CN113357324B - Powertrain for a vehicle and method for operating a powertrain with a two-speed transmission - Google Patents

Powertrain for a vehicle and method for operating a powertrain with a two-speed transmission Download PDF

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Publication number
CN113357324B
CN113357324B CN202110233887.9A CN202110233887A CN113357324B CN 113357324 B CN113357324 B CN 113357324B CN 202110233887 A CN202110233887 A CN 202110233887A CN 113357324 B CN113357324 B CN 113357324B
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CN
China
Prior art keywords
gear
clutch
powertrain
electric machine
input shaft
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Active
Application number
CN202110233887.9A
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Chinese (zh)
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CN113357324A (en
Inventor
曼努埃尔·曼
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Magna Pt & CoKg GmbH
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Magna Pt & CoKg GmbH
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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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • F16H3/10—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 with one or more one-way clutches as an essential feature
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0059—Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0293—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being purely mechanical
    • F16H61/0295—Automatic gear shift control, e.g. initiating shift by centrifugal forces
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • F16H2003/0811—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 using unsynchronised clutches
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/044—Smoothing ratio shift when a freewheel device is disengaged or bridged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A powertrain with a dual-speed transmission has an electric machine, a transmission input shaft and a transmission for setting a first and a second gear, wherein the first gear is provided with a freewheel and the second gear is provided with a centrifugal force-controlled friction clutch, wherein the first clutch connects a gear wheel of the first gear with the transmission input shaft and the second clutch connects a gear wheel of the second gear with the transmission input shaft.

