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WO2014046580A1 - Boîte de vitesses hybridée électriquement - Google Patents

Boîte de vitesses hybridée électriquement Download PDF

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Publication number
WO2014046580A1
WO2014046580A1 PCT/SE2012/050991 SE2012050991W WO2014046580A1 WO 2014046580 A1 WO2014046580 A1 WO 2014046580A1 SE 2012050991 W SE2012050991 W SE 2012050991W WO 2014046580 A1 WO2014046580 A1 WO 2014046580A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
gearwheel
output shaft
electrical machine
countershaft
Prior art date
Application number
PCT/SE2012/050991
Other languages
English (en)
Inventor
Mikael Bergquist
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to PCT/SE2012/050991 priority Critical patent/WO2014046580A1/fr
Publication of WO2014046580A1 publication Critical patent/WO2014046580A1/fr

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Classifications

    • 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
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using externally powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using externally powered electric machines with means to change ratio in the mechanical gearing
    • 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
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • 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
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—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

Definitions

  • the present invention relates to an electrically hybridised gearbox according to the preamble of claim 1.
  • the invention relates also to a method for controlling such an electrically hybridised gearbox according to the preamble of claim 13.
  • Hybrid vehicles may be powered by a primary prime mover which may be a combustion engine, and by a secondary prime mover which may be an electrical machine.
  • the electrical machine will be equipped with at least one energy store, e.g. a store for electrical energy, and with regulating equipment to regulate the flow of electrical energy between the energy store and the electrical machine.
  • the electrical machine may thus serve alternately as motor and generator, depending on the vehicle's operating state.
  • the electrical machine When the vehicle is braked, the electrical machine generates electrical energy which is then stored in the energy store. This is usually called regenerative braking whereby the vehicle is braked by means of the electrical machine and the combustion engine. The stored electrical energy is subsequently used for operation of the vehicle.
  • a planetary gear usually comprises three components arranged for rotation relative to one another, viz. a sunwheel, a planet wheel carrier and a ring gear. Knowing the number of teeth which the sunwheel and the ring gear have makes it possible to determine during operation the mutual rotation speeds of all three components.
  • One of the planetary gear's components may be connected to an output shaft of a combustion engine. This component of the planetary gear will therefore rotate at a speed corresponding to that of the engine output shaft.
  • Another component of the planetary gear may be connected to an input shaft of a gearbox. This component of the planetary gear will therefore rotate at the same speed as the gearbox input shaft.
  • a third component of the planetary gear is connected to a rotor of an electrical machine to achieve hybrid operation.
  • This component of the planetary gear will therefore rotate at the same speed as the electrical machine's rotor if they are connected directly to one another.
  • the electrical machine may be connected to the third component of the planetary gear via a transmission which has a gear ratio, in which case they may rotate at different speeds.
  • the speed of electrical machines can be regulated steplessly.
  • a control unit uses knowledge of the engine's speed to calculate the speed at which the third component has to be driven for the gearbox input shaft to run at the desired speed.
  • a control unit activates the electrical machine so that it imparts the calculated speed to the third component and hence the desired speed to the gearbox input shaft.
  • EP-B1-1280677 refers also to how the planetary gears may be bridged by a gear step provided on the output shaft of a combustion engine.
  • the space available for the propulsion device in a vehicle is often limited. If the propulsion device comprises a plurality of components, e.g. a combustion engine, an electrical machine, a gearbox and a planetary gear, the configuration needs to be compact. If further components, e.g. a regenerative brake device, are to be
  • the need for compact configuration of the components of the propulsion device will be still greater.
  • the dimensions of these components have to be such as to enable them to absorb necessary forces and torques.
  • Certain types of vehicles particularly heavy trucks, need a large number of gear steps. This increases the number of components in the gearbox, which have likewise to be dimensioned to be able to absorb large forces and torques which occur in such heavy vehicles, thereby increasing the size and weight of the gearbox.
  • the components of the propulsion device are also required to be of high reliability and high operational safety. Cases where the gearbox comprises disc clutches are subject to wear which affects its reliability and service life.
  • the object of the present invention is to propose a transmission in which gear changes take place without torque breaks.
  • Another object of the invention is to propose a transmission with a regenerative brake device.
  • a further object of the present invention is to propose a transmission which is of compact configuration.
  • a further object of the present invention is to propose a transmission which is of high reliability and high operational safety.
  • Providing the gearbox with two planetary gears which have a common planet wheel carrier results in a transmission in which gear changes take place without torque breaks.
  • the electrical machines which are connected to the planetary gears can generate current or provide torque, depending on desired operating states.
  • the input shaft is connected to the planet wheel carrier. Downward gearing of the torque from the input shaft can thus be achieved, which means that the components of the gearbox may be of smaller dimensions making it possible to achieve a compact gearbox of low weight.
  • the gearbox is provided with a number of gear pairs comprising gearwheels which are mechanically lockable to a countershaft. This results in a number of fixed gear steps which can be effected without torque breaks.
  • the gearwheels lockable on the countershaft also result in a compact configuration with high reliability and high operational safety.
  • the electrically hybridised gearbox according to the invention makes it possible to avoid a conventional clutch between the engine and the gearbox.
  • FIG. 1 depicts a vehicle in side view with an electrically hybridised gearbox according to the present invention
  • Fig. 2 is a schematic sideview of the electrically hybridised gearbox according to the present invention.
  • Fig. 3 is a flowchart of a method for controlling the electrically hybridised gearbox according to the present invention.
  • Fig. 1 is a side view of a vehicle 1 provided with an electrically hybridised gearbox 2 according to the present invention.
