Torque transmission device for hybrid drives

专利摘要:
The invention relates to a torque transmission device, in particular for a motor vehicle, wherein the torque transmission device has a drive shaft, an output shaft and an intermediate shaft, wherein transmission elements of the three shafts are arranged in such a way and rotationally connected that Windungsgänge can be realized.
公开号:AT519295A2
申请号:T50885/2017
申请日:2017-10-23
公开日:2018-05-15
发明作者:Ing Ivan Andrasec Dipl；Helmut Kassler Ing
申请人:Avl List Gmbh；
IPC主号:

专利说明:

Torque transmission device for hybrid drives
The present invention relates to a torque transmission device, in particular for a motor vehicle, wherein the torque transmission device has a drive shaft, an output shaft and an intermediate shaft. Preferably, such a transmission can be used in a hybrid drive of a motor vehicle in which the drive power is simultaneously and / or alternately provided by an internal combustion engine and an electric machine. Further preferably, the electric machine can also be operated as a generator in towing mode of the hybrid vehicle.
A torque transmitting device of a hybrid drive of the aforementioned type, which preferably constitutes a manual transmission, has an internal combustion engine power path and an electromotive power path, which are usually combined at the output shaft.
The internal combustion engine power path in such transmissions generally includes the input and output shafts, the drive shaft transmission elements, and the output shaft transmission elements engaged therewith, and allows torque to be transmitted between an internal combustion engine and the drive wheels of the input drive shaft motor vehicle.
The electromotive power path generally includes the intermediate and the output shaft, the intermediate shaft gear elements and the output shaft, and allows the transmission of torque between the electric machine and the drive wheels of the motor vehicle.
Thus, via correspondingly connected transmission elements of the drive shaft and the output shaft in such hybrid transmissions in general a purely internal combustion engine ferry, via correspondingly switched transmission elements of the intermediate shaft a purely electromotive ferry, and via respectively corresponding transmission elements of both power paths a combination driving both aggregates (internal combustion engine and electric machine) with a motor or generator operation of the electric machine possible. Also, gear shifts within a power path may preferably be performed as load shifts by at least partially maintaining the tractive force during the gear change by the aggregate (engine or electric machine) associated with the other power path via a gear wheel set connected therewith.
Depending on the arrangement of the individual components of the torque transmitting device and their active connections with each other, in particular depending on how the individual transmission elements of the output, intermediate and output shaft by means of one or more switching devices can be rotatably connected or the rotary joints can be solved, different translations with different spreads are realized.
The document WO 2012/123171 A1 relates to a hybrid drive of a motor vehicle which has an automatic transmission derived from a dual-clutch transmission with two coaxially arranged input shafts and a common output shaft, whose one input shaft is connectable to the drive shaft of an internal combustion engine and via an associated first group of selectively switchable gear wheel sets can be brought into drive connection with the output shaft, and whose other input shaft is in drive connection with the rotor of an electric machine which can be operated as a motor and as a generator and can be brought into drive connection with the output shaft via an associated second group of selectively switchable gearwheel sets.
It is an object of the invention to provide an alternative torque transmitting device, in particular an improved torque transmitting device. Preferably, as many translations as possible should be made possible with as few components as possible, in particular with the smallest possible overlapping range of the individual translations. In this case, it is also preferable to occupy an installation space which is as small as possible or at least adapted to the respective installation situation by the torque transmission device.
This object is achieved by a torque transmission device according to claim 1, a drive train according to claim 20 and a motor vehicle according to claim 23. Advantageous embodiments are claimed in the subclaims. The teaching of the claims is expressly made a part of the description.
