• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a torque transmission device (2), in particular for a motor vehicle with a first drive device (70) and a second drive device (60), wherein the second drive device (60) is designed in particular as an electromechanical energy converter, with - a planetary gear device (40) at least one sun gear (42), at least one planetary gear arrangement (43), at least one ring gear (48), and a first input shaft (10), a second input shaft (20) and an output shaft (50), - a first, in particular switchable, transmission device (100), with a countershaft (30) and a further transmission shaft (10) wherein said transmission shaft (10) and the first input shaft (10) of the epicyclic gear device (40) coincide and - a second, in particular switchable transmission device (200), with a first shaft (61) and a second shaft (20), wherein the first shaft (61) is in torque conduction with the second Drive device (60) is connectable and the second shaft (20) coincides with the second input shaft (20) of the epicyclic gear device (40).
    公开号:AT514979A1
    申请号:T50696/2013
    申请日:2013-10-28
    公开日:2015-05-15
    发明作者:Bei Marco Dipl Ing De
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The present invention relates to a torque transmission device, in particular for a motor vehicle with at least two drive devices, one of which is designed in particular as an electromechanical energy converter. The invention further relates to a motor vehicle having such a torque transmission device and a method for its operation.
    The invention will be described in the context of a powertrain for a hybrid vehicle with an internal combustion engine and an electromechanical energy converter, but does not remain limited to this context. Rather, the invention is generally applicable to the transmission and superposition of torque from at least two torque sources.
    Torque transmission devices for hybrid vehicles are known in the art. These often have a plurality of switchable sprocket pairs with different gear ratios, with different ones of these spur gears being connectable by means of switching devices, in particular friction clutches. With an increasing number of spur groups and countershafts an increasing number of different speed ratios can be realized in this way.
    In some of these torque transmitting devices, particularly after disconnecting the torque-conducting connection between the hybrid vehicle engine and the rest of the powertrain, unimpeded ferry operation without shifts and associated speed jumps by means of the electro-mechanical energy converter is possible, and stepless speed ratio adjustment is also known.
    Object of the present invention is to provide an improved
    To provide torque transmission device or an improved method for operating such a torque transmission device
    This object is achieved by a torque transmission device having the features of claim 1 and by a method of operating such a torque transmission device having the features of claim 8.
    A motor vehicle having such a torque transmitting device is protected in claim 7. Preferred embodiments of the invention are the subject of the respective subclaims.
    According to one aspect of the invention, a
    Torque transmission device, in particular for a motor vehicle with a first and a second drive means, provided.
    Here, the first drive device is designed as an internal combustion engine with internal combustion, in particular as a so-called gasoline, diesel, or as another type of internal combustion engine. However, the first drive device can also be designed as an electric motor and / or as a, preferably electromechanical, mechanical, hydraulic or pneumatic, energy converter.
    The second drive device is designed in particular as an electromechanical, mechanical, hydraulic or pneumatic, energy converter.
    For the purposes of the invention, an electromechanical energy converter is preferably an electric motor / generator, a mechanical energy converter is preferably a flywheel or spring storage device, and a hydraulic or pneumatic energy converter is preferably a pneumatic, hydraulic, pumping or combined motor / pumping device to understand. ,
    The torque transmission device has a planetary gear mechanism, in particular a planetary gear, with at least one sun gear, at least one planetary gear arrangement and at least one ring gear. Further, the torque transmission device has first and second input shafts and an output shaft.
    The sun gear of the planetary gear mechanism meshes in particular with at least one, in particular several, all or all internal,
    Planetary gears of the planetary gear arrangement. The ring gear of the gear transmission device meshes in particular with at least one, in particular a plurality, all or all of the outer, planet gears of the planetary gear arrangement.
    The torque transmitting device further comprises a first, in particular switchable, transmission device. A shiftable transmission device may also be referred to as a manual transmission device. This transmission device comprises a countershaft and a second transmission shaft, which second transmission shaft coincides with, or is preferably connectable to, or preferably integrally formed with, the first input shaft of the transmission device. The countershaft preferably has a rotational axis parallel or concentric with a rotational axis of the first input shaft of the epicyclic gear device.
    By the coincidence of two waves, it is to be understood in the sense of the invention that two waves are arranged concentrically to one another, the term thus being preferably to be understood in its geometrical sense with respect to the arrangement of these waves. Preferably, two coincident shaft torque transmission are connected to each other, preferably non-rotatably connected to each other and particularly preferably formed in one piece. In this case, the corrugations can preferably be connected to one another in a form-fitting, force-fitting, material-locking manner or with a combination of at least two of the named types.
