CN108454381B - Transmission for a motor vehicle - Google Patents
Transmission for a motor vehicle Download PDFInfo
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- CN108454381B CN108454381B CN201810147693.5A CN201810147693A CN108454381B CN 108454381 B CN108454381 B CN 108454381B CN 201810147693 A CN201810147693 A CN 201810147693A CN 108454381 B CN108454381 B CN 108454381B
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- transmission
- subtransmission
- shaft
- subtransmissions
- clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- 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 either one of the parallel flow paths
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The transmission for a motor vehicle comprises a drive shaft, a driven shaft, an electric machine and two partial transmissions, wherein each of the partial transmissions has an input shaft and at least one output shaft and is designed to provide at least one transmission ratio between the respective input shaft and the at least one output shaft in a switchable manner, and the drive shaft is connectable via a first clutch to a first partial transmission and via a second clutch to a second partial transmission, and the driven shaft is permanently connected to the output shafts of the partial transmissions, wherein the transmission comprises a third partial transmission having one input shaft and at least one output shaft, wherein the input shaft of the third partial transmission is permanently connected via a third clutch to the input shaft of the second partial transmission and the at least one output shaft of the third partial transmission is permanently connected to the driven shaft, and the rotor is permanently connected with the input shaft of the second partial transmission or with the input shaft of the third partial transmission.
Description
Technical Field
The invention relates to a transmission for a motor vehicle and to a drive train for a motor vehicle having such a transmission. The transmission is referred to here in particular as a multi-stage transmission, in which a plurality of gears, i.e. fixed gear ratios, can be shifted, preferably automatically, between a drive input shaft and a driven input shaft of the transmission by means of shift elements. The shift element is here, for example, a clutch or a brake. Such transmissions are used primarily in motor vehicles in order to adapt the rotational speed and the torque output characteristic of the drive unit in a suitable manner to the driving resistance of the vehicle.
Background
Patent application DE102007050659a1 describes a method for operating a drive train which comprises an internal combustion engine, an electric machine and a dual clutch transmission having two partial transmissions. A clutch shift is connected between the internal combustion engine and the partial transmissions. The electric machine is connected downstream of the clutch to one of the two subtransmissions. If such a drive train is driven solely by the electric machine, the two clutches are opened in order not to drag the internal combustion engine. However, no power shifting between the partial transmissions is possible here.
Patent application DE102010003442a1 describes a hybrid drive for a vehicle, which has an internal combustion engine and a downstream double clutch transmission. A disconnect clutch is disposed between the internal combustion engine and the dual clutch transmission. The motor is connected with an input shaft of the double-clutch transmission. This configuration also allows power shifting between the partial transmissions in a purely electric vehicle drive. However, in hybrid drives, the dual clutch must be able to transmit the total torque of the internal combustion engine and the electric machine. The double clutch is therefore heavily loaded.
Disclosure of Invention
The object of the present invention is therefore to provide a transmission which has the advantage of not only a power shift when driven by a partial transmission, but also a low clutch load.
This object is achieved by the features of a transmission for a motor vehicle according to the invention, comprising a drive shaft, a driven shaft, an electric machine and two partial transmissions (a first partial transmission and a second partial transmission). Each of the two partial transmissions has an input shaft and at least one output shaft and is designed to provide at least one transmission ratio in a switchable manner between the respective input shaft and the at least one output shaft. The drive shaft can be connected to the first partial transmission via a first clutch and to the second partial transmission via a second clutch. The output shaft is permanently connected to the output shafts of the two partial transmissions.
According to the invention, the transmission comprises a third partial transmission having an input shaft and an output shaft. The input shaft of the third sub-transmission is connected with the input shaft of the second sub-transmission through a third clutch. The at least one output shaft of the third partial transmission is permanently connected to the output shaft. The rotor of the electric machine is permanently connected to the input shaft of the second partial transmission or to the input shaft of the third partial transmission.
