DE10001602A1 - Automated powershift transmission for motor vehicles with synchronization device and at least one planetary gear set - Google Patents

Description

State of the art

This additional application is a further development of the above applications. In the Registration G4 describes a synchronization and power shift of transmissions that are given can do without a planetary gear set and friction clutches. The patent US 5603242 describes one Synchronization and power shifting of transmissions, whereby at least two friction clutches are required are.

Advantages of the invention

In the present application at least one planetary set is used, this can be simple or be double acting. The planetary gear set doubles the number of associated gears and the Access is easier and can be more flexibly adapted to the circumstances. The exact The procedure and other advantages are explained in the variants.

Description of the invention

In the variants described below, crankshaft start generators (KSG) or similarly designed components are integrated into the transmission that perform the functions

• - Starting the internal combustion engine
• - Generator for charging the on-board electrical system battery
• - Gearbox synchronization
• - Replacement of the starting clutch
• - Torque transmission during the start-up processes

can take over. You will therefore find here gearbox synchronization start generators (GSSG) called (see application G4, the reference numerals are largely identical to the reference numerals in G4). There is also at least one unsynchronized countershaft transmission (here you can other types of gears can also be used) that combine with at least one planetary gear set becomes.

The description is given in exemplary embodiments using the associated basic drawings. Show it

Fig. 1 is a schematic diagram of a 5-speed transmission with a single-acting planetary gear in a variant 1.2

FIG. 2 is a schematic representation of an 8-speed transmission with a single-acting planetary gear set in a version 2.2

Fig. 3 is a detailed schematic representation of a transmission with double-acting planet set in a variant 3.2

Fig. 4 is a detailed representation of the principle of a transmission with double-acting planetary set in a variant 4.2

Fig. 5 is a detailed schematic representation of a transmission with double-acting planet set in a variant 5.2

Fig. 6 is a detailed schematic representation of a transmission with double-acting planetary set in a variant 6.2

Fig. 7 is a detailed schematic representation of a transmission with double-acting planet set in a variant 7.2

Fig. 8 is a detailed schematic representation of a transmission with double-acting planetary set in a variant 8.2

(The variant designation X.2 has been chosen to provide a distinguishing feature for registration G4.)

Variant 1.2

The transmission has an input shaft 1 , which can be connected directly to the crankshaft of the (not shown) internal combustion engine, and an output shaft 3 , which can be connected directly to the differential gear of the (not shown) drive wheels. The gear 5 a is mounted directly mounted on the shaft 1 and, via the sliding sleeve 7 a rotationally fixed to the shaft 1 verbun be the. The left gear of the gear set 5 b is rotatably mounted on the shaft 2, and can by means of the shifting sleeve 7 b are rotationally fixed connected to the shaft. 2 The right gear of the gear set 5 b is rotatably and axially displaceably connected to the shaft 2 . Moved to the left it meshes with the associated ring gear of the gear set 4 , moved to the right (drawn position) it does not mesh with the gear set 4 . The associated actuators are supplied with electrical power via the left contacts 16 . The gear 5 a and the left gear wheel of the gear set 5 b also mesh with the associated gears of the gear set 4th

The shaft 1 drives the planet carrier of the planetary gear set 73 , 74 , 75 , 76 and the right inner part 9 b of the GSSG 9 . The left inner part 9 a is connected directly to the housing 6 and is fixed (see G4). In addition, the shaft 1 with a peripheral part 79 is guided back from the planet carrier to the shaft 2 , from there the inner part 9 b of the GSSG 9 and the actuator of the shift sleeve 7 a can be electrically supplied with the right contact 16 . The planet gears 73 and 74 are connected to one another in a rotationally fixed manner. The smaller planet gears 74 drive the spur gear 76 , which is directly connected to the shaft 2 and can be coupled to the shaft 1 via the coupling 77 . The larger planet wheels 74 mesh with the spur gear 75 , this is directly connected to the common external rotor of the GSSG 9 and can also be fixed with the help of the braking device 17 . (A normal planetary gear set with ring gear and sun gear would also be possible here, but the planet gears would then turn very quickly with the selected design.)

The processes are similar to the processes described in applications G1, G2, G3, G4. To turn on the 1st gear, the gear 75 is rotated with the help of the GSSG 9 so that the right gear of the gear set 5 b rotates synchronously with the associated ring gear of the gear set 4 (ie when the vehicle is stationary). Now the right gear of the gear set 5 b can be moved to the left, then it meshes with the associated ring gear of the gear set 4 . 1st gear is activated by braking the speed of spur gear 75 to zero. This is achieved either via a high-torque generator operation of the GSSG 9 or via the Bremsein device 17 or via both components simultaneously. (If the GSSG 9 can generate a sufficiently large torque, the braking device 17 can be designed as a claw brake.) When the braking device 17 is fixed, the 1st gear works without electrical support with the maximum possible efficiency in this gear and in this version.