    In the present case, a gearbox device is to be understood as meaning, in particular, a device having at least two switching stages, in particular end or bevel gear stages, which can be connected to one another, preferably individually, by means of a coupling device, in particular a gear coupling device or a drive coupling device, for torque transmission. Further, a switching stage is preferably to be understood as meaning an internal switching position of the transmission device, which is characterized by a specific, in particular geometrically predetermined, speed ratio between an input shaft and an output shaft of the transmission device. In this case, a geometrically predetermined speed ratio is determined in particular by a diameter ratio and / or a number ratio of the number of gears involved in the speed transmission, in this gear stage.
    The torque transmission device further comprises a second gear device, in particular a switchable, that is preferably a gearbox device. The second transmission device has a first shaft and a second shaft. The first shaft is preferably torque-conductively connectable to the second drive means, preferably the first shaft is coincident with an input / output shaft of the second drive means. Preferably the second input shaft of the epicyclic gear means coincides with the second shaft, preferably integrally formed with each other.
    Preferably, the shaft of the second drive device is designed as an input and / or output shaft with respect to a torque transmission. A second drive device embodied as an energy converter can thus be used as a drive source and / or as a generator (for example an electromechanical energy converter) or as a generator. Energy storage (for example, designed as a flywheel mechanical energy converter) be operable. Preferably, a second drive means, in terms of power flow, is to be considered as a power source when the drive means outputs drive power to the transmission means or as a power sink when receiving drive power from the transmission means.
    A torque transfer device constructed in accordance with this aspect of the invention may advantageously enable resource-saving, more flexible, and / or simpler operation of the torque transfer device.
    Such a torque transmitting device may advantageously allow easier, faster, more flexible and / or less costly assembly of the torque transmitting device, regardless of the operational advantages described.
    Such a torque transmission device may advantageously occupy a smaller installation space, independently of the described operational and / or installation-related advantages.
    According to a preferred embodiment, the first input shaft of the Umlaufgetriebeeinrichtung by means of a first drive coupling means with a shaft of the first drive means for torque transmission is connectable.
    The first drive coupling device is designed in particular as a friction clutch, preferably with a first, arranged on the shaft of the first drive means, and a second, arranged on the first input shaft of the planetary gear mechanism, (friction) clutch disc.
    As a result, a first drive device operated at a minimum rotational speed, such as an internal combustion engine for torque transmission, can be easily connected to or disconnected from the torque transmission device.
    According to a preferred embodiment, the epicyclic gearing device can be connected via the second gearing device to the second drive device for torque transmission by means of a second drive coupling device.
    As a result, torque can advantageously be transmitted from the second drive device, in particular in addition to the torque from the first drive device.
    According to a preferred embodiment, the first input shaft is non-rotatable with the sun gear, and the second input shaft is non-rotatably connectable or connected to a planetary carrier of the planetary gear assembly.
    As a result, in the same direction of action of the torque, in particular the same direction of rotation of the first and the second input shaft, the torques of the first and the second drive means can advantageously be added to the output shaft of the epicyclic gear device.
    In opposite directions of action of the torques, in particular in the opposite direction of rotation of the first and the second input shaft, the torque of the first and the second drive means may advantageously be lifted against each other or subtracted from each other to the output shaft of the epicyclic gear device transferable.
    According to a preferred embodiment, the first input shaft of the Umlaufgetriebeeinrichtung is connectable via the countershaft by means of a first transmission coupling device for transmitting torque, and the second input shaft of the epicyclic means via the countershaft by means of a second transmission coupling device for torque transmission connectable.
    In particular, by the first and the second input shaft of the Umlaufgetriebeeinrichtung for torque transmission between the first and the second drive means are arranged, when both transmission coupling means are connected in one of its, preferably two, from a non-operative position switching stages.
    As a result, a torque can advantageously be fed into a second drive device designed as an energy store and can be stored there by means of an energy store.
    In the present case, an energy store means, in particular, an electrochemical energy store, preferably an accumulator or a battery, a flywheel device and / or a reservoir for a pressurized fluid, such as air or hydraulic oil.
    According to a preferred embodiment, the first gear coupling device, the second gear coupling device and / or the second drive coupling device is designed as a, in particular synchronized, dog clutch.
    As a result, a slip-free, resource-saving and / or low-wear operation of the torque transmission device can be achieved.
    In the present case, a jaw clutch is to be understood as meaning, in particular, a coupling device, by means of which, in a coupled-in operating state, a torque can be transmitted substantially by means of positive engagement between a first and a second coupling partner of the coupling device.
    In the present case, a synchronized jaw clutch is in particular a coupling device in the form of a claw clutch with a synchronizing ring for at least one, in particular all, switching stages.
    According to an alternative preferred embodiment, a synchronized claw coupling is to be understood as a coupling device in which a rotational speed of a first coupling partner and a rotational speed of a second coupling partner are adaptable to each other by means of the first and / or the second drive means, in particular coupling the two coupling partners, in particular designed as a claw ring is possible. As a result, in particular a synchronized coupling device without synchronizer rings and / or a lower friction loss can be realized.
