CN113498457A - 用于机动车辆的混合动力变速器和机动车辆动力传动系 - Google Patents
用于机动车辆的混合动力变速器和机动车辆动力传动系 Download PDFInfo
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- 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
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Abstract
一种用于具有燃烧动力机器(55)和电驱动机器(18)的机动车辆动力传动系的混合动力变速器(10),混合动力变速器具有:第一子变速器(10a),第一子变速器具有多个挡位级和第一变速器输入轴(12);第二子变速器(10b),第二子变速器具有多个挡位级和第二变速器输入轴(14);副轴(16);用于置入挡位级(1,2,3,4,5)的多个换挡元件(A,B,C,D,E);以及布置在多个齿轮组级别中的、活动齿轮(28,32,36,40,44)和固定齿轮(26,30,34,38,42)的齿轮副,以形成挡位级,其中针对燃烧动力机器可置入挡位级中的一部分挡位级,并且针对电驱动机器可置入挡位级中的一部分挡位级;并且为了形成具有最低的和第二低的传动比的挡位级,齿轮副被固定指配给第一子变速器。本发明还涉及一种具有这种混合动力变速器的机动车辆动力传动系。
Description
本发明涉及一种用于机动车辆动力传动系的混合动力变速器、以及一种具有这种混合动力变速器的机动车辆动力传动系。
车辆越来越多地配备有混合动力驱动器、即配备有至少两个不同的驱动源。混合动力驱动器能够有助于减少燃料消耗和有害物质排放。具有燃烧发动机和一个或多个电动机作为并联式混合动力或混合式混合动力的动力传动系已在很大程度上被普遍接受。这种混合动力驱动器在力流中具有燃烧发动机和电驱动器的大体上平行的布置。在此,能够实现驱动力矩的叠加以及借助纯燃烧发动机式的驱动器或纯电动机式的驱动器进行的操控。由于电驱动器和燃烧发动机的驱动力矩可以根据操控来相加,因此可以相对较小地设计燃烧发动机并且/或者暂时关断该燃烧发动机,从而可以在无需牺牲功率或舒适度的情况下实现CO2排放量的显著减少。因此,电驱动器的可能性和优点可能与燃烧动力机器的行驶里程优势、功率优势以及成本优势相关。
上述的混合动力驱动器的缺点通常是更复杂的结构,这是因为这两个驱动源优选仅借助一个变速器来将驱动功率传递到驱动轴。此外,各个挡位级可以部分地仅由一个驱动源来使用。混合动力变速器的结构复杂性的降低在大多数情况下伴随着可变性的损失。
从文献DE 102010030573 A1已知一种混合动力驱动器,该混合动力驱动器具有:例如用于机动车辆的自动化换挡变速器;燃烧发动机,该燃烧发动机与至少一个第一变速器输入轴驱动连接;以及电驱动器,该电驱动器具有与第二变速器输入轴驱动连接的至少一个电动机。这两个变速器输入轴是彼此共轴地布置的,其中换挡设备以其换挡位置中的一个换挡位置使这两个变速器输入轴以有效驱动的方式相互连接并且以另一个换挡位置切换挡位。
在迄今为止的方案中不利的是,电驱动机器仅能被指配有挡位级中的一部分挡位级。通常,较低的挡位级对于电驱动机器来说是有利的,这是因为电动机器可以以高的转速运行。电驱动机器的潜力可以在较低的挡位级得到最佳利用。然而,电驱动机器的较低的挡位级中的一部分是不可用的。
在此背景下,本发明所提出的目的在于,提供燃烧发动机式和电动机式的挡位级组合性更好的一种混合动力变速器和一种动力传动系。尤其,应提供一种如下这样的混合动力变速器和一种如下这样的动力传动系,该混合动力变速器和该动力传动系由于其结构空间小、可变性高和高效可制造性的特性而适合在汽车制造中批量应用。优选地,可以被指配给电驱动机器的较低的挡位级应具有较低的挡位阶跃。
为了实现该目的,本发明涉及一种用于具有燃烧动力机器和电驱动机器的机动车辆动力传动系的混合动力变速器,所述混合动力变速器具有:
第一子变速器,所述第一子变速器具有多个挡位级和第一变速器输入轴;
第二子变速器,所述第二子变速器具有多个挡位级和第二变速器输入轴;
副轴;
用于置入挡位级的多个换挡元件;以及
布置在多个齿轮组级别中的、活动齿轮和固定齿轮的齿轮副,以形成所述挡位级,其中
针对所述燃烧动力机器可置入所述挡位级中的一部分挡位级,并且针对所述电驱动机器可置入所述挡位级中的一部分挡位级;以及