A first aspect of the invention relates to a torque transmission device, in particular for a motor vehicle, wherein the torque transmission device has a drive shaft, an output shaft and an intermediate shaft. Preferably, the drive shaft has at least a first gear element, a second gear element and a third gear element. Also, the output shaft preferably has at least a first transmission element, a second transmission element and a third transmission element. Further preferably, the first transmission elements, the second transmission elements and the third transmission elements of the drive shaft and the output shaft are respectively engaged with each other and arranged in each case in a common first, second and third gear element plane. The transmission elements of the drive shaft are preferably each designed as a loose wheel and more preferably, the first transmission element and the second transmission element of the drive shaft by means of a first switching device alternatively rotatably connected to the drive shaft. For this purpose, the first switching device is preferably arranged between the first gear element and the second gear element of the drive shaft and connects the first gear element to the drive shaft in a first shift position and the second gear element to the drive shaft in a second shift position. Preferably, the third transmission element of the drive shaft with the second transmission element of the drive shaft by means of a second switching device is drehverbindbar. Further preferably, the first gear element and the second gear element of the output shaft are each formed as a loose wheel and rotatably connected by a third switching device together with the output shaft. For this purpose, the first gear element and the second gear element are preferably rotatably connected. In particular, these are arranged on a common hollow shaft. Further preferably, the third transmission element of the output shaft is designed as a fixed wheel. Accordingly, the third transmission element of the output shaft is rotatably connected to the output shaft. Further preferably, the intermediate shaft on at least a first transmission element, which is designed as a loose wheel, which is drehverbindbar with the intermediate shaft by means of a fourth switching device and which is in engagement with a transmission element of the first gear element plane, the second gear element plane or the third gear element plane.
A second aspect of the invention relates to a drive train of a vehicle, which has a torque transmission device according to the invention, wherein the drive shaft with a first drive motor, in particular an internal combustion engine and / or an electric machine, is rotatably connected or drehverbindbar, wherein the output shaft with at least one drivable axle of a motor vehicle is rotatably connected and wherein the intermediate shaft with a second drive motor, preferably with an electric motor and / or generator operable electric machine, rotatably connected or drehverbindbar. Such a powertrain is a hybrid powertrain in which an electric machine and an internal combustion engine may be used together or alternatively to provide torque.
A third aspect of the invention relates to a motor vehicle having a torque transmission device according to the invention.
In the context of the invention, a drive shaft is to be understood as meaning a shaft which can be non-rotatably connected to a drive motor for transmitting a torque from the drive motor to the torque transmission device or to the components of the torque transmission device. The drive shaft is preferably brought out for rotation connection with the drive motor from a housing of the torque transmission device and rotatably supported in particular by the housing of the torque transmission device or mounted in the housing. In some cases, it is advantageous if a torque transmission device according to the invention has at least one correspondingly suitable, additional input side or drive side
Has component over which the drive motor can be rotatably connected to the drive shaft, for example. A separating clutch, a two-mass flywheel and / or a freewheel, in particular a switchable freewheel.
For the purposes of the invention, an output shaft is to be understood as a shaft which can be non-rotatably connected to a drivable axle for transmitting a torque from the torque transmission device or its components to the drivable axle. In some cases, it is advantageous if a torque transmission device according to the invention has on the output side or output side at least one correspondingly suitable additional component, via which the output shaft can be rotatably connected to the drivable axle, for example a transmission element or a gear stage and / or a differential gear. It has proven to be particularly advantageous if the output shaft of a torque transmission device according to the invention has an additional, preferably designed as a fixed gear element which is rotatably connected to the output shaft via which the output shaft of the torque transmitting device with the drivable axle is drehverbindbar.
For the purposes of the invention, an intermediate shaft means a shaft for rotational connection with at least one second drive motor, in particular with an electric machine that can be operated as an electric motor and / or generator. In some cases, it is advantageous if the intermediate shaft has at least one correspondingly suitable additional component, via which the second drive motor can be rotationally connected to the intermediate shaft, preferably a transmission element and / or a gear stage. To be particularly advantageous, it has also proven in this case when the intermediate shaft of a torque transmission device according to the invention has an additional, preferably designed as a fixed gear element that is rotatably connected to the intermediate shaft, via which the second drive motor with the intermediate shaft is drehverbindbar.