    According to a preferred embodiment, at least one of these transmission coupling devices is additionally connected to a further transmission coupling device arranged on one of the input shafts for common, in particular even-handed or opposing, switching.
    Thus, in one embodiment, independent selection of flexible speed ratios may be feasible. As a result, in one embodiment, additionally or alternatively, a simultaneous switching of two coupling devices can be avoided.
    In this case, according to one embodiment, this transmission coupling device may be the second transmission coupling device, which then can only be switched into a gear shift stage on the countershaft, this gear shift stage then being connected to the first input shaft of the epicyclic gear device. In this embodiment, the second transmission coupling device is connected to a further, arranged on the first input shaft of the planetary gear mechanism, further transmission coupling device. This further transmission coupling device is connectable to the second input shaft of the transmission device.
    According to one embodiment, the second gear coupling device and the further gear coupling device are connected such that they can be switched substantially simultaneously.
    In one embodiment, when there is no neutral position, either one or the other transmission coupling means is in engagement with a transmission shift stage. This particular in the same direction
    Circuit of the case. The second transmission shift stage of the second transmission coupling device can be connected in a rotationally fixed manner to the countershaft.
    In an alternative embodiment, if there is no idling position, either only the second gear coupling device is in engagement with a gear shift stage or both gear clutch devices.
    This is the case in particular in the case of an opposing circuit.
    According to a preferred embodiment, each of the first transmission coupling device, the second transmission coupling device and the second drive coupling device is in each case in an idling position and in a first and in a second, different from each other in a speed ratio, gear shift stage switchable. These gear shift stages are preferably formed as gear pairs with, preferably straight, oblique, arrow or arcuate toothing, preferably as a spur gear pair with such a toothing.
    As a result, in particular a torque transmission between the output shaft of the planetary gear mechanism and - depending on the switching position of the coupling devices - only the first, only the second or these two input shafts of the epicyclic gear device can be achieved, in particular in a plurality of different speed ratios, ratios and / or gears.
    According to a preferred embodiment has a
    Torque-transmitting device comprises a control device for controlling a rotational speed and / or a torque of at least one of, in particular all, drive devices and / or for controlling switching operations of at least one of, in particular all, drive or coupling devices.
    This can be a comfortable, simple, fast and / or low-error switching different gears or speed ratios can be realized.
    Thereby, also or independently, an adjustment of a torque and / or a rotational speed of one of the drive devices, preferably by means of a control of a torque and / or a rotational speed of the other drive device, can be achieved.
    In the present case, a control device has in particular at least one computing, storage, sensor and / or actuating device for controlling a rotational speed and / or a torque of at least one of the drive devices and / or for controlling switching operations of at least one of the drive or gear coupling devices.
    According to one aspect of the invention, a motor vehicle having a first and a second drive means comprises a torque transmitting device according to the above-described aspect of the invention and / or a preferred embodiment.
    The features disclosed above for the aspect of the invention described above and the associated refinements of the torque transmission device also apply correspondingly to the aspect of the invention described below and to the associated developments of the method. Conversely, the features disclosed in the below-described aspect of the invention and the related embodiments of the method are also applicable to the above-described aspect of the invention and the associated embodiments of the torque-transmitting device.
    According to one aspect of the invention, in a method of operating a torque transmission device according to the first described aspect of the invention, the second transmission device is switched to a first or second drive switching stage by the second drive coupling device. In particular, the second drive coupling device is switched by means of the control device.
    As a result, in particular, a torque supplied by the second and / or to the second drive device can be transmitted at different speeds to the second and / or from the second input shaft.
    According to a preferred embodiment, the first drive coupling device is closed. In particular, the first drive coupling device is switched by means of the control device.
    Thereby, in particular, a torque can be transmitted from the first drive device to the first input shaft and superimposed on the torque at the second input shaft and / or at the output shaft.
    According to a preferred embodiment, the first gear coupling device is switched into one of its gear shift stages and / or the second gear coupling device is switched into one of its gear shift stages substantially simultaneously or with a time offset.
    Thereby, in particular, different speed ratios can be switched between the three shafts (first, second input and output shafts) of the epicyclic gear device.
    According to a preferred embodiment, a torque is transmitted between the first and the second drive device, in particular from the first to the second drive device.
    Thereby, in particular a generator operation of the second drive device can be fed by a torque transmitted by means of the first and / or the second transmission device from the first drive device and / or the output shaft of the transmission device.
    According to a preferred embodiment, in particular before the conclusion of a switching operation of one of the transmission coupling devices or the second drive coupling device towards a first or a second shift stage, a speed difference between a first and a second coupling partner is reduced, in particular essentially eliminated, preferably by means of the second drive device and / or control device.
    As a result, in particular a synchronized coupling device without a synchronizing ring and / or a lower friction loss can be realized.