The interpretation of the variant 1.2 is such that the 2nd gear on the right gear of the gear set 5 b works with the clutch 77 closed. This state is activated by first dissolved at short notice reduced power of the internal combustion engine, the braking device 17 and then the portion 9 a of the GSSG 9 in engine operation and the portion 9 b switched to the generator mode and the rotating speed of the spur gear 75 to the rotational speed of shaft 1 speeds becomes. The GSSG 9 works in an advantageous shuttle mode (see G4). This process runs without interruption of torque as an electrically performed power shift. When clutch 77 is closed, 2nd gear works with the maximum possible efficiency without electrical support.

The 3rd gear works via the gear 5 a. The 3rd gear is activated by the speed of the shaft 2 by the GSSG 9 is accelerated to such an extent that the shift sleeve 7 a can be closed in a synchronized manner at a briefly reduced power of the internal combustion engine. With a correspondingly powerful GSSG 9 , this process is also possible as a power shift without torque interruption. When the shift sleeve 7 a is closed, the 3rd gear works without electrical support with the maximum possible efficiency.

If it is expected that it should no longer be shifted back into 2nd gear, the right gear of gear set 51 can be shifted to the right. If it is expected to be switched to the 4th gear, the spur gear 75 is rotated by means of the GSSG 9, wherein the shifting sleeve 7 can be closed b synchronized. The 4th gear is activated by first relieving and releasing the shift sleeve 7 a by a braking torque on the spur gear 75 and then braking the speed of the spur gear 75 to zero. This braking process can be carried out again using the GSSG 9 or the braking device 17 or with both components as a power shifting process. Since shaft 2 is relieved in 3rd gear, switching from 2nd to 4th gear can be carried out without any problems. If the braking device 17 is blocked, the 4th gear works without electrical support with the maximum possible efficiency. The power shift from 4th to 5th gear takes place like the power shift from 1st to 2nd gear. When clutch 77 is closed, 5th gear also works with the maximum possible efficiency without electrical support.

In addition to the z. B. options for reverse gears listed in G4, another variant is listed here. The gear 29 mounted on a shaft 28 is so wide that it can mesh with both the right gear of the gear set 5 b moved to the right and with the associated ring gear of the gear set 4 (drawn position). In addition, the axis 28 is pivotally mounted about an axis 78 . If the axis 28 is pivoted from the position shown to the top left, the gear 29 will initially no longer mesh with the ring gear 4 and only with a much larger pivoting angle with the gear 5 b in the position of the axis 78 shown . The starting operation may thus proceed in a manner that the axis 28 b for slowly rotating gear 5, is pivoted down to the left, meshing b to the gear 29 with the associated gear. 5 Then, with the help of the GSSG 9, the gear 29 is rotated so that it can be brought into engagement with the associated gear ring of the gear set 4 in a synchronized manner. Then the reverse gear can be activated like 1st gear. A 2nd Reverse gear can be activated like the 2nd forward gear.

With another gear 5 a and a force acting on shift sleeve 7 a possible one 6th gear. Another gear 5 b with a shift sleeve 7 b acting thereon enables two further gears. (The gear wheels of shaft 1 each allow one gear, the gear wheels of the shaft each enable two gears + possible reverse gears.) The last-mentioned 8-speed gearbox would also have the advantage that the shift sleeves 7 a and 7 b act to the right and left can be executed and therefore can supply two gears each. With additional gears, even more gears are possible. The assigned to the shaft 1 gear 5 a (gear set 5 a) also fulfills the important task that in the time in which the gear 5 a (a gear of the gear set 5 a) works, the gears of the gear set 5 b according to the expected Gears can be switched without load (also applies vice versa for 5b to 5a). Through this process and with the help of the GSSG 9 , all switching processes are possible as power switching processes. With the dimensions shown, you have gait jumps with a factor of 1.6 and a spread with a factor of 6, 7.

An advantage of variant 1.2 is that the common external rotor of GSSG 9 acts on spur gear 75 and can therefore generate high moments. In addition, the spur gear 75 requires only small moments due to the small diameter. Associated with this, however, is the disadvantage that high speeds have to be generated when shifting from 2nd to 3rd gear.