为了形成具有最低的和第二低的传动比的所述挡位级,所述齿轮副被固定指配给所述第一子变速器。
此外,上述目的由一种机动车辆动力传动系来实现,该机动车辆动力传动系具有:
用于提供驱动功率的燃烧动力机器;
用于提供驱动功率的电驱动机器;以及
如上所述的混合动力变速器。
本发明的优选的设计方案在从属权利要求中描述。不言而喻,以上提到的这些特征以及仍将在以下阐述的特征不仅能够以分别给出的组合方式使用,而且还能够以其他组合方式或者单独使用,而不脱离本发明的范围。尤其,机动车辆动力传动系可以根据针对混合动力变速器在从属权利要求中所描述的设计方案来实施。
优选用作主牵引机的电驱动机器在此可以使用具有最低和第二低的传动比的挡位级。这在特殊情况下(例如在行驶阻力高的情况下)尤其是有利的。在此,电驱动机器可以在第一子变速器中使用第一挡位(即最低的传动级)。在纯电力的行驶运行期间,电驱动机器可以使用这两个最低的挡位级并且以较高的效率运行。优选的结构方式是呈前部横向或后部横向结构方式的布置方式(即具有侧向从动装置)。
在一个优选的设计方案中,所述混合动力变速器具有五个挡位级,其中针对所述燃烧动力机器和所述电驱动机器而言可置入所有挡位级。通过设置五个挡位级可以在重量和成本方面高效地实施混合动力变速器。混合动力变速器所具有结构空间需求较小,从而也可以实现针对小型车辆的应用。通过挡位级的可组合性,可以实现混合动力变速器的高的可变性和效率,尤其可以提供第一电驱动机器的至少三个挡位级。优选不设置扭力挡位级。构件的负载被最小化。
在一个优选的设计方案中,大于第二挡位级的所述挡位级的齿轮副被布置在与相邻挡位级的齿轮副不同的子变速器上。由此可以在更高的挡位级实现无牵引力损耗的切换。挡位变换得以更舒适地实施。机动车辆加速更快并且混合动力变速器的切换更高效。
在另外的优选的设计方案中,所述第一子变速器和/或所述第二子变速器被设计成用于与所述电驱动机器和/或另外的电驱动机器设定力传递路径。实现将电驱动机器以技术上简单的方式连结至混合动力变速器。针对混合动力变速器的构件需求可以保持得较小。此外,另外的电驱动机器可以用于牵引燃烧动力机器,从而可以在必要时省去用于燃烧动力机器的启动马达。可以设定串联的行驶运行,其中燃烧动力机器驱动另外的电驱动机器,以便给电驱动机器供应能量。此外,另外的电驱动机器可以在混合动力行驶运行期间针对挡位变换进行同步时支持燃烧动力机器。
在上述混合动力变速器的另外的优选的设计方案中,所述第一子变速器和/或所述第二子变速器被设计成用于在所述第一子变速器和/或所述第二子变速器上形成最高挡位级的轮副的固定齿轮上设定力传递路径。通过这种方式,优选可以在没有另外的传动级的情况下实现电驱动机器的较高的传动比。因为必须使用的构件较少,因此变速器的构造简单且不是很复杂。
在上述混合动力变速器的另外的优选的设计方案中,布置在所述混合动力变速器的轴向端部上的固定齿轮被设计成用于与所述电驱动机器和/或所述另外的电驱动机器设定力传递路径。通过这种方式可以安装具有高功率的、在轴向上长的电驱动机器。混合动力变速器保持紧凑并且具有这种混合动力变速器的动力传动系可以是大功率和高效的。
在另外的优选的设计方案中,所述第一挡位级和/或所述第二挡位级的活动齿轮与另外的形成挡位的齿轮副一起具有共用的换挡元件。替代于此或补充于此,换挡元件实施为形状配合的换挡元件。此外,补充地或替代性地,至少两个换挡元件被设计为双换挡元件,这些双换挡元件可以被双作用的执行器致动。通过设置双换挡元件,可以在变换挡位时简化操控。此外,可以将用于控制混合动力变速器所需的执行器的数量保持得较小。混合动力变速器所具有的构造成本较低。通过设置形状配合的换挡元件,混合动力变速器可以成本有效地并且更少出现故障地实施。
在一个优选的设计方案中,所述混合动力变速器具有用于将所述混合动力变速器中的轴加以操作性连接的第一联接元件和第二联接元件。所述第一变速器输入轴借助于所述第一联接元件而与所述燃烧动力机器可操作性相连接,并且所述第二变速器输入轴借助于所述第二联接元件而与所述燃烧动力机器可操作性相连接。所述第一联接元件和所述第二联接元件被设计为形状配合的联接元件。通过将第一变速器输入轴和/或第二变速器输入轴与燃烧动力机器操作性相连接,所有挡位级都可以用于燃烧动力机器。燃烧动力机器可以高效地运行。
在一个特别优选的设计方案中,所述第一联接元件和所述联接元件可由双作用的执行器来致动。由于联接元件可由双作用的执行器来致动,所以为控制混合动力变速器所需的执行器的数量可以保持得较小。混合动力变速器可以成本有效并且更少出现故障地实施。
