WO2022129110A1 - Transmission pour un véhicule automobile, groupe motopropulseur de véhicule automobile le comprenant et procédé de fonctionnement de la transmission - Google Patents

Transmission pour un véhicule automobile, groupe motopropulseur de véhicule automobile le comprenant et procédé de fonctionnement de la transmission Download PDF

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Publication number
WO2022129110A1
WO2022129110A1 PCT/EP2021/085790 EP2021085790W WO2022129110A1 WO 2022129110 A1 WO2022129110 A1 WO 2022129110A1 EP 2021085790 W EP2021085790 W EP 2021085790W WO 2022129110 A1 WO2022129110 A1 WO 2022129110A1
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WO
WIPO (PCT)
Prior art keywords
transmission
input shaft
spur gear
stage
countershaft
Prior art date
Application number
PCT/EP2021/085790
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
Priority to CN202180071679.1A priority Critical patent/CN116348324A/zh
Publication of WO2022129110A1 publication Critical patent/WO2022129110A1/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
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • 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
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • 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
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • 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, the countershaft being permanently connected to an output side, a first spur gear stage having a fixed gear placed on the first input shaft and a herewith meshing loose wheel is provided, which is rotatably mounted on the countershaft and can be fixed on the countershaft via a first shifting element, wherein a second spur gear stage is also 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 via a second switching element on the countershaft, and wherein the loose wheel of the first spur gear stage and the loose wheel of the second spur gear stage can be connected to one another in a torque-proof manner via a third switching element. Furthermore, the invention relates to a motor vehicle drive train with an aforementioned transmission and a method for operating a transmission.
  • 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 connected in a rotationally fixed manner to a shaft, which is arranged coaxially to the input shafts and rotationally fixed to a rotor of an electric machine, by actuating an associated switching element stands.
  • 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 provided in a rotationally fixed manner on one of the input shafts, while the associated idler gears are each rotatably mounted on one of the countershafts and can be fixed there via an associated shifting element.
  • two loose wheels which are rotatably mounted axially next to one another on one of the countershafts, can be connected to one another in a rotationally fixed manner via a switching element.
  • a transmission includes an electric machine, a first input shaft, a second input shaft and a countershaft which is permanently connected to an output side.
  • a first spur gear stage is provided with a fixed wheel placed 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.
  • 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 Loose wheel of the second spur gear are connected to each other via a third switching element.
  • 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 being coaxial 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 switching element and to the second input shaft via the second spur gear stage by actuating the second switching element.
  • one or more additional countershafts that are parallel to the axis can optionally be provided.
  • the transmission according to the invention particularly preferably has exactly one countershaft.
  • 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 rotating 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 switching element .
  • the consequence of this is that the first input shaft and the countershaft are coupled to one another via the first spur gear stage.
  • the second spur gear stage is also 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 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 can, in addition to being fixable on the countershaft, also be connected to one another in a rotationally fixed manner, whereby the input shafts are then coupled to one another via the two spur gear stages. Accordingly, the sub-transmission with one input shaft can be accessed from the sub-transmission with the other input shaft.
  • 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 at which the transmission according to the invention is or can be connected in the installed state to an upstream drive machine.
  • 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 on an axial end of the transmission which is opposite to a connection point.
  • 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 planetary stage is provided with a first element, a second element and a third element in the form of a sun gear, a planet carrier and a ring gear, of which the second element is non-rotatably connected to the second input shaft and the third Element is coupled to a rotor of the electric machine.
  • the first element of the planetary stage can be fixed by actuating a fourth switching element, and two of the elements of the planetary stage can also be non-rotatably connected to one another by closing a fifth switching element.
  • a planetary stage in addition to the first spur gear stage and the second spur gear stage, a planetary stage is also provided, which has a sun gear, a planet carrier and a ring gear as elements. One of these elements is connected in a torque-proof manner to the second input shaft, while another element is connected to a rotor of the electric machine.
  • the planetary stage is also assigned two switching elements, one of which, when actuated, causes the remaining element of the planetary stage to become stuck, so that this element is subsequently prevented from rotating. When closed, the other switching element connects two of the elements of the planetary stage, which causes the planetary stage to become blocked.
  • Such a configuration of a transmission has the advantage that the electric machine can be coupled to the second input shaft via the planetary stage, so that the electric machine can also access the representable transmission ratios of the partial transmission to which the second input shaft is assigned. These transmission ratios of the sub-transmission are therefore due to the integration into a power flow between the second input shaft and the countershaft can be used directly by the electric machine. 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 and the two input shafts can therefore also be coupled to one another, there is also the possibility of implementing a power flow guide via the sub-transmission assigned to the first input shaft when the electric machine is integrated .