Outside of the switching operations, the common external rotor of the GSSG 9 has either zero speed or the speed of shaft 1 . Therefore, the corresponding section 9 a or 9 b of the GSSG 9 can always work as a generator. A warm start of the internal combustion engine can take place with the brake device 17 actuated via the inner part 9 a. For a cold start when the brake device 17 is released, the inner part 9 a can set the common outer rotor of the GSSG 9 in rotation and the inner part 9 b can generate an additional rotation (see G4).

Variant 2.2

Compared to variant 1.2 , this gearbox is fundamentally different. In the drawn version you get 8 forward and (in principle) 4 reverse gears. The shaft 1 acts directly on the sun gear 13 of a planetary gear set 11 , 12 , 13 . The ring gear 12 is directly connected to the common external rotor of the GSSG 9 and the land shaft of the planet gears 11 is the while 2 or is directly connected to the gear 5 b. The GSSG 9 is again divided into two, the inner part 9 a is connected directly to the housing 6 (and thus stands) and the inner part 9 b is connected directly to the shaft 1 . The inner part 9 b and the shift sleeves 7 are supplied with electrical energy from the shaft 1 via contacts 16 . On a friction brake for the ring gear 12 was waived, the claw brake 17 is now used here. The land shaft of the planet gears 11 can be connected directly to the shaft 1 via the dog clutch 77 .

The gear set 4 (with the shaft 14 ) does not act directly on the shaft 3 here , but a planetary gear set 32 , 33 , 34 is also connected in between. With the help of some clutches and brakes, this planetary gear set as a group transmission doubles the number of forward gears and reverse gears. For the forward gears, the web shaft of the planet gears 32 is driven via the clutch 80 and the sun gear 34 drives the shaft 3 via the clutch 22 moved to the left (drawn position). For the lower group of gears, the clutch 81 must also be moved to the right, because the planetary gear set 32 , 33 , 34 is thereby bridged and rotates like a block (the braking device 37 must then, of course, be released).

When the planetary gear set 32 , 33 , 34 is released , the shift sleeve 7 is released , the vehicle is stationary and the shaft 1 is rotating, the ring gear 12 will rotate backwards. The shaft 3 is set in rotation when the ring gear 12 is braked to zero speed by a braking torque of the GSSG 9 , because then the spider shaft of the planet gears 11 rotates and the gear set 4 is driven via the gear 5 b. If the brake device 17 is then closed, the 1st gear works without electrical support with the maximum possible efficiency.

Shift into 2nd gear and it is activated by first releasing the braking device 17 (relieved of torque via the GSSG 9 ) and then accelerating the ring gear 12 in oscillating operation of the GSSG 9 to approximately 23% of the speed of shaft 1 . Now the shift sleeve 7 can be closed synchronized to the left and the 2nd gear works without electrical support with the maximum possible efficiency.

The system switches to 3rd gear and it is activated by first loosening the shift sleeve 7 (relieved of torque via the GSSG 9 ) and then accelerating the ring gear 12 in oscillating operation of the GSSG 9 to approx. 58% of the speed of shaft 1 . Now the shift sleeve 7 can be closed synchronized to the right and the 3rd gear works via the right gear of the gear set 5 a without electrical support with the maximum possible efficiency.

It is shifted into 4th gear and it is activated by first loosening the shift sleeve 7 (relieved of torque via the GSSG 9 ) and then accelerating the ring gear 12 to the speed of shaft 1 in the pendulum mode of the GSSG 9 . Now the dog clutch 77 can be closed and the 4th gear works without electrical support with the maximum possible efficiency. All of these processes are possible via the GSSG 9 in shuttle mode without torque interruption.

Switching to 5th gear is a bit more complicated. For this purpose, the clutch 81 and (torque relieved via the GSSG 9 ) the clutch 77 are released (torque relieved via the braking device 37 ). Now is decelerated simultaneously, the braking device 37, the speed of the ring wheel 33 to zero (the planetary gear set 32, 33, 34 then translates to the shaft 3 towards the Fast) and braked by the GSSG 9 in oscillation mode, the rotational speed of the ring gear 12 to zero (the planetary set 11 , 12 , 13 then translates into slow). The dimensions shown are chosen so that this process generates a gear shift as in the other gear changes. This process is also possible without torque interruption, since the braking device 37 and the GSSG 9 simultaneously enable torque transmission during the switching process (see also G4). If the braking devices 17 and 37 are then fixed, the 5th gear works without electrical support with the maximum possible efficiency. Gears 6, 7 and 8 are switched on and activated as before, gears 2, 3 and 4 (again without torque interruption).

