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WO2018115227A1 - Dispositif de transmission de couple, système d'entraînement et véhicule à moteur - Google Patents

Dispositif de transmission de couple, système d'entraînement et véhicule à moteur Download PDF

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Publication number
WO2018115227A1
WO2018115227A1 PCT/EP2017/083997 EP2017083997W WO2018115227A1 WO 2018115227 A1 WO2018115227 A1 WO 2018115227A1 EP 2017083997 W EP2017083997 W EP 2017083997W WO 2018115227 A1 WO2018115227 A1 WO 2018115227A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
torque transmission
gear set
transmission device
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2017/083997
Other languages
German (de)
English (en)
Inventor
Helmut Kassler
Ivan ANDRASEC
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102016226090.1A external-priority patent/DE102016226090A1/de
Application filed by AVL List GmbH filed Critical AVL List GmbH
Priority to DE112017006505.4T priority Critical patent/DE112017006505A5/de
Priority to CN201780084075.4A priority patent/CN110234529B/zh
Publication of WO2018115227A1 publication Critical patent/WO2018115227A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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 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 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
    • 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
    • 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 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. a stepped orbital gear or Ravigneaux
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using externally powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using externally powered electric machines with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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 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 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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • 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
    • 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
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a torque transmission device, preferably for a motor vehicle, in particular for a hybrid vehicle, wherein the torque transmission device comprises a first input shaft, a second input shaft, a first planetary gear set, a second planetary gear set, another gear set, a first separation clutch, a second separation clutch, a first Has a braking device, a second brake device and an output shaft.
  • the torque transmission device comprises a first input shaft, a second input shaft, a first planetary gear set, a second planetary gear set, another gear set, a first separation clutch, a second separation clutch, a first Has a braking device, a second brake device and an output shaft.
  • the present invention relates to a drive system having at least a first drive motor, in particular an internal combustion engine, a second drive motor, in particular an electric motor operable as a motor, and a torque transmission device having a first input shaft and a second input shaft, wherein the first drive motor with the first input shaft is rotatably connected or nadoverbindbar, and wherein the second drive motor with the second input shaft is rotatably connected or lubverbindbar.
  • the invention relates to a vehicle, in particular a motor vehicle, with a drive system with a torque transmission device.
  • Torque transmission devices with two input shafts and one output shaft and two planetary gear sets and a further gear set and a plurality of switching elements in the form of disconnect couplings and / or braking devices are basically known from the prior art, for example from DE 10 2015 222 594 A1, US 8,246,500 B2 or WO 2014/063980 A1.
  • the three aforementioned documents DE 10 2015 222 594 A1, US Pat. No. 8,246,500 B2 and WO 2014/063980 A1 relate in each case to generic torque transmission devices for a drive system with a primary drive and a primary drive. drive shaft, in particular for vehicles, wherein the torque transmission devices disclosed in the aforementioned documents each have two planetary gear sets, each forming a Ravigneaux planetary gear set, which is preceded by a further transmission in the form of a simple planetary gear set.
  • Torque transmission devices with a Ravigneaux planetary gear set and an upstream, further planetary gear set are also referred to as so-called Lepelletier gear.
  • a torque transmission device has a first planetary gear set, which as first gear elements, a first sun gear, at least a first planetary gear meshing with the first sun gear and a planetary carrier for rotatably supporting the at least one first planetary gear.
  • the second planetary gear set of a torque transmission device has a second sun gear, a second ring gear and at least one second planet gear, wherein the at least one second planetary gear meshes with the second sun gear, the second ring gear and one of the first planet gears and rotatably mounted on the planet carrier is supported, in particular on the same planet carrier as the at least one, first planetary gear.
  • the further set of gears of a torque transmission device has an input side and an output side, wherein the input side of the other set of gears with the first input shaft is rotatably connected or lubverbindbar and the output side of the other set of gears by means of the second separating clutch with the first sun gear of the first planetary gear set is lubverbindbar.
  • the first separating clutch of a torque transmission device is designed for rotational connection of the first input shaft with the planet carrier and the first braking device is designed for releasably fixing the second sun gear of the second planetary gear set.
  • the second braking device is designed for releasably fixing the planet carrier.
  • the output shaft is rotatably connected or lubverbindbar with the second ring gear of the second planetary gear set.
  • the first planetary gear set and the second planetary gear set form a Ravigneaux planetary gear set, which is preferably preceded by the further gear set in the power flow direction, starting from the first input shaft.
  • the first input shaft of a torque transmission device is preferably rotatably connected to a first drive motor, in particular with an internal combustion engine.
  • the second input shaft of a torque transmission device according to the invention is preferably rotatably connected to a second drive motor, in particular with an electric machine which can be operated at least as a motor and which is preferably additionally operable as a generator.
  • a torque transmission device according to the invention can be appreciably increased.
  • E-CVT operation Electric - Continuously variable transmission operation
  • torque and speed are continuously adjustable in a defined operating range.
  • the second drive motor can also be operated as a generator, in particular an electric machine which can be operated as a motor and as a generator
  • the second drive motor can also be used for recuperation in certain situations to generate electrical energy, which is preferably present in an energy store, in particular a battery or the like can be stored, and / or can be transmitted to supply an electrical consumer directly to this.