  • a combustion engine 4 is connected to the electrically hybridised gearbox and the gearbox is also connected to the vehicle's powered wheels 6.
  • Fig. 2 is a schematic sideview of the electrically hybridised gearbox 2 according to the present invention. It comprises an input shaft 8, respective first and second planetary gears 10 and 12, respective first and second electrical machines 14 and 16, a countershaft 18 and an output shaft 20.
  • the first planetary gear 10 has a first ring gear 22 to which a first rotor 24 of the first electrical machine 14 is connected.
  • the first planetary gear has also a first sunwheel 26.
  • the second planetary gear 12 has a second ring gear 28 to which a second rotor 30 of the second electrical machine 16 is connected.
  • the second planetary gear has a second sunwheel 32.
  • the first and second sunwheels 26 and 32 are arranged coaxially in such a way that a first mainshaft 34 attached to the first sunwheel 26 extends within a second mainshaft 36 attached to the second sunwheel 32 and provided with a central bore 38.
  • the first electrical machine 14 is provided with a first stator 40 connected to the vehicle via a gear housing 42 which surrounds the gearbox 2.
  • the second electrical machine 16 is provided with a second stator 44 connected to the vehicle via the gear housing 42 which surrounds the gearbox.
  • the respective first and second electrical machines 14 and 16 are connected to an energy store 46, e.g. a battery, which, depending on the vehicle's operating state, powers the respective electrical machines. In other operating states these electrical machines may serve as generators and thereby supply current to the energy store 46.
  • a control unit 48 is connected to the energy store 46 and controls the supply of current to the respective electrical machines 14 and 16.
  • the respective first and second planetary gears 10 and 12 are provided with a common planet wheel carrier 50 which supports respective first and second sets of planet wheels 52 and 54.
  • the first set of planet wheels 52 cooperate with the first ring gear 22 and the first sunwheel 26.
  • the second set of planet wheels 54 cooperate with the second ring gear 28 and the second sunwheel 32.
  • the gearbox input shaft 8 is connected to the planet wheel carrier.
  • a first clutch unit 56 is provided between the first ring gear 22 and the planet wheel carrier 50. Applying the first clutch unit so that the first ring gear and the planet wheel carrier are connected to, and therefore cannot rotate relative to, one another means that the planet wheel carrier and the first sunwheel 26 will rotate at the same speed.
  • a second clutch unit 58 is provided between the second ring gear 28 and the planet wheel carrier 50. Applying the second clutch unit so that the second ring gear and the planet wheel carrier are connected to, and therefore cannot rotate relative to, one another means that the planet wheel carrier and the second sunwheel 32 will rotate at the same speed.
  • a third clutch unit 59 is provided between the first ring gear 22 and the gear housing 42. Applying the third clutch unit so that the first ring gear and the gear housing are connected to, and therefore cannot rotate relative to, one another results in downward gearing from the planet wheel carrier to the first sunwheel 26.
  • a fourth clutch unit 61 is provided between the second ring gear 28 and the gear housing 42. Applying the fourth clutch unit so that the second ring gear and the gear housing are connected to, and therefore cannot rotate relative to, one another results in downward gearing from the planet wheel carrier to the second sunwheel 32.
  • a first gear pair 60 is provided between the first planetary gear 10 and the output shaft 20 and comprises a first pinion 62 and a first gearwheel 64 in mutual engagement.
  • a second gear pair 66 is provided between the second planetary gear 12 and the output shaft 20 and comprises a second pinion 68 and a second gearwheel 70 in mutual engagement.
  • a third gear pair 72 is provided between the first planetary gear 10 and the output shaft 20 and comprises a third pinion 74 and a third gearwheel 76 in mutual engagement.
  • a fourth gear pair 78 is provided between the second planetary gear 12 and the output shaft 20 and comprises a fourth pinion 80 and a fourth gearwheel 82 in mutual engagement.
  • the first and third pinions 62 and 74 are situated on and firmly connected to the first mainshaft 34 so that they cannot rotate relative to it.
  • the second and fourth pinions 68 and 80 are situated on and firmly connected to the second mainshaft 36 so that they cannot rotate relative to it.
  • the countershaft 18 extends substantially parallel with the respective first and second mainshafts 34 and 36.
  • the first, second, third and fourth gearwheels 64, 70, 76 and 82 are situated on the countershaft.
  • the first pinion 62 engages with the first gearwheel 64, the second pinion 68 with the second gearwheel 70, the third pinion 74 with the third gearwheel 76 and the fourth pinion 80 with the fourth gearwheel 82.
  • the first, second, third and fourth gearwheels 64, 70, 76 and 82 can individually be locked to/disconnected from the countershaft 18 by means of respective first, second, third and fourth clutch elements 84, 86, 88 and 90 which may take the form of connecting sleeves which engage mechanically with the respective first to fourth gearwheels 64, 70, 76 and 82. In the disconnected state, relative rotation may take place between the respective gearwheels 64, 70, 76 and 82 and the countershaft.
  • the respective clutch elements 84, 86, 88 and 90 may also take the form of friction clutches.
  • the countershaft bears also a fifth gearwheel 92 which engages with a sixth gearwheel 94 situated on the output shaft 20.
  • the torque will be geared down after the respective first and second planetary gears 10 and 12.
  • the torque transfer across the first and second mainshafts 34 and 36 via the countershaft 18 decreases after the respective planetary gears 10 and 12, which means that shafts, pinions and gearwheels can be dimensioned smaller, making the gearbox more compact.