If the torque of the GSSG 9 is not sufficient for the starting torque, the brake 37 can take over this process. For this purpose, both clutch 81 and brake 37 are released . Now the 1st gear is switched on via the GSSG 9 by closing the braking device 17 . The ring gear 33 rotates up and the shaft 3 initially remains still. Now, with the help of the friction brake 37, the speed of the ring gear 33 can be braked to such an extent that the clutch 81 can be closed. Now 1st gear is activated and the brake 37 can be released. However, since this creates a lot of frictional heat, this process should be limited to exceptional situations (see also G4)

The reverse gears are switched on by (with the outer rotor of the GSSG 9 initially rotating backwards and the gear 5 b thus stationary) the clutch 80 being released and the braking device 23 being fixed (the land shaft of the planet gears 32 is thus stationary). Now the clutches 22 and 81 have to be shifted to the right (the sun gear 34 is driven by the gear set 4 ) and the ring gear 33 , which rotates backwards when the shaft shaft is stationary, drives the shaft 3 . The reverse gears are activated by braking the ring gear 12 via the GSSG 9 or setting it in a forward rotation. This sets the gear set 4 and thus the shaft 3 in motion. With the dimensions shown, the reverse gear with the clutch 77 closed (corresponds to the 4th forward gear) has approximately the ratio of the 1st gear, the other three reverse gears are correspondingly slower translated. The GSSG 9 will therefore always be able to take over the starting torque for the reverse gears.

With the dimensions shown, gait jumps are obtained with a factor of 1.38 and the overall spread is expanded by a factor of 9.6. All switching operations are possible as load switching operations. Even downshifting from 5th to 4th gear is possible with the help of friction brake 37 without torque interruption.

The common external rotor of the GSSG 9 rotates outside of the switching processes at a speed between zero and the speed of shaft 1 . Generator operation is then always possible, either via the inner part 9 a or inner part 9 b or via both inner parts. When the shaft 14 is fixed (e.g. parking lock), the gears 12 and 13 rotate in opposite directions. This state can be used to start the internal combustion engine either over the inner part 9 b or the inner part 9 a or over both inner parts. The standing shaft 14 can also be generated electrically via a corresponding control of the inner parts 9 a and 9 b.

Comments on variants 1.2 and 2.2

Common to both variants is that a shaft has a fixed speed ratio to the speed of the crankshaft of the internal combustion engine (here shaft 1 with the speed ratio 1 ) and another shaft controlled by a planetary gear set can assume a variable ratio to the speed of the crankshaft (here shaft 2 controlled via planetary gear set 11 , 12 , 13 or 73 , 74 , 75 , 76 ). Since the controlling torque of the GSSG 9 is quite large, all switching operations can be carried out as powershift operations. Outside the switching operations, fixed speed ratios to the crankshaft are predefined for shaft 2 , shaft 2 either having the speed of z. B. may have shaft 1 or a second speed, which results when the control shaft is fixed. (Here either the shaft of the spur gear 75 or the ring gear 12 is fixed.) During the switching operations, the control shaft is influenced by the GSSG 9 until either the control shaft has the speed zero or the speed of z. B. has shaft 1 and can be locked in this state by clutches or brakes, or the control shaft reaches a speed at which a shaft gear associated with shaft 1 can be switched on synchronized (it is then activated at the same time, the control shaft then runs with) specified speed with).

If the transmission works via shaft 1 , the countershaft transmission belonging to shaft 2 can be switched under load-free control via GSSG 9 . The powershift operation for this gear on shaft 2 is in turn accomplished by the GSSG 9 (and possibly a friction brake or a friction clutch). The powershift processes for the gears on shaft 1 take place with the help of the GSSG 9 under load, this is, so to speak, an active power shift synchronization of the internal combustion engine via the associated planetary gear set with the help of the GSSG 9 . The countershaft gears on shaft 1 count single, those on shaft 2 count double.

In variant 1.2 , 1st and 2nd gear work via shaft 2 , only the control shaft is switched between the two gears. The 3rd gear works via wave 1 and the 4th and 5th gear again via wave 2 . This has the advantages that the torques of the control shaft are small and that the double-counting gears of shaft 2 are more common than the single-counting gears of shaft 1 (variant 1.2 achieves 5 gears with 3 additional gears). However, these advantages are paid for by the necessary large variance in the speed of the control shaft. This is probably only manageable with the large jumps in speed of variant 1.2 (see below for remedy).

