CN115704446A - Transmission for a motor vehicle, and drivetrain and motor vehicle having such a transmission - Google Patents
Transmission for a motor vehicle, and drivetrain and motor vehicle having such a transmission Download PDFInfo
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- CN115704446A CN115704446A CN202210947626.8A CN202210947626A CN115704446A CN 115704446 A CN115704446 A CN 115704446A CN 202210947626 A CN202210947626 A CN 202210947626A CN 115704446 A CN115704446 A CN 115704446A
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- input shaft
- transmission
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- wheel
- drive
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 134
- 239000007787 solid Substances 0.000 claims description 3
- 238000002485 combustion reaction Methods 0.000 description 33
- 230000007935 neutral effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 210000000078 claw Anatomy 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
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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
- 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—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 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 motors or the generators
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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
- 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 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 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 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
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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
- 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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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
- 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 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
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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
- 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—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 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 motors or the generators
- B60K2006/264—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 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 motors or the generators with outer rotor and inner stator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
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- 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
Landscapes
- 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)
Abstract
The invention relates to a transmission comprising: a first input shaft (10.1); a second input shaft (10.2); a countershaft (13); a first fixed wheel (14.1) meshing with a second fixed wheel (14.2) to form a first wheel pair (15.1); a first movable wheel (16.1) meshing with a third fixed wheel (14.3) to form a second wheel pair (15.2), or a third fixed wheel meshing with the first movable wheel to form a second wheel pair; a first switching element (17.1); a second switching element (17.2); the first drive device (2) is connected with the second input shaft in a non-rotatable manner; the first electric machine (11) is connected to the first input shaft in a rotationally fixed manner or can be connected in a detachable and rotationally fixed manner via a third switching element (17.3); and the second electric machine (12) is connected to the second input shaft in a rotationally fixed manner or can be connected in a detachable and rotationally fixed manner via a fourth switching element (17.4).
Description
Technical Field
The invention relates to a transmission for a motor vehicle. The invention further relates to a drive train for a motor vehicle having such a transmission and to a motor vehicle having such a drive train.
Background
Transmissions of the same type are known from the prior art. Transmissions having one or more electric machines in addition to wheel sets are known, in particular for hybrid vehicles. The transmission is usually designed to be multi-speed, i.e. a plurality of different transmission ratios as gears can be shifted between one or more input shafts and one output shaft by actuating the respective shift element and selecting the respective wheel set accordingly, which is preferably automated. In this case, the gears of the transmission also interact mostly with the at least one electric machine in order to achieve electric-only driving. In the same and/or additional gear, a driving mode by means of a drive, for example an internal combustion engine, and/or a driving mode in which the drive is used together with the electric machine for driving the vehicle, is usually provided.
For example, FR 2811395 discloses a transmission with two input shafts, in which an internal combustion engine acts on one input shaft and an electric machine acts on the second input shaft. Two fixed wheels are respectively arranged on the two input shafts, and the fixed wheels and the movable wheels on the auxiliary shafts form wheel pairs for gears. The movable wheels can be connected with the secondary shaft by means of switching elements which are combined in pairs into a double switching device.
Disclosure of Invention
Starting from the described prior art, the object of the present invention is to provide a transmission for a motor vehicle, by means of which different functions can be implemented in a compact construction in a suitable manner.
According to a first aspect of the invention, this object is achieved by a transmission having the features of claim 1. The dependent claims which follow each represent an advantageous development of the first aspect of the invention. A drive train for a motor vehicle according to a second aspect of the invention is the solution of claim 14. The motor vehicle according to the third aspect of the invention is the solution of claim 15.
According to a first aspect of the invention, the transmission comprises:
first of all an input shaft;
a second input shaft;
a countershaft for non-rotatably connecting the transmission with the output;
a first fixed sheave non-rotatably connected to the first input shaft, the first fixed sheave being meshed with a second fixed sheave non-rotatably connected to the countershaft to form a first wheel pair;
a first movable sheave detachably and non-rotatably connected with the second input shaft, the first movable sheave meshing with a third fixed sheave non-rotatably connected with the countershaft to form a second wheel pair; or a third fixed sheave non-rotatably connected to the second input shaft, the third fixed sheave meshing with the first movable sheave detachably and non-rotatably connected to the countershaft to form a second pair of wheels;
a first switching element for connecting the first input shaft with the second input shaft;
a second shift element for connecting the second input shaft or the countershaft with the first movable sheave;
the first driving device is connected with the second input shaft in a non-rotatable manner;
the first electric motor is connected with the first input shaft in a non-rotatable manner or can be connected with the first input shaft in a separable and non-rotatable manner through a third switching element;
and the second electric machine is connected to the second input shaft in a rotationally fixed manner or can be connected in a detachable and rotationally fixed manner via a fourth switching element.
If elements are identified by numbers, such as "first member," "second member," and "third member," the numbers are used merely to distinguish names, and do not represent a relationship between elements or a mandatory order of elements. This means in particular that the device does not have to have a "first member" in order to be able to have a "second member". The device may also include a "first member" and a "third member," but does not necessarily have a "second member.
A "drive" is understood to be a device that provides a mechanical torque and rotational speed on a shaft. The drive is in particular an internal combustion engine or an electric motor. As long as in the following the drive is assumed in the exemplary embodiment to be an internal combustion engine, this does not exclude that the drive may be configured differently in the respective embodiments.