在一个优选的设计方案中,所述混合动力变速器具有以有效驱动的方式使所述第一变速器输入轴与所述第二变速器输入轴相连接的连接元件。通过这种方式,所有挡位级都可以用于电驱动机器。混合动力变速器是可以可变地使用的。
在一个优选的设计方案中,所述第一变速器输入轴和所述第二变速器输入轴彼此共轴地布置。所述变速器输入轴中的一个变速器输入轴在此被设计为空心轴并且至少部分地包围所述另一个变速器输入轴。由此可以紧凑地实施变速器。此外,由于变速器输入轴的有利的布置而可以使用共用的副轴,这简化了混合动力变速器的组装。
在一个优选的设计方案中,所述机动车辆动力传动系具有用于提供驱动功率的另外的电驱动机器。由此,燃烧动力机器的尺寸可以设定得较小,这是因为可以通过另外的电驱动机器进行支持。化石燃料的消耗能够得以减少。
在一个优选的设计方案中,所述电驱动机器和/或所述另外的电驱动机器是与所述第一变速器输入轴和/或所述第二变速器输入轴轴线平行地布置的。由此,可以简化与机动车辆动力传动系的连结。此外可以紧凑地构造动力传动系。
通过断开换挡元件并且同时闭合用于下一个更高或更低的挡位级的换挡元件来切换挡位级。因此,第二换挡元件从第一换挡元件一点一点地承担转矩,直至在换挡级变换结束时总转矩都由第二换挡元件承担。在之前进行同步期间,可以更快地进行挡位变换。
联接元件在此被理解为这样的构件,即,该构件可以将驱动机器(例如燃烧发动机或电驱动机器)与轴(优选变速器输入轴)以可松脱的方式操作性连接。
连接元件在此可以是可松脱地使两个轴操作性连接的构件。
燃烧动力机器的牵引应被理解为起动燃烧动力机器或使其处于旋转。牵引在此通过在已置入挡位级并且已接通点火装置时至少部分地闭合摩擦离合器来实现,其中处于运动中的车辆的“动量”(即动能)通过动力传动系传递给燃烧动力机器。
燃烧动力机器在此可以是任何能够通过燃烧诸如汽油、柴油、煤油、乙醇、液化气、汽车燃气等推进剂来产生旋转运动的机器。燃烧动力机器例如可以是汽油发动机、柴油发动机、汪克尔发动机或双冲程发动机。
执行器在此是将电信号转换成机械运动的构件。随双换挡元件一并使用的执行器优选沿两个相反的方向实施运动,以便在第一方向上切换双换挡元件的一个换挡元件并且在第二方向上切换另一个换挡元件。
挡位阶跃应被理解为两个、优选相邻的挡位级的传动比的差异。较低的挡位阶跃意味着,挡位级的传动比的差别较小。相邻挡位级之间的挡位阶跃因此小于省去一个挡位级的挡位阶跃。
串联行驶应被理解为如下的运行模式,即,在该运行模式中燃烧动力机器用作用于作为发电机运行的电驱动机器的驱动器(该电驱动机器馈给另外的电驱动机器),从而使得燃烧动力机器与驱动轮解除联接并且可以优选持续地以唯一的、有利于排放的运行点运行。
将用于形成挡位级的齿轮副固定指配给子变速器应被理解为:如果驱动功率经由子变速器的相应变速器输入轴而被引入到变速器中,则所形成的挡位级只能用于传动驱动功率。
下面借助所选的若干实施例结合附图来详细地描述和阐述本发明。在附图中:
图1示出了本发明混合动力变速器的在第一变体中的实施方式的示意性图示;
图2示出了图1的本发明混合动力变速器的换挡矩阵的示意性图示;
图3示出了本发明混合动力变速器的实施方式的示意性图示;
图4示出了图3的本发明混合动力变速器的换挡矩阵的示意性图示;
图5示出了本发明混合动力变速器在第二变体中的实施方式的示意性图示;
图6示出了本发明混合动力变速器在第三变体中的实施方式的示意性图示;
图7示出了图6的本发明混合动力变速器的换挡矩阵的示意性图示;以及
图8示出了本发明混合动力变速器在第四变体中的实施方式的示意性图示。
图1示意性地示出了位于动力传动系11中的混合动力变速器10的实施方式,该混合动力变速器具有第一变速器输入轴12、和第二变速器输入轴14以及副轴16。第一变速器输入轴12被设计为实心轴。第二变速器输入轴14被设计为空心轴并且至少部分地包围第一变速器输入轴12。
动力传动系11此外具有第一电动机器18。在电驱动机器18的输出轴上布置有固定齿轮20,以便以有效驱动的方式将电驱动机器18与混合动力变速器10连接。此外,动力传动系11具有另外的电驱动机器22,在该另外的电驱动机器的输出轴上布置有固定齿轮24,以便以有效驱动的方式将另外的电驱动机器22与混合动力变速器10连接。