  • the weight and cost of the gearbox are thus also reduced.
  • the respective fifth and sixth gearwheels 92 and 94 will serve as a final gear to gear up the torque to the gearbox output shaft 20.
  • Torque transfer from the gearbox input shaft 8 to the gearbox output shaft 20 takes place via the respective first or second planetary gear 10 or 12 and the countershaft 18. It may also take place directly via the first planetary gear 10 which has its first sunwheel 26 connected via the first mainshaft 34 to the gearbox output shaft 20 via a clutch mechanism 96 when the highest gear in the gearbox is engaged.
  • the gearbox will operate in such a way that one of the ring gears 22 and 28 is locked to the planet wheel carrier 50 by the respective first or second clutch unit 56 or 58.
  • the respective first or second mainshaft 34 or 36 will then run at the same speed as the gearbox input shaft 8, depending on which of the ring gears 22 and 28 is locked to the planet wheel carrier.
  • One or both of the electrical machines 14 and 16 may serve as generator to supply electrical energy to the energy store 46.
  • whichever of these electrical machines has its respective ring gear 22 or 28 connected to the planet wheel carrier may provide a torque contribution to increase the torque on the output shaft 20.
  • the gearbox will also operate in such a way that one of the respective rotors 24 and 30 of the electrical machines 14 and 16 is locked to the gear housing 42 via the respective ring gear 22 or 28, while the other electrical machine serves as a generator to supply electrical energy to the energy store 46, as explained in more detail below.
  • Whichever electrical machine has its respective rotor 24 or 30 locked to the gear housing 42 will absorb a reaction torque from the respective ring gear 22 or 28 before the locking is effected by the respective third or fourth clutch unit 59 or 61.
  • the respective electrical machine may provide a torque contribution to increase the torque on the output shaft 20.
  • both of the first and second electrical machines 14 and 16 can simultaneously supply current to the energy store 46.
  • the driver releases the vehicle's accelerator pedal (not depicted).
  • the gearbox output shaft 20 then drives one or both of the electrical machines while at the same time the engine and the electrical machine or machines apply engine braking.
  • the electrical machines here generate electrical energy which is then stored in the vehicle's energy store 46. This operating state is called regenerative braking.
  • the control unit 48 is connected to the respective electrical machines 14 and 16 and adapted to causing them in certain appropriate operating situations to use stored electrical energy for imparting driving force to the gearbox output shaft 20, and in other operating situations to use the kinetic energy of the gearbox output shaft to generate and store electrical energy.
  • the control unit therefore detects the speed and/or torque of the engine output shaft 97 via sensors 98 associated with the electrical machines, and the speed and/or torque of the gearbox output shaft 20, in order thereby to obtain information and cause the electrical machines to serve as electric motors or generators.
  • the control unit may be a computer with suitable software for this purpose. It controls also the flow of electrical energy between the energy store 46 and the respective stators 40 and 44 of the electrical machines. In situations where the electrical machines serve as motors, stored electrical energy is supplied from the energy store to the respective stators 40 and 44. In situations where the electrical machines serve as generators, electrical energy is supplied from the respective stators 40 and 44 to the energy store.
  • the first, second, third and fourth clutch units 56, 58, 59 and 61, the first, second, third and fourth clutch elements 84, 86, 88 and 90 and the clutch mechanism 96 between the first mainshaft 34 and the output shaft 20 are all connected to, and preferably activated and deactivated by electrical signals from, the control unit 48.
  • the example depicted in Fig. 2 comprises four pinions 62, 68, 74 and 80, four gearwheels 64, 70, 76 and 82 and two planetary gears 10 and 12 with respective associated electrical machines 14 and 16. It is possible, however, for the gearbox to be provided with more or fewer pinions and gearwheels and with more planetary gears with associated electrical machines.
  • the gearbox input shaft 8 is connected to the output shaft 97 of the vehicle's combustion engine 4.
  • the gearbox output shaft 20 is connected to a driveshaft 99 of the vehicle.
  • the input shaft 8 rotates while at the same time the output shaft 20 is motionless.
  • the planet wheel carrier 50 will also rotate, causing the respective first and second sets of planet wheels 52 and 54 to rotate.
  • Not supplying current to the first and second electrical machines 14 and 16 will cause the respective first and second ring gears 22 and 28 connected to the respective first and second rotors 24 and 30 of the electrical machines to rotate freely, and no torque will be absorbed by the respective ring gears.
  • the first, second, third and fourth clutch units 56, 58, 59 and 61 are disconnected and therefore not applied, which means that no torque will be transferred from the engine to the respective sunwheels 26 and 32 of the planetary gears 10 and 12.
  • the clutch mechanism 96 between the first mainshaft 34 and the gearbox output shaft 20 is disconnected so that these two shafts can rotate freely relative to one another.
  • the countershaft 18 will also be motionless.
  • the first gearwheel 64 and the second gearwheel 70 are connected to the countershaft by the respective first and second clutch elements 84 and 86.
  • the third gearwheel 76 and the fourth gearwheel 82 are disconnected from the countershaft, allowing them to rotate freely relative to one another and to the countershaft.
  • the first pinion 62 and the first gearwheel 64 on the countershaft 18 have to be caused to rotate, which is achieved by causing the first sunwheel 26 to rotate.
  • the first mainshaft 34 will also rotate and hence also the first pinion 62 situated on it.
  • the first sunwheel is caused to rotate by the first electrical machine 14 causing the first ring gear 22 to reach the same speed as the planet wheel carrier 50.
  • the first ring gear is locked to the planet wheel carrier by the first clutch unit 56.