In this way, in the case of purely electric drive, a power shift between the partial transmissions connected via the third clutch is possible. If the rotor is connected to the input shaft of the second subtransmission, only the third clutch must be able to transmit the torque input by the drive shaft and the torque of the electric machine in the hybrid drive. The first and second clutches only have to be able to transmit the torque input by the drive shaft. If the rotor is connected to the input shaft of the third subtransmission, each of the three clutches is acted upon by the torque input by the drive shaft at the most or the third clutch is acted upon by the torque of the electric machine at the most.
According to a preferred embodiment, the input shafts of all three partial transmissions are arranged coaxially with respect to one another. In this way, a particularly compact construction is possible.
Preferably, the first and second clutches are structurally combined into one dual clutch unit. The third clutch is structurally separate from the dual clutch unit. Preferably, the dual clutch unit and the third clutch are arranged at mutually opposite axial ends of the transmission.
According to an alternative embodiment, the first, second and third clutches are structurally combined to form a triple clutch unit.
The transmission is designed to provide a plurality of forward gears between a drive shaft and a driven shaft. Preferably, even-numbered forward gears are assigned to only one of the three subtransmissions, while odd-numbered forward gears are assigned to the remaining two subtransmissions. In this way favorable power shifts are given. Particularly preferably, the first subtransmission is assigned a forward gear with an odd number of gears. Thus, in the exemplary transmission with six forward gears, preferably the first, third and fifth forward gears are assigned to the first subtransmission, the second forward gear is assigned to the second subtransmission, and the fourth and sixth forward gears are assigned to the third subtransmission.
However, transmission systems are also known in which a single forward gear is assigned to a plurality of subtransmissions. Said gear is also referred to as winding path gear. In this system, it is preferred that the odd-numbered forward gears are assigned to one of the three subtransmissions, while the even-numbered forward gears are assigned to the remaining two subtransmissions. In this case, a winding path gear is an exception of the arrangement. Preferably, the first subtransmission is assigned an odd number of forward gears. Thus, in an exemplary transmission having at least six forward gears, preferably the third and fifth forward gears are assigned to the first subtransmission, the fourth core sixth forward gear is assigned to the second subtransmission, and the second forward gear is assigned to the third subtransmission. The first forward gear utilizes all three of the subtransmissions.
The transmission may be part of a motor vehicle powertrain. The drive train comprises, in addition to the transmission, an internal combustion engine which can be connected or connectable torsionally elastically by means of a torsional vibration damper to a drive shaft of the transmission. The output shaft of the transmission is drivingly connected to a differential, which is operatively connected to the wheels of the motor vehicle, inside or outside the transmission. The drive train can be used to implement a plurality of operating modes of the motor vehicle. In electric driving operation, the motor vehicle is driven by the electric machine of the transmission. In the operation of the internal combustion engine, the motor vehicle is driven by the internal combustion engine. In hybrid drive operation, the motor vehicle is driven both by the internal combustion engine and by the electric machine of the transmission.
"permanently attached" means that there is always a connection between two elements. So that the permanently connected elements always rotate with the same correlation between their rotational speeds. No switching element can be provided in the permanent connection between the two elements. Permanent connections are thus different from switchable connections. By "always rotationally fixed connection" is meant a connection which is always present between two elements and the elements connected thereto therefore always have the same rotational speed.
Drawings
Embodiments of the invention are described in detail below with the aid of the figures. Wherein:
FIG. 1 shows a schematic representation of a first transmission according to the present invention;
FIG. 2 illustrates an embodiment of a first transmission;
FIG. 3 shows a schematic representation of a second transmission according to the present invention;
FIG. 4 illustrates an embodiment of a second transmission;
FIGS. 5-8 illustrate different states of the second transmission; and is
FIG. 9 shows a schematic diagram of a powertrain system for a motor vehicle.