A "shaft" in the sense of the present invention is understood to mean a rotatable component of the transmission for transmitting torque, by means of which the associated parts of the transmission are connected to one another in a rotationally fixed manner or by means of which such a connection is established when the respective shift element is actuated. The respective shafts may interconnect the components of the transmission axially or radially or both axially and radially. The respective shaft can therefore also be present as an intermediate piece, by means of which the respective component is connected, for example, radially. Furthermore, the respective shaft can be designed as a one-piece component or be provided in multiple parts, in which case it is composed of a plurality of shaft parts which are connected to one another in a rotationally fixed manner.
"axial" in the sense of the present invention means an orientation in the direction of a longitudinal centre axis of the transmission, in parallel to which the axes of rotation of the input shaft and the countershaft are arranged. By "radial" is understood the radial orientation of the respective rotatable part, in particular of the respective shaft.
By "countershaft" is understood a shaft which extends on a different, preferably parallel axis to the input shaft, the countershaft and the input shaft in particular being able to transmit torque at a plurality of points via wheel sets.
An "output" is understood to mean a drive train section connected downstream of the transmission, via which drive power converted in the transmission is transmitted to the wheels of the motor vehicle. The output comprises in particular a differential.
A "non-rotatable connection" is understood to mean a connection between two torque-conducting components, which allows a drive power to be transmitted between the components. In particular, both parts are supported accordingly. A rotationally fixed connection is to be understood both as a connection without a transmission ratio or intermediate member and as a connection with a transmission ratio or intermediate member.
A "running wheel" is understood to mean a gear wheel which is rotatably mounted on one shaft and can preferably be connected to this or another shaft in a rotationally fixed and detachable manner by means of a shift element. In contrast, a "fixed wheel" is a gear wheel which is permanently connected to the shaft in a rotationally fixed manner. In the present invention, the movable sheave assigned to the second input shaft is supported, for example, on the first or second input shaft or on the countershaft. The gears engaged or meshing with each other transmit rotational speed and torque via their meshing teeth.
A "wheel set" is to be understood to mean, in particular, a pair of gearwheels comprising a fixed wheel and a movable wheel or two fixed wheels, by means of which the transmission input shaft can be connected in a rotationally fixed manner to the countershaft at a defined transmission ratio and which are provided for transmitting drive power from the drive to the output at this transmission ratio. The wheel sets are provided in particular for providing a transmission ratio in the load path of the gears.
If the switching element is arranged between two components, the components are not permanently connected to one another, but the connection is established only by operating the switching element. Operating a switching element in the sense of the present invention means that the relevant switching element is switched to the closed state and therefore the components directly connected thereto are adapted to one another, if necessary, in their rotational movement. In the case of a form-fitting shift element, the components which are directly connected to one another in a rotationally fixed manner by way of the shift element concerned are operated at the same rotational speed, while in the case of a force-fitting shift element, after the shift element has been actuated, a rotational speed difference between the components is also possible. Within the scope of the invention, however, such a desired or undesired state is still referred to as a non-rotatable connection of the respective components by means of the switching element.
A "gear" is understood to be the sum of the shift positions of all shift elements in the transmission, which form a total gear ratio that is the product of all individual gear ratios. In one gear, the drive power is transmitted between the input side and the output side via the load path, i.e. a specific sequence of transmission components.
A "detachable connection" is understood to mean a connection which can be opened nondestructively after its establishment, in particular the establishment and detachment of which can be repeated. Preferably, the connection can be changed between a defined closed state and a defined open state.
In the present case, the electric machine preferably consists of a stator and a rotor, respectively, wherein the stator is permanently fixed and the rotor is rotatably accommodated radially inside or outside the stator. The electric machine is a component of the transmission according to the invention and is preferably integrated together in a transmission housing of the transmission, wherein the stator is more preferably fastened to a respective non-rotatable component of the transmission. The electric machine can in particular be used for generating electricity in a generator mode or for operating in a motor mode, in which a drive movement is generated by the electric machine.
The first aspect of the invention now comprises the following technical teaching, according to which the first input shaft is assigned on the one hand to the first electric machine and on the other hand to the first wheel pair. A first gear is realized by the first input shaft, by means of which the drive power of the first electric machine is transmitted in its transmission ratio via the first wheel pair to the countershaft and thus to the output. For forward driving of the motor vehicle, in particular in the starting and low speed range, the drive connected to the second input shaft and, if appropriate, the second electric machine can be engaged in the first gear by means of the first shift element.
Furthermore, the first aspect of the invention comprises the following technical teaching, according to which the second input shaft is assigned on the one hand to the drive and on the other hand to the second wheel pair. In this case, a second gear is realized by means of which the drive power of the drive is transmitted via the second wheel pair to the countershaft and thus to the output at its transmission ratio. Furthermore, the second input shaft is also connected or connectable to the second electric machine, so that the drive power of the second electric machine can be transmitted together with the drive power of the drive device on the same path. The second gear is used for forward driving of the motor vehicle, in particular at high to maximum speeds, and in particular when driven by the drive and/or the second electric machine.
The transmission according to the first aspect of the invention is provided in particular for starting and driving in a first gear by means of the first electric machine at low to medium speeds and then, when the corresponding driving speed is reached, engaging the drive and/or the second electric machine via the second input shaft. This engagement can take place in the first gear by means of the first shift element or by means of a change from the first gear to the second gear.
If a third switching element is provided and the first electric machine is thus selectively connectable or disconnectable from the first input shaft, the first electric machine can be disconnected when it is not needed. In particular, if in the first gear the motor vehicle is to be driven only by the drive with the first shift element closed, the first electric machine is not required. In this case, the third switching element provides an advantage that the first motor does not generate a drag loss.