Description

Powertrain for a vehicle and method for operating a powertrain with a two-speed transmission
Technical Field
The invention relates to a powertrain for a vehicle and a method for operating a powertrain with a double-ratio transmission.
Background
A double gear transmission is known from DE 199 17 724 A1. It is known from this prior art to provide a powertrain for an electric or hybrid vehicle, wherein the powertrain has a load-switchable 2-speed transmission. The electric machine is connected to a transmission input shaft via a constant wheel set, on which two loose wheels are rotatably mounted. The loose wheel can be connected to the transmission input shaft by means of a friction clutch housing which can switch the load. Furthermore, the differential is connected to two driving wheels, which are directly engaged with the two running wheels. In this way, a compact drive train can be provided for an electrically driven motor vehicle. The two gears can be separated, which can enable operation in urban traffic and operation in long distance traffic in an energy-saving manner.
A double-gear transmission is also known from DE 10 2012 015 863 A1, in which the first clutch device has a freewheel clutch. In this embodiment, the first clutch device does not need to be provided with a load switching clutch. Accordingly, the effort for providing the load shifting clutch and for providing the associated actuators and control software is eliminated. The load shifting clutch of the second clutch device must therefore only be actuated in a targeted manner for the load shifting between the first gear and the other gears. A manipulation is not necessary due to the freewheel clutch, in which a pressure overlap of the two load shifting clutches is necessary.
DE 10 2013 108 300 A1 relates to a gear change transmission for a drive unit of an electric vehicle, a drive unit having a gear change transmission and a method for operating a gear change transmission, wherein the gear change transmission has a first gear with a gear ratio to an axle for slow driving and the gear change transmission has a second gear with a gear ratio to an axle for fast driving, the gear change transmission further comprising a first gear change element for positively engaging and disengaging the first gear and the gear change transmission has a friction-locking load clutch for engaging and disengaging the second gear.
It is an object of the present invention to provide an improved embodiment for a two speed transmission.
Disclosure of Invention
The object is achieved by means of a power train with a double-ratio transmission, which has an electric machine, a transmission input shaft and a transmission for setting a first and a second gear, wherein the first gear is provided with a freewheel and the second gear is provided with a centrifugal force-controlled friction clutch, wherein the first clutch connects a gear wheel of the first gear with the transmission input shaft and the second clutch connects a gear wheel of the second gear with the transmission input shaft.
By means of a simple double-gear transmission, a plurality of driving situations can be realized, and a parking lock can be connected. In both gears, the vehicle can be driven with traction and coasting (Schubbetrieb). It is possible to coast in two gears and switch the load from the first gear to the second gear and vice versa in traction operation with a positive rotational speed gradient. The shift from the second gear to the first gear is no-load during the coasting operation. The proposed transmission has a high functionality with a large weight saving compared to known double-ratio transmissions. The cost of such a transmission is thereby also reduced.
Advantageously, the first and second clutches are actuated via a common shift drum, which is driven by an actuator. By using a common shift drum, components are saved and the transmission is optimized in terms of weight. As soon as the rotational speed of the transmission input shaft is greater than the rotational speed of the gear change wheel of the first gear, the freewheel is locked.
Advantageously, the output is via a fixed wheel and a driven wheel respectively associated.
The object is also achieved by means of a method according to the invention for operating a powertrain with a double-ratio transmission.
For the park position, the first and second clutches may be closed during engagement of both gears, such that the double-gear clutch is pulled taut.
In the first gear, the motor is started, wherein the second clutch is relieved, so that the second clutch can be disconnected.
When upshifting under load, the first clutch is first opened and then when the shift speed is reached the friction clutch is closed and torque is transferred from the first gear to the second gear, and after the torque transfer the rotational speed of the electric machine is reduced to the rotational speed of the shift gear of the second gear, whereby the freewheel is no longer locked and torque is transferred from the transmission input shaft only to the second gear.
Following the shift process, the second claw clutch is engaged and torque is transmitted from the transmission input shaft to the driven wheels via the second claw clutch at a predetermined shift speed.
The second clutch is opened during a downshift under load with a negative rotational speed gradient, wherein the torque of the electric machine is also transmitted by the engaged friction clutch and the shift speed is passed, wherein once the rotational speed of the transmission input shaft is greater than the rotational speed of the shift gear of the first gear and the torque is transmitted from the second gear to the first gear and the first clutch is engaged, the torque is also transmitted to the second gear by the slipping friction clutch.
The following steps are carried out during an inertia drive downshift (Schubr u ckschaltung):
The braking action due to the energy recovery of the electric machine EM is taken over by the service brake of the vehicle and the second clutch K2 is relieved by the electric machine EM and can be disconnected;