  • the second input shaft is connected to the first sun gear with a defined gear ratio, in some cases a particularly efficient operation of a drive system with an electric machine as the second drive motor can be achieved, because with the aid of the gear ratio step, Chend suitably selected translation operation of the second drive motor in its optimum operating range, in particular in the range of its best possible efficiency, allows.
  • a so-called charging operation is possible in which electrical energy can be generated when the vehicle is at a standstill.
  • a locking device of the drivable axle is provided as a further switching element in order to prevent a transmission of a torque to the wheels.
  • the output shaft of a torque transmission device is preferably rotatably connected or rotationally connected to a drivable axle of a vehicle.
  • At least one separating clutch of a torque transmission device according to the invention is preferably designed as a friction clutch, in particular as a multi-plate clutch.
  • an input shaft is understood to mean a component mounted in a rotatably movable manner which is suitable for receiving a torque from a drive motor and for transmitting the torque to a further component of the torque transmission device.
  • the input shaft according to the invention is the input shaft of a transmission.
  • the input shaft is rotatably supported by a transmission housing of the torque transmitting device or mounted in the transmission housing.
  • At least one input shaft is formed as a shaft and at least partially supported in a, at least partially surrounding the torque transmission device transmission housing and / or stored in the transmission housing and / or in particular led out of the gearbox housing at least partially.
  • An output shaft according to the invention is a shaft or a transmission element, via which a mechanical power, in particular an output power can be dissipated by the torque transmission device.
  • the output shaft is formed as a shaft and at least partially supported by the transmission housing and / or stored in the transmission housing and / or in particular at least partially led out of the transmission housing.
  • a transmission which serves to convert an input torque into an output torque and to one or more transmission elements
  • a planetary gear according to the invention preferably has at least two transmission elements, in particular at least one rotatable on a planet carrier supported planetary gear and a sun gear and / or a ring gear, wherein the at least one planetary gear meshes with the sun gear and / or the ring gear.
  • each gear element can be acted upon by the input torque and the output torque can be tapped at each of the other transmission elements, which is not acted upon by the input torque.
  • a disconnect clutch according to the invention is a torque transmission device which can be operated in at least two switching states, preferably in a closed switching state in which a torque can be transmitted via the disconnect clutch, and in an open state in which a power flow between two each with the separating clutch, in particular mechanically connected components is separated and thus no torque can be transmitted via the separating clutch.
  • a separating clutch preferably has at least two coupling parts, wherein the two coupling parts in a closed state of the separating clutch are mechanically preferably rotationally connected to each other, in particular frictionally engaged or positively, and in an open state, in particular independently of each other are rotatable relative to each other.
  • a braking device is used for releasably fixing at least one rotatably connected to the braking device component, in particular for releasably fixing at least one transmission element, in particular for releasably fixing the associated transmission element to a torque transmission device surrounding the transmission housing.
  • the brake device When the brake device is activated, ie when the brake device is closed, the fixed transmission element is not movable thus preferably can not rotate and is thus blocked in particular in its rotational movement.
  • the transmission element is preferably movable in at least one of its intended degrees of freedom.
  • An input side of a transmission is understood to mean an area and / or at least one component of the associated transmission, via which a power, in particular a drive power, can be applied to the respectively associated transmission.
  • An output side of a transmission in particular below the output side of the further transmission set, is to be understood in the sense of the invention in each case an area and / or at least one component, via which a power applied to the respectively associated transmission can be dissipated.
  • the terms input side and output side are not to be understood as being spatially restrictive, i. the input side and the output side do not necessarily have to be on different sides of a gearbox, but may well be arranged close to each other on one side.
  • a rotationally fixed connection of two elements or components is understood to be rotationally connected or non-rotatably connected.
  • a connection which can be connected by rotation is understood to mean a connection between two components which can be rotationally fixed as well as releasable, for example a connection by means of a separating clutch, a rotationally fixed connection being present when the separating clutch is closed and a disengaged rotational connection when the separating clutch is open. that is, when the disconnect clutch is open, the components connected by means of the disconnect clutch are rotationally movable against each other, but can be connected to one another in rotation by closing the disconnect clutch and can therefore be connected to one another by rotation.
  • a torque transmission device can be provided in which as many translations as possible can be set with as few components as possible, in particular with the smallest possible overlapping range of the individual translations.
  • at least four gear stages which can be driven by means of a first drive motor can be realized, in particular with only four shift elements, in particular with two disconnect clutches and two brake devices, two gear stages drivable purely by means of a second drive motor, and one E-CVT as the second drive motor in an electric machine -Gang and two charging gear ratios, in which a loading of an electrical energy storage in the state is possible, in particular in a particularly space-saving manner and with particularly advantageous gradations of the individual ratios of the various gear ratios.
  • the first sun gear of the first planetary gear set is rotatably connected to a first hollow shaft, wherein preferably within the first hollow shaft, the first input shaft is guided at least partially, and in particular for producing the rotary joint between the first sun gear and the output side of the further gear set the second separating clutch with the first hollow shaft is fracverbindbar.