In variant 2.2 there are 2 gears of shaft 1 between the gears that work on shaft 2 (other numbers are also possible here, see below). The advantage here is that the control shaft essentially only has to "oscillate" between the zero speed and the speed of shaft 1 . In the case of variant 2.2 with only one countershaft gear from shaft 2, there is also no need to switch over for this gear. If it is not required, it runs idle when the control shaft is enabled or drives the generator of the GSSG 9 . A disadvantage of this variant is that the torques on the control shaft must be greater than in variant 1.2 , but this is probably compensated for by the lower speed level of the GSSG 9 . Another disadvantage is that the double counting countershaft gears are not used as often as in variant 1.2 (variant 2.2 achieves 4 gears with 3 countershaft gears).

The following circuit diagram is useful for a powershift transmission with a shaft in a fixed speed ratio to the crankshaft (here shaft 1 ) and a second shaft with a variable speed ratio to the crankshaft (here shaft 2 ):
1st gear as 1st gear of the countershaft transmission of shaft 2 , shaft 2 at the lower speed level
n gears as 1st to nth gear of the countershaft transmission of shaft 1
(n + 2) -th gear as 1st gear of the countershaft transmission of shaft 2 , upper speed level
(n + 3) th gear as (n + 1) th gear of the countershaft transmission of shaft 1
(n + 4) -th gear as 2nd gear of the countershaft transmission of shaft 2 , lower speed level
n gears as (n + 2) th to (2n + 1) th gear of the countershaft transmission of shaft 1
etc.

According to this shift pattern, a powershift transmission with approximately the same jumps between all gears up to any number of gears is possible. The number n can fluctuate between zero (variant 1.2 ) and (theoretically) infinitely. If the gait changes are to change, the number n of the different groups can be chosen differently.

It is important that between the different gears of shaft 2 (at least) one gear of shaft 1 works so that the countershaft transmission of shaft 2 can be switched over without load. For these intermediate gears of shaft 1 , the GSSG 9 must work in "extended" shuttle mode, ie the speed limits zero and speed of shaft 1 are exceeded. How far they are exceeded depends on the speed jumps between the gears and the number n. This gives you many options for constructive design.

Preliminary remarks on variants 3.2 to 8.2

The patent US 5603242 and the application G4 describe how an automated powershift transmission can basically be implemented without planetary gear sets. Variants 1.2 and 2.2 with the associated comments in this application describe how one can advantageously integrate a planetary gear set into powershift transmissions. The registrations G1, G2 and G3 describe powershift transmissions in which at least two planetary gear sets must be available for the powershift.

Variants 3.2 to 8.2 of this application now describe how two planetary sets are combined in such a way that there is simplified access to all 3 waves of the two planetary sets. The essential point here is that both planetary gears are driven by a common planet carrier 88 , one can therefore also speak of a double-acting planetary gear. The common planet carrier is driven via a shaft 1 from the crankshaft of the internal combustion engine. In principle, the planetary gear sets can also be arranged on the output side with a common planet carrier, only then the torque conditions are more difficult.

From the double-acting planetary gear set, two control shafts go to the GSSG and the corresponding brakes or clutches. In addition, waves 2 a and 2 b go to the respective associated pre-driven (this corresponds to waves 2 a and 2 b in application G4). There are many possible combinations and aisle nesting between these two countershaft transmissions (described in G1, G2, G3, G4 as an example), which is why they are hardly dealt with here. Coupling options for the double-acting planetary gear set and how GSSG can be integrated are described.

Variant 3.2

The planet carrier 88 of the simple planet gears 82 a and 82 b is driven by the shaft 1 (web shaft). The double-acting planetary gear set includes the ring gears 83 a and 83 b and the sun gears 84 a and 84 b. In order to make room for the GSSG 9 , the planet carrier 88 is cranked. In addition, it can be passed through the axes of the planet gears 82 a, b or around these planet gears as a cage from the left of the shaft 1 to the right to the associated contacts 16 . These contacts 16 supply the inner part 9 b of the GSSG 9 and the coupling 85 with electrical energy. The inner part 9 a is directly coupled to the housing 6 , so the electrical connection is not a problem. The couplings 86 a and 86 b can be controlled via the inner electrical contacts 16 . The ring gears 83 a and 83 b are connected directly to the shafts 2 a and 2 b, the sun gears 84 a and 84 b with the braking devices 17 a and 17 b. (17a is drawn as a friction brake, 17b as a claw brake. Other designs are also possible here.)