  • the first clutch unit is preferably so configured that the first ring gear and the planet wheel carrier engage mechanically with one another.
  • the first clutch unit may be configured as a sliding brake or a disc clutch which gently connects the first ring gear to the planet wheel carrier.
  • the first sunwheel 26 When the first ring gear is connected to the planet wheel carrier, the first sunwheel 26 will rotate at the same speed as the engine output shaft 97. The torque generated by the engine will thus be transferred to the gearbox output shaft via the first pinion 62, the first gearwheel 64 on the countershaft 18, the fifth gearwheel 92 on the countershaft and the sixth gearwheel 94 on the output shaft. The vehicle will then begin to roll and be running in the first gear.
  • the second gearwheel 70 on the same shaft will also rotate.
  • the countershaft thus drives the second gearwheel which itself drives the second pinion 68 on the second mainshaft 36.
  • the second sunwheel 32 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the second ring gear 28 and the second rotor 30 of the second electrical machine 16 to rotate.
  • the second electrical machine may serve as a generator to supply current to the energy store 46.
  • the second electrical machine may deliver a torque contribution by the control unit 48 causing it to provide accelerating torque.
  • the locking between the first ring gear 22 and the planet wheel carrier 50 has to be ended, which is achieved by the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear and the planet wheel carrier, followed by the first clutch 56 being caused to release them from one another.
  • the control unit 48 controls the first electrical machine 14 so that the first rotor 24 and also the first ring gear 22 can rotate freely, which means that the first sunwheel 26 and the first mainshaft 34 no longer drive the first pinion 62 situated on the first mainshaft.
  • the second gear is engaged by the second clutch unit 58 being activated so that the second ring gear 28 of the second planetary gear 12 is locked to the planet wheel carrier.
  • the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear and the planet wheel carrier, followed by the second clutch unit 58 being applied so that they are connected mechanically to one another.
  • the second clutch unit 58 may be configured as a sliding brake or a disc clutch which gently connects the second ring gear to the planet wheel carrier.
  • the second mainshaft 36 will now be rotating at the same speed as the engine output shaft 97 and be driving the second pinion 68.
  • the second sunwheel 32 will now be driving the second pinion via the second mainshaft.
  • the second gearwheel 70 being in engagement with the second pinion and firmly connected to the countershaft 18, will drive the countershaft, which itself drives the fifth gearwheel 92 situated on it.
  • the fifth gearwheel 92 itself drives the gearbox output shaft 20 via the sixth gearwheel 94 situated on it.
  • the vehicle will now be running in the second gear.
  • the first gearwheel 64 When the countershaft 18 is caused to rotate by the second gearwheel 70, the first gearwheel 64 will also rotate. The countershaft thus drives the first gearwheel which itself drives the first pinion 62 on the first mainshaft 34.
  • the first sunwheel 26 When the first mainshaft rotates, the first sunwheel 26 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the first ring gear 22 and the first rotor 24 of the first electrical machine 14 to rotate.
  • the first electrical machine serve as a generator to supply current to the energy store 46. Alternatively, it may deliver a torque contribution by the control unit 48 causing it to provide accelerating torque.
  • the first gearwheel 64 on the countershaft 18 has to be disconnected from the countershaft by the first clutch element 84 so that it can rotate freely relative to the countershaft.
  • the countershaft is then connected to the third gearwheel 76 situated on it by the third clutch element 88.
  • the first electrical machine 14 is preferably controlled in such a way that a torque-free state occurs between them.
  • a torque-free state can be achieved by the speed of the first rotor 24 of the first electrical machine and the speed of the output shaft 20 being measured.
  • the speed of the first mainshaft 34 and the speed of the countershaft 18 can then be determined by given gear ratios.
  • the countershaft 18 and the third gearwheel 76 are then connected together by the third clutch element 88.
  • the locking between the second ring gear 28 and the planet wheel carrier 50 has to be ended, which is achieved by the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear and the planet wheel carrier, followed by the second clutch unit 58 being caused to release them from one another.
  • the control unit 48 then controls the second electrical machine in such a way that the second rotor 30 and also the second ring gear 28 can rotate freely, which means that the second sunwheel 32 and the second mainshaft 36 no longer drive the second pinion 68 situated on the second mainshaft.
  • the third gear is engaged by the first clutch unit 56 being activated so that the first ring gear 22 of the first planetary gear 10 is locked to the planet wheel carrier.
  • This may be achieved by the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear 22 and the planet wheel carrier, followed by the first clutch unit 56 being applied so that they are connected to one another.
  • the first mainshaft 34 will now be rotating at the same speed as the engine output shaft 97 and be driving the third pinion 74 via the first mainshaft.
  • the third gearwheel 76 being in engagement with the third pinion 74 and firmly connected to the countershaft 18, will drive the countershaft, which itself drives the fifth gearwheel 92 situated on it.
  • the fifth gearwheel itself drives the gearbox output shaft 20 via the sixth gearwheel 94 situated on the output shaft. The vehicle will now be running in the third gear.
  • the second gearwheel 70 on the same shaft will also rotate.
  • the countershaft thus drives the second gearwheel which itself drives the second pinion 68 on the second mainshaft 36.
  • the second sunwheel 32 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the second ring gear 28 and the second rotor 30 of the second electrical machine 16 to rotate.
  • the second gearwheel 70 has to be disconnected from the countershaft 18 so that it can rotate freely relative to it.
  • the countershaft is then connected to the fourth gearwheel 82 by the fourth clutch element 90.
  • the second electrical machine 16 is preferably controlled in such a way that a torque-free state occurs between them.