actively synchronizing the rotational speed of the first gear by means of the electric machine EM and engaging the first clutch (K1);
And the braking action of the service brake is taken over by the energy recuperation of the electric machine EM.
In the event of a constant driving speed falling below the shift speed or an upshift at the shift speed, the torque of the electric machine EM is first removed and the first clutch K1 is disengaged, and then the electric machine performs active synchronization of the second gear and then engages the second clutch.
Drawings
The invention is described below by way of example with reference to the accompanying drawings.
FIG. 1 shows a schematic of the present invention;
fig. 2 shows a switching table.
Detailed Description
The powertrain 1 is constituted by, inter alia, an electric machine EM, a transmission 2 and a differential 3.
The double-ratio transmission 2 is composed of a transmission input shaft 4, on which gear wheels 5, 6 for a first gear 1G and a second gear 2G are arranged, and an output shaft 7, on which fixed wheels 8, 9 and an end output with a driven wheel 10 are present.
The two shifting gears 5, 6 can each be connected to the transmission input shaft 4 via a claw clutch K1, K2. In addition, the gear wheel 5 of the first gear 1G is connected to the transmission input shaft 4 via a freewheel 11 and the gear wheel 6 of the second gear can be coupled to the transmission input shaft 4 via a centrifugal force-controlled friction clutch RK. As soon as the rotational speed of the transmission input shaft 4 is greater than the rotational speed of the gear wheel 5 of the first gear 1G, the freewheel (Freilauf) 11 is locked. The centrifugal force-controlled friction clutch RK is designed such that a centrifugal weight for clutch actuation is arranged on the gear wheel 6 of the second gear. Accordingly, once the relevant rotational speed y is reached, a specific torque x is transmitted.
The switching of the dog clutch, the first and the second clutch K1, K2 is performed by means of a shift drum, which is driven by an actuator. These components are not shown in the drawings. Two guide rails are provided on the shift drum, which have a total of four shift positions, so that the clutches K1 and K2 can be closed, K1 can be closed and K2 can be opened, K1 and K2 can be opened, and K1 can be opened and K2 can be closed. When the vehicle is parked, the parking lock is accessed.
In the basic position with the parking lock inserted, the dog clutches K1 and K2 are engaged so that the two gears 1G and 2G are engaged. Accordingly, rolling off of the vehicle is prevented by the tightening wheel set.
For starting, the dog clutch K2 is de-loaded by the motor EM and then disconnected. Whereby the vehicle can be started in both traveling directions by reversing the direction of rotation of the motor EM. In this case, torque is transmitted from the transmission input shaft 4 via the locked freewheel 11 to the first gear during traction mode and from the first gear to the transmission input shaft 4 via the claw clutch K1 during coasting mode.
As soon as the vehicle approaches the preset shift speed with a positive rotational speed gradient, the claw clutch K1 is disengaged. This is possible because the torque of the electric machine EM is also transmitted by the locked freewheel 11 during traction operation and the claw clutch K1 is therefore unloaded.
If a shift speed is passed, the friction clutch RK is closed due to centrifugal force control. Whereby torque is ideally transferred from the first gear to the second gear and the rotational speed of the electric machine EM is reduced to the rotational speed of the gear wheel 6 of the second gear. The rotational speed of the transmission input shaft 4 is thereby less than the rotational speed of the gear wheel 5 of the first gear, whereby the freewheel 11 is no longer locked. Accordingly, torque is transmitted from the transmission input shaft 4 only to the second gear. The dog clutch of the second clutch K2 is then engaged. This makes it possible to transmit torque from the transmission input shaft 4 to the driven wheels 10 via the second clutch K2 even at a predetermined shift speed.
As soon as the vehicle approaches the preset shift speed with a negative rotational speed gradient, the second clutch K2 is disengaged. This is possible because during traction operation the torque of the electric machine EM is also transmitted by the closed friction clutch RK and thus the second clutch K2 is unloaded. If a shift speed is passed, the friction clutch RK is opened due to centrifugal force control. The rotational speed of the electric machine EM can thereby be switched off, while torque is also transmitted to the second gear via the slipping friction clutch. As soon as the rotational speed of the transmission input shaft 4 is greater than the rotational speed of the gear wheel 5 of the first gear, torque is ideally transmitted from the second gear to the first gear. The first clutch K1 is then closed again in response to the load change and the shift process is ended.
Since the coasting downshift is not load-shiftable, it is performed on the basis of the centrifugal force-controlled friction clutch RK irrespective of the preset shift speed. For an inertia drive downshift, the braking action due to the energy recuperation of the electric machine EM is initially taken by the operating brake of the vehicle and the second clutch K2 is relieved by the electric machine EM. Once the second clutch is unloaded, the second clutch K2 is disengaged.
The rotational speed of the first gear is then synchronized by the electric machine EM and the braking action of the vehicle is adjusted accordingly. The first clutch K1 is engaged at the same rotational speed and the braking action of the operating actuators of the vehicle is assumed by the energy recuperation of the electric machine EM.
If the vehicle is continuously operated at a predetermined shift speed and the centrifugal force-controlled friction clutch is continuously slipping, a shift process from the first gear to the second gear or from the second gear to the first gear is carried out by means of a thrust interruption.