  • the number of gears that can be used by the electric machine can be increased via the planetary stage and its different switching states, namely the locking of the first element on the one hand and the locking of the planetary stage on the other Planetary stage additionally translated and thus the number of gear ratios usable by the electric machine is doubled.
  • a suitable integration of the electric machine with a large number of gears that can be displayed can take place as a result. This can be achieved with low production costs and a compact structure.
  • the arrangement of an electric machine makes the transmission according to the invention suitable for use in a hybrid or electric vehicle.
  • a rotor of the electric machine can then be coupled to the second input shaft via the intermediate planetary stage.
  • the electric machine can preferably be operated 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 third element of the planetary 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 third element of the planetary stage.
  • the transmission particularly preferably has exactly one electric machine.
  • the first shifting element, the second shifting element, the third shifting element and the fifth shifting element are presently clutches which, when actuated, connect the components of the transmission directly connected thereto in a torque-proof manner.
  • this is a non-rotatable connection between the idler gear of the first spur gear stage and the countershaft
  • the second switching element causes a non-rotatable connection between the idler gear of the second spur gear stage and the countershaft when actuated.
  • the third switching element ensures a non-rotatable connection between the idler gear of the first spur gear stage and the idler gear of the second spur gear stage when it is actuated.
  • the fifth switching element connects two of the elements of the planetary stage in a torque-proof manner, whereby this can be the first element and the second element or the first element and the third element or the second element and the third element of the planetary stage.
  • the fourth switching element is implemented as a brake which, when actuated, ensures that the component directly connected to it, in this case the first element of the planetary stage, is locked.
  • a fixation takes place in particular in that the connected component is connected in a rotationally fixed manner to a rotationally fixed component, which is preferably the transmission housing, a part of the transmission housing or a component connected in a rotationally fixed manner thereto.
  • the first element is preferably the sun gear
  • the second element if the planetary stage is designed as a minus planetary gearset, is the planetary carrier, and if the planetary stage is designed as a plus planetary gearset, it is the ring gear and the third element Execution of the planetary stage as a minus planetary set around the ring gear and in the case of execution of the planetary stage as a plus planetary set around the planet carrier.
  • the planetary carrier has at least one, but preferably several planetary gears, each of which is in toothed engagement with both the sun gear and the ring gear.
  • the first element is then through the ring gear, the second element formed by the planet carrier and the third element by the ring gear.
  • the planet carrier is a plus planetary set, in which the planet carrier guides at least one pair of planetary gears in a rotatable manner, of whose planetary gears one planetary gear meshes with the sun gear and one planetary gear with the ring gear, and the planetary gears mesh with one another, the first element is turned formed by the sun wheel.
  • the second element is the ring gear and the third element is the planetary carrier.
  • a stationary gear ratio of the planetary gear would also have to be increased by one.
  • a third spur gear stage with a fixed gear and an idler gear and a sixth shifting element are also provided, with the sixth 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.
  • this embodiment also offers the possibility of coupling 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 must be fixed by actuating 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 first input shaft can be directly coupled to the countershaft only via the first spur gear stage and the third spur gear stage, while the second input shaft can be directly coupled to the countershaft only via the second spur gear stage.
  • exactly three spur gear stages are provided between the input shafts and the countershaft.
  • a first gear results between the first input shaft and the output side by closing the sixth shifting element with power flow guidance via the third spur gear stage.
  • a second gear between the first input shaft and the output side is shifted by actuating the first shifting element, with a power flow guidance taking place via the first spur gear stage.
  • a third gear between the second input shaft and the output side is achieved by closing the third and sixth shifting element with power flow guidance via the second spur gear stage, the first spur gear stage and the third spur gear stage.
  • the third gear, effective between the second input shaft and the output side is therefore designed as a winding gear in which the power flow is guided from the second input shaft via the second spur gear stage and the first spur gear stage to the first input shaft and from there via the third spur gear stage to the countershaft becomes.
  • a fourth gear is obtained between the second input shaft and the output side in a first variant by actuating the second shifting element, with the fourth gear between the second input shaft and the output side still being able to be shifted in a second variant by engaging the first and third shifting elements .
  • the power flow is routed via the second spur gear stage, with the second variant fixing the idler gear of the second spur gear stage to the countershaft indirectly via the idler gear of the first spur gear stage.
  • the electric machine can be coupled to the second input shaft via the planetary stage, the electric machine can use the gears effective between the second input shaft and the output side.
  • the number of gears that can be effectively used by the electric machine can be doubled, as already described above.
  • purely electric driving can be implemented, with either forward travel or reverse travel of the motor vehicle being able to be represented depending on the direction of rotation initiated. In a generator operation of the electric machine, this can also when integrated via one of the gears to brake the motor vehicle (recuperation).
  • the first input shaft and the second input shaft are coaxial with a drive shaft, which is designed to connect the transmission to a drive motor of the motor vehicle.