If a fourth switching element is provided and the second electric machine is thus selectively connectable or disconnectable from the second input shaft, the second electric machine can be disconnected when it is not needed. In particular, if the motor vehicle is to be driven exclusively by the drive in the second gear with the second shift element closed, the second electric machine is not required. In this case, the fourth switching element provides an advantage that the second motor does not generate a drag loss.
In general, the transmission according to the first aspect of the invention is characterized by a compact structure, low component loads, good transmission efficiency and low losses. In particular, it provides a functional number suitable for the operation of a motor vehicle.
According to one embodiment, the first electric machine is larger than the second electric machine. The first electric machine is used in particular for starting the motor vehicle and/or for operating the motor vehicle solely driven by the first electric machine. Instead, the second motor is primarily used for the auxiliary drive and for other functions described below. The power requirement allocated to the first electric machine is therefore higher than the power requirement allocated to the second electric machine. By designing the first electric machine larger, a design of the two electric machines which is as compact as possible can be achieved depending on the assigned functions.
According to another preferred embodiment, the first motor and the second motor are arranged coaxially. In this way, overall good mechanical efficiency is achieved.
Preferably, the first motor and the second motor are disposed to overlap each other in the axial direction. In this case, in particular, the smaller second electric machine is arranged inside the larger first electric machine. A particularly compact transmission is achieved by an overlapping or in other words nested arrangement. Such a transmission is particularly compact in the axial direction, for which it is not necessary to arrange one or two electric machines axially parallel to the input shaft and the transmission is therefore made larger transversely to the axial direction.
In one embodiment, the first switching element and the second switching element are combined to form a double switching device with a common actuator. By means of which actuator the first switching element can be operated on the one hand and the second switching element on the other hand, a neutral position can also be provided in which no switching element is operated. This has the following advantages: by means of said combination, the number of actuators and thus the manufacturing expenditure can be reduced.
According to a further preferred embodiment, at least one further movable gearwheel, which is detachably and non-rotatably connected to the second input shaft, is provided, which meshes with at least one further fixed gearwheel, which is connected non-rotatably to the countershaft, to form at least one further wheel pair, or at least one further fixed gearwheel, which is connected non-rotatably to the second input shaft, is provided, which meshes with at least one further movable gearwheel, which is detachably and non-rotatably connected to the countershaft, to form at least one further wheel pair, and at least one further shift element is provided for connecting the second input shaft or the countershaft to the at least one further movable gearwheel. In this way, at least one further gear is realized, in particular for forward driving of the motor vehicle, by means of which gear driving power can be transmitted from the second input shaft to the output at the transmission ratio assigned to the further wheel pair. In this case, the second input shaft can be connected selectively with the second wheel pair or with exactly the other wheel pair.
The transmission ratios of the first, second and further wheel pairs are preferably selected in each case such that in the starting and low-speed range the first gear is set, while the second gear and the further gear or further gears form a stepped (gettoffet) transmission ratio sequence for the driving range with higher speeds. In this way, depending on the driving speed, a gear can be shifted between the second gear and the further gear or further gears, in which the drive can be operated efficiently and with a sufficient power supply (leistingsangegot).
In one embodiment of the above-described embodiment, a third wheel set for forming the third gear is provided as the only further wheel set. In this case, the third wheel pair is formed by a second movable wheel which can be connected in a detachable and non-rotatable manner to the second input shaft and which meshes with a fourth fixed wheel which is connected in a non-rotatable manner to the countershaft, or by a fourth fixed wheel which is connected in a non-rotatable manner to the second input shaft and which meshes with a second movable wheel which can be connected in a detachable and non-rotatable manner to the countershaft. A sixth shifting element is provided for connecting the second input shaft or countershaft to the second movable sheave. In this embodiment, the engagement of the drive from the first gear can preferably take place by shifting from the first gear to the second gear or from the first gear to the third gear.
In a further embodiment of the above-described embodiment, the third wheel pair and the fourth wheel pair for forming the fourth gear are provided as further wheel pairs. In this case, the fourth wheel pair is formed by a third movable wheel which is detachably and non-rotatably connected to the second input shaft and which meshes with a fifth fixed wheel which is connected non-rotatably to the countershaft, or by a fifth fixed wheel which is connected non-rotatably to the second input shaft and which meshes with a third movable wheel which is detachably and non-rotatably connected to the countershaft. A seventh shift element is provided for connecting the second input shaft or the countershaft to the third movable gearwheel. In this embodiment, the engagement of the drive from the first gear can preferably take place by a change from the first gear to the second gear, or from the first gear to the third gear, or from the first gear to the fourth gear.
In a further embodiment of the above-described embodiment, in addition to the third and fourth wheel pairs, further correspondingly configured wheel pairs with further shift elements can be provided.
In one embodiment of the above-described embodiment, the first switching element and/or the second switching element and the at least one further switching element are combined to form a multiple switching device with a common actuator. In a corresponding embodiment, if a plurality of further switching elements are present, the first switching element, the second switching element and all further switching elements are combined to form a multiple switching device with a common actuator. Alternatively, some of the first and/or second switching elements and the plurality of further switching elements may be assigned to one multiple switching device, such as a double switching device, and the other switching elements may be assigned to no multiple switching device or to another multiple switching device. In this embodiment, the second switching element is combined with a further switching element to form a double switching device. Depending on the design, the first, second or further shift element can be actuated by the actuator, and one or more neutral positions can also be provided in which no shift element is actuated. The combination into a multiple switching device has the advantage that the number of actuators and thus the manufacturing expenditure is reduced by the combination.