  • the gear ratio is preferably formed as a spur gear and in particular by at least one rotatably connected to the first hollow shaft gear formed, in particular by a spur gear.
  • the further gear set at least a first spur gear on at least a first spur gear and a second spur gear, wherein preferably the first spur gear forms the input side of the further gear set and is rotatably connected to the first input shaft or navverbindbar and with the second spur gear meshes.
  • the further gear set has a second spur gear with a third spur gear and a fourth spur gear, wherein the third spur gear meshes with the fourth spur gear, wherein preferably the third spur gear via an intermediate shaft with the second spur gear of the first spur gear is rotatably connected or navverbindbar, and wherein in particular the fourth spur gear forms the output side of the further gear set.
  • the fourth spur gear of the second spur gear is rotatably connected or rosverbindbar with a second hollow shaft, preferably within this second hollow shaft at least partially the first input shaft and / or at least partially the first hollow shaft is guided.
  • the torque transmission device has a third disconnect clutch, which is preferably designed for rotational connection of the output side of the further gearset with the second sun gear of the second planetary gearset.
  • the additional, third separating clutch can be realized in a simple manner and especially special space saving further gear ratios, in particular three additional gear ratios, which among other things allow a pure drive means of the first drive motor, a gear stage of which allows the reverse drive.
  • the torque transmission device has a fourth disconnect clutch, which is preferably configured for rotational connection of the first input shaft with the first sun gear of the first planetary gear set, wherein the first input shaft by means of the fourth separating clutch in particular via the first hollow shaft with the first sun gear the first planetary gear set is navverbindbar.
  • the additional, fourth clutch can be realized in a simple way more grades. If the coupling of the first input shaft takes place Via the first hollow shaft with the first sun gear of the first planetary gear set, the additional gear ratios can be realized particularly space-saving.
  • the first sun gear of the first planetary gear set with a second input shaft is rotatably connected or rosverbindbar, preferably via the first hollow shaft, in particular with a defined translation stage in between.
  • a drive system according to the invention is characterized in that it has a torque transmission device according to the invention.
  • An inventive vehicle is characterized in that it comprises a torque transmission device according to the invention, preferably a drive system according to the invention.
  • the output shaft of the torque transmission device with at least one drivable axle of the vehicle is rotatably connected or lubverbindbar.
  • At least one spur gear of at least one spur gear stage is designed as a straight-toothed spur gear. In some cases, however, it may be more advantageous if at least one spur gear is designed as a helical spur gear.
  • a torque transmission device in an advantageous embodiment may also have a further gear set with a different gear stage design.
  • spur gears have the advantage that they are structurally particularly simple and therefore particularly cost-effective.
  • FIG. 1 shows a transmission diagram of a first exemplary embodiment of a drive system according to the invention with a first exemplary embodiment of a torque transmission device according to the invention
  • FIG. 2a shows a transmission diagram of a second embodiment of a drive system according to the invention with a second embodiment of a torque transmission device according to the invention, a corresponding to the drive system of FIG. 2a corresponding shift table with the possible, switchable gear ratios of the drive system of Fig. 2a,
  • FIG. 3a shows a transmission diagram of a third embodiment of a drive system according to the invention with a third embodiment of a torque transmission device according to the invention
  • FIG. 3b shows a shift table belonging to the drive system according to the invention from FIG. 3a with the possible, shiftable gear steps of the drive system from FIG. 3a.
  • Fig. 1a shows a first embodiment of a drive system 100 according to the invention, which is in particular designed for use in a motor vehicle and having a first drive motor ICE in the form of an internal combustion engine, a second drive motor EM in the form of an operable as a motor and generator electric machine and a first Embodiment of a torque transmission device 10 according to the invention with a first input shaft EW1, which is rotatably connected to the first drive motor ICE, and a second input shaft EW2, which is rotatably connected to the second drive motor EM.
  • the torque transmission device 10 comprises a first planetary gear set PGS1, a second planetary gear set PGS2, a further gear set WG, a first separating clutch C1, a second separating clutch C2, a first braking device B1, a second braking device B2 and an output shaft AW, wherein the output shaft AW with a drivable axle FD of a vehicle is rotatably connected, in this case with a drivable front axle FD.
  • the first planetary gear set PGS1 has, as the first transmission elements, a first sun gear S1, a plurality of first planet gears P1, which mesh with the first sun gear S1, and a planet carrier PT for rotatably supporting the first planetary gears P1.
  • the second planetary gear set PGS2 has as second gear elements a second sun gear S2, a second ring gear H2 and a plurality of planet gears P2, which mesh with the second sun gear S2, the second ring gear H2 and each with one of the first planet gears P1 of the first planetary gear set PGS1 the second planet gears P2 are also rotatably supported on the planet carrier PT. That is, the second planet gears P2 of the second planetary gear set PGS2 are thus supported on the same planet carrier PT, as the first planetary gears P1 of the first planetary gear set PGS1, so that the first planetary gear set PGS1 and the second planetary gear set PGS2 form a Ravigneaux planetary gear set unspecified.