Claims (11)

1. A powertrain (1) for a vehicle, having an Electric Machine (EM), a transmission input shaft (4) and a double-ratio transmission (2) for setting a first gear (1G) and a second gear (2G), wherein the first gear (1G) is provided with a freewheel (11) and the second gear (2G) is provided with a centrifugal force-controlled friction clutch (RK), wherein a first clutch (K1) connects a gear wheel (5) of the first gear (1G) with the transmission input shaft (4) and a second clutch (K2) connects a gear wheel (6) of the second gear (2G) with the transmission input shaft (4), wherein the freewheel (11) and the friction clutch (RK) are arranged on the transmission input shaft (4).
2. Powertrain (1) according to claim 1, characterized in that the first clutch (K1) and the second clutch (K2) are steerable via a common shift drum, which is driven by an actuator.
3. Powertrain (1) according to claim 1 or 2, characterized in that the freewheel (11) is locked as soon as the rotational speed of the transmission input shaft (4) is greater than the rotational speed of the gear wheel (5) of the first gear (1G).
4. Powertrain (1) according to claim 1 or 2, characterized in that a centrifugal weight of the friction clutch (RK) is associated with a gear change gear (6) of the second gear and that the friction clutch (RK) is closed when the vehicle reaches a gear change speed.
5. Powertrain (1) according to claim 1 or 2, characterized in that the output is via a fixed wheel (8, 9) and a driven wheel (10) respectively associated.
6. Powertrain (1) according to claim 1 or 2, characterized in that the first clutch (K1) and the second clutch (K2) are configured as positive dog clutches.
7. Method for operating a powertrain (1) according to one of claims 1 to 6, characterized in that the first clutch (K1) is first opened during upshifting under load and subsequently the friction clutch (RK) is closed and torque is transferred from the first gear (1G) to the second gear (2G) and the rotational speed of the Electric Machine (EM) is reduced after torque transfer to the rotational speed of the gear wheel (6) of the second gear (2G), whereby the freewheel (11) is no longer locked and the torque is transferred from the transmission input shaft (4) only to the second gear (2G).
8. The method according to claim 7, characterized in that the second clutch (K2) is engaged immediately after a shift process and torque is transmitted from the transmission input shaft (4) to the driven wheel (10) via the second clutch (K2) at a preset shift speed.
9. Method for operating a powertrain (1) according to one of claims 1 to 6, characterized in that the second clutch (K2) is opened during a downshift under load with a negative rotational speed gradient, wherein the torque of the Electric Machine (EM) is also transmitted by the closed friction clutch (RK) and a shift speed is passed, wherein once the rotational speed of the transmission input shaft (4) is greater than the rotational speed of the shift gear (5) of the first gear (1G) and torque is transferred from the second gear (2G) to the first gear (1G) and the first clutch (K1) is closed, the torque is also transmitted to the second gear (2G) by the slipping friction clutch (RK).
10. Method for operating a powertrain (1) according to any of claims 1 to 6, characterized in that the following steps are performed in an inertia running downshift:
-taking over a braking action due to energy recovery of the Electric Machine (EM) by a running brake of the vehicle and unloading and being able to disconnect the second clutch (K2) by the Electric Machine (EM);
-actively synchronizing the rotational speed of the first gear by means of the Electric Machine (EM) and engaging the first clutch (K1);
-and the braking action of the service brake is taken up by the energy recovery of the Electric Machine (EM).
11. Method for operating a powertrain (1) according to one of claims 1 to 6, characterized in that in the event of an upshift with a constant travel speed below or at a shift speed, firstly the torque of the Electric Machine (EM) is cancelled and the first clutch (K1) is disconnected, and then the active synchronization of the second gear is carried out by the Electric Machine (EM) and the second clutch (K2) is subsequently engaged.
CN202110233887.9A 2020-03-04 2021-03-03 Powertrain for a vehicle and method for operating a powertrain with a two-speed transmission Active CN113357324B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020202788.9 2020-03-04
DE102020202788.9A DE102020202788B3 (en) 2020-03-04 2020-03-04 Drive train for a vehicle and a method for operating a drive train with a two-speed transmission

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Publication Number Publication Date
CN113357324A CN113357324A (en) 2021-09-07
CN113357324B true CN113357324B (en) 2024-06-18

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DE (1) DE102020202788B3 (en)

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DE102021211412B3 (en) 2021-10-11 2023-01-26 Zf Friedrichshafen Ag Transmission device for a motor vehicle
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