In a further embodiment, the second electric machine can be connected to the first input shaft in a detachable and rotationally fixed manner via a fifth switching element. In this case, the above-described fourth switching element is provided so that the second motor can be selectively connected to the first input shaft or the second input shaft. This has the advantage that the second electric machine can also assist the first electric machine in addition to the drive if both electric machines are connected to the first input shaft in common and act on it. In this case, the first electric machine can advantageously be designed smaller, since the power requirement present on the first input shaft need not necessarily be met solely by it.
In one embodiment of the present invention, the fourth switching element and the fifth switching element are combined to form a double switching device with a common actuator. The fourth switching element can be operated by the actuator on the one hand and the fifth switching element on the other hand, and a neutral position can also be provided in which no switching element is operated. This has the advantage that the number of actuators and thus the manufacturing costs are reduced by the combination. If the double-switching device has a neutral position, there is the advantage that the second electric machine can be disconnected from the two input shafts when it is not needed, so that no drag losses are caused in this case.
In accordance with the above, the transmission preferably has at least two gears, in the first of which the first electric machine can drive the motor vehicle via the first wheel set and in the second of which the drive can drive the motor vehicle via the second wheel set.
In the first gear, the first electric machine drives the motor vehicle alone if the first gear is designed as a first electric gear. Alternatively, the first electric machine and the drive jointly drive the motor vehicle when the first shift element is closed in the case of the first combustion gear. In the first gear, the first and second electric machines drive the motor vehicle together when the fifth shifting element is present and closed, or the first and second electric machines and the drive device drive the motor vehicle together when the first shifting element is also closed. Furthermore, alternatively, in the first gear, only the drive device drives the motor vehicle when the third and fourth shift element are open.
In the second gear, the drive device and the second electric machine jointly drive the motor vehicle, alternatively, in particular, when the fourth shift element is closed.
If additional wheel sets are present, these form additional gears in which the drive unit can drive the motor vehicle via the other wheel set assigned to this gear. Alternatively, in particular when the fourth shift element is closed, the drive and the second electric machine jointly drive the motor vehicle in the further gear.
Furthermore, a charging operation and a series drive operation can be realized by means of the transmission. The fourth switching element which may be present here is closed and the first and second switching elements are preferably open. In this case, the drive device drives the second electric machine, which operates as a generator, via the second input shaft. In the charging mode, the electrical energy generated by the second electrical machine is stored in the energy store. In series operation, the electrical energy is used at least partially to operate the first electrical machine as a motor and to drive the motor vehicle by means of the first electrical machine via the first gear when the third shifting element (if present) is closed.
In one embodiment, the first electric machine is designed as an inner rotor electric machine and the second electric machine is designed as an outer rotor electric machine or the first electric machine is designed as an outer rotor electric machine and the second electric machine is designed as an inner rotor electric machine. In particular, the electric machines arranged in an overlapping or nested manner can thus be arranged compactly in an advantageous manner and can be placed particularly advantageously on a housing of a transmission.
In a further embodiment of the transmission, the first input shaft and the second input shaft are arranged coaxially, the second input shaft is designed as a solid shaft and the first input shaft is designed as a hollow shaft which is arranged at least partially axially overlapping the second input shaft. In this way, a particularly compact transmission is achieved, in particular in that the second shaft extends through the transmission and the second electric machine is arranged at one axial end of the second input shaft and the drive is arranged at the opposite axial end.
In one embodiment, the countershaft has a sixth fixed gearwheel for the purpose of removing torque from the transmission, which meshes with a gearwheel of the output, in particular with an input gearwheel of a differential downstream of the transmission. In an alternative embodiment, the torque is derived from the transmission via a fixed gearwheel, which is arranged on the countershaft and is also assigned to one wheel set of the transmission, for example a second fixed gearwheel, a third fixed gearwheel or a fixed gearwheel of another wheel set, for example a fourth fixed gearwheel or a fifth fixed gearwheel. In particular, torque is derived from the transmission via the fixed wheel with the smallest diameter assigned to the one wheel pair.
The second electric machine can also be assigned directly to the drive and can be arranged on the same side of the transmission as the drive. In this case, the second electric machine can be designed as a belt starter generator and is fixedly connected to the drive. The second electric machine may also be arranged in front of the drive, i.e. outside the transmission. In this case, the second electric machine is also understood to be connected in a rotationally fixed manner to the second input shaft or to be detachably and rotationally fixed by means of a fourth switching element.
A second aspect of the invention relates to a drive train for a motor vehicle having a transmission as described above. The drive train has the advantages already described in connection with the transmission.
The third aspect of the invention also comprises a motor vehicle with such a drive train, which motor vehicle also has the advantages already described in relation to the transmission.
Drawings
The present invention is described below with reference to the attached drawings showing different embodiments of the invention, and identical or similar elements have the same reference numerals. The attached drawings are as follows:
FIG. 1 shows a schematic representation of a powertrain according to a second aspect of the present invention in a preferred embodiment;
FIG. 2 shows a partial schematic view of the powertrain of FIG. 1 with a transmission according to a first aspect of the present invention in a first embodiment;
FIG. 3 is a table diagram illustrating various functions of the transmission of FIG. 2;
FIG. 4 shows a partial schematic representation of the powertrain of FIG. 1 with a transmission according to the first aspect of the invention in a second embodiment;
FIG. 5 shows a partial schematic view of the powertrain of FIG. 1 with a transmission according to the first aspect of the invention in a third embodiment;
FIG. 6 shows a partial schematic representation of the powertrain of FIG. 1 with a transmission according to a first aspect of the present invention in a fourth embodiment;
FIG. 7 shows a partial schematic representation of the powertrain of FIG. 1 with a transmission according to the first aspect of the invention in a fifth embodiment;
FIG. 8 is a table diagram illustrating various functions of the transmission of FIGS. 4 through 7;
FIG. 9 shows a partial schematic view of the powertrain of FIG. 1 with a transmission according to the first aspect of the present invention in a sixth embodiment;
fig. 10 shows a table diagram of the different functions of the transmission of fig. 9.
