AT514150A1 - Gear arrangement for motor vehicles - Google Patents

Abstract

The invention relates to a transmission arrangement for motor vehicles with a plurality of shift positions, with a plurality of multi-shaft transmissions and a plurality of shift elements, with a first drive shaft (W1) for primary drive, a second drive shaft (W2) for a secondary drive (SEK), an output shaft (W3) and a plurality of transmission shafts (W4, W5 W6), difference waves (d1.1, d2.1, d1.2, d2.2, d3.2) and sum waves (s1, s2), wherein a first differential wave (d1.1) of a first multi-shaft transmission (RS1) with a first differential shaft (d1.2) of a second multi-shaft transmission (RS2) is non-rotatably in communication, the first drive shaft (W1) and a sum shaft (s2) of the first multi-shaft transmission (RS1) communicate, and wherein a further differential shaft (d2.2; d3 .2) of the second multi-shaft transmission (RS2) is in communication with the secondary drive (SEK). High functionality can be achieved by connecting a second differential shaft (d2.1) of the first multi-shaft transmission (RS1) and the sum shaft (s2) of the second multi-shaft transmission (RS2) preferably via a second transmission shaft (W5) via a first clutch (C) are.

Description

1 56580

The invention relates to a transmission arrangement for motor vehicles with a plurality of switch positions, with a plurality of multi-shaft transmissions and a plurality of switching elements formed by clutches or brake devices, with a first drive shaft for a primary drive formed in particular by an internal combustion engine, a second drive shaft for a secondary drive, in particular by an electric machine Output shaft and a plurality of transmission shafts, differential shafts and sum waves, wherein a first differential shaft of a multi-shaft transmission designed as a 3-shaft transmission, in particular via a first transmission shaft, rotatably connected to a first differential shaft of a second multi-shaft transmission, the first drive shaft and a sum shaft of the first multi-shaft transmission in combination stand, and wherein a second differential shaft of the second multi-shaft transmission - preferably directly - is in communication with the secondary drive.

DE 10 2009 044 491 Al discloses a gear arrangement in planetary construction of the type mentioned above with two planetary gear sets and several waves. By means of targeted actuation of switching elements, various ratios between a drive and an output shaft can be displayed. Similar gear arrangements are also known from the publications DE 10 2010 0291 194 Al, DE 10 2009 046 730 Al and US 8 287 412 B2.

The known gear arrangements have the disadvantage that they either have a complex arrangement with a high space requirement or allow only relatively few switching combinations.

The object of the invention is to achieve a high functionality in a transmission of the type mentioned with little effort and space.

According to the invention this is achieved in that a second differential shaft of the first multi-shaft transmission and the Sümmenwelle of the second multi-shaft transmission - preferably via a second transmission shaft - via a first clutch can be connected. 2/18 2

Under multi-shaft transmissions - in particular 3-shaft or 4-shaft gear - are understood here in particular planetary gear- In a multi-shaft transmission, there are always at least two waves regardless of the type, which always have the same sign relative to the shaft torque, and a shaft with opposite signs. The waves with the same sign are called difference waves, the wave with opposite sign is called the sum wave. As a ridge wave wave is called, which can only transmit clutch power. Shafts, which can transmit both coupling power and rolling power, are referred to as central shafts.

A multi-shaft transmission has a unique torque and Drehzahlverhälten with respect to the difference and sum waves. But to describe a multi-shaft gear kinematically, one manages the so-called state translation. Stand translation is defined as the ratio between the two central shafts when the bridge shaft is stationary. Stand translation can be positive or negative, which in turn makes it necessary to distinguish between so-called plus and minus transmissions.

A minus gear refers to a multi-shaft gear, in which the central waves at the same time represent the difference waves, the rest of the web wave is here the sum wave.

A plus gear refers to a multi-shaft gear, in which the web shaft and one of the two central shafts represent the difference waves, the remaining central shaft is then the sum shaft.

In a simple planetary gear with only one planetary gear, which meshes on the one hand with the sun gear and on the other hand also meshes with the ring gear, the central shaft sun gear and ring gear are the difference waves, the land wave is the sum wave. This planetary gear set thus has the kinematics of a minus gear.