Detailed Description
Fig. 1 shows a schematic representation of a transmission G according to a first embodiment. The transmission G has a drive shaft G1 and a driven shaft G2. Three partial transmissions, referred to as TG1, TG2 and TG3, are connected between the drive shaft G1 and the output shaft G2. Each of the subtransmissions TG1, TG2, TG3 has an input shaft TG1an, TG2an, TG3an and at least one output shaft TG1ab, TG2ab, TG3 ab. The drive shaft G1 is connected via a first clutch K1 to the input shaft TG1an of the first subtransmission TG1 and via a second clutch K2 to the input shaft TG2an of the second subtransmission TG 2. The input shaft TG3an of the third subtransmission TG3 is connected to the input shaft TG2an of the second subtransmission TG2 via a third clutch K3. All of the output shafts TG1ab, TG2ab, and TG3ab are connected to the driven shaft G2. The transmission G also has an electric machine EM, which is only symbolically shown in fig. 1. The rotor of the electric machine EM is permanently connected to the input shaft TG2an of the second subtransmission TG 2.
Fig. 2 shows an exemplary embodiment of a transmission G according to a first embodiment. The input shafts TG1an, TG2an, TG3an of the three subtransmissions TG1, TG2, TG3 are arranged coaxially with one another. The three clutches K1, K2, K3 are arranged in direct spatial proximity to one another and can therefore be structurally combined to form a triple clutch unit. The electric machine EM is arranged coaxially with the input shafts TG1an, TG2an, TG3an in the region of the three clutches K1, K2, K3. Each of the three partial transmissions TG1, TG2, TG3 has two output shafts TG1ab1, TG1ab2, TG2ab1, TG2ab2, TG3ab1, TG3ab2, which are arranged axially parallel to one another. The output shafts TG1ab1, TG2ab1, TG3ab1 are connected to each other so as not to rotate relatively, and the output shafts TG1ab2, TG2ab2, TG3ab2 are connected to each other so as not to rotate relatively. These two output shafts are connected via a spur gear stage to a driven shaft G2, which is not shown in fig. 2.
Each of the three subtransmissions TG1, TG2, TG3 has at least two gearwheel pairs for the switchable provision of gear ratios. The gears coaxial with the input shafts TG1an, TG2an, TG3an are each designed as fixed gears, while the gears coaxial with the output shafts TG1ab1, TG1ab2, TG2ab1, TG2ab2, TG3ab1, TG3ab2 are designed as idler gears. Fig. 2 does not show the shifting clutches for connecting the respective idler gears to the respective output shafts TG1ab1, TG1ab2, TG2ab1, TG2ab2, TG3ab1, TG3ab 2.
The embodiment shown in fig. 2 is designed to provide six forward gears 1 to 6 and one reverse gear R between the drive input shaft G1 and the output shaft G2. Gears 4 and 6 are assigned to the third subtransmission TG 3. The second forward gear 2 and the reverse gear R are assigned to the second subtransmission TG 2. Gears 1, 3 and 5 are assigned to the first subtransmission TG 1.
Fig. 3 shows a schematic representation of a transmission G according to a second embodiment, which transmission substantially corresponds to the first embodiment shown in fig. 1. The electric machine EM is now no longer connected to the input shaft TG2an of the second subtransmission TG2, but rather to the input shaft TG3an of the third subtransmission TG 3. Furthermore, the first and second subtransmissions TG1, TG2 can be connected to each other via a clutch K.
Fig. 4 shows an exemplary embodiment of a transmission G according to a second embodiment. The drive shaft G1 is connected via an optional torsional vibration damper TS to a dual clutch unit in which the first and second clutches K1, K2 are structurally combined. The double clutch unit and the third clutch K3 are now arranged at the axial ends of the transmission G which are opposite one another. The electric machine EM is now arranged axially parallel to the concentrically arranged input shafts TG1an, TG2an, TG3an, the output pinion of the electric machine EM meshing with the idler gear of the third subtransmission TG 3. The clutch K connects the input shaft TG1an of the first subtransmission TG1 to the input shaft TG2an of the second subtransmission TG 2. Fig. 3 schematically shows a shifting clutch for connecting the idler gear to the respective output shaft TG1ab1, TG1ab2, TG2ab1, TG2ab2, TG3ab1, TG3ab 2. In order to form the gear of the transmission G, reference is made to patent application DE102007049271a1, which describes the same transmission without the third clutch K3 and without the electric machine EM.