Detailed Description
Fig. 1 shows a schematic representation of a drive train 1 for a motor vehicle, in particular a hybrid vehicle, according to a second aspect of the invention, in which drive train 1a drive 2 in the form of an internal combustion engine is connected to a transmission 100, 200, 300, 400, 500, 600 via an intermediate torsional vibration damper 3. Downstream of the transmissions 100, 200, 300, 400, 500, 600, on the output side, a differential 5 is connected, via which the drive power is distributed to the drive wheels 6 and 7 of the drive axle of the motor vehicle. The transmissions 100, 200, 300, 400, 500, 600 and the torsional vibration damper 3 are combined in a common transmission housing 8 of the transmissions 100, 200, 300, 400, 500, 600, in which the differential 5 can also be integrated. As can also be seen from fig. 1, the drive 2, the torsional vibration damper 3, the transmission 100, 200, 300, 400, 500, 600 and the differential 5 are arranged transversely to the direction of travel of the motor vehicle.
Fig. 2 shows a first embodiment of the transmission 100 according to the invention. The transmission 100 has a first input shaft 10.1 and a second input shaft 10.2. A first electric machine 11, which has a rotor 11a and a stator 11b fixed to the housing side, is arranged on the first input shaft 10.1. The rotor 11a is connected in a rotationally fixed manner to the first input shaft 10.1 and can drive it. The connecting shaft 4 is connected to the second input shaft 10.2 via the torsional vibration damper 3, and is connected to the drive 2 in such a way that the drive 2 acts on the second input shaft 10.2 and can drive it. Furthermore, a second electric machine 12, which comprises a rotor 12a and a stator 12b fixed to the housing, is arranged on the second input shaft 10.2 and can also drive the second input shaft 10.2.
The first motor 11 is configured as an inner mover motor, and the second motor 12 is configured as an outer mover motor. The second motor 12 is disposed coaxially with the first motor 11 and overlaps therewith in the axial direction. The first input shaft 10.1 is designed as a hollow shaft and is arranged coaxially around the second input shaft 10.2, which is designed as a solid shaft. The transmission 100 furthermore has a countershaft 13, which is arranged axially parallel to the two input shafts 10.1, 10.2. A sixth fixed gearwheel 14.6 is arranged on the countershaft in such a way that the transmission 100 is connected via a spur gear stage to the output-side differential 5.
A first fixed gear 14.1, which is designed as a spur gear and is connected to the first input shaft 10.1 in a rotationally fixed manner, is arranged on the first input shaft 10.1. The first fixed gearwheel 14.1 meshes with a second fixed gearwheel 14.2, which is also designed as a spur gearwheel, and is connected in a rotationally fixed manner to the countershaft 13. The first fixed sheave 14.1 and the second fixed sheave 14.2 together form a first pair of sheaves 15.1.
Furthermore, a first loose wheel 16.1, which is designed as a spur gear and meshes with a third fixed wheel 14.3, which is connected in a rotationally fixed manner to the countershaft 13 and is also designed as a spur gear, is mounted in a supporting manner about the input shafts 10.1, 10.2. The first movable wheel 16.1 and the third fixed wheel 14.3 together form a second wheel pair 15.2.
The second input shaft 10.2 can be connected to the first input shaft 10.1 in a rotationally fixed and detachable manner via the first shift element 17.1. The first shifting element 17.1 is designed, for example, as a form-locking claw shifting element. The second input shaft 10.2 can also be connected to the first movable sheave 16.1 via a second shift element 17.2. The second shift element 17.2 is also designed as a form-locking claw shift element, for example. The first switching element 17.1 and the second switching element 17.2 are combined to form a double switching device 18 with a common actuator. Thus, the transmission 100 includes only one actuator.
Fig. 3 shows the gear positions that can be shifted by the transmission 100 as a function of the different transmissions.
In the first function I, when neither shifting element 17.1, 17.2 is closed, a first gear is produced as first electric gear E1. In this case, the first electric machine 11 drives the motor vehicle via the first input shaft 10.1, the first wheel pair 15.1 and the countershaft 13.
In the second function II, the first gear is produced as the first combustion gear V1 when the first shifting element 17.1 is closed and the second shifting element 17.2 is open. In this case, the drive 2 drives the motor vehicle via the second input shaft 10.2, the first input shaft 10.1, the first wheel set 15.1 and the countershaft 13. Alternatively, the first electric machine 11 can also apply additional drive power to the first input shaft 10.1, so that the first combustion gear V1 is operated as a hybrid gear. Alternatively, the first electric machine 11 can be operated idle in the first combustion gear V1 or as a generator. In addition to or instead of the first electric machine 11, the second electric machine 12 can also draw additional drive power, i.e. on the second input shaft 10.2, and thus determine the first combustion gear V1 as the hybrid gear. Alternatively, the second electric machine 12 may be idling in the first combustion gear V1 or operating as a generator.
In the third function III, the second combustion gear V2 is produced by closing the second shifting element 17.2. In this case, the drive 2 drives the motor vehicle via the second input shaft 10.2, the second wheel set 15.2 and the countershaft 13. Alternatively, the second electric machine 12 can introduce additional drive power, i.e. on the second input shaft 10.2, so that the second combustion gear V2 is determined as a hybrid gear. Alternatively, the second electric machine 12 can be idling in the second combustion gear V2 or operated as a generator.