  • a further gearset WG which has an input side and an output side, wherein the input side of the further gearset WG is rotatably connected to the first input shaft EW1 and the output side of the further gearset WG means of the second Disconnecting clutch C2 can be rotatably connected to the first sun gear S1 of the first planetary gear set.
  • the input shaft EW1 can be rotatably connected to the planet carrier PT and by means of the first brake device B1 further present, the second sun gear S2 of the second planetary gear set PGS2 be releasably fixed, i. be blocked if necessary in its rotary motion.
  • the planet carrier PT can be releasably fixed.
  • a drive power can be dissipated, in particular to a rotatably connected to the output shaft AW drivable axis FD.
  • the first sun gear S1 of the first planetary gear set is rotatably connected to a first hollow shaft HW1, within which the first input shaft is guided.
  • the first sun gear S1 of the first planetary gear set PGS1 can also be rotationally connected to the output side of the further gearset WG by means of the second separating clutch C2 via this first hollow shaft HW1.
  • the further gear WG is designed as a spur gear with a first spur gear WGS1 and a second spur gear WGS2, wherein the first spur gear WGS1 has a first spur gear Z1 and a second spur gear Z2, which with the first spur gear Z1 meshes, wherein the first spur gear Z1 forms the input side of the further gear set WG and is rotatably connected to the first input shaft EW1.
  • the second spur gear WGS2 of the further gear set WG has a third spur gear Z3 and a fourth spur gear Z4, in which case all the spur gears Z1 to Z4 of the further gear set WG are formed as spur gear spur gears Z1 to Z4.
  • the third spur gear Z3 of the second spur gear WGS2 meshes with the fourth spur Z4, wherein the third spur gear Z3 is rotatably connected via an intermediate shaft ZW with the second spur gear Z2 of the first spur gear WGS1, and wherein the fourth spur gear Z4 forms the output side of the further gear set WG ,
  • spur gears Z1 to Z4 are formed as helical spur gears Z1 to Z4.
  • some of the spur gears Z1 to Z4 are designed as straight-toothed spur gears and some of the spur gears Z1 to Z4, in particular the remaining spur gears, as helical spur gears.
  • the fourth spur gear Z4 of the second spur gear WGS2 is rotatably connected to a second hollow shaft HW2, wherein within the second hollow shaft HW2 the first input shaft EW1 and at least partially the first hollow shaft HW1 are guided.
  • torque transmission device 10 can be transmitted via the first input shaft EW1 via the first input shaft EW1 either via the first clutch C1 directly, ie without a translation between, on the planet carrier PT of the Ravigneaux planetary gear set or indirectly, ie with a gear ratio between them, via the further gear set WG, via the first sun gear S1 and / or the second sun gear S2 are introduced into the Ravigneaux planetary gear set, of which the drive power via the second ring gear H2 of the second planetary gear set PGS2, which rotatably connected to the output shaft AW, can be dissipated to a drivable axle FD of a vehicle.
  • the torque transmission device 10 has a similar functionality as a so-called Lepelletier transmission, which also has a Ravigneaux planetary gear set, which, however, a planetary gear set is connected upstream.
  • a further gear set WG which is constructed as a spur gear, results in a structurally particularly simple construction and thus a particularly cost-effective torque transmission device 10th
  • the second input shaft EW2 is rotatably connected via a translation stage ÜS with the first hollow shaft HW1, so that generated by the second drive motor EM drive power via the second drive shaft EW2, the gear ratio ÜS, the first hollow shaft HW1 and the first sun gear S1 in the Ravigneaux planetary gear set can be initiated.
  • the shift table shown in Fig. 1b shows which shift elements C1, C2, B1 and B2 are to be operated respectively to shift one of the respective gear stages 1 to 4, EM1, EM2, E-CVT1, L1 (P) or L2.
  • an "X" means that the respective shift element is actuated, which corresponds in each case to the closed state in the case of a disconnect clutch C1, C2 and to the blocked state in the case of a brake device B1, B2.
  • the second drive motor EM in the form of an electric machine EM that can be operated as a motor and a generator, two purely electrical drive gears EM1 and EM2 can be provided.
  • both the first drive motor ICE and the second drive motor EM can each provide a drive power, which can be superimposed to a total drive power, wherein in this gear stage E-CVT1 each by changing the rotational speed and / or the direction of rotation of the rotor of the electric machine EM, the torque applied by the second drive motor EM torque can be changed, so that as a result, a variable, in particular stepless transmission, can be set, which is also eponymous for the designation of these grades, because CVT means Continuously Variable Transmission.
  • the gear stage E-CVT1 has the advantage that the first drive motor, in particular if this is designed as an internal combustion engine ICE as in the present case, can be operated within a preferred speed range, in particular in the range of its optimum efficiency, so that a particularly efficient operation of Drive system 200 with these two grades is possible.
  • a so-called charging operation L is possible, in which electrical energy can be generated when the vehicle is at a standstill, also called “charging in a state.” This can be advantageous in order to be able to increase a state of charge of the battery. even if the vehicle is not in driving mode.