Fig. 5 to 8 show different states of the transmission according to fig. 4 by means of the schematic diagrams of fig. 3. Fig. 5 shows the power flow between the drive input shaft G1 and the output shaft G2 in the first forward gear by all three subtransmissions TG1, TG2, TG 3. Fig. 6 shows the power flow when the second forward gear is formed only by the third subtransmission TG 3. Fig. 7 shows the power flow when the third and fifth forward speeds are established only by the first subtransmission TG 1. Fig. 8 shows the power flow when the fourth and sixth forward gears are formed only by the second subtransmission TG 2.
Fig. 9 shows an exemplary drive train of a motor vehicle having a transmission G according to a first embodiment. The drive shaft G1 is connected to the internal combustion engine VM, wherein means for reducing torsional vibrations can be provided in the active connection. Said means may be an integral part of the transmission G. The output shaft G2 is connected to a differential AG, via which the power present at the output shaft G2 is distributed to the drive wheels DW of the motor vehicle. The illustration in fig. 9 should be seen as exemplary only. Therefore, the drive train can also be configured with the transmission G according to the second embodiment. The powertrain system may also be configured as a front-transverse arranged powertrain system.
Reference numerals
G speed changer
G1 drive shaft
G2 driven shaft
TG1 first-branch transmission
TG1an input shaft
TG1ab output shaft
TG1ab1 output shaft
TG1ab2 output shaft
TG2 second branch transmission
TG2an input shaft
TG2ab output shaft
TG2ab1 output shaft
TG2ab2 output shaft
TG3 third-branch transmission
TG3an input shaft
TG3ab output shaft
TG3ab1 output shaft
TG3ab2 output shaft
K1 first clutch
K2 second clutch
K3 third clutch
K clutch
EM motor
1 to 6 forward gears
R reverse gear
TS torsional vibration damper
VM internal combustion engine
AG differential mechanism
DW driving wheel
Claims (12)
1. A transmission (G) for a motor vehicle, the transmission (G) comprising: a drive shaft (G1); a driven shaft (G2); an Electric Machine (EM) having a non-rotatable stator and a rotatable rotor; and two subtransmissions (TG1, TG2), namely a first subtransmission (TG1) and a second subtransmission (TG2), wherein,
each of the partial transmissions (TG1, TG2) has an input shaft (TG1an, TG2an) and at least one output shaft (TG1ab, TG1ab1, TG1ab2, TG2ab, TG2ab1, TG2ab2) and is designed to provide at least one transmission ratio between the respective input shaft (TG1an, TG2an) and the at least one output shaft (TG1ab, TG1ab1, TG1ab2, TG2ab, TG2ab1, TG2ab2) in a switchable manner,
the drive shaft (G1) can be connected to the first subtransmission (TG1) via a first clutch (K1) and can be connected to the second subtransmission (TG2) via a second clutch (K2),
the output shaft (TG1ab, TG1ab1, TG1ab2, TG2ab, TG2ab1, TG2ab2) of the partial transmissions (TG1, TG2) is permanently connected to the output shaft (G2),
characterized in that the transmission (G) comprises a third partial transmission (TG3) having an input shaft (TG3an) and at least one output shaft (TG3ab, TG3ab1, TG3ab2), wherein the input shaft (TG3an) of the third partial transmission (TG3) is permanently connected to the input shaft (TG2an) of the second partial transmission (TG2) via a third clutch (K3), the at least one output shaft (TG3ab, TG3ab1, TG3ab2) of the third partial transmission (TG3) is permanently connected to the output shaft (G2), and the rotor is permanently connected to the input shaft (TG2an) of the second partial transmission (TG2) or to the input shaft (TG3an) of the third partial transmission (TG 3).