  • the drive shaft can be connected to the first input shaft via a first clutch and to the second input shaft via a second clutch.
  • the two input shafts and thus also the two sub-transmissions of the transmission can each be connected to a drive shaft, via which the connection to an upstream drive motor of the motor vehicle is made or can be made when the transmission is installed.
  • the gears that can be shifted between the individual input shaft and the output side can also be used for a drive via the upstream drive machine by additionally closing the respective shift clutch and an associated non-rotatable connection of the drive shaft with the respective input shaft.
  • the respective shifting clutch can be designed as a non-positive shifting clutch, with the individual shifting clutch then preferably being a wet or dry-running friction clutch. As an alternative to this, however, an embodiment as a lamella switching element is also possible. Furthermore, the respective shifting clutch can also be present as a positive-locking shifting clutch, in which case it is designed in particular as a blocking synchronization or as an unsynchronized claw clutch.
  • the transmission according to the invention 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 a generator mode 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 second shifting clutch and either the fourth or the fifth shifting element are actuated for this purpose.
  • the second input shaft is connected in a rotationally fixed manner to the drive shaft, on which the connection to the upstream drive machine is established in the installed state.
  • the electric machine is coupled to the second input shaft via the planetary stage, this taking place when the fourth shifting element is actuated when the ratio is increased via the planetary stage.
  • a starting or charging operation can also be implemented by the first shifting clutch as well as the third shifting element and the fourth shifting element being closed. 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 drive shaft and also to the upstream drive machine indirectly via the first input shaft.
  • charging in generator mode of the electric machine or starting in electric motor mode of the electric machine can then also be implemented.
  • closing the first clutch can also be combined with actuation of the third shifting element and the fifth shifting element, so that the rotor of the electric machine is then coupled to the second input shaft via the locked planetary stage.
  • a braking device is also provided, which is coupled to the drive 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 drive 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 here in particular a friction brake, although an embodiment of the braking device as a further electric machine is also possible within the scope of the invention.
  • 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 drive shaft and is coupled to it via a transmission stage.
  • a transmission stage can be within the framework of the Invention are a spur gear or a traction drive, the latter can be present in particular as a chain drive.
  • the braking device is arranged coaxially with the drive shaft and is non-rotatably connected to the latter.
  • the electric machine is placed coaxially to the second input shaft, the rotor being non-rotatably connected to the third element of the planetary stage.
  • the planetary stage is particularly preferably placed axially at the height of the electric machine and radially on the inside of the latter.
  • the electric machine and the planetary stage are nested in one another.
  • the rotor of the electric machine it is also conceivable within the scope of the invention for the rotor of the electric machine to be coupled to the third element of the planetary stage via at least one intermediate transmission stage.
  • the at least one gear stage can be a planetary stage and/or a spur gear stage.
  • the electric machine could in principle also be arranged off-axis to the second input shaft and also to the planetary stage, in which case the rotor of the electric machine is then coupled to the third element of the planetary stage via at least one intermediate transmission stage.
  • 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 and possibly also the sixth shifting element are each designed as unsynchronized claw shifting elements.
  • the fourth switching element and the fifth shifting element are preferably present in the context of the invention as non-positive shifting elements and here in particular as multi-plate shifting elements.
  • the second shifting element and the third shifting element are combined to form a shifting device that has an actuating device if they are designed as form-fitting shifting elements.
  • the second switching element as well as the third switching element can be transferred from a neutral position to an actuated state via the actuating device.
  • the third spur gear stage and thus also the sixth shifting element is also present, the first shifting element and the sixth shifting element are also combined to form a shifting device as an alternative or in addition to the above, and the first shifting element on the one hand and the sixth shifting element on the other hand can be activated via the actuating device from a neutral position Switching element can be converted into a respective actuated state.
  • 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 it is also conceivable within the scope of the invention for the output side to be formed on an axial end of the countershaft, so that the countershaft forms a quasi-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 is connected to one of the Input waves can be coupled.
  • 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 drive shaft of the transmission.
  • one of the shifting elements or one of the shifting clutches of the transmission can also be designed as such a starting element, in that it is present as a friction shifting element.
  • the drive 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 drive shaft of the transmission is either permanently coupled in a rotationally fixed manner 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 able to be provided between the internal combustion engine and transmission. Even in the case of an embodiment of the drive machine as an electric machine, a direct, non-rotatable connection of the drive shaft to a rotor of this electric machine can be completed.
  • 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 a distribution 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 shifting element in question is designed as a positive shifting element, the components connected directly to one another in a rotationally fixed manner will run at the same speed, while in the case of a non-positive shifting element, there may be speed differences between the components even after it has been actuated.
  • 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 10 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;
  • FIG. 11 shows an exemplary shifting scheme of the transmission from FIGS. 2 to
  • FIGS. 12 is a tabular representation of different operating modes of the motor vehicle drive train with a transmission according to one of FIGS. 2 to 10.