    According to a preferred embodiment, a torque of the second drive device is increased in dependence on a switching operation of at least one of the gear coupling devices, wherein in particular a torque transmission reduced by the switching operation is at least partially compensated, preferably by means of the control device.
    As a result, in particular, a torque at the output shaft of the transmission device can also be maintained during the shifting process within a predetermined tolerance range, preferably stored in the control device, and / or constant.
    According to a preferred embodiment, the second drive coupling means as well as the first and the second gear coupling means are switched substantially slip-free, wherein these coupling means are preferably formed as synchronized jaw clutches. As a result, in particular a resource-saving and / or faster operation of the torque transmission device is made possible.
    According to a preferred embodiment, the second drive means is operated in terms of torque and / or speed in opposite directions to the first drive means, so that the first and second input shafts rotate counter to each other.
    Thereby, in particular, one of the first and the second drive means may be operated at a predetermined fuel consumption or emission minimized speed range, wherein the torque not required at the output shaft in this operating state is used to energize generator operation of the other of the first and second drive means stored there, especially in an energy store.
    According to the invention, several of the embodiments of the invention described above may also be combined with one another as far as is technically possible. In the present case, a coupling device is to be understood as meaning, in particular, a coupling, so that in the following description of the figures the two terms can be used at least essentially the same. A coupling sleeve is present in principle rotationally fixed and axially movable connected to the central shaft of a coupling device.
    Further, exemplary embodiments of the invention will become apparent from the following descriptions in conjunction with the figures, which in the
    Individual, partially schematized, show:
    Fig. 1: a drive train of a motor vehicle with a
    Vehicle transmission in an idle operating state according to an embodiment of the invention in a highly schematic sectional view;
    Fig. 2: the drive train of FIG. 1 in a switching state of
    Vehicle transmission enabling a purely electric ferry operator;
    3 shows the drive train of FIG. 1 in a switching state of
    Vehicle transmission, which allows a gear-less ferry operation with both drive devices;
    Fig. 4: the drive train of FIG. 1 in a switching state of
    Vehicle transmission enabling selection of the operating point of the electro-mechanical energy converter;
    5 shows the drive train of FIG. 1 in a switching state of
    Vehicle transmission, which allows storage of torque from the internal combustion engine;
    6 shows a drive train of a motor vehicle with a
    Vehicle transmission in an idle operating state according to another embodiment of the invention in a highly schematic sectional view; and
    7 shows a drive train of a motor vehicle with a
    Vehicle transmission in an idle operating state according to another embodiment of the invention in a highly schematic sectional view.
    1 shows a drive train 1 of a motor vehicle with a torque transmission device 2 in the form of a vehicle transmission in an idling operating state according to an embodiment of the invention in a highly schematic sectional view. The drive train 1 has, in addition to the vehicle transmission 2, an electromechanical energy converter 60 which can be connected thereto and an internal combustion engine, preferably a diesel engine or an Otto engine, which can be connected thereto.
    The engine 70 is connectable to the first transmission device 100 of the vehicular transmission 2 for torque transmission through its shaft 75 via a first drive coupling device cO formed as a friction clutch, and it is also possible to use a dog clutch as the drive coupling device cO instead of the friction clutch. The first transmission device 100 has the first input shaft 10, which can be connected to the internal combustion engine 70, of the epicyclic gear device 40, which is designed as a planetary gear, and the countershaft 30.
    The electromechanical energy converter 60 can be connected by means of its shaft 61 via a second drive coupling device sO designed as a claw clutch to the second transmission device 200 of the vehicle transmission 2 for transmitting torque. The second transmission device 200 has the second input shaft 20 of the planetary gear 40 that can be connected to the electromechanical energy converter 60.
    The planetary gear 40 has, in addition to the two input shafts 10 and 20, an output shaft 50 which, in different configurations of the embodiment described here, can be connected, in particular connected, directly or indirectly via one or more transmission stages 3 to an axle differential 4 and the wheels or elements of the chassis for torque transmission that can be driven thereby. is.
    The planetary gear 40 further includes a sun gear 42, which is connected to the first input shaft 10, and a planetary gear assembly 43, the inner
    Planet gears 44 are connected via inner planet carriers 24 and their outer planetary gears 46 via outer planet carriers 26 and via the Planetenträgerflansch 23 with the second input shaft 20.
    In this case, the sun gear 42 with the inner planetary gears 44 mesh, the inner planetary gears 44 with the outer planetary gears 46, and the outer planetary gears 46 with the ring gear 48 of the planetary gear 40, which is connected via the flange 51 with the output shaft 50, in particular connected.
    The second drive clutch s0 is shown in FIG. 1 in the neutral position of the clutch sleeve 63, but may also be switched manually or automatically by means of an unillustrated actuator of a controller into a first shift stage Za or a second shift stage Zb.