In a planetary gear set with one or more pairs of planetary gears, wherein in each case the first planetary gear meshes with the sun gear and the second planetary gear, and the second planetary gear with the ring gear and the first planetary gear, form the web shaft and the sun gear as the first central shaft, the difference waves, 3/18 3 the ring gear as the second central shaft is the sum shaft. This planetary gear set thus has the kinematics of a plus gear.

In the present case, both multi-shaft gear can be designed as a 3-shaft gear. Alternatively, the first multi-shaft transmission can be designed as a 3-shaft transmission and the second multi-shaft transmission as a 4-shaft transmission.

Furthermore, either both multi-shaft gear, or just one of the two multi-shaft gear as a negative gear - for example, as a simple spur planetary gear with a planet and the other multi-shaft gear as a plus gear - wheels, for example, as a simple spur planetary gear with two groups of meshing planet - be formed.

In a first embodiment, in which the first multi-shaft gear is designed as a negative gear, it is advantageous if the first gear shaft with the second gear shaft via a second clutch is rotatably connected.

In a second embodiment according to the invention, in which the first multi-shaft transmission is designed as a plus transmission, the sum shaft of the first multi-shaft transmission can be connected in a rotationally fixed manner to the second transmission shaft via a second clutch.

At least one of the multi-shaft transmissions-preferably the first multi-shaft transmission-can be designed as a positive transmission-preferably-.

The first gear shaft can be blocked by a brake.

The first drive shaft and the sum shaft of the first multi-shaft gearbox on the one hand, and the output shaft and the sum shaft of the second multi-shaft gearbox on the other hand can be rotatably connected.

In the clutches and the braking device may be non-positive or positive switching elements such as multi-plate clutches or disc brakes or jaw clutches. If one or more form-fitting switching elements are provided, a synchronizing device can be assigned to each or each of these 4/18 4, or a central, mechanical or electrical synchronizing device can be arranged in the gearbox.

With the hybridized transmission arrangement according to the invention with a primary drive and a secondary drive, it is possible to represent several different operating modes in order to realize different functionalities with only two multi-shaft transmissions and three switching elements.

The prime mover is preferably an internal combustion engine, the secondary drive preferably an electric machine, which allows a four-quadrant operation.

With the gearing arrangement according to the invention, the following five or six different states for the power transmission can be realized: 1. A gear with a fixed gear ratio for a secondary drive. This can be either a forward or reverse by appropriate choice of the direction of rotation of the drive. 2. A first electrodynamically power-split driving range without fixed ratio, but with a constant torque ratio in which both drives must be involved for power transmission. 3. A second electrodynamically power-split driving range without fixed ratio, but with a constant torque ratio, in which both drives must be involved for power transmission. 4. A first gear with a fixed ratio for a prime mover. By motor or generator operation of the secondary drive, the system additional power can be supplied or removed. 5. A second gear with a fixed ratio for a prime mover. By motor or generator operation of the secondary drive, additional power can be added to or removed from the system. 6. In an embodiment according to the invention, in which the second multi-shaft gear is designed as a 4-shaft gear, a third gear with a fixed ratio for a prime mover can be switched. By motor or generator 5/18 5

Operation of the secondary drive, the system additional power can be added or removed.

The multi-shaft transmissions are arranged such that a total of five or six rotatable transmission shafts with a first drive shaft for the primary drive, connected to the sum shaft of the first multi-shaft transmission, a second drive shaft for the secondary drive, connected to a second differential shaft of a second multi-shaft transmission and a downforce, connected to the sum shaft of the second multi-shaft transmission, result in that a first differential shaft of the first multi-shaft transmission is rotatably connected via a first transmission shaft to a first differential shaft of the second multi-shaft transmission and a second differential shaft of the first multi-shaft transmission is rotatably connected to a second transmission shaft.

Executed by a switching element as a braking device can be coupled to a differential gear of the second gearbox drive connected third gear shaft with a stationary housing. By a first switching element forming a switching element, the second transmission shaft can be coupled to the output shaft.

Another switching element designed as a second clutch serves to lock the first multi-shaft transmission. Thus, two of the three individual waves - the two differential waves and the sum wave - of the first multi-shaft transmission can always be connected to one another.

The invention will be explained in more detail below with reference to FIG.

1 shows a multistage transmission according to the invention in a first embodiment, FIG. 2 shows a multistage transmission according to the invention in a second embodiment, and FIG. 3 shows a multistage transmission according to the invention in a third embodiment.