  • 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.
  • the transmission 4 comprises a drive shaft 9, a first input shaft 10 and a second input shaft 11, which are arranged coaxially with one another.
  • the drive shaft 9 is connected in a rotationally fixed manner to the torsional vibration damper 3 and is designed as a solid shaft which essentially extends over the entire axial length of the transmission 4 .
  • the first input shaft 10 and the second input shaft 11 are in the form of hollow shafts, which each axially cover a section of the drive shaft 9 and are each arranged radially surrounding the drive shaft.
  • the drive shaft 9 can be non-rotatably connected to each of the input shafts 10 and 11 via an intermediate clutch K1 or K2.
  • the shifting clutch K1 connects the drive shaft 9 and the first input shaft 10 in a rotationally fixed manner, while a closed state of the shifting clutch K2 results in a rotationally fixed connection between the drive shaft 9 and the second input shaft 11 .
  • the shifting clutches K1 and K2 are each designed as positive shifting clutches and are in particular present as unsynchronized claw clutches.
  • the transmission 4 from FIG. 2 also has a countershaft 12 and an output shaft 13, which are each designed as solid shafts and are axially offset to the drive shaft 9 and the input shafts 10 and 11 and also to one another .
  • the output shaft 13 forms an output side 14 of the transmission 4, on which the coupling to the following differential gear 5 is also produced within the motor vehicle drive train 1.
  • the countershaft 12 and the output shaft 13 are permanently coupled via a spur gear stage 15 which is composed of a spur gear 16 and a spur gear 17 .
  • the spur gear 16 is arranged in a rotationally fixed manner on the countershaft 12 and meshes with the spur gear 17 which is placed in a rotationally fixed manner on the output shaft 13 .
  • the transmission 4 also includes several spur gear stages 18, 19 and 20, with the first input shaft 10 being able to be coupled to the axially parallel countershaft 12 via the spur gear stages 18 and 20, while the second input shaft 11 is coupled to the countershaft 12 via the spur gear stage 19 can be displayed.
  • the spur gear stages 18 and 20 are part of a sub-transmission of the transmission 4, to which the first input shaft 10 is assigned.
  • the spur gear 19 is part of another sub-transmission of the transmission 4, to which the second input shaft 11 is assigned.
  • the spur gear stage 18 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 first input shaft 10 in a rotationally fixed manner.
  • the idler wheel 22 is rotatably mounted on the countershaft 12 and can be fixed to the countershaft 12 via a shifting element S1, so that the spur gear stage 18 subsequently couples the first input shaft 10 and the countershaft 12 to one another.
  • the spur gear stage 20 is also provided between the first input shaft 10 and the countershaft 12 and is formed by a fixed wheel 23 and a loose wheel 24 .
  • the fixed wheel 23 and the idler wheel 24 mesh permanently with one another, with the fixed wheel 23 being placed on the first input shaft 10 in a rotationally fixed manner, while the idler wheel 24 is rotatably mounted on the countershaft 12 and can be fixed to the countershaft 12 via a shifting element S2. This setting then results in a coupling of the first input shaft 10 to the countershaft 12 via the spur gear stage 20 .
  • the idler gear 24 of the spur gear stage 20 can also be connected in a torque-proof manner to an axially adjacent idler gear 25 , which is part of the spur gear stage 19 , via a shifting element S3 .
  • the idler gear 25 of the spur gear stage 19 is also rotatably mounted on the countershaft 12 and meshes permanently with a fixed gear 26 of the spur gear stage 19 which is arranged on the second input shaft 11 in a rotationally fixed manner. Closing the switching element S3 results in a coupling of the two due to the associated non-rotatable connection of the loose wheels 24 and 25 Input shafts 10 and 11 via the spur gears 19 and 20 result.
  • a coupling of the second input shaft 11 to the countershaft 12 can also be achieved via the spur gear stage 19 in that the loose wheel 25 is fixed to the countershaft 12 via a shifting element S4.
  • the shifting elements S1 to S4 are each designed as positive-locking shifting elements, with the individual shifting element S1 or S2 or S3 or S4 being present as an unsynchronized dog clutch.
  • the shifting element S1 and the shifting element S2 are combined to form a shifting device 27, 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 28, the actuating device of which can transfer the shifting element S3 on the one hand and the shifting element S4 on the other hand into an actuated state from a neutral position.
  • the two shifting clutches K1 and K2 together form a shifting device 29 with a common actuating device, via which the first shifting clutch K1 and the second shifting clutch K2 can be moved from a neutral position into a respective closed state.
  • the transmission 4 also has an electric machine 30 and a planetary stage 31 .
  • the electric machine 30 is composed of a rotor 32 and a stator 33 , the latter of which is permanently attached to the transmission housing 8 of the transmission 4 .