2. The transmission (G) according to claim 1, characterized in that the input shafts (TG1an, TG2an, TG3an) of the three subtransmissions (TG1, TG2, TG3), namely the first subtransmission (TG1), the second subtransmission (TG2) and the third subtransmission (TG3), are arranged coaxially to one another.
3. The transmission (G) according to claim 1 or 2, characterized in that the first clutch (K1) and the second clutch (K2) are structurally combined into one double clutch unit, wherein the third clutch (K3) is structurally arranged separately from the double clutch unit.
4. A transmission (G) as claimed in claim 3, characterised in that the double clutch unit and the third clutch (K3) are arranged on mutually opposite axial ends of the transmission (G).
5. The transmission (G) according to claim 1 or 2, characterized in that said first, second and third clutches (K1, K2, K3) are structurally combined into one triple clutch unit.
6. The transmission (G) according to claim 1 or 2, characterised in that the transmission (G) is designed to provide a plurality of forward gears between the drive input shaft (G1) and the output shaft (G2), wherein an odd-numbered forward gear is assigned to one of the three subtransmissions (TG1, TG2, TG3), namely the first subtransmission (TG1), the second subtransmission (TG2) and the third subtransmission (TG3), and an even-numbered forward gear is assigned to the remaining two subtransmissions of the three subtransmissions (TG1, TG2, TG 3).
7. The transmission (G) according to claim 6, characterized in that odd-numbered forward gears are assigned to the first subtransmission (TG1), and even-numbered forward gears are assigned to the second and third subtransmissions (TG2, TG 3).
8. Transmission (G) according to claim 7, characterized in that the transmission (G) is designed for providing six forward gears (1 to 6) between a drive shaft (G1) and a driven shaft (G2), wherein,
the first, third and fifth forward gears (1, 3, 5) are associated with a first partial gearbox (TG1),
the second forward gear (2) is associated with a second partial transmission (TG2), and
the fourth and sixth forward gears (4, 6) are associated with a third subtransmission (TG 3).
9. The transmission (G) according to claim 1 or 2, characterized in that the transmission (G) is designed to provide a plurality of forward gears between the drive input shaft (G1) and the output shaft (G2), wherein an odd-numbered forward gear is assigned to one of the three subtransmissions (TG1, TG2, TG3), namely the first subtransmission (TG1), the second subtransmission (TG2) and the third subtransmission (TG3), and an even-numbered forward gear is assigned to the remaining two subtransmissions of the three subtransmissions (TG1, TG2, TG3), with the exception that at least one forward gear is assigned to at least two of the subtransmissions (TG1, TG2, TG 3).
10. The transmission (G) according to claim 9, characterized in that only the odd-numbered forward gears allocated to one of the three subtransmissions (TG1, TG2, TG3) are allocated to the first subtransmission (TG1), and the even-numbered forward gears allocated to only one of the three subtransmissions (TG1, TG2, TG3) are allocated to the second and third subtransmissions (TG2, TG 3).
11. Transmission (G) according to claim 10, characterized in that the transmission (G) is designed for providing at least six forward gears between a driving shaft (G1) and a driven shaft (G2), wherein,
the third and fifth forward gears are assigned to the first subtransmission (TG1),
the fourth and sixth forward gears are assigned to the second subtransmission (TG2),
the second forward gear is assigned to the third subtransmission (TG3), and
the first forward gear is assigned to all three subtransmissions (TG1, TG2, TG 3).