  • a torque-free state can be achieved by the speed of the second rotor 30 of the second electrical machine and the speed of the output shaft 20 being measured.
  • the speed of the second mainshaft 36 and the speed of the countershaft 18 can then be determined by given gear ratios.
  • the countershaft 18 and the fourth gearwheel 82 are then connected together by the fourth clutch element 90.
  • the locking between the first ring gear 22 and the planet wheel carrier 50 has to be ended, which is achieved by the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear and the planet wheel carrier, followed by the first clutch unit 56 being caused to release them from one another.
  • the control unit 48 then controls the first electrical machine in such a way that the first rotor 24 and also the first ring gear 22 can rotate freely, which means that the third sunwheel 26 no longer drives the third pinion 74 situated on the first mainshaft 34.
  • the fourth gear is engaged by the second clutch unit 58 being activated so that the second ring gear 28 of the second planetary gear 12 is locked to the planet wheel carrier.
  • This may be achieved by the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear and the planet wheel carrier, followed by the second clutch unit 58 being applied so that they are connected to one another.
  • the second mainshaft 36 will now be rotating at the same speed as the engine output shaft 97 and be driving the fourth pinion 80.
  • the fourth gearwheel 82 being in engagement with the fourth pinion and firmly connected to the countershaft 18, will drive the countershaft which itself drives the fifth gearwheel 92 situated on it.
  • the fifth gearwheel itself drives the gearbox output shaft 20 via the sixth gearwheel 94 situated on the output shaft.
  • the vehicle will now be running in the fourth gear.
  • the third gearwheel 76 on the countershaft will also rotate.
  • the countershaft thus drives the third gearwheel which itself drives the third pinion 74 on the first mainshaft 34.
  • the first sunwheel 26 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the first ring gear 22 and the first rotor 24 of the first electrical machine 14 to rotate.
  • the third gearwheel 76 has to be disconnected from the countershaft 18 by the third clutch element 88 so that it can rotate freely relative to it.
  • the countershaft is then connected to the first gearwheel 64 by the first clutch element 84.
  • the first electrical machine 14 is preferably controlled in such a way that a torque-free state occurs between the countershaft and the first gearwheel.
  • a torque-free state may be achieved by the speed of the first rotor 24 of the first electrical machine and the speed of the output shaft 20 being measured, as described above.
  • the countershaft 18 and the first gearwheel 64 are then connected together by the first clutch element 84.
  • the locking between the second ring gear 28 and the planet wheel carrier 50 has to be ended, which is achieved by the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear 28 and the planet wheel carrier, followed by the second clutch unit 58 being caused to release them from one another.
  • the control unit 48 then controls the second electrical machine 16 so that the second rotor 30 and also the second ring gear can rotate freely, which means that the second sunwheel 32 and the second mainshaft 36 no longer drive the fourth pinion 80 situated on the second mainshaft.
  • the fifth gear is engaged by the first ring gear 22 being controlled and braked by the first electrical machine 14, followed by the third clutch unit 59 being activated and mechanically locking the first ring gear to the gear housing 42.
  • the third clutch unit 59 may take the form of a sliding brake or a disc clutch which gently connects the first ring gear to the gear housing.
  • a gentle and continuous transition from the fourth to the fifth gear can be conducted.
  • the first ring gear 22 has been braked and locked, the first set of planet wheels 52 will cause the first sunwheel 26 to rotate.
  • the torque generated by the engine is thus transferred to the gearbox output shaft 20 via the first pinion 62, the first gearwheel 64 on the countershaft, the fifth gearwheel 92 on the countershaft and the sixth gearwheel 94 on the gearbox output shaft.
  • the vehicle will now be running in the fifth gear.
  • the fourth gearwheel 82 When the countershaft 18 is caused to rotate by the first gearwheel 64 on the countershaft, the fourth gearwheel 82 will also rotate. The countershaft thus drives the fourth gearwheel which itself drives the fourth pinion 80 on the second mainshaft 36.
  • the second sunwheel 32 When the second mainshaft rotates, the second sunwheel 32 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the second ring gear 28 and the second rotor 30 of the second electrical machine 16 to rotate. This makes it possible to have the second electrical machine serve as a generator to supply current to the energy store 46.
  • control unit 48 may deliver a torque contribution by the control unit 48 causing it to provide accelerating torque.
  • the fourth gearwheel 82 has to be disconnected from the countershaft 18 so that it can rotate freely relative to it.
  • the countershaft is then connected to the second gearwheel 70 by the second clutch element 86.
  • the second electrical machine 16 is preferably controlled in such a way a torque-free state occurs between them.
  • a torque-free state may be achieved as described above.
  • the countershaft 18 and the second gearwheel 80 on it are then connected together by the second clutch element 86.
  • the locking between the first ring gear 22 and the gear housing 42 has to be ended, which is achieved by the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear and the gear housing, followed by the third clutch unit 59 being caused to release them from one another.
  • the control unit 48 then controls the first electrical machine 14 so that the first rotor 24 and also the first ring gear can rotate freely, which means that the first sunwheel 26 and the first mainshaft 34 no longer drive the first pinion 62 situated on the first mainshaft.
  • the sixth gear is engaged by the fourth clutch unit 61 being activated so that the second ring gear 28 of the second planetary gear 12 is locked to the gear housing 42.
  • the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear and the gear housing, followed by the fourth clutch unit 61 being applied so that they are connected mechanically to one another.
  • the fourth clutch unit may take the form of a sliding brake or a disc clutch which gently connects the second ring gear to the gear housing.