    In the first switching stage Za, the coupling sleeve 63 is non-rotatably connected to the coupling jaw 64.1 of the second drive coupling, in which case, in particular after a synchronization of the rotational speeds of the coupling sleeve 63 and the coupling jaw 64.1, complementary claws of the coupling sleeve 63 and the coupling jaw 64.1 intermesh and thus ensure slip-free switching operation. Analogously, for the purpose of switching the second switching stage Zb, complementary claws of the coupling sleeve 63 and of the coupling jaw 64.2 can mesh with one another.
    The clutch jaw 64.1 is connected in a circuit of the switching stage Za with the - trained helical gear - spur 65.1 of the second drive clutch sO for torque transmission. Via the spur gear 65.1 and the thus meshing spur gear 21.1 of the second input shaft 20, torque with a predetermined, Za-specific, ratio of the rotational speed na to the second input shaft 20 and thus to the Planetenradanordnung43 of the planetary gear 40 is transferable in this shift stage. The same applies to a circuit of the switching stage Zb for the spur gear 65.2 and the spur gear 21.2 at another predetermined, for Zb specific, translation of the rotational speed nb.
    The spur gears 21.1 and 21.2 of the second input shaft 20 are also connected to spur gears 38.1 and 38.2, which in the in Fig. 1 shown
    Neutral position of the second transmission clutch s2 are rotatably mounted on the countershaft 30.
    In a circuit of the second transmission clutch s2 in its first switching stage Z3wirn the spur gear 38.1 rotatably connected to the countershaft 30. When the second transmission clutch s2 is switched into its second shift stage Z4, the spur gear 38.2 is connected in a rotationally fixed manner to the countershaft 30. The switching stages Z3 and Z4 have different, predetermined translations n3 and n4, respectively.
    The second transmission clutch s2 is formed in the embodiment shown in Fig. 1 with its coupling sleeve 34 and its coupling jaws 36.1 and 36.2 analogous to the second drive clutch S 0 and in particular - possibly adapted to the installation environment - their features described in this application.
    On the countershaft 30 and the first transmission clutch sl is arranged with its coupling sleeve 33 and by means of the rotationally fixed to the spur gears 37.1bzw. 37.2 arranged clutch jaw 35.1 and 35.2 switchable in their first switching stage ZI and their second switching stage Z2. The switching stages Z 1 and Z 2 have different predetermined translations n4 and n2, respectively.
    The first transmission clutch sl is formed in the embodiment shown in Fig. 1 with its coupling sleeve 33 and its clutch shoes 35.1 and 35.2 analogous to the second drive clutch sO and / or the second transmission clutch s2 and has in particular - possibly adjusted to the installation environment - their features described in this application.
    The spur gears 37.1 and 37.2, when switching the coupling sleeve 33 towards the clutch shoe 35.1 (shift stage ZI) or the second clutch shoe 35.2 (shift stage Z2) mesh with the spur gear 11.1 and the spur gear 11.2 and are therefore connectable to the first input shaft 10 for torque transmission.
    The friction clutch or dog clutch cO between the shaft 75 of the combustion engine 70 and the first input shaft 10 can be applied to each other by applying the friction surfaces 12 and 72, either manually or by means of an actuator (not shown), particularly by applying a contact pressure for torque transmission between the combustion engine 70 and the first transmission device 100 and / or the planetary gear 40 are closed.
    Various operating situations in the operation of a vehicle with such a vehicle transmission 2 or the corresponding operating methods of the vehicle transmission 2 are described below in the descriptions of FIGS. 5 set forth.
    In this case, the parts of the vehicle transmission 2 shown in double lines indicate that a torque is transmitted via the corresponding part.
    Fig. 2 shows the drive train 1 according to Fig. 1 in a switching state of the vehicle transmission 2, which allows a purely electric ferry operation. For this purpose, in this embodiment, the sun gear 42 of the planetary gear 40 is fixed with respect to rotation. This can, for example, with the clutch closed CO by a determination of the internal combustion engine 70 not shown in Figure 2 or (not shown here) with the clutch CO open by a likewise not shown Festungslegung the first input shaft 10th
    The electromechanical energy converter 60 is connected to the second input shaft 20 via its shaft 61, the clutch sleeve 63 and the clutch shoe 64.1 of the second drive clutch s0, as well as the spur gear 65.1 in the shift stage Za. A torque output by the electromechanical energy converter 60 may thus drive the planetary gear assembly 43 via the planetary carriers 24 and 26. Via the output shaft 50 and possibly installed ratios 3 can be delivered via the differential 4 drive torque to the driven wheels of the motor vehicle.
    The electric ferry operation according to the embodiment described herein can be done due to the operating characteristic of the continuously variable speed power converter 60, even if the torque transmitting device is switched at discrete shift speeds.