  • the electric machine 30 can be operated on the one hand as a generator and on the other hand as an electric motor.
  • the planetary stage 31 comprises a first element 34 , a second element 35 and a third element 36 , the first element 34 being the sun gear 37 , the second element 35 being the planet carrier 38 and the third element 36 being the ring gear 39 .
  • the planetary stage 31 is presently realized as a minus planetary gearset, in that the planetary carrier 38 guides a plurality of planetary gears 40 in a rotatably mounted manner, which are each in toothed engagement with both the sun gear 37 and the ring gear 39 .
  • the planetary stage 31 could in principle also be implemented as a plus planetary gearset, in which the planet carrier guides at least one pair of planetary gears in a rotatably mounted manner, one of whose planetary gears meshes with the sun gear and one with the ring gear, with the planetary gears of the at least one pair of planetary gears also being mutually meshing.
  • the connection of the ring gear and the connection of the planetary carrier would then have to be swapped with one another and a stationary ratio of the planetary stage would have to be increased by one.
  • the second element 35 of the planetary stage 31 is non-rotatably connected to the second input shaft 11
  • the third element 36 of the planetary stage 31 is constantly non-rotatably connected to the rotor 32 of the electric machine 30 .
  • two shifting elements K and B are assigned to planetary stage 31, with shifting element K ensuring a non-rotatable connection of first element 34 of planetary stage 31 with rotor 32 and thus also with third element 36 of planetary stage 31 when actuated, which accordingly prevents the Planet level 31 results.
  • the switching element B causes the first element 34 of the planetary stage 31 to be fixed on the transmission housing 8, so that the first element 34 is subsequently prevented from rotating.
  • the shifting elements B and K are each designed as non-positive shifting elements, with the two shifting elements B and K being present in particular as multi-plate shifting elements. While the switching element B is designed as a brake, the switching element K is a clutch.
  • the electric machine 30 and the planetary stage 31 are placed coaxially to one another and also to the drive shaft 9 and the two input shafts 10 and 11 .
  • the planetary stage 31 is arranged together with the switching element K axially at the height of the electric machine 30 and radially inwardly of this.
  • a braking device 41 is also provided, which is designed as a friction brake and is permanently coupled to the drive shaft 9 .
  • the coupling is here realized via a transmission stage 42, which is present as a traction mechanism in the form of a chain drive and has a chain wheel 43 and a chain wheel 44. While the chain wheel 43 is connected to the braking device 41 in a rotationally fixed manner, the chain wheel 44 is placed on the drive shaft 9 in a rotationally fixed manner.
  • the connection of the drive shaft 9 to the torsional vibration damper 3 is first followed by the spur gear stage 15 and the transmission stage 42 essentially in one plane, with the spur gear stage 18, then the spur gear stage 20, then the spur gear stage 19 and finally the electric motor then axially following this 30 and the planetary stage 31 are provided.
  • the switching device 27 is arranged axially between the spur gear stages 18 and 20 and placed coaxially with the countershaft 12 .
  • the shifting device 28 and the shifting device 29 are each located axially between the spur gear stages 20 and 19, with the shifting device 28 being placed coaxially with the countershaft 12 and the shifting device 29 being placed coaxially with the drive shaft 9 and the input shafts 10 and 11.
  • the switching element B is also arranged axially on a side of the electric machine 30 that faces away from the torsional vibration damper 3 .
  • FIG. 3 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 second possible embodiment of the invention.
  • the configuration option according to FIG. 3 essentially corresponds to the variant according to FIG. 2, with the only difference that the braking device 41 is now not arranged axially offset to the drive shaft 9, but is coaxial to the drive shaft 9 and is directly connected to it in a rotationally fixed manner .
  • the braking device 41 is provided axially in the area of the electric machine 30 and the planetary stage 31 , being connected to the drive shaft 9 at an end of the drive shaft 9 opposite to the connection with the torsional vibration damper 3 .
  • the embodiment according to FIG. 3 otherwise corresponds to the variant according to FIG. 2, so that reference is made to what has been described in this regard.
  • FIG. 4 shows a schematic view of part of the motor vehicle drive train 1 from FIG Embodiment of the invention is formed.
  • This embodiment largely corresponds to the variant according to FIG. 2, the difference being that the switching elements B and K are now arranged axially on a side of the planetary stage 31 facing the connection of the drive shaft 9 to the torsional vibration damper 3 .
  • these two shifting elements B and K can also be reached axially from this side, while the electric machine 30 is seated at an axial end of the transmission 4′′.
  • the embodiment according to FIG. 4 corresponds to the variant according to FIG. 2, so that reference is made to what has been described here.
  • FIG. 5 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 fourth possible embodiment of the invention.