  • L1 (P) In the gear ratio L1 (P) shown in FIG. 1 b, the drivable axle and / or the output shaft AW must be secured by means of a further switching element (P), in particular a blocking device or a parking brake, in order to transmit torque to the Prevent wheels.
  • L1 (P) corresponds to E-CVT 1.
  • a charging operation without parking lock is possible.
  • the parking lock "P" When loading on the stand, however, usually the parking lock "P" must be inserted so that the vehicle can not start to roll independently (eg: on a slope).
  • the gear stage 2 results, in which a drive power generated by the first drive motor ICE likewise flows via the first input shaft EW1 and the further gearset WG can be transmitted to the Ravigneaux planetary gear set, in which case the drive power can also be transmitted via the second separating clutch C2 and the first hollow shaft HW1 to the first sun gear S1.
  • the driving power is supported via the second sun gear S2 set by the first brake device B1.
  • the drive power via the second ring gear H2 and the output shaft AW can be dissipated to the drivable axle.
  • gear ratio 3 results, in which a drive power generated by the first drive motor ICE firstly flows via the first input shaft EW1 and the first Disconnect C1 transferred to the planet carrier PT and can be introduced from there into the Ravigneaux planetary gear set.
  • the drive motor ICE generated drive power via the first input shaft EW1 and the other gearset WG and the second separating clutch C2 and the first hollow shaft HW1 are transmitted to the first sun gear S1 and are also introduced from there into the Ravigneaux planetary gear set.
  • the drive power can be dissipated via the second ring gear H2 and the output shaft AW.
  • the speed is 4, in which a drive power generated by the first drive motor ICE on the one hand via the first input shaft EW1 and the clutch C1 can be initiated via the planet carrier PT in the Ravigneaux planetary gear set.
  • the drive power is also supported via the second sun gear S2 set by means of the first brake device B1. The dissipation of the drive power also takes place via the second ring gear H2 and the output shaft AW.
  • the first, purely electric driving gear EM1 results when the two separating clutches C1 and C2 are respectively open and only the second braking device B2 is closed.
  • the first drive motor ICE is decoupled from the planet carrier PT due to the opened first disconnect clutch C1, and due to the opened second disconnect clutch C2, further, no power can be introduced into the Ravigneaux planetary gearset via the first input shaft EW1 and the further gearset WG.
  • the drive power generated by the second drive motor EM can be transmitted via the second input shaft EW2, the gear ratio ÜS and the first hollow shaft HW1 to the first sun S1 of the first planetary gear set PGS1 and be introduced via this in the Ravigneaux planetary gear set.
  • the drive power introduced via the first sun gear S1 into the Ravigneaux planetary gear set can be supported via the planet carrier PT and can be dissipated as drive power via the second ring gear H2 and the output shaft AW to the drivable axle FD.
  • the second, purely electrical drive gear EM2 results when the two separating clutches C1 and C2 are each open and only the first brake device B1 is closed.
  • the first drive motor ICE is decoupled from the planetary carrier PT due to the opened first separating clutch C1 in this case as well
  • no power can be introduced via the first input shaft EW1 and the further gearset WG into the Ravigneaux planetary gear set in the opened second separating clutch C2.
  • the drive power generated by the second drive motor EM can also be transmitted via the second input shaft EW2, the gear ratio ÜS and the first hollow shaft HW1 to the first sun S1 of the first planetary gear set PGS1 and be introduced via this in the Ravigneaux planetary gear set.
  • the drive power introduced via the first sun gear S1 into the Ravigneaux planetary gear set can be supported via the second sun gear S2 of the second planetary gear set PGS2 and removed as drive power via the second ring gear H2 and the output shaft AW to the drivable axle FD become.
  • the first speed stage E-CVT1 with infinitely variable speed results when the first separating clutch C1 is closed and the second separating clutch C2, the first braking device B1 and the second braking device B2 are each open.
  • a drive power generated by the first drive motor ICE can be introduced via the first clutch C1 and the planet carrier PT in the Ravigneaux planetary gear set and the drive power generated by the second drive motor EM via the second input shaft EW2, the translation stage ÜS and the first hollow shaft HW1 and the first sun gear S1, wherein the power components generated by the two drive motors ICE and EM are each also superimposed in the Ravigneaux planetary gear set to a total drive power and can be dissipated via the second ring gear H2 and the output shaft AW to the drivable axis FD.
  • the first charge gear stage L1 (P) results when the first separation clutch C1 is closed and the second separation clutch C2, the first brake device B1 and the second brake device B2 are opened.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the first separating clutch C1 and the planet carrier PT are introduced into the Ravigneaux planetary gear set, which by means of a further switching element (P), in particular by means of a parking brake or the like, blocked second ring gear H2 can be supported.
  • the second charging gear stage L2 results when the second separating clutch C2 is closed and the first separating clutch C1, the first braking device B1 and the second braking device B2 are opened.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the further gear WG the second separating clutch C2, the second hollow shaft HW2 are transmitted to the first hollow shaft HW1 and from there via the translation stage ÜS the second drive motor EM ,
  • the fact that the drive power is not performed on the Ravigneaux planetary gear set (PGS1 and PGS2), no support on one of the transmission elements of Ravigneaux planetary gear set (PGS1 and PGS2), in particular no support on the second ring gear H2 is required, so that the insertion of a "Parking lock" or the like for actual loading is not required, but only for the above-mentioned security reasons.