In the various embodiments, functionally identical parts are provided with the same reference numerals.

The figures show various gear arrangements for motor vehicles with a plurality of driving modes EL, N, PSI, PS2, DG, OD, 6/18 6, each of which is explained in more detail below, each having a housing G, in which first and second multi-shaft transmissions are formed by planetary gears RSl, RS2 are arranged. Each gear arrangement has a first drive shaft W1 for a primary drive formed by a non-illustrated internal combustion engine, a second drive shaft W2 for a secondary drive SEK formed by an electrical machine and an output shaft W3, and further transmission shafts W4 and W5. In the variant shown in Fig. 3, a transmission shaft W6 is further provided. With A, C and E are designated Schalteiemente, by means of their targeted operation different ratios between drive and output shafts Wl, W2, W3 can be displayed.

In the following, the multi-shaft gears RS1, RS2 are described by the terms sum wave and differential wave. Some or all of the multi-shaft transmissions RS1, RS2 used may be simple planetary gear sets-implemented as a minus or positive gear. Some or all of the switching elements A, C and E may be non-positive or interlocking switching elements, e.g. If one or more interlocking Schalteiemente are provided, may be assigned to each or each of these a synchronizer, or a central, mechanical or electrical synchronizer be arranged in the transmission.

The multi-shaft gears RS1, RS2 are arranged in the gear arrangement such that a total of five (FIG. 1, 2) or six (FIG. 3) rotatable gear shafts with a drive shaft Wl for the primary drive, connected to the sum of sl of a first multi-purpose gearbox RSl , a drive shaft W2 for the secondary drive SEK, connected to a differential shaft d2.2 of a second multi-shaft gearbox RS2 and an output shaft W3, connected to the sum wave s2 of the second multi-purpose gearbox RS2 result. A first differential shaft dl.l of the first multi-shaft transmission RSl is rotatably connected via a first transmission shaft W4 with a first differential shaft dl.2 of the second multi-shaft transmission RS2. A second differential shaft d2.1 of the first multi-shaft transmission RS1 is rotatably connected to a second transmission shaft W5. By means of a switching element embodied as a braking device A, the first gear shaft W4 (FIGS. 1, 2) or a third gear shaft W6 (FIG. 3) connected to a third differential shaft d3,2 can be coupled to the stationary housing G , By means of a switching element designed as first shifting clutch C, the second transmission shaft W5 can be coupled to the output shaft W4. Another designed as a second clutch E switching element is used to block the first multi-shaft transmission RS1. Thus, it is always possible to connect two of the three individual waves d1.l, d2.1 and sl of the first multi-shaft transmission RS1 to each other.

1 shows a first possible embodiment of the described gear arrangement, in which the multi-shaft gears RS1 and RS2 designed as 3-shaft gears are designed as a simple helical-planetary gear with a planetary gear, ie as a minus gear. The above-described function of the second clutch E is achieved by being able to rotatably connect the second transmission shaft 5 to the first transmission shaft 4. The secondary drive SEK - for example, an electric machine - is housed within the transmission housing G.

Fig. 2 shows another possible embodiment of Getriebeariördnung described, in which designed as a 3-shaft second shaft multi-shaft RS2 as a simple spur planetary gear with a planetary gear, so as a minus gear, and also designed as a 3-shaft gearbox first multi-shaft gearbox RS1 as a simple spur gear Planetary gear with a pair of planetary, so it is designed as a plus gear. Due to the design as a plus gear, the sum wave sl is formed by the Flohlrad and is thus advantageous in terms of the claimed construction space to the first drive shaft W1 attachable. The above-described function of the second clutch E is achieved by being able to rotatably connect the first drive shaft W1 to the second transmission shaft W5. Here, the secondary drive SEK, not shown, also connected to the drive shaft W2 directly or via a switching element.

In the following, in order to explain the shift positions of the individual shift elements in the respective operating states, electric drive EL, neutral N, first power split mode PSI, second power split mode PS2, direct gear ratio DG and overdrive OD is a shift matrix of travel modes (gears) for those shown in FIGS Fig. 2 shown gear arrangements shown: 8/18 8

Drive mode A C E EL X N PSI X PS2 DG X X X OD X X

The following five driving modes are possible:

1. Electric driving EL

It is with the driving mode EL a gear with a fixed ratio for a secondary drive available. This can be either a forward or reverse by appropriate choice of the direction of rotation of the drive.