  • the second mainshaft 36 will now be driving the second pinion 68.
  • the second sunwheel 32 will now be driving this second pinion via the second mainshaft.
  • the second gearwheel 70 on the countershaft 18 being in engagement with the second pinion and firmly connected to the countershaft, will drive the countershaft, which itself drives the fifth gearwheel 92 situated on it.
  • the fifth gearwheel itself drives the gearbox output shaft 20 via the sixth gearwheel 94 situated on the output shaft.
  • the vehicle will now be running in the sixth gear.
  • the first gearwheel 64 situated on it will also rotate.
  • the countershaft thus drives the first gearwheel which itself drives the first pinion 62 on the first mainshaft 34.
  • the first sunwheel 26 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the first ring gear 22 and the first rotor 24 of the first electrical machine 14 to rotate.
  • the first gearwheel 64 has to be disconnected from the countershaft 18 by the first clutch element 84 so that it can rotate freely relative to it.
  • the countershaft is then connected to the third gearwheel 76 by the third clutch element 88.
  • the first electrical machine 14 is preferably controlled in such a way that a torque-free state occurs between them.
  • a torque-free state may be achieved as described above.
  • the countershaft 18 and the third gearwheel 76 situated on it are then connected together by the third clutch element 88.
  • the locking between the second ring gear 28 and the gear housing 42 has to be ended, which is achieved by the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear and the gear housing, followed by the fourth clutch unit 61 being caused to release them from one another.
  • the control unit 48 then controls the second electrical machine so that the second rotor 30 and also the second ring gear can rotate freely, which means that the second sunwheel 32 and the second mainshaft 36 no longer drive the second pinion 68 situated on the second mainshaft.
  • the seventh gear is engaged by the third clutch unit 59 being activated so that the first ring gear 22 of the first planetary gear 10 is locked to the gear housing 42.
  • the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear and the gear housing, followed by the third clutch unit 59 being applied so that they are connected to one another.
  • the first mainshaft 34 will now be driving the third pinion 74.
  • the third gearwheel 76 being in engagement with the third pinion and firmly connected to the countershaft 18, will drive the countershaft, which itself drives the fifth gearwheel 92 situated on it.
  • the fifth gearwheel itself drives the gearbox output shaft 20 via the sixth gearwheel 94 situated on the output shaft.
  • the vehicle will now be running in the seventh gear.
  • the second gearwheel 70 on it will also rotate.
  • the countershaft thus drives the second gearwheel 70 which itself drives the second pinion 68 on the second mainshaft 36.
  • the second sunwheel 32 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the second ring gear 28 and the second rotor 30 of the second electrical machine 16 to rotate. This makes it possible to have the second electrical machine serve as a generator to supply current to the energy store 46.
  • the second gearwheel 70 has to be disconnected from the countershaft 18 so that it can rotate freely relative to it.
  • the countershaft is then connected to the fourth gearwheel 82 by the fourth clutch element 90.
  • the second electrical machine 16 is preferably controlled in such a way that a torque-free state occurs between them. A torque-free state may be achieved as described above.
  • the countershaft 18 and the fourth gearwheel 82 are then connected together by the fourth clutch element 90.
  • the locking between the first ring gear 22 and the gear housing 42 has to be ended, which is achieved by the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear and the gear housing, followed by the third clutch unit 59 being caused to release them from one another.
  • the control unit 48 then controls the first electrical machine in such a way that the first rotor 24 and also the first ring gear 22 can rotate freely, which means that the first sunwheel 26 no longer drives the third pinion 74 situated on the first mainshaft.
  • the eighth gear is engaged by the fourth clutch unit 61 being activated so that the second ring gear 28 of the second planetary gear 12 is locked to the gear housing 42.
  • This may be achieved by the second electrical machine 16 being controlled in such a way that a torque-free state occurs between the second ring gear and the gear housing, followed by the fourth clutch unit 61 being applied so that they are connected to one another.
  • the second mainshaft 36 will now be driving the fourth pinion 80.
  • the fourth gearwheel 82 being in engagement with the fourth pinion and firmly connected to the countershaft 18, will drive the countershaft, which itself drives the fifth gearwheel 92 situated on it.
  • the fifth gearwheel itself drives the gearbox output shaft 20 via the sixth gearwheel 94 situated on it.
  • the vehicle will now be running in the eighth gear.
  • the third gearwheel 76 on the countershaft will also rotate.
  • the countershaft thus drives the third gearwheel which itself drives the third pinion 74 on the first mainshaft 34.
  • the first sunwheel 26 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the first ring gear 22 and the first rotor 24 of the first electrical machine 14 to rotate.
  • the third gearwheel 76 has first to be disconnected from the countershaft 18 by the third clutch element 88 so that it can rotate freely relative to it.
  • the first mainshaft 34 is then connected to the output shaft 20 through the clutch mechanism 96.
  • the first electrical machine 14 is preferably controlled in such a way that a torque-free state occurs between them.
  • a torque-free state may be achieved as described above.
  • the first mainshaft 34 is then connected to the output shaft 20 through the clutch mechanism 96.
  • the clutch mechanism 96 may take the form of a sliding clutch.
  • the control unit 48 then controls the second electrical machine so that the second rotor 30 and also the second ring gear 28 can rotate freely, which means that the second sunwheel 32 and the second mainshaft 36 no longer drive the fourth pinion 80 situated on the second mainshaft.
  • the ninth gear is engaged by the first clutch unit 56 being activated so that the first ring gear 22 of the first planetary gear 10 becomes locked to the planet wheel carrier 50, with the result that the gear ratio between the planet wheel carrier and the first sunwheel 26 becomes 1 : 1.