Preferably, in a torque transfer device according to the invention, the drive shaft and the output shaft are arranged in such a way that they are parallel to each other, wherein the intermediate shaft is preferably also arranged parallel to the drive shaft and / or the output shaft.
By rotary joints in the sense of the invention is meant in particular a connection of two elements, by means of which a torque is transmitted from one element to the other element, i. by means of which a rotation of the one element about an axis and a rotation of the other element, in particular with the same rotation or. Angular velocity, about the same axis is effected. In particular, two rotary connected elements rotate as a unit, i. as an element. Preferably, two elements are rotatably connected to each other by a non-positive and / or positive connection. In particular, such a connection can be achieved by pressing one element onto the other element, such as a wheel on an axis, and / or by engaging one element in the other element, for instance by means of a bolt, a shoulder or meshing teeth.
Under rotverbindbar is understood according to the invention accordingly that the components mentioned in the respective context can be connected to each other such that a torque can be transmitted, for example, by closing an existing clutch or the like. The components do not have to be directly or directly, i. without intermediate elements, be connected to one another in a rotationally connected or rotationally connectable manner, but can also be indirectly or indirectly, i. via at least one, arranged in the power transmission path of the two components, additional component rotatably connected to each other or be drehverbindbar.
For the purposes of the invention, a transmission element is to be understood as an element which is set up in interaction with at least one further transmission element for torque transmission between shafts. Preferably, at least one transmission element of a torque transmitting device is designed as a gear, in particular as a spur gear, with helical gears are particularly advantageous. In this case, all gear elements of the torque transmission device are particularly preferably designed as gears, in particular as helical gears. Alternatively, however, the transmission elements or at least part of the transmission elements may also be designed as belts, in particular chains, friction wheels and / or as similar torque-transmitting elements.
For the purposes of the invention, a loose wheel is to be understood as a transmission element which rotates about a shaft but is not connected in a rotationally fixed manner to this shaft. In particular, a loose wheel with a switching device, preferably a dog clutch with / or without synchronization, rotatably connected to the shaft and / or be coupled to a second idler gear, for example by means of a shaft arranged around the hollow shaft.
Preferably, all transmission elements of a torque transmission device according to the invention are arranged in a common housing, in particular in a common transmission housing.
The first transmission element of the drive shaft and the first transmission element of the output shaft preferably define the first transmission element plane, the second transmission element of the drive shaft and the second transmission element of the output shaft define the second transmission element plane and the third transmission element of the drive shaft and the third transmission element of the output shaft define accordingly the third gear element level, wherein according to the invention in each case the first gear elements are engaged with each other, ie are actively connected for torque transmission, in particular mesh with each other. Accordingly, the second gear elements and the third gear elements are engaged with each other.
The configuration of the torque transmission device according to the invention proves to be particularly advantageous when used in a motor vehicle. In this case, as already stated above for the shafts, an internal combustion engine preferably has a torque-transmitting connection to the drive shaft, drive wheels of the motor vehicle are connected to transmit torque to the output shaft and an electric machine is connected to transmit torque to the intermediate shaft.
The torque transmission device according to the invention then has at least four gears in the internal combustion engine power transmission branch and a gear in the electromotive power transmission branch. A so-called boost operation, in which the electric machine provides additional power for driving the vehicle in internal combustion engine operation, or a charging operation in which the electric machine branches in the regenerative operation power from the internal combustion engine operation, are possible in all gears of the internal combustion engine power transmission branch. It can be flexibly switched between internal combustion engine operation and electric motor operation, in particular, the internal combustion engine power transmission branch can be separated during an electric motor operation and also the electromotive power transmission branch can be flexibly separated or established during operation of the internal combustion engine. Furthermore, the torque transmission device according to the invention enables a generator operation of the electric machine when a motor vehicle is at a standstill, i. a gear-to-stand, because the output shaft can be completely decoupled from the power flow. In a neutral position, the output shaft can be decoupled from both the drive shaft and the intermediate shaft. In this neutral gear, for example, a rolling of the vehicle, in particular a so-called sailing, possible.