混合动力变速器10包括由虚线框示出的第一子变速器10a和第二子变速器10b。混合动力变速器10具有总共五个挡位级,这些挡位级分别通过由活动齿轮和固定齿轮构成的齿轮副形成。第一挡位级的固定齿轮26被布置在第一变速器输入轴12上并且与活动齿轮28接合。活动齿轮28被布置在副轴16上并且可以借助于换挡元件A以有效驱动的方式与副轴16相连接。第二挡位级的固定齿轮30被布置在副轴16上并且与布置在第一变速器输入轴上的活动齿轮32接合。活动齿轮32可以借助于换挡元件B以有效驱动的方式与第一变速器输入轴12相连接。第三挡位级的固定齿轮34被布置在第二变速器输入轴14上并且与布置在副轴16上的活动齿轮36接合。活动齿轮36可以借助于换挡元件C以有效驱动的方式与副轴16相连接。第四挡位级的固定齿轮38被布置在第一变速器输入轴12上并且与活动齿轮40接合。活动齿轮40被布置在副轴16上并且可以借助于换挡元件D以有效驱动的方式与副轴16相连接。固定齿轮38还被设计成用于与电驱动机器18(优选借助与固定齿轮20的接合)设定力传递路径。第五挡位级的固定齿轮42被布置在第二变速器输入轴14上并且与布置在副轴16上的活动齿轮44接合。活动齿轮44可以借助于换挡元件E与副轴16以有效驱动的方式相连接。固定齿轮42还被设计成用于与另外的电驱动机器22(优选借助与固定齿轮24的接合)设定力传递路径,如通过虚线所示出的那样。
此外,在副轴16上布置有呈固定齿轮形式的第一从动齿轮46,该第一从动齿轮与第二从动齿轮48接合并且形成从动装置。第二从动齿轮48与差速器50以有效驱动的方式相连接,以便将驱动功率从变速器输入端52、电驱动机器18和/或另外的电驱动机器22传输到机动车辆的驱动轮。
换挡元件E、C被组合成双换挡元件EC。换挡元件A、D被组合成双换挡元件AD。挡位级1、2和4的齿轮和换挡元件被布置在第一子变速器10a中。挡位级3和5的齿轮和换挡元件被布置在第二子变速器10b中。齿轮优选被设计为正齿轮。
图2示出了图1的混合动力变速器的换挡图54。在第一栏中,命名了燃烧动力机器55的燃烧动力挡位级V1至V5、以及电驱动机器18的电动挡位级E1.1至E1.3和另外的电驱动机器22的电动挡位级E2.1至E2.2。因此,可以从换挡图54看到,混合动力变速器10的挡位级1至5中的哪个挡位级对应于燃烧动力挡位级V1至V5中的哪个燃烧动力挡位级以及电动挡位级E1.1至E1.3或E2.1至E2.2中的哪个燃烧动力挡位级。在第二栏至第六栏中示出了换挡元件A至F的切换状态,其中“X”意味着换挡元件是闭合的,即,指配给该换挡元件的活动齿轮与指配给该换挡元件的轴以有效驱动的方式相连接。针对燃烧挡位级V1,换挡元件A是闭合的。针对燃烧挡位级V2,换挡元件B是闭合的。针对燃烧挡位级V3,换挡元件C是闭合的。针对燃烧挡位级V4,换挡元件D是闭合的。针对燃烧挡位级V5,换挡元件E是闭合的。
针对电驱动机器18的电动挡位级E1.1,换挡元件A是闭合的。针对电驱动机器18的第二电动挡位级E1.2,换挡元件B是闭合的。针对电驱动机器18的第三电动挡位级E1.3,换挡元件D是闭合的。针对另外的电驱动机器22的第一电动挡位级E2.1,换挡元件C是闭合的。针对另外的电驱动机器22的第二电动挡位级E2.2,换挡元件E是闭合的。
应理解的是,其他的没有明确指示为是闭合的换挡元件在相应的配置中被视为是断开的。因此,其他的换挡元件没有将指配给换挡元件的活动齿轮与指配给换挡元件的轴连接。此外应理解的是,电动挡位级和燃烧动力挡位级在混合动力行驶运行期间可以相互组合,即,例如可以在燃烧挡位级V2行驶并且附加地还可以在电驱动机器18的第二电挡位级E1.2行驶。为此,仅可能使换挡元件B闭合。
在纯电力的行驶运行期间,电驱动机器18可以借助于电动挡位级E1.1至E1.3来传输驱动功率,即,可以使用第一挡位、第二挡位和第四挡位的挡位级来传输功率。附加地或替代性地,另外的电驱动机器22可以借助于电动挡位级E2.1和E2.2来传输驱动功率,即,可以使用第三挡位级和第五挡位级来传输功率。
在混合动力行驶运行期间,电驱动机器18借助于电动挡位级E1.1至E1.3来传输驱动功率。除此之外或替代于此,另外的电驱动机器22借助于电动挡位级E2.1或E2.2来传输驱动功率。附加地,在变速器输入端处与第一变速器输入轴12或第二变速器输入轴14可连接的燃烧动力机器55借助于燃烧动力挡位级V1至V5来传输驱动功率。在借助于燃烧动力挡位级V1、V2和V4来传输燃烧动力机器的驱动功率时,该燃烧动力机器与第一变速器输入轴12以有效驱动的方式相连接。在借助于燃烧动力挡位级V3或V5进行传输时,燃烧动力机器与第二变速器输入轴14相连接。