  • This configuration option also essentially corresponds to the variant according to FIG. 2, with the difference that the switching element K when actuated now connects the second element 35 of the planetary stage 31 in a rotationally fixed manner to the rotor 32 of the electric machine 30 and thus also to the third element 36 of the planetary stage 31 . Accordingly, this results in blocking of the planetary stage 31 .
  • the configuration option according to FIG. 5 corresponds to the variant according to FIG. 2, so that reference is made to what has been described in this regard.
  • FIG. 6 shows a schematic view of part of the motor vehicle drive train 1 from FIG. 1, in which a transmission 4 IV according to a fifth embodiment of the invention is provided.
  • This embodiment largely corresponds to the variant according to FIG. 2, in which, in contrast to the embodiment according to FIG. This again results in the planetary stage 31 becoming blocked. Otherwise, the embodiment according to FIG. 6 corresponds to the variant according to FIG. 2, so that reference is made to what has been described in this regard.
  • FIG. 7 shows a schematic representation of part of the motor vehicle drive train 1 from FIG. 1 with a transmission 4 V which, according to a sixth Configuration possibility of the invention is formed.
  • the transmission 4V essentially corresponds to the transmission 4 from FIG. 2, with the difference that the shifting element B is now designed as a positive-locking shifting element.
  • the switching element B is preferably present as an unsynchronized claw brake, which fixes the first element 34 of the planetary stage 31 on the transmission housing 8 in the actuated state.
  • the configuration option according to FIG. 7 corresponds to the variant according to FIG. 2, so that reference is made to what has been described in this regard.
  • FIG. 8 shows a schematic view of part of the motor vehicle drive train 1 from FIG. 1 , which has a transmission 4 VI according to a seventh embodiment of the invention.
  • This embodiment largely corresponds to the previous variant according to FIG.
  • the switching elements B and K can be reached axially from this side.
  • the electric machine 30 is now arranged at an axial end of the transmission 4 VI .
  • the embodiment according to FIG. 8 corresponds to the variant according to FIG. 7, so that reference is made to what has been described in this regard.
  • FIG. 9 shows a schematic representation of part of the motor vehicle drive train 1 from FIG. 1 , in this case with a transmission 4 VH according to an eighth possible embodiment of the invention.
  • This configuration option also essentially corresponds to the variant according to FIG. 7, with the difference that the switching element K when actuated now connects the second element 35 of the planetary stage 31 in a rotationally fixed manner to the rotor 32 of the electric machine 30 and thus also to the third element 36 of the planetary stage 31 . This causes the planetary stage 31 to lock up.
  • the configuration option according to FIG. 9 corresponds to the variant according to FIG. 7, 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. 1, which has a transmission 4 VIH according to a ninth embodiment of the invention.
  • This embodiment corresponds largely also the variant according to FIG. 7, in contrast to which the switching element K in the closed state now connects the first element 34 and the second element 35 of the planetary stage 31 in a rotationally fixed manner. This in turn results in blocking of the planetary stage 31 .
  • the embodiment according to FIG. 10 corresponds to the variant according to FIG. 7, so that reference is made to what has been described here.
  • Fig. 11 is an exemplary shift pattern for the transmission 4 to 4 VI "from Figs. 2 to 10 is shown in tabular form.
  • four different gears G1 to G4.2 can be switched here, with the columns of the shift pattern is marked with an X, which of the switching elements S1 to S4 is closed in each case.
  • a gear G1 is shifted by closing the shifting element S1, with this gear G1 being effective between the first input shaft 10 and the output side 14.
  • gear G1 a power flow is guided starting from the first input shaft 10 via the spur gear stage 18 to the countershaft 12 and from there via the spur gear stage to the output side 14.
  • gear G2 between the first input shaft 10 and the output side 14 can be activated by closing the Switching element S2 are shown, whereby the power flow is performed starting from the first input shaft 10 via the spur gear 20 to the countershaft 12. Starting from the countershaft 12 there is then a further transmission to the output side 14 by means of the spur gear stage 15.
  • a gear G3 can be shifted between the second input shaft 11 and the output side 14 by actuating the shifting elements S1 and S3.
  • the power flow is guided from the second input shaft 11 via the spur gear stages 19 and 20 to the first input shaft 10, from which a coupling to the countershaft 12 via the spur gear stage 18 is then carried out.
  • the countershaft 12 is then in turn coupled to the output side 14 via the spur gear stage 15 .
  • gear G3 is Realized winding gear, in which a power flow guide takes place via the coupling of the two sub-transmissions by coupling the two input shafts 10 and 11.
  • a gear effective between the second input shaft 11 and the output side 14 can be implemented in a first variant G4.1 by actuating the shifting element S4, which results in a coupling of the second input shaft 11 and the countershaft 12 via the spur gear stage 19 . Similar to the previous gears, there is then a further flow of power to the output side 14 via the spur gear stage 15.
