift, while the braking device or the shifting element S5 designed as a friction-locked shifting element is actuated in the course of a downshift shortly before a respective synchronous speed is reached in order to obtain a lower speed gradient before the respective switching element is actuated.
  • FIG. 14 shows a schematic view of the motor vehicle drive train 1 , which in this case has a transmission 4 X according to an eleventh possible embodiment of the invention.
  • This transmission 4 X essentially corresponds to the variant according to Fig. 2, with the difference being that the idler gear 25 of a spur gear stage 18', which is rotatably mounted on the countershaft 11, meshes with another idler gear 40, which is rotatably mounted on the first input shaft 9 .
  • the other idler gear 40 of the spur gear stage 18* can be fixed by actuating a switching element S6 on the first input shaft 9, so that when the switching element S4 is actuated at the same time, the first Input shaft 9 is reached with the countershaft 11 via the spur gear 18'.
  • the electric machine 31 is here permanently coupled to the other idler gear 40 of the spur gear stage 18' by the spur gear 35 of a transmission stage 33'' being permanently non-rotatably connected to the other idler gear 40 of the spur gear stage 18'.
  • the spur gear 35 is then connected to the spur gear 34 in the transmission stage 33 ′′ via at least one intermediate spur gear, which is placed on a rotor shaft 32 of the electric machine 31 in a rotationally fixed manner.
  • a spur gear on the drive side is now placed as a fixed gear 41 in a rotationally fixed manner on the first input shaft 9, while a spur gear on the output side is rotatably mounted on the countershaft 12 as a loose gear 42.
  • the loose wheel 42 can be fixed on the countershaft 11 via the shifting element S5, the shifting element S5 being seated coaxially with the countershaft 11 for this purpose.
  • the electric machine 31 is integrated via the transmission stage 33′′ axially between the spur gear stages 18′ and 20′.
  • the shifting element K and the shifting element S6 are combined to form a shifting device 43, in which the shifting element K and the shifting element S6 can be transferred from a neutral position to an actuated state via an actuating device.
  • This switching device 43 is placed axially between the spur gear stages 19 and 18'.
  • the embodiment according to FIG. 14 corresponds to the variant according to FIG. 2, so that reference is made to what has been described here.
  • FIG. 15 shows a schematic representation of part of the motor vehicle drive train 1 from FIG. 1 , which in this case has a transmission 4 XI according to a twelfth possible embodiment of the invention.
  • This possible embodiment largely corresponds to the previous variant according to FIG. 14, with the difference that a transmission stage 33'' has now been connected to the loose wheel 40 of the spur gear stage 18'.
  • the spur gear 34 of the transmission step 33'' is connected to the idler gear 40 via at least one intervening spur gear, which is not shown in detail here.
  • a separate spur gear for coupling the electric machine 31 to the idler gear 40 of the spur gear stage 18* is omitted, but the coupling is implemented directly on the idler gear 40.
  • the embodiment option according to FIG. 15 corresponds to the variant according to FIG. 14, so that reference is made to what has been described in this regard.
  • FIG. 16 shows a schematic representation of part of the motor vehicle drive train 1, which in this case has a transmission 4 XH according to a thirteenth embodiment of the invention.
  • This transmission 4 XH essentially corresponds to the previous configuration option according to FIG.
  • the braking device 36 is placed axially on an end of the first input shaft 9 which is remote from the torsional vibration damper 3 .
  • the embodiment according to FIG. 16 corresponds to the variant according to FIG. 15, so that reference is made to what has been described in this regard.
  • FIG. 17 shows a schematic view of part of the motor vehicle drive train 1 from FIG. 1 in the area of a transmission 4 XIH , which is designed according to a fourteenth possible embodiment of the invention.
  • This configuration option largely corresponds to the variant according to Fig. 15, with the difference that the shifting element S4 and the shifting element S5 are now combined to form a shifting device 44, in which, via an actuating device, the shifting element S4 on the one hand and the shifting element S5 on the other hand move out of a neutral position can be converted into a respectively actuated state.
  • the switching element S4 is placed together with the switching element S5 axially between the spur gear stages 18* and 20'.
  • the switching element S3 is now present as an individual switching element.
  • the configuration option according to FIG. 17 corresponds to the variant according to FIG. 15, so that reference is made to what has been described in this regard.
  • FIG. 18 also shows a schematic representation of part of the motor vehicle drive train 1 from FIG. 1 , which in this case has a transmission 4 XIV according to a fifteenth embodiment of the invention.
  • This embodiment essentially corresponds to the previous variant according to Fig. 17, with the difference being that the shifting element S2 and the shifting element S3 are now combined to form a shifting device 45, via the actuation device of which, from a neutral position, the shifting element S2 on the one hand and the shifting element S3 on the other can be converted into a respectively actuated state.
  • the switching element S2 and the switching element S3 are arranged axially together between the spur gear stage 19 and the spur gear stage 18'.
  • the switching element S1 is now implemented as a single switching element.
  • the embodiment according to FIG. 18 corresponds to the variant according to FIG. 17, so that reference is made to what has been described in this regard.
  • Different gears GT to G5' can also be realized in the variants according to FIGS. 14 to 18, with a shifting of these gears GT to G5' largely corresponding to the shifting of gears G1 to G5 according to FIG. 12, with the only difference that in the case of the gears G1', G2.1' and G2.2', in comparison to the gears G1, G2.1 and G2.2 according to FIG. 12, the switching element S6 must also be actuated. Otherwise, with regard to the shifting of the gears GT to G5', reference is made to what was described for FIG.
  • FIG. 20 different operating modes 1 'to X' are shown in tabular form, which can be implemented via the motor vehicle drive train 1 with one of the transmissions 4 X to 4 XIV .
  • a charging or starting function can thus be implemented in an operating mode I by switching the switching element S6 to an actuated state.
  • the electric machine 31, which is permanently coupled to the idler gear 40 of the spur gear stage 18', is also connected to the internal combustion engine 2 by the rotationally fixed connection of the idler gear 40 to the first input shaft 9. At the same time, however, there is no frictional connection to the output side 13.
  • an electrical energy storage device - not shown here - can be charged, while in the electric motor mode of the electric machine 31 the internal combustion engine can be started 2 can be realized via the electric machine 31.
  • a charging or starting function can also be implemented in an operating mode H', for which purpose the switching elements K and S3 are to be actuated.
  • the electric machine 31 is coupled via the spur gear stages 18 ′ and 19 to the second input shaft 11 , which is non-rotatably connected to the first input shaft 9 via the shifting element K .
  • this also causes the electric machine 31 to be coupled to the internal combustion engine 2 .
  • charging in generator mode of electric machine 31 and starting of internal combustion engine 2 in electric motor mode of electric machine 31 can be implemented.
  • the traction force can be supported via the electric machine 31 in gear G2.1′ or G2.2′, since the electric machine 31 is also integrated here via the spur gear stage 18′.
  • the shifting elements involved are synchronized by controlling the speed of the internal combustion engine 2.
  • the braking device 36 which is also provided, can support this. The latter can brake the internal combustion engine to a lower speed level as part of an upshift, while the braking device 36 is just before reaching it as part of a downshift a respective synchronous speed is actuated in order to obtain a lower speed gradient before the respective switching element is actuated.
  • the variants of a transmission 4 to 4 XIV described above can be combined with one another with regard to individual design options.
  • the coupling of the countershaft 11 to the output shaft 12 shown in FIGS. 8 to 11 via the spur gear stage 14' can also be implemented in the other variants.
  • an embodiment of the shifting element S5 as a non-positive shifting element is also conceivable, as is shown in FIG. 11 .
  • the variants shown in the individual figures with regard to a combination of the switching elements S1 to S5 to form switching devices can also be used in the other variants.
  • a transmission can be realized with a compact design and low manufacturing costs while at the same time suitably integrating an electric machine.