在纯燃烧发动机式的行驶运行期间,燃烧动力机器可以借助于燃烧动力挡位级V1至V5来传输驱动功率。电驱动机器18、22在此优选没有运行。
也可以设想的是,设定所谓的串联行驶运行,其中燃烧动力机器驱动另外的电驱动机器22。在此,燃烧动力机器55与第二变速器输入轴14相连接并且与作为发电机运行的另外的电驱动机器22联动。因此产生的能量于是可以被输送给电驱动机器18,其中电驱动机器18借助于电动挡位级E1.1至E1.3提供驱动功率。
相同的附图标记涉及相同的特征并且下面不进行详细阐述。详细阐述设计方案的不同之处。
在图3中示出了处于动力传动系11中的本发明混合动力变速器10的变体。相对于图1所示的混合动力变速器10补充性地,在变速器输入端52上示出了第一联接元件K1和第二联接元件K2。此外,在变速器输入端上还示出了燃烧动力机器55。借助于联接元件K1,燃烧动力机器55可以与第一变速器输入轴12以有效驱动的方式相连接。借助于第二联接元件K2,燃烧动力机器55可以与第二变速器输入轴14以有效驱动的方式相连接。
图4示意性示出了处于动力传动系11中的混合动力变速器10的图3所示的实施方式的换挡图56。在换挡图56的前两栏中示出了联接元件K1和K2的切换状态。在3至7栏中示出了换挡元件A至E的切换状态。
在图5中示意性示出了处于动力传动系11中的本发明混合动力变速器10的第二变体。与图1和图3所示的实施方式的不同之处在于,换挡元件B被布置在副轴16上。此外,第二挡位级的活动齿轮32被布置在副轴16上,其中第二挡位级的固定齿轮30被布置在第一变速器输入轴12上。图4所示的换挡图56因此可以描述图5所示的实施方式的切换状态。应理解的是,也可以对应地交换其他的换挡元件和所指配的活动齿轮以及固定齿轮,即,例如从副轴16更换到第一变速器输入轴12或第二变速器输入轴14上。
在图6中示意性示出了处于动力传动系11中的本发明混合动力变速器10的第三变体。与图5所示的实施方式的不同之处在于,设有连接元件K3,以便使第一变速器输入轴12和第二变速器输入轴14彼此以有效驱动的方式相连接。此外,第一联接元件K1被设计为摩擦离合器。通过连接元件K3可以实现的是,燃烧动力机器55总是摩擦配合地(即藉由第一联接元件K1)将驱动功率输送给混合动力变速器10。因此,仅需要一个摩擦离合器K1,以便摩擦配合地借助燃烧动力机器55使用或切换所有存在于混合动力变速器10中的挡位级。在该实施例中,第二联接元件K2优选用于在所谓的串联的行驶运行期间将燃烧动力机器55与另外的电驱动机器22连接。借助摩擦配合的联接元件K1可以实现以下功能:在动力下(例如在紧急制动的情况下)使联接元件K1断开;纯燃烧发动机式地启动;在行驶期间牵引燃烧动力机器55,以便启动燃烧动力机器55;通过另外的电驱动机器22来用动量起动燃烧动力机器55。此外简化了联接元件K1的闭合,这是因为可以省去同步或优选仅需较小的同步。
图7示出了图6所示的实施方式的换挡图58。在第一栏中示出了第一联接元件K1的切换状态。在第二栏中示出了第二联接元件K2的切换状态。在第三栏中示出了连接元件K3的切换状态。在第四栏至第八栏中示出了换挡元件A至E的切换状态。
在图8中示意性示出了处于动力传动系11中的本发明混合动力变速器10的第四变体。为了清楚起见,没有展示位于变速器输入端52处的燃烧动力机器。在所示的实施方式中,第一变速器输入轴12被设计为空心轴并且第二变速器输入轴14被设计为实心轴,其中第一变速器输入轴12至少部分地包围第二变速器输入轴14。第一子变速器10a的挡位级被指配给第一变速器输入轴12,即,借助于设计为空心轴的第一变速器输入轴12来展示。第二子变速器10b的挡位级借助于设计为实心轴的第二变速器输入轴14来展示。从变速器输入端52看,挡位顺序为4、2、1、3、5,而在以上所展示的实施方式中,从变速器输入端52看,挡位顺序为5、3、2、1、4。
电驱动机器18藉由固定齿轮38和固定齿轮20与第一子变速器10a以有效驱动的方式相连接。另外的电驱动机器22借助于固定齿轮42和固定齿轮24与第二子变速器10b以有效驱动的方式相连接。图8所示的实施方式的切换状态可以借助于在图2中示出的换挡图54来描述。
应理解的是,在所有示出的实施方式中,齿轮副的换挡元件也可以被布置在与所示的轴不同的轴上。此外应理解的是,电驱动机器18或另外的电驱动机器22的连结可以直接或藉由预传动装置来进行。此外也可以设想的是,电驱动机器可借助于牵引机构传动装置进行连结。还可以设想的是,一个或两个电驱动机器被设计为所谓的共轴机器,在这些共轴机器中,变速器输入轴形成转子,其中电动机器的定子防旋转地布置在壳体上。