12. A drive train having a transmission (G) according to any one of claims 1 to 11.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017202599.9 | 2017-02-17 | ||
| DE102017202599.9A DE102017202599A1 (en) | 2017-02-17 | 2017-02-17 | Transmission for a motor vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108454381A CN108454381A (en) | 2018-08-28 |
| CN108454381B true CN108454381B (en) | 2022-08-12 |
Family
ID=63046019
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810147693.5A Active CN108454381B (en) | 2017-02-17 | 2018-02-13 | Transmission for a motor vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN108454381B (en) |
| DE (1) | DE102017202599A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019202966A1 (en) * | 2019-03-05 | 2020-09-10 | Zf Friedrichshafen Ag | Hybrid drive train for a motor vehicle and a method for operating a hybrid drive train |
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| WO2007042109A1 (en) * | 2005-10-13 | 2007-04-19 | Volkswagen Aktiengesellschaft | Twin clutch gearbox for a motor vehicle, in particular provided with a hybrid drive and a method for controlling said twin clutch gearbox |
| DE102011089467A1 (en) * | 2011-12-21 | 2013-06-27 | Zf Friedrichshafen Ag | Hybrid drive of a motor vehicle and method for operating the same |
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| CN103415410A (en) * | 2011-03-11 | 2013-11-27 | 腓特烈斯港齿轮工厂股份公司 | Hybrid drive of a motor vehicle and method for controlling a hybrid drive |
| CN103415411A (en) * | 2011-03-15 | 2013-11-27 | 腓特烈斯港齿轮工厂股份公司 | Hybrid drive of a motor vehicle |
| CN104010855A (en) * | 2011-12-21 | 2014-08-27 | Zf腓德烈斯哈芬股份公司 | Hybrid drive of a motor vehicle and method for operating same |
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| DE102007049271B4 (en) | 2007-10-15 | 2016-10-20 | Zf Friedrichshafen Ag | Double clutch |
| DE102007050659B4 (en) | 2007-10-24 | 2023-08-03 | Zf Friedrichshafen Ag | Method of operating a power train |
| DE102010010436A1 (en) | 2010-02-26 | 2011-09-01 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Hybrid drive train for transmission kit of motor vehicle, has change gear with multiple gear wheels, where change gear has input shaft and output shaft which is coupled with primary drive or secondary drive |
| DE102010003442A1 (en) | 2010-03-30 | 2011-10-06 | Zf Friedrichshafen Ag | Hybrid propulsion system |
| KR101508473B1 (en) | 2011-07-08 | 2015-04-07 | 미쯔비시 지도샤 고교 가부시끼가이샤 | Transmission |
| DE102012222125A1 (en) | 2012-12-04 | 2014-06-05 | Zf Friedrichshafen Ag | Transmission i.e. dual clutch transmission, for motor vehicle i.e. passenger car, has counter shaft connected with shaft of one of partial transmissions, where shaft of another partial transmission is coupled with one of reduction gears |
-
2017
- 2017-02-17 DE DE102017202599.9A patent/DE102017202599A1/en not_active Withdrawn
-
2018
- 2018-02-13 CN CN201810147693.5A patent/CN108454381B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007042109A1 (en) * | 2005-10-13 | 2007-04-19 | Volkswagen Aktiengesellschaft | Twin clutch gearbox for a motor vehicle, in particular provided with a hybrid drive and a method for controlling said twin clutch gearbox |
| CN103415410A (en) * | 2011-03-11 | 2013-11-27 | 腓特烈斯港齿轮工厂股份公司 | Hybrid drive of a motor vehicle and method for controlling a hybrid drive |
| CN103415411A (en) * | 2011-03-15 | 2013-11-27 | 腓特烈斯港齿轮工厂股份公司 | Hybrid drive of a motor vehicle |
| DE102011089467A1 (en) * | 2011-12-21 | 2013-06-27 | Zf Friedrichshafen Ag | Hybrid drive of a motor vehicle and method for operating the same |
| CN104010855A (en) * | 2011-12-21 | 2014-08-27 | Zf腓德烈斯哈芬股份公司 | Hybrid drive of a motor vehicle and method for operating same |
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Also Published As
| Publication number | Publication date |
|---|---|
| DE102017202599A1 (en) | 2018-08-23 |
| CN108454381A (en) | 2018-08-28 |
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