By means of an electric machine on the intermediate shaft, depending on the direction of rotation of the electric machine, while at least one forward gear and one reverse gear and starting in both directions can be realized. Electric starting is possible according to the invention for speeds of in particular up to 160 km / h. By directly connecting the intermediate shaft to the output shaft a so-called torque-fill function is possible, that is, a load sub-calculation-free switching between all gears of the internal combustion engine operation. Here, the electric machine takes over the provision of the necessary torque, while the internal combustion engine power transmission branch is interrupted in one gear, the speed and the power of the internal combustion engine is set to a new gear and the new gear is coupled in the internal combustion engine power transmission branch.
In an advantageous embodiment of the torque transmission device according to the invention according to claim 1, the output shaft to a sixth gear element, which is designed as a fixed gear. With the sixth gear element, the power can be delivered, for example, to a differential gear shaft arranged in parallel, provided that it has a further gear element.
In a further advantageous embodiment, the first gear element and the second gear element of the output shaft are rotationally connected. In particular, one or more so-called Windungsgänge can be realized with this advantageous embodiment.
In a Windungsgang in the context of the invention, the power is passed at least twice over the same shaft axis. In the present embodiment, idler gears of the drive shaft and the output shaft and / or the intermediate shaft can be coupled in such a way that the respective power transmission paths in internal combustion engine operation are guided twice over the output shaft axis. The first time on coupled idler gears on the output shaft and the second time on a fixed gear or a fixed gear element of the output shaft, so that the power can be output to drive wheels of a motor vehicle.
In a further advantageous embodiment of the torque transmission device according to the invention, the drive shaft and the output shaft each additionally have a fourth gear element, which are engaged with each other and arranged in a common fourth gear element plane. Preferably, the fourth gear element of the output shaft is formed as a fixed gear and the fourth gear element of the drive shaft is designed as idler gear and rotatable by means of the second switching device alternatively to the third gear element of the drive shaft with the second transmission element of the drive shaft. By means of this further fourth gear element level, at least six gears in internal combustion engine operation and two gears in electromotive operation are possible. In particularly advantageous embodiments, the torque transmission device even has eight gears in internal combustion engine operation and four gears in electric motor operation. In particular, with the fourth gear element level, another gear is available for loading in stand.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with one of the transmission elements of the output shaft is engaged. Further preferably, the intermediate shaft has a second gear element, which is designed as a loose wheel, which is rotatably connected to the intermediate shaft by means of the fourth switching element, alternatively to the first gear element of the intermediate shaft, and with a further of the transmission elements of the output shaft is engaged. Preferably, in such an embodiment, the fourth switching element between the first gear element and the second transmission element of the output shaft is arranged and, depending on the switching position, the first transmission element or the second transmission element rotatably connect with the intermediate shaft. By the two switching positions two different power transmission paths, starting from the intermediate shaft, can be realized, by which at least two or a further gear can be realized in the electric motor operation or can.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with one of the transmission elements of the output shaft is engaged and the intermediate shaft has a second transmission element, which is designed as a loose wheel, which is drehverbindbar with the intermediate shaft by means of a fifth switching device and with a further of the transmission elements of the output shaft is engaged. By providing a fifth switching device, in addition to the fourth switching device with which the first gear element and the second gear element of the intermediate shaft can be independently rotatably connected to the fourth gear shaft, in particular also simultaneously, more Windungsgänge can be realized in which the power transmission path via the intermediate shaft runs.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with the first or second gear element of the drive shaft is engaged. Preferably, the intermediate shaft has a second gear element, which is designed as a loose wheel, which is rotatably connected to the intermediate shaft by means of the fourth switching device, alternatively to the first gear element of the intermediate shaft, and with one of the transmission elements of the output shaft, in particular the second, fourth or fifth transmission element, is drehverbindbar. Even with this advantageous embodiment, at least two gears in electromotive operation or an additional gear in the electromotive
Operation can be realized. In contrast to the embodiment in which the transmission elements of the intermediate shaft are in engagement with transmission elements of the output shaft, with the present embodiment, a different type can be realized, in which not the output shaft, but the drive shaft is arranged centrally.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with the first or second gear element of the drive shaft is engaged. Preferably, the intermediate shaft has a second transmission element, which is designed as a loose wheel, which is drehverbindbar with the intermediate shaft by means of a fifth switching device and which is rotatably connected to one of the transmission elements of the output shaft, in particular the second, fourth or fifth transmission element. As in the previous embodiment, the drive shaft is arranged centrally between the two other shafts in this design. In contrast, however, in the present embodiment, the second transmission element of the intermediate shaft can be rotatably connected to the intermediate shaft independently of the first transmission element by means of the fifth shifting device. As a result, in particular winding turns, which extend over the intermediate shaft, realize.