尤其,可以设想以下实施变体:
电驱动机器至少连结至子变速器。
电驱动机器被连结至第一子变速器。
电驱动机器相应地连结至两个子变速器。
电驱动机器连结至形成最高挡位的轮副的固定齿轮。
电驱动机器分别连结至变速器主轴线的最外的固定齿轮,以便实现更长的轴线平行的电驱动机器。
齿轮组具有至少5个形成挡位的齿轮组对。
具有第一挡位和第二挡位的子变速器具有至少一个另外的形成挡位的轮副。
第一子变速器具有挡位1、2和4。
第二子变速器具有挡位3和5。
第一挡位或第二挡位的活动齿轮与另外的形成挡位的轮副一起具有共用的换挡元件。
换挡元件A、B、C、D、E被实施为形状配合的换挡元件。
电驱动机器与驱动器轴线平行地布置。
换挡元件E和C被设计为双换挡元件。
换挡元件A和D被设计为双换挡元件。
驱动轴可以藉由联接元件K1和K2与燃烧动力机器相连接。
联接元件K1和K2被实施为形状配合的联接元件。
联接元件K1和K2被实施为双元件。
设有使两个子变速器相互连接的连接元件K3。
连接元件K3与第一子变速器的形成挡位的轮副形成双元件。
挡位从驱动器开始以5、3、2、1、4或5、3、1、2、4的顺序来布置。
驻车锁止装置被布置在相对于差速器的小齿轮轴上。
借助附图和说明书概括地描述并且解释本发明。描述和解释应理解为示例而非限制性的。本发明不限于所公开的实施方式。本领域技术人员在使用本发明以及在准确地分析附图、公开内容和所附的专利权利要求时得出其他的实施方式或变体。
在专利权利要求中,词语“包括”和“具有”不排除存在其他的元件或步骤。不定冠词“一个”或“一”不排除存在多个。单个元件或单个单元可以实施在专利权利要求中提到的多个单元的功能。在多个不同的从属专利权利要求中提到的若干措施不应理解为这些措施的组合不能同样以有利的方式使用。
附图标记清单
10 混合动力变速器
10a 第一子变速器
10b 第二子变速器
11 动力传动系
12 第一变速器输入轴
14 第二变速器输入轴
16 副轴
18 电驱动机器
20 电驱动机器的固定齿轮
22 另外的电驱动机器
24 另外的电驱动机器的固定齿轮
26 第一挡位级的固定齿轮
28 第一挡位级的活动齿轮
30 第二挡位级的固定齿轮
32 第二挡位级的活动齿轮
34 第三挡位级的固定齿轮
36 第三挡位级的活动齿轮
38 第四挡位级的固定齿轮
40 第四挡位级的活动齿轮
42 第五挡位级的固定齿轮
44 第五挡位级的活动齿轮
46 第一从动齿轮
48 第二从动齿轮
50 差速器
52 变速器输入端
54 换挡图
55 燃烧动力机器
56 换挡图
58 换挡图
A 换挡元件
B 换挡元件
C 换挡元件
D 换挡元件
E 换挡元件
K1 第一联接元件
K2 第二联接元件
K3 连接元件。
Claims (14)
1.一种用于具有燃烧动力机器(55)和电驱动机器(18)的机动车辆动力传动系的混合动力变速器(10),所述混合动力变速器具有:
第一子变速器(10a),所述第一子变速器具有多个挡位级和第一变速器输入轴(12);
第二子变速器(10b),所述第二子变速器具有多个挡位级和第二变速器输入轴(14);
副轴(16);
用于置入挡位级(1,2,3,4,5)的多个换挡元件(A,B,C,D,E);以及
布置在多个齿轮组级别中的、活动齿轮(28,32,36,40,44)和固定齿轮(26,30,34,38,42)的齿轮副,以形成所述挡位级,其中
针对所述燃烧动力机器可置入所述挡位级中的一部分挡位级,并且针对所述电驱动机器可置入所述挡位级中的一部分挡位级;并且
为了形成具有最低的和第二低的传动比的所述挡位级,所述齿轮副被固定指配给所述第一子变速器。
2.根据前一权利要求所述的混合动力变速器(10),其中
所述混合动力变速器具有五个挡位级(1,2,3,4,5);并且
针对所述燃烧动力机器(55)和所述电驱动机器(18)而言可置入所有挡位级。
3.根据前述权利要求之一所述的混合动力变速器(10),其中大于第二挡位级的所述挡位级的齿轮副被布置在与相邻挡位级的齿轮副不同的子变速器上。
4.根据前述权利要求之一所述的混合动力变速器(10),其中所述第一子变速器(10a)和/或所述第二子变速器(10b)被设计成用于与所述电驱动机器(18)和/或另外的电驱动机器(22)设定力传递路径。