  • the gear can also be realized in a second variant G4.2 by actuating the shifting elements S2 and S3, which also causes a coupling of the second input shaft 11 takes place with the output side 14 via the spur gear 19. In this case, however, the idler gear 25 of the spur gear stage 19 is fixed indirectly to the countershaft 12 via the idler gear 24 of the spur gear stage 20 .
  • the transmission 4 to 4 VI "from Figs. 2 to 10 can now be used in the motor vehicle drive train 1 to represent different operating modes I to XV, which are shown in Fig. 12 in tabular form be realized by engaging the shifting clutch K2 and actuating the shifting element K.
  • the shifting clutch K2 is in the closed state, the second input shaft 11 is non-rotatably connected to the drive shaft 9 and is therefore also coupled to the internal combustion engine 2 via the torsional vibration damper 3 in between, with the second input shaft 11 is also non-rotatably connected to the rotor 32 of the electric machine 30 via the planetary stage 31, which is blocked by actuation of the switching element K.
  • a charging or starting function can also be implemented in an operating mode III, in which case the shifting clutch K1 and the shifting elements S3 and K are to be closed.
  • the second input shaft 11 is coupled due to the actuation of the shifting element S3 via the spur gear stages 20 and 19 to the first input shaft 10, which is non-rotatably connected to the drive shaft 9 via the clutch K1.
  • the switching element K being closed at the same time, the second input shaft 11 is also connected in a torque-proof manner to the rotor 32 of the electric machine 30 via the blocked planetary stage 31 .
  • the electric machine 30 is then also coupled to the internal combustion engine 2 so that, analogously to the operating modes I and II, charging in the generator mode of the electric machine 30 and starting of the internal combustion engine 2 in the electric motor mode of the electric machine 32 can be implemented.
  • Operating mode IV differs from operating mode III only in that, instead of switching element K, switching element B is actuated.
  • the rotor 32 of the electric machine 30 is not connected in a rotationally fixed manner to the second input shaft 11, but is coupled to the second input shaft 11 via the planetary stage 31 due to the first element 34 then being fixed.
  • a higher rotational speed of the rotor 32 in comparison to the second input shaft 11 and thus also the drive shaft 9 can be achieved with a suitable selection of a fixed ratio of the planetary stage 31 .
  • the operating modes V is IX
  • pure driving via the internal combustion engine 2 can be implemented in each case by shifting one of the gears G1 to G4.2, as described for Fig.
  • gear G3 is shifted in operating mode V, gear G1 in operating mode VI, gear G4.1 in operating mode VII, gear G4.2 in operating mode VIII and gear G2 in operating mode IX.
  • either the shifting element B or the shifting element K could be additionally actuated in each case in order to support the tractive force in the course of the respective gear change via the electric machine 30 in each case.
  • the shifting elements involved are synchronized by controlling the speed of the internal combustion engine, with the braking device 41 being able to support this.
  • the latter can brake the internal combustion engine to a lower speed level during an upshift, while the braking device can be actuated during a downshift shortly before a respective synchronous speed is reached in order to obtain a lower speed gradient before the respective shift element is actuated.
  • the internal combustion engine 2 must be accelerated automatically to the higher speed level.
  • the variants according to FIGS. 2 to 10 can in principle each be modified in such a way that the drive shaft 9 extends axially only into the area of the clutches K1 and K2 and the second input shaft 11 is designed as a solid shaft lying on the end face thereof.
  • a hollow shaft plane could be saved in the area of the planetary stage 31, which reduces the manufacturing effort.
  • it can be advantageous to pull the drive shaft 9 axially over the entire axial length of the transmission and to mount it there, as is realized in the variants according to FIGS.
  • a compactly constructed transmission can be realized with low production costs and with a suitable integration of an electric machine.

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

Abstract

L'invention concerne une transmission (4) comprenant une machine électrique (30), un premier arbre d'entrée (10), un second arbre d'entrée (11) et un arbre intermédiaire (12). Est prévu un premier étage d'engrenage cylindrique à denture droite (20) qui comprend un engrenage bloqué (23) qui est placé sur le premier arbre d'entrée (10) et un pignon intermédiaire (24) qui s'engrène avec l'engrenage bloqué (23), est monté rotatif sur l'arbre intermédiaire (12) et peut être verrouillé sur l'arbre intermédiaire (12) au moyen d'un premier élément de commutation (S2), et est prévu un second étage d'engrenage cylindrique à denture droite (19) qui comprend un engrenage bloqué (26) qui est placé sur le second arbre d'entrée (11) et un pignon intermédiaire (25) qui s'engrène avec l'engrenage bloqué (26), est monté rotatif sur l'arbre intermédiaire (12) et peut être verrouillé sur l'arbre intermédiaire (12) au moyen d'un deuxième élément de commutation (S4). De plus, le pignon intermédiaire (24) du premier étage d'engrenage cylindrique à denture droite (20) et le pignon intermédiaire (25) du second étage d'engrenage cylindrique à denture droite (19) peuvent être reliés l'un à l'autre de manière solidaire en rotation au moyen d'un troisième élément de commutation (S3). En outre, est prévu un étage planétaire (31) dont le deuxième élément (35) est relié au second arbre d'entrée (11) pour une rotation solidaire avec celui-ci, et le troisième élément (36) est accouplé à un rotor (32) de la machine électrique (30), un premier élément (34) de l'étage planétaire (31) pouvant être bloqué par actionnement d'un quatrième élément de commutation (B), et deux des éléments (34, 35, 36) de l'étage planétaire (31) pouvant être reliés l'un à l'autre de manière solidaire en rotation par mise en prise d'un cinquième élément de commutation (K).