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

Abstract

L'invention concerne une boîte de vitesses (4) comprenant une machine électrique (31), un premier arbre primaire (9), un second arbre primaire (10) et un arbre intermédiaire (11). La boîte de vitesses comprend un premier étage d'engrenage cylindrique à denture droite (18) comprenant un engrenage verrouillé (26) sur le premier arbre primaire (9) et un pignon intermédiaire (25) qui s'engrène avec l'engrenage verrouillé (26), qui est monté rotatif sur l'arbre intermédiaire (11), et qui peut être verrouillé sur l'arbre intermédiaire (11) au moyen d'un premier élément de changement de vitesse (S4). En outre, la boîte de vitesses comprend un second étage d'engrenage cylindrique à denture droite (19) comprenant un engrenage verrouillé (23) qui est placé sur le second arbre primaire (10) et un pignon intermédiaire (24) qui s'engrène avec l'engrenage verrouillé (23), qui est monté rotatif sur l'arbre intermédiaire (11), et qui peut être verrouillé sur l'arbre intermédiaire (11) au moyen d'un deuxième élément de changement de vitesse (S2). De plus, le pignon intermédiaire (25) du premier étage d'engrenage cylindrique à denture droite (18) et le pignon intermédiaire (24) du second étage d'engrenage cylindrique à denture droite (19) peuvent être reliés l'un à l'autre aux fins d'une rotation conjointe au moyen d'un troisième élément de changement de vitesse (S3). Le premier arbre primaire (9) peut être relié au second arbre primaire (10) aux fins d'une rotation conjointe au moyen d'un quatrième élément de changement de vitesse (K). De plus, un rotor de la machine électrique (31) est couplé en permanence au second arbre primaire (10).
PCT/EP2021/085789 2020-12-18 2021-12-15 Boîte de vitesses pour un véhicule à moteur, groupe motopropulseur de véhicule à moteur la comprenant et procédé de fonctionnement de la boîte de vitesses WO2022129109A1 (fr)

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