For the sake of simplicity, the gears used by the drive device 2 to drive the motor vehicle are referred to herein as, for example, the combustion gears V1, V2. The drive device 2 can, however, also be designed differently from an internal combustion engine, in which case the respective gear is not a combustion gear but must be represented differently.
As a fourth function IV, when neither of the switching elements 17.1, 17.2 is closed, a series operation S or a charging operation L takes place. In this case, the drive 2 drives a second electric machine 12, which operates as a generator, via a second input shaft 10.2. The electrical energy generated in the second electrical machine 12 is selectively used in the series operation S for operating the first electrical machine 11 in the first electrical gear E1 described above and/or is fed into the energy store in the charging operation L.
Fig. 4 shows a transmission 200 in a second embodiment, which is substantially identical to the transmission 100 of fig. 2. In contrast, the transmission 200 has a second loose wheel 16.2, which is mounted about the input shafts 10.1, 10.2 and is designed as a spur gear and meshes with a fourth fixed wheel 14.4, which is connected in a rotationally fixed manner to the countershaft 13 and is also designed as a spur gear. The second movable wheel 16.2 and the fourth fixed wheel 14.4 together form a third wheel pair 15.3.
Furthermore, a sixth shifting element 17.6 is provided, by means of which the second input shaft 10.2 can be connected to the second movable sheave 16.2 in a rotationally fixed and detachable manner. The first switching element 17.1, the second switching element 17.2 and the sixth switching element 17.6 are combined to form a triple switching device 19 with a common actuator. The triple switch 19 is engaged with the loose wheels 16.1, 16.2 or the first input shaft 10.1 by a toothing engagement from the radially inner side. The triple switch 19 is designed for this purpose as a slider with a locking device (rastiering). Thus, the transmission 200 includes only one actuator.
Further, in the transmission 200, unlike the transmission 100, the first motor 11 is configured as an outer mover motor and the second motor 12 is configured as an inner mover motor.
Fig. 5 shows a third embodiment of a transmission 300 which is substantially identical to the transmission 200 of fig. 4. In contrast, in the transmission 300, the first electric machine 11 is not connected in a rotationally fixed manner to the first input shaft 10.1, but rather can be connected in a rotationally fixed and detachable manner to the first input shaft 10.1 via a third shift element 17.3 having its own actuator. The transmission 300 thus includes two actuators. Further, the first motor 11 and the second motor 12 are respectively configured as inner mover motors.
Fig. 6 shows a transmission 400 in a fourth embodiment, which is substantially identical to the transmission 300 of fig. 5. In contrast, in the transmission 400, no triple shift device 19 is provided, but rather the first shift element 17.1 and the third shift element 17.3 are each provided as a separate shift element with its own actuator, the first shift element 17.1 being located between the first fixed sheave 14.1 and the first movable sheave 16.1. The second switching element 17.2 and the sixth switching element 17.6 are combined to form a double switching device 20 with a common actuator and are arranged between the second movable sheave 16.2 and the connecting shaft 4. The transmission 400 thus includes three actuators. Furthermore, the first electric motor 11 is configured as an inner mover motor and the second electric motor 12 is configured as an outer mover motor.
Fig. 7 shows a transmission 500 in a fifth embodiment, which is substantially identical to the transmission 400 of fig. 6. In contrast, a fourth shifting element 17.4 is provided in the transmission 500, by means of which the second electric machine 12 is connected to the second input shaft 10.2 in a rotationally fixed and detachable manner. Furthermore, a fifth shift element 17.5 is provided, by means of which the second electric machine 12 can be connected to the first input shaft 10.1 in a rotationally fixed and detachable manner. The fourth switching element 17.4 and the fifth switching element 17.5 are combined to form a double switching device 21 with a common actuator. The transmission 600 thus includes four actuators.
Fig. 8 shows the gear positions shifted by the available transmissions 200, 300, 400, 500 as a function of the different transmissions. The switching states of the respective switching elements 17.1, 17.2, 17.3, 17.4, 17.5, 17.6 shown are respectively relevant when the respective switching elements 17.1, 17.2, 17.3, 17.4, 17.5, 17.6 are configured.
In the first function I, the first gear is produced as the first electric gear E1 when the third shifting element 17.3 is closed or not present. In this case, the first electric machine 11 drives the motor vehicle via the first input shaft 10.1, the first wheel pair 15.1 and the countershaft 13. If the fifth shift element 17.5 is present, it can additionally be closed in the first electric gear E1, so that the second electric machine 12 can introduce additional drive power into the first input shaft 10.1. In this case, the two electric machines 11, 12 jointly drive the motor vehicle in the manner described above.
In the second function II, the first gear is produced as the first combustion gear V1 when the first shifting element 17.1 is closed and the second shifting element 17.2 and the sixth shifting element 17.6 remain open. In this case, the drive 2 drives the motor vehicle via the second input shaft 10.2, the first input shaft 10.1, the first wheel set 15.1 and the countershaft 13. Optionally, the first electric machine 11 can also apply additional drive power to the first input shaft 10.1 when the third shifting element 17.3 is closed or not present, so that the first combustion gear V1 is operated as a hybrid gear. In this hybrid gear, the second electric machine 12 can also introduce additional drive power into the first input shaft 10.1 when the fifth shift element 17.5 is closed. When the fourth switching element 17.4 is closed, the second electric machine 12 can also introduce additional drive power into the second input shaft 10.2. Alternatively, the first electric machine 11 and the second electric machine 12 can be disengaged during the first combustion gear V1, idle or operated as a generator, or when the third shift element 17.3 is open or the fourth and fifth shift elements 17.4, 17.5 are open.