  • This may be achieved by the first electrical machine 14 being controlled in such a way that a torque-free state occurs between the first ring gear and the planet wheel carrier, followed by the first clutch unit being applied so that they are connected to one another.
  • the first mainshaft 34 will now be driving the output shaft 20 via the clutch
  • the countershaft 18 is caused to rotate by the sixth gearwheel 94 on the output shaft, which means that the fourth gearwheel 82 on the countershaft will also rotate.
  • the countershaft thus drives the fourth gearwheel which itself drives the fourth pinion 80 on the second mainshaft 36.
  • the second sunwheel 32 will also rotate and will therefore, depending on the speed of the engine output shaft 97 and hence the speed of the planet wheel carrier 50, cause the second ring gear 28 and the second rotor 30 of the second electrical machine 16 to rotate.
  • an overgear which may be desirable in particular operating states, e.g. when the vehicle is travelling at high speed on a substantially level running surface, as in motorway driving.
  • the locking between the first ring gear 22 and the planet wheel carrier 50 has to be ended. This is achieved by the second electrical machine 16 being controlled in such a way that a torque contribution is imparted to the second mainshaft 36 so that the fourth pinion 80 and the fourth gearwheel 82 propel the vehicle via the countershaft 18 and the respective fifth and sixth gearwheels 92 and 94.
  • the first electrical machine 14 is then controlled in such a way that a torque-free state occurs between the first ring gear 22 and the planet wheel carrier 50, followed by the first clutch unit 56 being caused to release them from one another.
  • the overgear is engaged by the third clutch unit 59 being activated so that the first ring gear 22 of the first planetary gear 10 is locked to the gear housing 42, thereby achieving downward gearing across the first planetary gear.
  • This may be achieved by the first electrical machine 14 being controlled so that the first rotor 24 and hence the first ring gear 22 are braked, followed by the third clutch unit 59 being applied so that the first ring gear and the gear housing are connected to one another.
  • the second electrical machine 16 By gently braking the first ring gear by means of the first electrical machine 14 while at the same time the second electrical machine 16 is controlled in such a way that torque delivered to the second mainshaft 36 decreases, it is possible to conduct a gentle and continuous transition from the ninth gear to the overgear.
  • the second electrical machine serve as a generator to supply current to the energy store 46. Alternatively, it may deliver a torque contribution by the control unit 48 causing it to provide accelerating torque.
  • Fig. 3 is a flowchart of a method for controlling the electrically hybridised gearbox 2 according to the invention.
  • the method according to the invention is characterised by the steps of:
  • the decrease and increase in the reaction torque of the respective first and second electrical machines 14 and 16 are synchronised so that the torque on the output shaft 20 is constant or changes in a linear way. Gear changes can thus be achieved without torque breaks by the torque on the output shaft 20 being constant or changing in a continuous way, e.g. during acceleration and retardation of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne une boîte de vitesses hybridée électriquement comprenant un arbre d'entrée (8) et un arbre de sortie (20), un premier et un second engrenages planétaires (10, 12) reliés à l'arbre d'entrée (8), une première machine électrique (14) reliée au premier engrenage planétaire (10), une seconde machine électrique (16) reliée au second engrenage planétaire (12), une première paire de roues dentées (60) situées entre le premier engrenage planétaire (10) et l'arbre de sortie (20) et une seconde paire de roues dentées (66) situées entre le second engrenage planétaire (12) et l'arbre de sortie (20). Les premier et second engrenages planétaires (10, 12) ont un porte-satellites (50) commun. L'invention concerne aussi un procédé de commande d'une telle boîte de vitesses (2) hybridée électriquement.
PCT/SE2012/050991 2012-09-20 2012-09-20 Boîte de vitesses hybridée électriquement WO2014046580A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2012/050991 WO2014046580A1 (fr) 2012-09-20 2012-09-20 Boîte de vitesses hybridée électriquement

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Application Number Priority Date Filing Date Title
PCT/SE2012/050991 WO2014046580A1 (fr) 2012-09-20 2012-09-20 Boîte de vitesses hybridée électriquement

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WO2014046580A1 true WO2014046580A1 (fr) 2014-03-27

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WO2014158075A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Boîte de vitesses pour un groupe motopropulseur hybride et procédé de commande d'une telle boîte de vitesses
WO2014158076A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Groupe motopropulseur hybride comprenant une boîte de vitesses et procédé pour commander un tel groupe motopropulseur hybride
WO2014158073A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Boîte de vitesses pour un groupe motopropulseur hybride et procédé de commande d'une telle boîte de vitesses