With this arrangement with a spline shaft drive, the sun gear is translated quickly. The lower group of gears is therefore obtained when the clutch 85 on the associated side is closed and the associated part of the planetary gear set rotates like a block. If the brake 17 a is designed as a friction brake, the 1st gear (and the reverse gear) should belong to shaft 2 a. These gears are switched on by first closing the clutch 86 a and then using the GSSG 9 to turn the sun gear 84 a so quickly that the 1st gear (or reverse gear) can be switched on synchronously. The 1st gear (or the reverse gear) is activated by using the GSSG 9, the speed of the sun gear 84 a is braked to the speed of shaft 1 . Now the dog clutch 85 can be closed to the left and the 1st gear (or reverse gear) works without electrical support with the maximum possible efficiency. If the torque of the GSSG 9 is not sufficient for the starting torque, the brake 17 a can support this process (see variant 2.2 ). Therefore, the brake 17 a is designed as a friction brake, alternatively the left part of the clutch 85 can also be designed as a friction clutch become.

With the dimensions shown, the ratio jump after releasing the clutch 85 and locking the brake 17 a (upper group) is approximately 1.33. If this is the desired gear jump, are obtained by the procedure just described to 2nd gear when the 1st gear of the countershaft transmission of a shaft 2 in the upper group. If the desired jump approximately amount to 1.15, it must on the shaft 2 b a corresponding transition "interposed" be. You then get 2nd gear (clutch 86 a must be released and clutch 86 b must be closed) as 1st gear of shaft 2 b in the lower group. The 3rd gear is then the 2nd gear of wave 2 a in the lower group etc. (with the desired gear jump of 1.33, the 3rd gear is the 1st gear of wave 2 b in the lower group etc.) With other dimensions of the double-acting planetary gear set, other gear jumps are of course possible.

It should also be noted that all accesses are possible directly. The shafts 2 a and 2 b and the Bremsein devices 17 a and 17 b are each guided concentrically to the double-acting planetary gear set, with a standing shaft between the two brake shafts being guided to the inner part 9 a of the GSSG 9 from the right. The inner part 9 b can (as drawn) be connected directly to the planet carrier 88 and thus to the shaft 1 . Finally, since the connections of the common external rotor of the GSSG 9 to the inner part 9 a to the clutches 86 a and b are passed 86, all the necessary connections have been made.

Variant 4.2

The planetary gear sets 82 a, 83 a, 84 a and 82 b, 83 b, and 84b need not be identical. In a shift mode with 1st and 2nd gear via shaft 2 a, 3 . Passage over wave 2 b, 4 . and 5th gear on wave 2 a, 6 . Gear via wave 2 b etc., the planetary gear set 82 b, 83 b, 84 b must overcome a much larger jump between the 3rd and 6th gear than the planetary gear set 82 a, 83 a, 84 a, which only has to overcome one gear jump at a time. This situation is shown in Fig. 4. Associated with this is the advantage that it is easier to assemble (or disassemble) from the right. (Variant 3.2 must have additional screw connections or the gears must be slid over the appropriately positioned planet gears with little play. In variant 3.2 , however, planetary gears with different gear wheel diameters but the same transmission ratios are possible, e.g. through different gear modules. Then this variant is easier to assemble.)

Otherwise, in principle everything can be exactly the same as in variant 3.2 . In order to show further possible variations, the GSSG 9 was shown in one piece. The external rotor is connected directly to the shaft 1 via the planet carrier 88 . The inner rotor can be connected to the housing 6 via the coupling 87 . In this position the GSSG 9 works like a normal KSG, ie the internal combustion engine can be started and the GSSG 9 can serve as a generator when the internal combustion engine is running. With clutch 87 released , the inner rotor can be connected via couplings 86 a and 86 b to sun gears 84 a and 84 b, ie now the inner rotor takes on the task that the common outer rotor had in variant 3.2 . Only shuttle operation is not possible with variant 4.2 . Since the inner part is not in all operating conditions, the electrical supply must take place via contacts 16 .

Variant 5.2

In versions 3.2 and 4.2 , the common planet carrier of the double-acting planetary set is easy to implement, since these planetary sets have a simple bridge shaft drive from shaft 1 . That is why these planetary gear sets have the translation 1 or translate quickly. After part of it is that an additional starting aid is coupled by the brake 17 a with considerable heat losses. This disadvantage is avoided if the planetary gear set translates into slow speed (see e.g. G1, G2, G3). With simple planet gears, such a planetary gear set must be driven by the ring gear or the sun gear, and a double-acting planetary gear set with common planet carriers is not possible.