In the third function III, the second combustion gear V2 is produced by closing the second shifting element 17.2. In this case, the drive 2 drives the motor vehicle via the second input shaft 10.2, the second wheel set 15.2 and the countershaft 13. Alternatively, when the fourth shifting element 17.4 is closed, the second electric machine 12 can introduce additional drive power into the second input shaft 10.2, so that the second combustion gear V2 is determined as a hybrid gear. Alternatively, the second electric machine 12 can be operated idle in the second combustion gear V2 or as a generator or disengaged when the fourth shift element 17.4 is open.
In the fourth function IV, the third combustion position V3 is produced by closing the sixth shifting element 17.6. In this case, the drive 2 drives the motor vehicle via the second input shaft 10.2, the third wheel pair 15.3 and the countershaft 13. Alternatively, when the fourth shifting element 17.4 is closed, the second electric machine 12 can introduce additional drive power to the second input shaft 10.2, so that the third combustion gear V3 is determined as a hybrid gear. Alternatively, the second electric machine 12 can be operated idle in the third combustion gear V3 or as a generator or disengaged when the fourth shift element 17.4 is open.
As a fifth function V, when the fourth switching element 17.4 is closed, a series operation S or a charging operation L takes place. In this case, the drive 2 drives a second electric machine 12, which operates as a generator, via a second input shaft 10.2. The electrical energy generated in the second electrical machine 12 is selectively used in the series operation S with the third shift element 17.3 closed to operate the first electrical machine 11 in the first electrical gear E1 described above and/or to be fed into the energy store in the charging operation L.
Fig. 9 shows a transmission 600 of a sixth embodiment, which is substantially identical to the transmission 500 of fig. 7. In contrast, the transmission 600 has a third loose wheel 16.3, which is mounted about the input shafts 10.1, 10.2 and is designed as a spur gear and meshes with a fifth fixed wheel 14.5, which is connected in a rotationally fixed manner to the countershaft 13 and is also designed as a spur gear. The third movable wheel 16.3 and the fifth fixed wheel 14.5 together form a fourth wheel pair 15.4.
Furthermore, a seventh shifting element 17.7 is provided, by means of which the second input shaft 10.2 can be connected to the third movable sheave 16.3 in a rotationally fixed and detachable manner. The first shifting element 17.1, the second shifting element 17.2, the sixth shifting element 17.6 and the seventh shifting element 17.7 are combined to form a four-way shift 22 with a common actuator, which is designed to correspond to the three-way shift 19 of the transmissions 200 and 300. The transmission 600 thus includes three actuators.
Furthermore, the two electric machines 11, 12 are designed as internal rotor electric machines, as in the transmissions 300 and 400.
Fig. 10 shows the gear positions that can be shifted by the transmission 600 as a different transmission function. The functions I to IV correspond to the functions I to IV in fig. 8, and the seventh switching element 17.7 is opened, respectively, which are not described in detail here.
In the fifth function V, the fourth combustion position V4 is produced by closing the seventh shift element 17.7. In this case, the drive 2 drives the motor vehicle via the second input shaft 10.2, the fourth wheel pair 15.4 and the countershaft 13. Alternatively, when the fourth shifting element 17.4 is closed, the second electric machine 12 can introduce additional drive power to the second input shaft 10.2, so that the fourth combustion gear V4 is determined as the hybrid gear. Alternatively, the second electric machine 12 can be operated idle in the fourth combustion gear V4 or as a generator or disengaged when the fourth shift element 17.4 is open.
The sixth function VI again corresponds to the fifth function V in fig. 8, wherein the seventh switching element 17.7 is open and will not be described again here.
List of reference numerals
1. Motor vehicle drive train
2. Drive device
3. Torsional vibration damper
4. Connecting shaft
5. Differential mechanism
6. Driving wheel
7. Driving wheel
8. Transmission housing
10.1 First input shaft
10.2 Second input shaft
11. First motor
11a rotor
11b stator
12. Second electric machine
12a rotor
12b stator
13. Auxiliary shaft
14.1 First fixed wheel
14.2 Second fixed wheel
14.3 Third fixed wheel
14.4 Fourth fixed wheel
14.5 Fifth fixed wheel
14.6 Sixth fixed wheel
15.1 First wheel pair
15.2 Second wheel pair
15.3 Third wheel pair
15.4 Fourth wheel pair
16.1 A first movable wheel
16.2 Second movable wheel
16.3 Third movable wheel
17.1 First switching element
17.2 Second switching element
17.3 Third switching element
17.4 Fourth switching element
17.5 Fifth switching element
17.6 Sixth switching element
17.7 Seventh switching element
18. Double-switching device
19. Triple switching device
20. Double-switching device
21. Double-switching device
22. Quadruple switching device
100. Speed variator
200. Speed variator
300. Speed variator
400. Speed variator
500. Speed variator
600. Speed variator
E1 First electric gear
V1 first combustion position
V2 second combustion gear
V3 third combustion position
V4 fourth combustion position
S series operation
L-charging operation
First Transmission function
II second Transmission function
III third Transmission function
IV fourth Transmission function
V fifth Transmission function
VI sixth Transmission function
Claims (15)
1. Transmission (100, 200, 300, 400, 500, 600) for a motor vehicle having a drive device (2), comprising:
a first input shaft (10.1);
a second input shaft (10.2);
a countershaft (13) for rotationally fixedly connecting the transmission (100, 200, 300, 400, 500, 600) to the output;
a first fixed gearwheel (14.1) connected in a rotationally fixed manner to the first input shaft (10.1), which meshes with a second fixed gearwheel (14.2) connected in a rotationally fixed manner to the countershaft (13) to form a first wheel pair (15.1);
a first movable sheave (16.1) which is detachably and non-rotatably connected to the second input shaft (10.2) and which meshes with a third fixed sheave (14.3) which is non-rotatably connected to the countershaft (13) to form a second wheel pair (15.2); or a third fixed wheel connected in a rotationally fixed manner to the second input shaft (10.2), which third fixed wheel meshes with a first movable wheel that can be connected in a rotationally fixed manner to the countershaft (13) to form a second wheel pair;
a first switching element (17.1) for connecting the first input shaft (10.1) to the second input shaft (10.2);
a second shift element (17.2) for connecting the second input shaft (10.2) or the countershaft (13) to the first movable gearwheel (16.1),
the first drive (2) is connected to the second input shaft (10.2) in a rotationally fixed manner,
the first electric machine (11) is connected to the first input shaft (10.1) in a rotationally fixed manner or can be connected in a detachable and rotationally fixed manner via a third switching element (17.3),
and the second electric machine (12) is connected to the second input shaft (10.2) in a rotationally fixed manner or can be connected in a detachable and rotationally fixed manner via a fourth switching element (17.4).