PCT/EP2021/085790 2020-12-18 2021-12-15 Transmission pour un véhicule automobile, groupe motopropulseur de véhicule automobile le comprenant et procédé de fonctionnement de la transmission WO2022129110A1 (fr)

Priority Applications (1)

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CN202180071679.1A CN116348324A (zh) 2020-12-18 2021-12-15 用于机动车的变速器、具有变速器的机动车传动系以及用于运行变速器的方法

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DE102020216298.0A DE102020216298B4 (de) 2020-12-18 2020-12-18 Getriebe für ein Kraftfahrzeug

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DE102021213667A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Viergang-Hybridgetriebe in Mischbauweise
DE102021213669A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Schleppverlustarmes Hybridgetriebe in Mischbauweise
DE102021214423A1 (de) 2021-12-15 2023-06-15 Zf Friedrichshafen Ag Hybridgetriebevorrichtung und Antrieb mit einer Hybridgetriebevorrichtung
DE102022203836A1 (de) 2022-04-19 2023-10-19 Zf Friedrichshafen Ag Getriebe für einen Antriebsstrang eines Fahrzeugs

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DE10136725A1 (de) * 2000-07-28 2002-02-14 Aisin Seiki Leistungsübertragungsvorrichtung für ein Hybridfahrzeug
EP1400724A2 (fr) * 2002-09-20 2004-03-24 Isuzu Motors Limited Transmission
DE102013009310A1 (de) * 2013-06-04 2014-12-04 Peter Tenberge Doppelkupplungsgetriebe
DE102013211591A1 (de) 2013-06-20 2014-12-24 Zf Friedrichshafen Ag Anordnung aus einem Getriebe und einer elektrischen Maschine für einen Hybridantrieb und Hybridantrieb
DE102015215256A1 (de) * 2015-08-11 2017-02-16 Bayerische Motoren Werke Aktiengesellschaft Antrieb für ein Hybridfahrzeug
DE102016220701A1 (de) * 2016-10-21 2018-04-26 Schaeffler Technologies AG & Co. KG Doppelkupplungsgetriebe
DE102018217854A1 (de) * 2018-10-18 2020-04-23 Zf Friedrichshafen Ag Getriebe und Antriebssystem eines Kraftfahrzeugs
DE102019202962A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Getriebeanordnung für einen Kraftfahrzeugantriebsstrang, Antriebsstrang und Verfahren zu dessen Ansteuerung

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DE102019212132A1 (de) 2019-08-13 2021-02-18 Zf Friedrichshafen Ag Kompaktes lastschaltbares Getriebe

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DE10136725A1 (de) * 2000-07-28 2002-02-14 Aisin Seiki Leistungsübertragungsvorrichtung für ein Hybridfahrzeug
EP1400724A2 (fr) * 2002-09-20 2004-03-24 Isuzu Motors Limited Transmission
DE102013009310A1 (de) * 2013-06-04 2014-12-04 Peter Tenberge Doppelkupplungsgetriebe
DE102013211591A1 (de) 2013-06-20 2014-12-24 Zf Friedrichshafen Ag Anordnung aus einem Getriebe und einer elektrischen Maschine für einen Hybridantrieb und Hybridantrieb
DE102015215256A1 (de) * 2015-08-11 2017-02-16 Bayerische Motoren Werke Aktiengesellschaft Antrieb für ein Hybridfahrzeug
DE102016220701A1 (de) * 2016-10-21 2018-04-26 Schaeffler Technologies AG & Co. KG Doppelkupplungsgetriebe
DE102018217854A1 (de) * 2018-10-18 2020-04-23 Zf Friedrichshafen Ag Getriebe und Antriebssystem eines Kraftfahrzeugs
DE102019202962A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Getriebeanordnung für einen Kraftfahrzeugantriebsstrang, Antriebsstrang und Verfahren zu dessen Ansteuerung

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DE102020216298B4 (de) 2022-10-06
DE102020216298A1 (de) 2022-06-23

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