5.根据前一权利要求所述的混合动力变速器(10),其中所述第一子变速器(10a)和/或所述第二子变速器(10b)被设计成用于在所述第一子变速器和/或所述第二子变速器上形成最高挡位级的轮副的固定齿轮(38)上设定力传递路径。
6.根据权利要求4或5之一所述的混合动力变速器(10),其中布置在所述混合动力变速器的轴向端部上的固定齿轮(38,42)被设计成用于与所述电驱动机器(18)和/或所述另外的电驱动机器(22)设定力传递路径。
7.根据前述权利要求之一所述的混合动力变速器(10),其中
所述第一挡位级和/或所述第二挡位级的活动齿轮(28,32)与另外的形成挡位的齿轮副一起具有共用的换挡元件;
所述换挡元件(A,B,C,D)被实施为形状配合的换挡元件;并且/或者
至少两个换挡元件(A,B,C,D)被设计为双换挡元件(EC,AD)。
8.根据前述权利要求之一所述的混合动力变速器(10),所述混合动力变速器具有:
用于将所述混合动力变速器中的轴加以操作性连接的第一联接元件(K1)和第二联接元件(K2),其中
所述第一变速器输入轴(12)借助于所述第一联接元件(K1)而与所述燃烧动力机器可操作性相连接,并且所述第二变速器输入轴(14)借助于所述第二联接元件(K2)而与所述燃烧动力机器可操作性相连接;并且
所述第一联接元件和所述第二联接元件(K1,K2)被设计为形状配合的联接元件。
9.根据前一权利要求所述的混合动力变速器(10),其中所述第一联接元件和所述第二联接元件可由双作用的执行器来致动。
10.根据前述权利要求之一所述的混合动力变速器(10),所述混合动力变速器具有以有效驱动的方式使第一变速器输入轴(12)与第二变速器输入轴(14)相连接的连接元件(K3)。
11.根据前述权利要求之一所述的混合动力变速器(10),其中所述第一变速器输入轴(12)和所述第二变速器输入轴(14)彼此共轴地布置;并且
所述变速器输入轴中的一个变速器输入轴被设计为空心轴并且至少部分地包围所述另一个变速器输入轴。
12.一种机动车辆动力传动系(11),所述机动车辆动力传动系具有:
用于提供驱动功率的燃烧动力机器(55);
用于提供驱动功率的电驱动机器(18);以及
根据前述权利要求之一所述的混合动力变速器(10)。
13.根据前一权利要求所述的机动车辆动力传动系(11),所述机动车辆动力传动系具有用于提供驱动功率的另外的电驱动机器(22)。
14.根据前述权利要求之一所述的机动车辆动力传动系(11),其中所述电驱动机器和/或所述另外的电驱动机器是与所述第一变速器输入轴和/或所述第二变速器输入轴轴线平行地布置的。
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DE102019202973.6A DE102019202973A1 (de) | 2019-03-05 | 2019-03-05 | Hybridgetriebe für Kraftfahrzeug und Kraftfahrzeug-Antriebsstrang |
DE102019202973.6 | 2019-03-05 | ||
PCT/EP2019/077892 WO2020177889A1 (de) | 2019-03-05 | 2019-10-15 | Hybridgetriebe für kraftfahrzeug und kraftfahrzeug-antriebsstrang |
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US (1) | US20220126675A1 (zh) |
EP (1) | EP3768989B1 (zh) |
CN (1) | CN113498457A (zh) |
DE (1) | DE102019202973A1 (zh) |
WO (1) | WO2020177889A1 (zh) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114228469A (zh) * | 2022-01-24 | 2022-03-25 | 一汽解放汽车有限公司 | 一种双电机变速***及车辆 |
Families Citing this family (2)