    Conversely, in a deceleration or braking operation of the vehicle, use of the electromechanical energy converter 60 via the described torque flow is possible as a generator for filling an energy accumulator designed as a battery.
    Fig. 3 shows the drive train 1 according to Fig. 1 in a switching state of the vehicle transmission, which enables a switching-step-free ferry operation with both drive devices. In this case, both the engine 70 and the electromechanical energy converter 60 are connected to the planetary gear 40 for torque transmission.
    The friction clutch or dog clutch cO is closed; the dog clutch sO is in the switching stage Za or, as not shown here, in the switching stage Zb.
    The internal combustion engine 70 can apply torque to the sun gear 42 of the planetary gear 40 via the first input shaft 10. Between the electromechanical energy converter 60 and the planetary gear arrangement 43 of the planetary gear 40, torque is transferable in both directions via the second input shaft 20.
    For example, the engine 70 may always be operated in a consumable and / or wear-optimized region of a speed-torque map, wherein the speed desired by a driver of the motor vehicle may be provided by appropriate control, for example by the controller, of the electro-mechanical energy converter 60.
    The engine 70 then provides a constant torque at a constant speed, which are superimposed by the torque or speed of the electro-mechanical energy converter 60 through the planetary gear 40 on the output shaft 50 such that the driver's speed or torque request can be realized , Further, particularly because of the fixed torque ratio of the torque transmission device, it is also possible to control both the torque of the combustion engine 70 and the electromechanical energy converter 40 so as to realize the torque request of the driver of the motor vehicle.
    FIG. 4 shows the powertrain 1 of FIG. 1 in a shifting state of the vehicle transmission that allows selection of an efficiency and / or wear optimized range of a speed-torque map of the electro-mechanical energy converter 60.
    In the illustration of Figure 4, the first transmission clutch sl is connected in the switching stage ZI; the second transmission clutch s2 is switched to the switching stage Z3. By appropriate combination of the switching stages Za and Zb with the switching stages Z 1 to Z 4, a plurality of different speed ratios can be achieved with the same torque output of the electromechanical energy converter 60.
    Furthermore, it is also possible to use further switching stages of the torque transmission device with the involvement of the clutch S0. In this case, it is thus possible to switch up to 8 switching stages (4x2). Depending on the gear ratio of the individual gear stages, it is possible that not all of them can be used. As a result, the energy converter 60 can be operated in an optimum range of efficiency, because, in particular, contrary to a common prejudice, electric motors definitely have different degrees of efficiency depending on the speed.
    Fig. 5 shows the powertrain 1 according to Fig. 1 in a switching state of the vehicle transmission, which allows storage of torque from the combustion engine 70 in an energy accumulator (not shown) associated with the electromechanical energy converter 60 without experiencing friction losses through guidance of the force flow via the planetary gear 40 ,
    By a circuit or closure of one, two, three or all KupplungencO, sO, sl and s2 of the vehicle transmission 2 (switch positions exemplified here: cOgeschlossen, sO in Za, sl in ZI and s2 in Z3), a torque which the combustion engine 70, For example, in addition to the torque required by the user of the vehicle to be transmitted from the first input shaft 10 via the countershaft 30 to the second input shaft 20, and from there to the shaft 61 of the electromechanical energy converter 60, which in this case operates as a generator.
    Thus, for example, a battery can be charged, wherein the electrical energy of this battery can be delivered in a later driving situation of the motor vehicle in an engine operation of the electromechanical energy converter 60 again in the form of torque to the differential 4.
    6 shows a drive train 1 of a motor vehicle with a vehicle transmission 2 in an idling operating state according to a further embodiment of the invention in a highly schematic sectional view.
    In this embodiment, a first coupling sleeve 34a of the second transmission clutch S2 is disposed on the countershaft 30. On the other hand, a second clutch sleeve 34b of the second transmission clutch s2 is disposed on the first input shaft 10 of the planetary gear 40.
    The two coupling sleeves 34a and 34b are connected to the common same-sense circuit by means of the same-way coupling sleeve connection 39.1. The Schaltverbund of the two coupling sleeves 34a and 34b can be rotatably connected in addition to a Leerlaufstellung either in a first switching position with the rotatably mounted on the Vorgelegewelle 30 spur 38.1 by means of the clutch shoe 36.1 or in a second switching position by means of the spur gear 21.1 rotatably mounted on the first input shaft 10 of the planetary gear 40 are rotatably connected by means of the clutch shoe 36.3. The spur gear 38.2 is rotatably connected to the countershaft 30.
    FIG. 7 shows a drive train 1 of a motor vehicle with a vehicle transmission 2 in an idling operating state according to a further embodiment of the invention in a highly schematic sectional view.