Both aforementioned embodiments have in common that is realized by the power transmission path, which leads from the second gear element of the intermediate shaft to a transmission element of the output shaft, a reverse gear or reverse gear in the internal combustion engine operation.
In order to convert this reverse gear in an additional forward gear in internal combustion engine operation, the torque transmitting device in a further advantageous embodiment, a reversing shaft, on which a further transmission element is arranged. This is on the one hand in rotation with the second transmission element of the intermediate shaft and on the other hand rotatably connected to one of the transmission elements of the output shaft. In this way, from the previously mentioned Windungsgängen, which extend over the intermediate shaft, forward gears in the internal combustion engine operation.
In a further advantageous embodiment, the output shaft has a fifth gear element, which is designed as a fixed gear and is engaged with the second gear element of the intermediate shaft. Due to this configuration, at least two gears in electromotive operation are possible.
In a further advantageous embodiment, the sixth gear element of the output shaft is rotatably connected to the second gear element of the intermediate shaft. As a result, Windungsgänge can be realized on the intermediate shaft, without having to provide additional fixed wheels on the output shaft. The sixth transmission element of the output shaft here serves both for transmitting the power to a differential gear or the drive wheels of a motor vehicle and for the realization of at least one Windungsgangs.
In a further advantageous embodiment, the first gear element of the intermediate shaft with the second gear element of the output shaft and the second gear element of the intermediate shaft with the fifth gear element of the output shaft, which is a fixed gear in engagement.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with the second gear element of the output shaft and the second gear element of the intermediate shaft with the fourth gear element of the output shaft, which is a fixed gear, into engagement.
In a further advantageous embodiment of the torque transmission device according to the invention, the first transmission element of the intermediate shaft with the second transmission element of the output shaft and the second transmission element of the intermediate shaft with the third transmission element of the output shaft is engaged.
All predefined advantageous embodiments allow a particularly space-saving arrangement of the individual elements of the torque transmission device and their connection in a drive train or a vehicle. In particular, this allows a particularly small number of gears and switching elements realize a variety of gears in internal combustion engine operation.
In a further advantageous embodiment, the first gear element of the intermediate shaft with the third gear element of the output shaft and the second gear element of the intermediate shaft with the fourth gear element of the output shaft is engaged.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with the first gear element of the drive shaft is engaged.
In a further advantageous embodiment of the torque transmission device according to the invention, the first gear element of the intermediate shaft with the second transmission element of the drive shaft is engaged.
In a further advantageous embodiment of the torque transmission device according to the invention, the first switching device and / or the second switching device and / or the fourth switching device have a neutral position. In the neutral position, two gear elements connected by the respective switching device, which are designed as loose wheels on the respective shaft, both are not rotatably connected to the respective shaft. This ensures that in this case a decoupling of the shaft is possible from its associated transmission elements.