2. First electrodynamic power-reversing driving range PSI 3. Second electrodynamic power-dissipating driving range PS2

Both the first, and second electrodynamically power-split driving range PSI, PS2 has no rigid translation, but in each case a constant torque ratio, in which both drives must be involved for power transmission.

4. Direct drive DG

The driving mode DG forms a first gear with a fixed gear ratio for a prime mover, By motor or generator operation of the secondary drive SEK, the system additional power can be supplied or removed. 9/18 9

5. Overdrive OD

The FahrmoduS ÖD forms a second gear with a fixed gear ratio for a prime mover, By motor or regenerative operation of the secondary drive SEK can also be supplied to the system here additional power or dissipated.

Due to the driving mode EL with a fixed ratio for the secondary drive SEK, a forward or reverse gear can be displayed regardless of the operating state of the primary drive. Within the two electrodynamically power-split driving ranges PSI, PS2, the primary drive can be kept at an optimal operating point; The corresponding ratio is adjusted continuously via the speed of the secondary drive SEK. A certain torque ratio of all input and output torques to each other must be maintained within each driving range. In each of the two driving modes (gears) DG, ÖD with fixed ratio for the prime mover, the drive can be done solely by the prime mover. The secondary drive SEK, which also has fixed translations, can either supply or dispense power to the system.

In the embodiment shown in Fig. 3, the first multi-shaft transmission as a 3-shaft gear - especially as a simple spur planetary gear with a planetary gear, so as a negative gear - and the second multi-shaft RS2 as a 4-shaft gear - especially as a simple spur planetary gear with a stepped planetary gear is executed, wherein the second multi-shaft transmission RS2 identifies in this embodiment, a first differential shaft dl.2, a second differential shaft d2.2 and a third Differenzweile d3.2, wherein the second and the third differential shaft d2.2, d2.3 with the the same second planetary gear P2 and the first differential shaft dl.2 with a rotationally fixed and connected to the second planetary gear P2 first planetary gear is in meshing engagement. From the embodiment shown in FIG. 1, this variant differs in that the braking device A acts on a third transmission shaft W6 drivingly connected to the third differential shaft d3.2 and not on a first transmission shaft W4 connected to the first differential shaft dl.2.

Due to the fact that the multi-shaft transmission RS2 is not designed as a two-shaft 3-shaft transmission but as a two-shaft 4-shaft transmission, an arrangement with six rotatable transmission shafts W1, W2, W3, W4, W5 and W6 results, wherein a third difference d3.2 of the 4-shaft gearbox RS 2 with the third gear W6 rotatably connected. By the braking device A, the third gear shaft W6 can be coupled to the stationary housing G.

In the following, in order to explain the shift positions of the individual shift elements in the respective operating states, electric drive EL, neutral N, first power split mode PSI, second power split mode PS2, direct gear ratio DG, Qverdrive OD, and other Qverdrive OD2, a shift matrix of travel modes (gears) for those shown in FIG 3 shows the gear arrangement shown:

Driving capability A C E EL N PSI PS2 X X X U> OD OD X X OD2 X X

The following six driving modes (gears) are possible:

1. Electric driving EL

It is with the driving mode EL a gear with a fixed ratio for a secondary drive available. This can be either a forward or reverse by appropriate choice of the direction of rotation of the drive

2. First electrodynamically power-limited driving range PSI 3. Second electrodynamic power-dissipated driving range PS2

Both the first, and second electrodynamically power-split driving range PSI, PS2 has no rigid translation, but each a constant 11/18 11th

Torque ratio at which both drives must be involved for power transmission,

4. Direct drive DG

The drive mode DG forms a first gear with a fixed gear ratio for a prime mover. By motor or regenerative operation of the secondary drive SEK the system additional power can be supplied or removed.

5. Overdrive OD

The drive mode OD forms a second gear with a fixed gear ratio for a prime mover. By means of motor or generator operation of the secondary drive SEK, additional power can also be supplied or removed to the system. 6. further overdrive OD2

The drive mode OD2 forms a third gear with a fixed gear ratio for a prime mover, By motor or regenerative operation of the secondary drive SEK can be performed or discharged additional power to the system here again.