    In this embodiment, the coupling sleeves 34a and 34b are connected for mutual mutual connection by means of the opposing coupling sleeve connection 39.2. The spur gear 38.2 is rotatably mounted on the countershaft 30.
    The switching group of the two coupling sleeves 34a and 34b, in addition to an idling position in a first switching position simultaneously with the rotatably mounted on the Vorgelegewelle 30 spur 38.1 by means of the clutch shoe 36.1 and with the rotatably mounted on the first input shaft 10 of the planetary gear 40 spur gear 21.1 by means of the clutch shoe 36.3 rotatably connected become.
    In a second switching position of the two coupling sleeves 34a and 34b, the first coupling sleeve 34a can be connected to the coupling jaw 36.2 of the spur gear 38.2. The second coupling sleeve 34b then remains in a neutral position. It is also possible by means of an actuation of the clutch sl (33 / 35.1 or 33 / 35.2) to direct torque to the countershaft 30.
    REFERENCE SIGNS LIST 1 powertrain 2 vehicle transmission (torque transmission device) 3 gear stage 4 differential 10 first input shaft 11 spur gear of the first input shaft 12 friction surface of the first drive clutch 20 second input shaft 21 spur gear of the second input shaft 23 Planetenträgerflansch 24 inner planet carrier 26 outer planet carrier 30 countershaft 33 coupling sleeve of the first transmission clutch 34 clutch sleeve the second transmission clutch 35 clutch shoe of the first transmission clutch 36 clutch shoe of the second transmission clutch 37 spur gear of the first transmission clutch 38 spur gear of the second transmission clutch 39.1 co-mutually Kupplungsmuffenverbindung 39.2 opposing Kupplungsmuffenverbindung 40 planetary gear 42 sun gear 43 Planetenradanordnung 44 inner planet 46 outer planetary gear 48 ring gear 50 output shaft 51 flange 60 electromechanical energy converter 61 shaft of the electromechanical energy converter 63 coupling sleeve 64 Clutch shoe of the drive clutch 65 spur gear of the drive clutch 70 engine 72 friction surface of the first drive clutch 75 shaft of the internal combustion engine 100 first transmission device 200 second transmission device cO first input clutch second input clutch first transmission clutch second transmission clutch ZI first spur gear of first gear clutch Z second spur gear of first gear clutch Z3 first spur gear of second transmission clutch Z4 second Spur gear stage of the second gear clutch Za First spur gear stage of the drive clutch Zb Second spur gear stage of the drive clutch
    权利要求:
    Claims (16)
    [1]
    1. A torque transmission device (2), in particular for a motor vehicle with a first drive means (70) and a second drive means (60), wherein the second drive means (60) is in particular designed as an electromechanical energy converter, with - a planetary gear means (40) having at least one sun gear (42), at least one planetary gear arrangement (43), at least one ring gear (48), and a first input shaft (10), a second input shaft (20) and an output shaft (50), a first, in particular switchable, transmission device (100), with one Countershaft (30) and a further transmission shaft (10) these transmission shafts (10) and the first input shaft (10) of the Umlaufgetriebeeinrichtung (40) coincide and - a second, in particular switchable transmission device (200), with a first shaft (61) and a second shaft ( 20) wherein the first shaft (61) is torque-conducting with the second drive unit seal (60) is connectable and the second shaft (20) coincides with the second input shaft (20) of the shuttle assembly (40).
    [2]
    2. torque transmission device (2) according to claim 1, characterized in that - the first input shaft (10) of the epicyclic gear means (40) by means of a first drive coupling means (cO) with a shaft (75) of the first drive means (70) is connectable for transmitting torque, - the epicyclic gear device (40) via the second transmission means (200) by means of a second drive coupling means (sO) with the second drive means (60) is connectable for transmitting torque.
    [3]
    Torque transmission device (2) according to one of the preceding claims, characterized in that - the first input shaft (10) is non-rotatably connected to the sun gear (42), - the second input shaft (20) rotatably connected to a planetary carrier (24, 26) of the planetary gear arrangement ( 43), - the first input shaft (10) of the epicyclic gear device (40) is connectable via the countershaft (30) by means of a first transmission coupling device (sl) for transmitting torque, and - the second input shaft (20) of the epicyclic gear device (40) via the countershaft ( 30) by means of a second gear coupling device (s2) for torque transmission is connectable.
    [4]
    Torque transmission device (2) according to one of the preceding claims, characterized in that the first gear coupling device (sl), the second gear coupling device (s2) and / or the second drive coupling device (sO) is designed as, in particular synchronized, dog clutch.
    [5]
    5. torque transmission device (2) according to one of claims 3 or 4, characterized in that at least one of these transmission coupling means is connected to a further, arranged on one of the input shafts, gear coupling means for common, in particular co-directional or opposite, circuit is connected.