  • FIG. 2a shows a second exemplary embodiment of a drive system 200 according to the invention with a second exemplary embodiment of a torque transmission device 20 according to the invention, wherein the torque transmission device 20 differs from the torque transmission device 10 according to the invention shown in FIG. 1a in that the torque transmission device 20 illustrated in FIG additionally has a third separating clutch C3, which is designed for rotational connection of the output side of the further gear set WG with the second sun gear S2 of the second planetary gear set PGS2.
  • torque transmission device 20 according to the invention can be with the illustrated in Fig. 2a, torque transmission device 20 according to the invention also the same four different gear ratios 1 to 4, in particular in each case by the same combination of the switching states of the individual switching elements C1 and C2 and B1 and B2, as can be seen from the associated switching table in Fig. 2b, wherein the gear stages 1 and 2 of Fig. 2b the gear stages 1 and 1, while gear stage 3 of FIG. 1 a is gear stage 4 of FIG. 2 b and gear stage 4 of FIG. 1 b gear stage 6 of FIG. 2 b, with respect to FIG Adjusting power paths in this regard, reference is made to the statements in connection with FIGS. 1 a and 1 b.
  • the additional third separating clutch C3 allows reversing even with only one drive power generated by the first drive motor ICE (see gear ratio R in Fig. 2b). Furthermore, there are two more, purely by means of the first drive motor ICE drivable gear ratios (see gears 3 and 5 in Fig. 2b).
  • the reverse gear R sets when the third separating clutch C3 and the second braking device B2 are closed, while the remaining switching elements, in particular the first separating clutch C1, the second separating clutch C2 and the first brake device B1, are opened.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the other gear set WG, the third separating clutch C3 and the second sun gear S2 are introduced into the Ravigneaux planetary gear set, wherein via the second brake device B2, a torque support takes place, which leads to a reversal of the direction of rotation of the ring gear H2 connected in a rotationally fixed manner to the output shaft AW, whereby a drivable axle FD connected to the output shaft AW can be driven in the opposite direction, in this case in the reverse direction.
  • third clutch C3 resulting gear stage 3 adjusts itself, when the second clutch C2 and the third clutch C3 are closed and the other switching elements in the form of the first brake device B1 and the second brake device B2 are open.
  • a drive power generated by the first drive motor ICE on the first input shaft EW1, the other gear set WG, the second separating clutch C2, the first hollow shaft HW1 and the first sun S1 and the first input shaft EW1, the other gear set WG, the third Disconnect clutch C3 and the second sun S2 are introduced and supported in the Ravigneaux planetary gear set and transmitted as drive power via the second ring gear H2 to the output shaft AW and discharged from this to a drivable axis FD.
  • the resulting also gear ratio 5 is established when the first separating clutch C1 and the third separating clutch C3 are closed and the remaining switching elements in Form of the first brake device B1 and the second brake device B2 are opened.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1 be transmitted via the first clutch C1 to the planet carrier PT and introduced via this in the Ravigneaux planetary gear set and on the other via the first input shaft EW1, the other Gear set WG, the third separating clutch C3 and the second sun gear S2 and are also discharged as drive power via the second ring gear H2 and the output shaft AW to a drivable axle FD.
  • E-CVT gear E-CVT1 (the E-CVT gear E-CVT2 of Fig. 2b corresponds to the E-CVT gear E-CVT1 of Fig. 1 b) with continuously variable speed when the third separating clutch C3 is closed, and the other switching elements, in particular the first separating clutch C1, the second separating clutch C2, the first braking device B1 and the second braking device B2, respectively open.
  • a drive power generated by the first drive motor ICE via the first input shaft EW1, the other gear set WG and the third separating clutch C3 and the second sun gear S2 are introduced into the Ravigneaux Gethebesatz and the drive power generated by the second drive motor EM on the translation stage ÜS and the first sun gear S1.
  • the drive powers generated by the two drive motors ICE and EM are superimposed to form a total drive power and can be dissipated via the second ring gear H2 and the output shaft AW to the drivable axle FD.
  • a further charging gear L1 (P) results (L2 (P) from FIG. 2b corresponds to L1 (P) from FIG. 1 b and L3 from FIG. 2b corresponds to L2 from FIG. 1 b), which E-CVT1 corresponds and sets when the third separating clutch C3 and another switching element (P) is closed, and the other switching elements, in particular the first separating clutch C1, the second separating clutch C2 and the two braking devices B1 and B2 are opened.
  • 3a shows a third exemplary embodiment of a drive system 300 according to the invention with a third exemplary embodiment of a torque transmission device 30 according to the invention, this embodiment of a drive system 300 according to the invention having a fourth separating clutch C4 in addition to the torque transmission device 20 described above with reference to FIGS the first input shaft EW1 can be rotatably connected to the first hollow shaft HW1.