This is remedied by double planet gears, as used in variant 1.2 (where the double planet gears were justified by the speed level of the planet gears). A planetary gear set 73 , 74 , 75 , 76 of variant 1.2 can (almost) be replaced by a simple planetary gear set, in which the ring gear has a radius like the center distance of the land shafts, the new land shafts have an axis distance like the radius of the spur gear 76 , and the sun gear corresponds to the spur gear 75 . (The more expensive design of variant 1.2 (double planet gears) is partially compensated for by the fact that no ring gears are used).

A double-acting planetary gear set is therefore also possible with planetary gear sets according to variant 1.2 . With the double-acting planetary gear set 73 a, 74 a, 75 a, 76 a, and 73b, 74b, 75b 76b, an arrangement is realized in which the drive from shaft 1 takes place on a common planet carrier 88 , where the shares are either have the ratio 1 (with the clutch 85 actuated accordingly) or translate into slow speed (with the brake 17 a or 17 b closed). A start-up support by a friction brake 17 a can thus take place without great heat losses.

Otherwise, variant 5.2 corresponds to the function of variant 3.2 . (Here, however, an offset of the planet carrier is only possible with great effort, since the planet gears 73 b and 74 b must be connected via a shaft.) The planet carrier can (cage-like) be guided around the planet gears, so that the clutch 85 be placed between the spur gears 76 a and 76 b and there create a direct connection between shaft 1 and shaft 2 a or 2 b (here: upper group of gears). If the connection from shaft 1 to the planet carrier is as shown between the spur gears 76 a and 76 b on one side and the rest on the other side, the rest of the access can be done as in variant 3.2 (the sun gears 84 a and 84 b are replaced here by the spur gears 75 a and 75 b) and will not be described again. (Here you get the lower group of gears with brakes 17 a and 17 b fixed).

This variant can also be carried out with different planetary gear sets. In principle, the structure can also be the other way round, ie the shaft 1 is guided through the transmission and the braking devices are arranged on the left. Then z. B. a structure according to variant 6 in G4 possible, in which a gear can be realized as a direct connection from shaft 1 to shaft 3 . This also applies to the other variants.

Variant 6.2

Here, an arrangement of the GSSG changed compared to variant 5.2 and a replacement of the friction brake by a claw brake 17 a are outlined. (The arrangement of the GSSG corresponds to that of variant 1 in G4.) To save on couplings, a simple GSSG 9 is connected between the "control" spur gears 75 a and 75 b, which generates the required speed difference between these gears. The GSSG 9 must be supplied with energy via contacts 16 . Since there is not always a speed difference between the two parts of the GSSG 9 , a second GSSG 18 is added. It is directly connected to the housing 6 (energy supply) and the shaft 1 and works like a normal KSG.

The warm start can easily be carried out by the GSSG (KSG) 18 . For the cold start z. B. Brake 17 b operated and clutch 85 closed to the right, then the GSSG 9 can support the cold start. The disadvantage of this variant is that no pendulum operation is possible and that only the torque of the GSSG 9 (not the GSSG 18 ) is available for powershift operations.

Variant 7.2

The GSSG 9 for shuttle operation were drawn in the previous versions so that the common (de-energized) external rotor comprises the two internal parts 9 a and 9 b. In principle, an arrangement according to FIG. 7 is also possible, in which the currentless rotor is arranged between parts 9 a and 9 b. The part 9 a is again connected directly to the housing 6 and the part 9 b is connected directly to the planet carrier 88 (shaft 1 ). The waves between the planet gears 73 b and 74 b can be passed through bores on the inner edge of part 9 b, as a result of which the diameter of the GSSG 9 can be made as large as possible.

Variant 8.2

Here is sketched how a correspondingly elaborately designed GSSG 9 can take over all functions without any couplings. For this purpose, the external rotor is divided into two and one part is connected to the spur gear 75 a or 75 b. The inner parts 9 a and 9 b are each again divided into two, the two inner parts 9 a again being connected to the housing 6 and the two inner parts 9 b again being connected to the shaft 1 via the planet carrier 88 . For all functions including pendulum operation, only electrical switchovers are necessary. The entire GSSG 9 can be used for the power shifts if a corresponding gear is shifted on both shafts 2 a and 2 b and all four controllable parts (2 × 9a, 2 × 9b) are correspondingly electrically controlled. The parts 9b of GSSG 9 can also according to the variant 7.2 to run.

closing remarks

This application lists how power switching operations can be carried out with one or a double-acting planetary gear set. As with the previous registrations, electrical (or hydraulic, etc.) intervention only takes place during the power shift processes; in the remaining times, the transmission works conventionally with the greatest possible efficiency. The variants differ in the manufacturing costs and in the effectiveness of the load switching. The number of gears and the jumps between the gears can be chosen almost arbitrarily. The shaft 1 can of course also have one or more fixed (in principle also variable) speed ratios to the speed of the crankshaft of the internal combustion engine, the same applies to the input shaft of the single or double-acting planetary gear set.