WO2017095298A1 (fr) * 2015-12-01 2017-06-08 Scania Cv Ab Procédé de changement de vitesse dans une boîte de vitesses, boîte de vitesses et véhicule
US9855944B2 (en) 2014-03-20 2018-01-02 Scania Cv Ab Method for controlling a hybrid driveline
US9944273B2 (en) 2014-03-20 2018-04-17 Scania Cv Ab Method for controlling a hybrid driveline in order to achieve gear change without interruption of torque
US9956952B2 (en) 2014-03-20 2018-05-01 Scania Cv Ab Method for controlling a hybrid driveline in order to optimize torque from a combustion engine arranged at the driveline
DE102016012810A1 (de) * 2016-10-27 2018-05-03 Daimler Ag Hybridantriebsvorrichtung
WO2018077455A1 (fr) * 2016-10-27 2018-05-03 Daimler Ag Dispositif d'entraînement hybride
US10046758B2 (en) 2014-03-20 2018-08-14 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
US10046754B2 (en) 2014-03-20 2018-08-14 Scania Cv Ab Method for controlling a hybrid vehicle driveline
US10071728B2 (en) 2014-03-20 2018-09-11 Scania Cv Ab Method for controlling a hybrid vehicle driveline
US10077044B2 (en) 2014-03-20 2018-09-18 Scania Cv Ab Method for controlling a hybrid driveline for reducing electrical losses
CN109203962A (zh) * 2017-07-07 2019-01-15 上海汽车集团股份有限公司 基于自动变速器的混合动力系统及其控制方法、存储介质
US10207701B2 (en) 2014-03-20 2019-02-19 Scania Cv Ab Method for controlling a driveline in order to optimize fuel consumption
US10293806B2 (en) 2014-03-20 2019-05-21 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
US10315642B2 (en) 2014-03-20 2019-06-11 Scania Cv Ab Method for takeoff of a vehicle with a hybrid driveline
US10384671B2 (en) 2014-03-20 2019-08-20 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
US10479350B2 (en) 2014-03-20 2019-11-19 Scania Cv Ab Method for controlling a hybrid vehicle driveline
US10661783B2 (en) 2014-03-20 2020-05-26 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
CN111845317A (zh) * 2020-07-29 2020-10-30 重庆青山工业有限责任公司 一种混合动力系统
CN112224007A (zh) * 2020-10-26 2021-01-15 东风汽车集团有限公司 一种多模式混合动力专用变速器
US11155265B2 (en) 2014-03-20 2021-10-26 Scania Cv Ab Method for takeoff of a vehicle comprising a hybrid driveline
CN113685512A (zh) * 2021-09-08 2021-11-23 山东福尔沃农业装备股份有限公司 一种用于拖拉机的区段动力换挡功能的变速箱总成
US11198427B2 (en) 2014-03-20 2021-12-14 Scania CVAB Method for controlling a hybrid driveline

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Publication number Priority date Publication date Assignee Title
WO2014158075A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Boîte de vitesses pour un groupe motopropulseur hybride et procédé de commande d'une telle boîte de vitesses
WO2014158076A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Groupe motopropulseur hybride comprenant une boîte de vitesses et procédé pour commander un tel groupe motopropulseur hybride
WO2014158078A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Groupe motopropulseur hybride comportant une boîte de vitesses et procédé de commande d'un tel groupe motopropulseur hybride
WO2014158073A1 (fr) * 2013-03-27 2014-10-02 Scania Cv Ab Boîte de vitesses pour un groupe motopropulseur hybride et procédé de commande d'une telle boîte de vitesses
US11446997B2 (en) 2013-03-27 2022-09-20 Scania Cv Ab Hybrid powertrain with a gearbox and method to control the hybrid powertrain
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US10046758B2 (en) 2014-03-20 2018-08-14 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
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US9855944B2 (en) 2014-03-20 2018-01-02 Scania Cv Ab Method for controlling a hybrid driveline
US9944273B2 (en) 2014-03-20 2018-04-17 Scania Cv Ab Method for controlling a hybrid driveline in order to achieve gear change without interruption of torque
US11155265B2 (en) 2014-03-20 2021-10-26 Scania Cv Ab Method for takeoff of a vehicle comprising a hybrid driveline
US10315642B2 (en) 2014-03-20 2019-06-11 Scania Cv Ab Method for takeoff of a vehicle with a hybrid driveline
US10384671B2 (en) 2014-03-20 2019-08-20 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
US9956952B2 (en) 2014-03-20 2018-05-01 Scania Cv Ab Method for controlling a hybrid driveline in order to optimize torque from a combustion engine arranged at the driveline
US10479350B2 (en) 2014-03-20 2019-11-19 Scania Cv Ab Method for controlling a hybrid vehicle driveline
US10661783B2 (en) 2014-03-20 2020-05-26 Scania Cv Ab Method for starting a combustion engine in a hybrid driveline
WO2017095298A1 (fr) * 2015-12-01 2017-06-08 Scania Cv Ab Procédé de changement de vitesse dans une boîte de vitesses, boîte de vitesses et véhicule
DE102016012810A1 (de) * 2016-10-27 2018-05-03 Daimler Ag Hybridantriebsvorrichtung
WO2018077455A1 (fr) * 2016-10-27 2018-05-03 Daimler Ag Dispositif d'entraînement hybride
DE102016012817A1 (de) * 2016-10-27 2018-05-03 Daimler Ag Hybridantriebsvorrichtung
CN109203962A (zh) * 2017-07-07 2019-01-15 上海汽车集团股份有限公司 基于自动变速器的混合动力系统及其控制方法、存储介质
CN109203962B (zh) * 2017-07-07 2021-05-25 上海汽车集团股份有限公司 基于自动变速器的混合动力系统及其控制方法、存储介质
CN111845317B (zh) * 2020-07-29 2022-07-19 重庆青山工业有限责任公司 一种混合动力系统
CN111845317A (zh) * 2020-07-29 2020-10-30 重庆青山工业有限责任公司 一种混合动力系统
CN112224007B (zh) * 2020-10-26 2021-10-15 东风汽车集团有限公司 一种多模式混合动力专用变速器
CN112224007A (zh) * 2020-10-26 2021-01-15 东风汽车集团有限公司 一种多模式混合动力专用变速器
CN113685512A (zh) * 2021-09-08 2021-11-23 山东福尔沃农业装备股份有限公司 一种用于拖拉机的区段动力换挡功能的变速箱总成

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