2. The transmission (100, 200, 300, 400, 500, 600) according to claim 1, wherein the first electric machine (11) is larger than the second electric machine (12).
3. The transmission (100, 200, 300, 400, 500, 600) according to claim 1 or 2, wherein the first electric machine (11) and the second electric machine (12) are arranged coaxially.
4. Transmission (100, 200, 300, 400, 500, 600) according to any of the preceding claims, wherein the first and second electric machines (11, 12) are arranged overlapping each other in axial direction.
5. The transmission (100) according to any one of the preceding claims, wherein the first switching element (17.1) and the second switching element (17.2) are combined into one double switching device (18) with a common actuator.
6. A transmission (200, 300, 400, 500, 600) according to any of claims 1 to 3, wherein at least one further movable wheel (16.2, 16.3) is provided which is detachably and non-rotatably connected to the second input shaft (10.2), which further movable wheel meshes with at least one further fixed wheel (14.4, 14.5) which is non-rotatably connected to the countershaft (13) to form at least one further wheel pair (15.3, 15.4); or at least one further fixed gearwheel which is connected in a rotationally fixed manner to the second input shaft (10.2) and which meshes with at least one further movable gearwheel which can be connected in a rotationally fixed manner to the countershaft (13) in order to form at least one further wheel pair, wherein at least one further shift element (17.6, 17.7) is provided for connecting the second input shaft (10.2) or the countershaft (13) to the at least one further movable gearwheel (16.2, 16.3).
7. The transmission (200, 300, 600) according to claim 6, wherein the first and/or second shift element (17.1, 17.2) and the at least one further shift element (17.6, 17.7) are combined to a multiple shift device (19, 20, 22) with a common actuator.
8. A transmission (500, 600) according to any of the preceding claims, wherein the second electrical machine (12) is detachably and non-rotatably connectable with the first input shaft (10.1) via a fifth shift element (17.5).
9. The transmission (500, 600) according to claim 8, wherein the fourth switching element (17.4) and the fifth switching element (17.5) are combined into one double switching device (21) with a common actuator.
10. The transmission (100, 200, 300, 400, 500, 600) according to one of the preceding claims, having at least two gears (E1, V2), in the first gear (E1, V1) the first electric machine (11) being able to drive the motor vehicle via a first wheel set (15.1), and in the second gear (V2) the drive (2) being able to drive the motor vehicle via a second wheel set (15.2).
11. Transmission (200, 300, 400, 500, 600) according to claims 6 and 10, having at least one further gear (V3, V4) in which the drive (2) can drive the motor vehicle via the at least one further wheel pair (15.3, 15.4).
12. A transmission (100, 200, 400, 500) according to any of the preceding claims, wherein the first electric machine (11) is configured as an inner mover electric machine and the second electric machine (12) is configured as an outer mover electric machine; or the first electric motor (11) is designed as an external rotor motor and the second electric motor (12) is designed as an internal rotor motor.
13. The transmission (100, 200, 300, 400, 500, 600) according to one of the preceding claims, wherein the first input shaft (10.1) and the second input shaft (10.2) are arranged coaxially, and the second input shaft (10.2) is configured as a solid shaft and the first input shaft (10.1) is configured as a hollow shaft arranged at least partially axially overlapping the second input shaft (10.2).
14. Drive train (1) for a motor vehicle, having a transmission (100, 200, 300, 400, 500, 600) according to one of the preceding claims and having a drive device (2).
15. Motor vehicle having a drive train (1) according to claim 14.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102021208746.9 | 2021-08-11 | ||
DE102021208746.9A DE102021208746B4 (en) | 2021-08-11 | 2021-08-11 | Transmission for a motor vehicle as well as drive train and motor vehicle with such a transmission |
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CN115704446A true CN115704446A (en) | 2023-02-17 |
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CN202210947626.8A Pending CN115704446A (en) | 2021-08-11 | 2022-08-09 | Transmission for a motor vehicle, and drivetrain and motor vehicle having such a transmission |
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FR2811395B1 (en) | 2000-07-06 | 2002-12-06 | Peugeot Citroen Automobiles Sa | GEARBOX FOR HYBRID VEHICLE |
GB0511965D0 (en) | 2005-06-13 | 2005-07-20 | Drivetec Uk Ltd | Vehicle propulsion systems |
DE102018217827A1 (en) | 2018-10-18 | 2020-04-23 | Zf Friedrichshafen Ag | Transmission and drive system of a motor vehicle |
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DE102021208746A1 (en) | 2023-02-16 |
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