Claims (14)

1.Automated powershift transmission for motor vehicles with a shaft 1 , which has one or more fixed speed ratios to the crankshaft of the internal combustion engine, a two-part countershaft transmission or another type of transmission and a shaft 3 leading to the drive shafts, with either the shaft 3 or an upstream shaft (e.g. B. 14) common shaft of the two-part transmission, characterized in that an input shaft of the two-part transmission is shaft 1 and that the second input shaft of the two-part transmission is shaft 2 of a planetary gear set 11 , 12 , 13 or 73 , 74 , 75 , 76 is and that the input shaft of this planetary gear set has a fixed or switchable speed ratio to the speed of shaft 1 or that the two input shafts 2 a and 2 b of the two-part gearbox are shafts of a double-acting planetary gear set with a common planet carrier 88 and that this common planet carrier 88 is a fixed one or switch rotatable speed ratio to the speed of shaft 1 . 2. Drive unit according to claim 1, characterized in that the synchronization and load switching operations with the aid of a GSSG 9 either via the control shaft of a planetary gear set with the shaft 2 for all gears, that is to say also for the gears assigned to shaft 1 , or that the synchronization and powershift operations via the two control shafts of a double-acting planetary gear set are carried out with a common planet carrier 88 . 3. Drive unit according to at least one of the preceding claims with a single-acting planetary gear set, characterized in that between the lower and upper group of a gear assigned to shaft 2 , any number (also zero) gears of the gear part assigned to shaft 1 are arranged and that between the upper group of one of the shaft 2 and the lower group of the next gear of the shaft 2 associated gears at least one gear of the gear part assigned to the shaft 1 is arranged. 4. Drive unit according to at least one of the preceding claims, characterized in that with only one of the shaft 2 assigned gear this gear does not require any switching options and is only controlled via the associated planetary gear set. 5. Drive unit according to at least one of the preceding claims, characterized in that in a rapidly translating planetary gear set 32 , 33 , 34 as a group transmission, a Bremsein device 37 is actuated even when shifting down for powershift operations. 6. Drive unit according to at least one of the preceding claims, characterized in that a pivotable about an axis 78 gear 29 is used to realize reverse gears. 7. Drive unit according to at least one of the preceding claims, characterized in that a common planet carrier 88 is cranked around a GSSG 9 . 8. Drive unit according to at least one of the preceding claims, characterized in that in a two-part GSSG 9 part 9 b is directly connected to the common planet carrier 88 , part 9 a is connected directly to the housing 6 and that the common external rotor is around the part 9 a around the clutches 86 a and 86 b each enables a connection to the associated control shafts and that a clutch 85 allows access from the common planet carrier to the shafts 2 a and 2 b. 9. Drive unit according to at least one of the preceding claims, characterized in that the planets belonging to the common planet carrier 88 are designed differently. 10. Drive unit according to at least one of the preceding claims, characterized in that a coupling 85 between two spur gears 76 a and 76 b is arranged from a common planet carrier 88 and a connection between planet carrier 88 and the shaft 2 a or the shaft via these spur gears 2 b can be produced. 11. Drive unit according to at least one of the preceding claims, characterized in that there is a connection between the shaft 1 and the common planet carrier 88 and that the gears 76 a and 76 b and the clutch 85 are arranged on one side of this connection and the rest the components belonging to the double-acting planetary set on the other side. 12. Drive unit according to at least one of the preceding claims, characterized in that in a two-part GSSG 9 part 9 a is attached within the common rotor and part 9 b outside. 13. Drive unit according to at least one of the preceding claims, characterized in that in the outer part 9 b of the GSSG 9 holes are made for the shafts lying between the planet gears 73 b and 74 b. 14. Drive unit according to at least one of the preceding claims, characterized in that the electrically controllable part of the GSSG 9 is divided into four and that the currentless rotor is divided into two and that no mechanical switching options for the GSSG 9 are necessary.