    [6]
    A torque transmission device (2) according to any one of the preceding claims, characterized in that each of the first transmission coupling device (sl), the second transmission coupling device (s2) and the second drive coupling device (s0) are respectively set in an idling position and in a first (ZI; Z3; Za) and in a second gearshift stage (Za, Zb, Zl-4) is preferably switchable as spur gear pairs (11, 37, 21, 38; 21, 65) are formed.
    [7]
    7. torque transmission device (2) according to one of the preceding claims, characterized by a control device for controlling a rotational speed and / or torque of at least one of the drive means (70; 60) and / or for controlling switching operations of at least one of the drive (cO; Transmission coupling devices (sl; s2).
    [8]
    A motor vehicle having first and second drive means (70; 60) and a torque transmitting device (2) according to any one of the preceding claims.
    [9]
    Method for operating a torque transmission device (2) according to one of the preceding claims, characterized in that the second transmission device (200) is switched into a first drive shift stage (Za) or second drive shift stage (Zb) by means of the second drive coupling device (sO).
    [10]
    A method according to claim 9, characterized in that the first drive coupling means (sO) is closed.
    [11]
    A method according to claim 9 or 10, characterized in that substantially simultaneously or with a time delay the first gear coupling device (sl) is switched to one of its gear shift stages (ZI, Z2), and that the second gear coupling device (s2) is placed in one of its gear shift stages (Z3, Z4) is switched.
    [12]
    12. The method according to claim 11, characterized in that between the first (70) and the second (60) drive means torque is transmitted, in particular from the first (70) to the second (60) drive means.
    [13]
    A method according to any one of claims 9 to 12, characterized in that, prior to the conclusion of a switching operation, one of the gear coupling devices (sl, s2) or the second drive coupling device (sO) is directed towards a first (ZI; Z3; Za) or a second (Z2; Z4; Eg) switching stage reduces, in particular substantially eliminates, a speed difference between a first (33; 34; 63) and a second (35; 36; 64) coupling partner.
    [14]
    14. The method according to any one of claims 9 to 13, characterized in that a torque of the second drive means (60) in response to a switching operation of at least one of the transmission coupling devices (sl, s2) is increased, in particular a reduced by the switching operation torque transmission is at least partially compensated.
    [15]
    A method according to any one of claims 9 to 14, characterized in that the second drive coupling means (s0) and the first (sl) and the second (s2) gear coupling means are substantially slip-locked.
    [16]
    A method according to any one of claims 9 to 15, characterized in that the second drive means (60) is operated in torque and / or rotational speed in opposition to the first drive means (70) such that the first (10) and second (20) input shafts rotate counter to each other ,
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    同族专利:
    公开号 | 公开日
    CN105682966A|2016-06-15|
    WO2015063050A1|2015-05-07|
    AT514979B1|2016-03-15|
    DE112014004913A5|2016-07-07|
    引用文献:
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    US20030100395A1|2001-11-28|2003-05-29|Kazuyoshi Hiraiwa|Powertrain for hybrid electric vehicles|DE102015014814A1|2015-11-14|2017-05-18|Audi Ag|Drive device for a motor vehicle|DE59710076D1|1996-11-30|2003-06-18|Volkswagen Ag|Continuously adjustable step change gear|
    US7220203B2|2004-09-01|2007-05-22|General Motors Corporation|Electrically variable transmission with selective fixed ratio operation|
    JP4312767B2|2006-02-13|2009-08-12|株式会社日本製鋼所|Extruder drive|
    DE102006027709B4|2006-06-14|2019-01-03|Magna powertrain gmbh & co kg|Transmission unit for a motor vehicle and control method therefor|
    DE102010010435A1|2010-02-26|2012-01-26|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Drive system and method for operating such a drive system, in particular for a motor vehicle|
    DE102011121233A1|2011-12-13|2013-06-13|Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg|Summing-up gear assembly for power train of hybrid-motor car, has clutches which are provided for connecting one gear element with other gear element, and input element respectively|EP3431812B1|2017-07-21|2020-11-11|Ge Avio S.r.l.|Transmission device for dividing the torque between two coaxial gears|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50696/2013A|AT514979B1|2013-10-28|2013-10-28|Torque transmission device with a planetary gear device and method for operating such a torque transmission device|ATA50696/2013A| AT514979B1|2013-10-28|2013-10-28|Torque transmission device with a planetary gear device and method for operating such a torque transmission device|
    DE112014004913.1T| DE112014004913A5|2013-10-28|2014-10-28|Torque transmission device with a planetary gear device and method for operating such a torque transmission device|
    PCT/EP2014/073058| WO2015063050A1|2013-10-28|2014-10-28|Torque transmission device with an epicyclic gear device, and method for operating a torque transmission device of this type|
    CN201480059142.3A| CN105682966A|2013-10-28|2014-10-28|Torque transmission device with an epicyclic gear device, and method for operating a torque transmission device of this type|
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