  • the gear stages 1 to 4 and 6 and 7 basically correspond to the gear ratios 1 to 6 of Fig. 2b, wherein for more detailed explanations of these grades, in particular with respect to the individual, adjusting in the respective gear levels power flows to the statements in connection with the Fig. 2a and 2b is referenced.
  • gear stage 5 which occurs when the first separating clutch C1 and the fourth separating clutch C4 are closed, while the remaining switching elements C2 and C3 as well as B1 and B2 are opened, a drive power generated by the first drive motor ICE via the first input shaft EW1, the first separating clutch C1 and the planet carrier PT are introduced into the Ravigneaux planetary gear set, and are discharged via the fourth separating clutch C4, the first hollow shaft HW1 and via the second ring gear H2 and the output shaft AW.
  • gear stage 8 which occurs when the fourth separating clutch C4 and the first braking device B1 are closed, while the remaining switching elements C1 to C3 and B2 are open, a driving gear generated by the first drive motor ICE can power are transmitted via the first input shaft EW1 and the fourth separating clutch C4 to the first hollow shaft HW1 and are introduced from this via the first sun gear S1 in the Ravigneaux planetary gear set, the drive power via the second sun gear S2, which blocks by means of the first braking device B1 is, can be supported and thus can be dissipated via the second ring gear H2 and the output shaft AW.
  • gear stage 9 which occurs when the fourth separating clutch C4 and the second braking device B2 are closed, while the remaining switching elements C1 to C3 and B1 are opened, a drive power generated by the first drive motor ICE on the fourth hollow clutch C4 on the first hollow shaft HW1 are transmitted and are introduced from this via the first sun gear S1 in the Ravigneaux planetary gear set and are supported on the planet carrier PT, which is blocked by means of the second braking device B2.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • gear stage 10 which occurs when the fourth separating clutch C4 and the third separating clutch C3 are closed while the remaining switching elements C1, C2, B1 and B2 are opened, a driving power generated by the first driving motor ICE via the fourth separating clutch C4 on the first hollow shaft HW1 are transmitted and are introduced from this both via the first sun S1 in the Ravigneaux planetary gear set, as well as the other gear set WG and the third clutch C3 and the second sun S2.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • the drive system 300 according to the invention shown in FIG. 3a makes it possible to provide two so-called E-CVT gear stages E-CVT1 and E-CVT2, in which a rotational speed of the drive axle can be driven FD transferable drive power is continuously adjustable, wherein for setting the first E-CVT gear E-CVT1 only the third clutch C3 must be closed, while the remaining switching elements C1, C2, C4, B1 and B2 are each open.
  • the second E-CVT gear E-CVT2 results when the first clutch C1 is closed and the remaining clutch C2, C3 and C4 and the two brake devices B1 and B2 each- because they are open.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • a drive power generated by the second drive motor EM via the second input shaft EW2, the gear ratio ÜS and the first hollow shaft HW1 and the first sun S1 are introduced into the Ravigneaux planetary gear set and supported on the planet carrier PT, which by means of the second braking device B2 is fixed.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • the second, purely electrically driven gear, EM2 results, as already the gear stage EM1 in the drive system 200 according to the invention shown in Fig. 2a (see Fig. 2b), in which only the first brake device B1 is closed and the remaining switching elements C1 to C4 and the second brake device B2 are opened.
  • the drive power generated by the second drive motor EM can also, as in the gear stage EM1 of Fig. 2b via the second input shaft EW2, the gear ratio ÜS are transmitted to the first hollow shaft HW1 and introduced from this via the first sun gear S1 in the Ravigneaux planetary gear set be, with the applied drive power on the second sun gear S2, which is set by means of the first brake device B1, can be supported.
  • the drive power can also be dissipated via the second ring gear H2 and the output shaft AW.
  • a so-called charging operation L is possible in at least one gear stage in the transmission according to Fig. 3a, in which electrical energy can be generated at standstill of the vehicle, also called “charging in the state.”
  • This can be advantageous to To be able to increase a state of charge of the battery, even if the vehicle is not in driving.
  • the gear stages L1 (P) and L2 (P) shown in FIG. 3b the drivable axle and / or the output shaft AW must be secured by means of a further switching element (P), in particular a locking device or a parking brake, in order to ensure transmission of a Torque to prevent the wheels.
  • L1 (P) corresponds to E-CVT1
  • L2 (P) corresponds to E-CVT2.
  • gear ratios for the individual gear ratios which while maintaining the order of the gear ratios according to the shift table in conjunction with the respective, the individual gear ratios associated combinations of the switching states of the individual switching elements to a non-advantageous ratio jump lead or which do not give meaningful translation level.
  • the transmission elements of the torque transmission device 30 according to the invention designed such that there are meaningful or advantageous translations for the gear ratios 1 to 7 and advantageous gradations between them.
  • the transmission elements are in particular designed such that sets in gear ratio 1, a ratio of the first drive motor ICE to the output shaft AW of 4,17081 and in gear stage 7 of 0,691057.
  • gear ratio 1 a ratio of the first drive motor ICE to the output shaft AW of 4,17081 and in gear stage 7 of 0,691057.