The main advantage of this arrangement is the increased total spread of the sustainable gears for the prime mover.

Due to the drive mode EL with a fixed ratio for the secondary drive SEK, a forward or reverse gear can be represented in each of the embodiment variants shown in FIGS. 1 to 3, independently of the operating state of the primary drive. Within the two electrodynamically power-split driving ranges PSI, PS2, the primary drive can be kept at an optimal operating point; The corresponding ratio is adjusted continuously via the speed of the secondary drive SEK. A certain torque ratio of all input and output torques to each other must be maintained within each driving range. In each of the driving modes (gears) DG, OD or OD2 with fixed ratio for the prime mover, the drive can be done solely by the primary drive 12/18 12. The secondary drive SEK, which also has fixed translations, can either supply or dispense power to the system.

The most obvious design advantage lies in the simplicity of the arrangements, With only two multi-shaft gears RSl, RS2 and 3 switching elements A, C, E, it is possible to make meaningful use of six of a total of eight theoretically possible switching combinations. 13/18

Claims (11)

1. A gear arrangement for motor vehicles with several shift positions, with a plurality of multi-shaft transmissions and a plurality of switching elements formed by clutches or brake devices, with a first drive shaft (Wl) for a primary drive formed in particular by an internal combustion engine, a second drive shaft (W2) for one in particular by a electric machine formed secondary drive (SEK), an output shaft (W3) and a plurality of transmission shafts (W4, W5, W6), differential waves (dl.l, d2.1, dl.2, d2.2, d3.2) and sum waves (sl , s2), wherein a first differential shaft (dl.l) formed as a 3-wave transmission multi-shaft transmission (RS1), in particular via a first transmission shaft (W4), with a first differential shaft (dl.2) of a second multi-shaft transmission (RS2) rotatably in Connection, the first drive shaft (Wl) and a sum shaft (sl) of the first multi-shaft transmission (RS1) are in communication, and wherein a further D interference wave (d2.2; d3.2) of the second multi-shaft transmission (RS2) - preferably directly - with the secondary drive (SEK) is connected, characterized in that a second differential shaft (d2.1) of the first multi-shaft transmission (RS1) and the sum wave (s2) of the second Multi-shaft transmission (RS2) - preferably via a second transmission shaft (W5) - via a first clutch (C) are connectable. 2. Gear arrangement according to claim 1, characterized in that the output shaft (W3) is connected to the sum shaft (s2) of the second multi-shaft transmission (RS2). 3. Gear arrangement according to claim 1 or 2, characterized in that at least one differential shaft (dl.2, d3.2) of the second multi-gear transmission (RS2) by means of a - preferably via a transmission shaft (W4, W6) on this differential shaft (dl.2 ; d3.2) braking agent (A) is blockable. 4. gear assembly according to one of claims 1 to 3, characterized in that the first drive shaft (Wl) and the sum shaft (sl) of the first multi-shaft gear (RS1) are rotatably connected. 14/18 14 5. Gear arrangement according to one of claims 1 to 4, characterized in that the second multi-shaft gear (RS2) is designed as a negative gear. 6. Gear arrangement according to one of claims 1 to 5, characterized in that the second multi-shaft gear (RS2) is designed as a 3-shaft gear. 7. Gear arrangement according to one of claims i to 5, characterized in that the second multi-shaft gear (RS2) is designed as a 4-shaft gear (Fig. 3). 8. Gear arrangement according to one of claims 1 to 7, characterized in that the first multi-shaft gear (RS1) is designed as a negative gear (Fig. 1, Fig. 3). 9. Gear arrangement according to one of claims 1 to 7, characterized in that the first multi-shaft gear (RS1) as a positive gear-preferably with two groups of meshing planetary gears -ausgebildet (Fig. 2). 10. Transmission arrangement according to one of claims 1 to 8, characterized in that the first transmission shaft (W4) with the second transmission shaft (W5) via a second clutch (E) is rotatably connected (Fig. 1, Fig. 3). 11. Gear arrangement according to one of claims 1 to 9, characterized in that the sum shaft (sl) of the first multi-shaft transmission (RS1) via a second clutch (E) with the second transmission shaft (W5) is rotatably connected (Fig. 2). 2013 04 03 Fu 15/18