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DE102019205324B4 (de) * | 2019-04-12 | 2024-03-28 | Zf Friedrichshafen Ag | Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug |
JP7011636B2 (ja) * | 2019-10-11 | 2022-01-26 | 本田技研工業株式会社 | 駆動装置 |
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EP1270301A3 (en) * | 2001-06-19 | 2007-02-21 | Hitachi, Ltd. | Power transmission apparatus for automobile |
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DE102010030573A1 (de) | 2010-06-28 | 2011-12-29 | Zf Friedrichshafen Ag | Hybridantrieb mit einem automatisierten Schaltgetriebe |
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DE102015221514A1 (de) * | 2015-11-03 | 2017-05-04 | Zf Friedrichshafen Ag | Getriebe für ein Hybridfahrzeug, Antriebsstrang mit einem solchen Getriebe und Verfahren zum Betreiben desselben |
DE102016013477A1 (de) * | 2016-11-11 | 2017-05-18 | Daimler Ag | Hybriddoppelkupplungsgetriebe |
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DE102019201298A1 (de) * | 2019-02-01 | 2020-08-06 | Zf Friedrichshafen Ag | Hybridgetriebe für ein Kraftfahrzeug |
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- 2019-03-05 DE DE102019202973.6A patent/DE102019202973A1/de active Pending
- 2019-10-15 CN CN201980093463.8A patent/CN113498457A/zh active Pending
- 2019-10-15 WO PCT/EP2019/077892 patent/WO2020177889A1/de unknown
- 2019-10-15 EP EP19795106.4A patent/EP3768989B1/de active Active
- 2019-10-15 US US17/436,185 patent/US20220126675A1/en not_active Abandoned
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CN114228469A (zh) * | 2022-01-24 | 2022-03-25 | 一汽解放汽车有限公司 | 一种双电机变速***及车辆 |
Also Published As
Publication number | Publication date |
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WO2020177889A1 (de) | 2020-09-10 |
EP3768989A1 (de) | 2021-01-27 |
DE102019202973A1 (de) | 2020-09-10 |
EP3768989B1 (de) | 2023-09-27 |
US20220126675A1 (en) | 2022-04-28 |
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