  • the inventive torque device 30 illustrated in FIG. 3a has ten possible gear stages 1 to 10, in which a pure drive by means of the first drive motor ICE or a boost operation is possible, with at least seven meaningful translations can be achieved with these 10 gear ratios which correspond in this case due to the specific configuration of the individual transmission elements to the gear ratios 1 to 7.
  • a torque transmission device represents a flexible starting basis with which a drive system can be provided in a simple manner with a wide variety of gear steps, which can be configured as required.
  • a torque transmission device makes it possible to provide a drive system with at least four, up to ten purely mechanical gear steps, in each of which an overlay with one of a With a reverse gear, with up to two purely electric gear ratios, with up to two E-CVT gear ratios and with up to four charging gear ratios.
  • a drive system with at least four, up to ten purely mechanical gear steps, in each of which an overlay with one of a With a reverse gear, with up to two purely electric gear ratios, with up to two E-CVT gear ratios and with up to four charging gear ratios.

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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

L'invention concerne un dispositif de transmission de couple (10, 20, 30), un système d'entraînement équipé d'un dispositif de transmission de couple (10, 20, 30) et un véhicule à moteur, le dispositif de transmission de couple (10, 20, 30) comprenant un premier arbre d'entrée (EW1), un deuxième arbre d'entrée (EW2), un train planétaire Ravigneaux (PGS1 et PGS2), un autre train d'engrenages (WG), deux embrayages de coupure (C1, C2), deux dispositifs de freinage (B1, B2) et un arbre de sortie (AW). L'autre train d'engrenages (WG) présente un côté entrée et un côté sortie, le côté entrée étant relié en rotation à l'arbre d'entrée (EW1) et le côté sortie pouvant être relié en rotation au premier pignon planétaire (S1) du train planétaire Ravigneaux (PGS1 et PGS2) au moyen du deuxième embrayage de coupure (C2). Le premier embrayage de coupure (C1) est conçu pour relier en rotation le premier arbre d'entrée (EW1) au porte-satellites (PT) du train planétaire Ravigneaux (PGS1 et PGS2), le premier dispositif de freinage (B1) est conçu pour la fixation amovible du deuxième pignon planétaire (S2) du train planétaire Ravigneaux (PGS1 et PGS2), le deuxième dispositif de freinage (B2) pour la fixation amovible du porte-satellites (PT) et l'arbre de sortie (AW) est relié en rotation à la deuxième couronne du train planétaire Ravigneaux (PGS1 et PGS2).
PCT/EP2017/083997 2016-12-22 2017-12-21 Dispositif de transmission de couple, système d'entraînement et véhicule à moteur Ceased WO2018115227A1 (fr)

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DE112017006505.4T DE112017006505A5 (de) 2016-12-22 2017-12-21 Drehmomentübertragungsvorrichtung, Antriebssystem und Kraftfahrzeug
CN201780084075.4A CN110234529B (zh) 2016-12-22 2017-12-21 扭矩传递设备、驱动系统和机动车

Applications Claiming Priority (4)

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DE102016226090.1A DE102016226090A1 (de) 2016-12-22 2016-12-22 Drehmomentübertragungsvorrichtung
DE102016226090.1 2016-12-22
ATA50306/2017A AT519486B1 (de) 2016-12-22 2017-04-13 Drehmomentübertragungsvorrichtung
ATA50306/2017 2017-04-13

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WO2021062458A1 (fr) 2019-10-04 2021-04-08 Avl List Gmbh Aménagement de transmission
US20220348062A1 (en) * 2021-04-29 2022-11-03 Hyundai Mobis Co., Ltd. Power transmission device and automobile including the same

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Publication number Priority date Publication date Assignee Title
JP2001082555A (ja) * 1999-09-09 2001-03-27 Aisin Aw Co Ltd 車両用自動変速機
FR2841313A1 (fr) * 2002-06-21 2003-12-26 Renault Sa Transmission automatique a six vitesses pour vehicule automobile
DE102005022011A1 (de) * 2005-05-12 2005-12-08 Daimlerchrysler Ag Antriebsstrang für ein Kraftfahrzeug mit einer Brennkraftmaschine und einem elektrischen Antriebsaggregat
EP3100888A1 (fr) * 2015-06-03 2016-12-07 ZF Friedrichshafen AG Boîte de vitesses d'un véhicule automobile, et groupe motopropulseur pour un véhicule hybride équipé d'une telle boîte de vitesses

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Publication number Priority date Publication date Assignee Title
WO2021062458A1 (fr) 2019-10-04 2021-04-08 Avl List Gmbh Aménagement de transmission
AT523003A1 (de) * 2019-10-04 2021-04-15 Avl List Gmbh Getriebeanordnung
AT523003B1 (de) * 2019-10-04 2022-05-15 Avl List Gmbh Getriebeanordnung
US20220348062A1 (en) * 2021-04-29 2022-11-03 Hyundai Mobis Co., Ltd. Power transmission device and automobile including the same
US11685245B2 (en) * 2021-04-29 2023-06-27 Hyundai Mobis Co., Ltd. Power transmission device and automobile including the same

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