The features and advantages described above in relation to the first aspect of the invention apply correspondingly also to the second and third aspects of the invention and vice versa. All advantageous embodiments can be freely combined with each other here.
In an advantageous embodiment of the drive train according to the invention, the drive shaft and the first drive motor, a two-mass flywheel and / or a freewheel is interposed. The two-mass flywheel serves to reduce vibrations in the drive train. With the freewheel can be achieved that the internal combustion engine is not entrained when, for example, the speed provided by the Elekt-machine engine exceeds that of the internal combustion engine.
In a further advantageous embodiment of the drive train, the drivable axle, in particular a differential gear axis, is rotatably connected to the sixth gear element.
In a further advantageous embodiment of the drive train of the second drive motor, in particular its shaft, preferably via a first transmission element, with the third transmission element, which is designed as a fixed wheel, rotatably connected. By means of this additional gear stage, the power output by the electric machine or the power output by the electric motor can be transformed in a torque / rotational speed ratio suitable for the torque transmission device according to the invention.
These and other features and advantages will become apparent from the claims and from the description also from the drawings, wherein the individual features may be implemented alone or in each case in the form of sub-combinations in an embodiment of the invention and an advantageous as well as for can represent protectable design for which also claimed protection.
The invention will be explained in more detail below with reference to non-limiting exemplary embodiments, which are illustrated in the figures, wherein components having the same function have the same reference numerals. In the figures show at least partially schematically:
The invention will be explained in more detail below with reference to non-limiting exemplary embodiments, which are illustrated in the figures, wherein components having the same function have the same reference numerals. In the figures show at least partially schematically:
1A shows a drive train with a first embodiment of a torque transmission device according to the invention;
Fig. 1B is a circuit diagram of the first embodiment of a torque transmission device according to the invention of Fig. 1A;
2A shows a drive train with a second embodiment of a torque transmission device according to the invention;
Fig. 2B is a circuit diagram of the second embodiment of a torque transmission device according to the invention of Fig. 2A;
3A shows a drive train with a third embodiment of a torque transmission device according to the invention.
Fig. 3B is a circuit diagram of the third embodiment of a torque transmission device according to the invention of Fig. 3A;
4A shows a drive train with a fourth embodiment of a torque transmission device according to the invention;
Fig. 4B is a circuit diagram of the fourth embodiment of a torque transmission device according to the invention of Fig. 4A;
5A shows a drive train with a fifth embodiment of a torque transmission device according to the invention;
Fig. 5B is a circuit diagram of the fifth embodiment of a torque transmission device according to the invention of Fig. 5A;
6A shows a drive train with a sixth embodiment of a torque transmission device according to the invention;
Fig. 6B is a circuit diagram of the sixth embodiment of a torque transmission device according to the invention of Fig. 6A;
7A shows a drive train with an eleventh exemplary embodiment of a torque transmission device according to the invention;
Fig. 7B is a circuit diagram of the sixth embodiment of a torque transmission device according to the invention of Fig. 7A;
8A shows a drive train with an eighth exemplary embodiment of a torque transmission device according to the invention;
Fig. 8B is a circuit diagram of the sixth embodiment of a torque transmission device according to the invention of Fig. 8A;
9A shows a drive train with a ninth embodiment of a torque transmission device according to the invention;
Fig. 9B is a circuit diagram of the ninth embodiment of a torque transmission device of Fig. 9A according to the present invention;
10A shows a drive train with a tenth embodiment of a torque transmission device according to the invention;
Fig. 10B is a circuit diagram of the tenth embodiment of a torque transmission device according to the invention of Fig. 10A;
11A shows a drive train with an eleventh exemplary embodiment of a torque transmission device according to the invention; and
Fig. 11B is a circuit diagram of the sixth embodiment of a torque transmission device according to the invention of Fig. 11A.
1A shows a drive train with a first exemplary embodiment of a torque transmission device 60 according to the invention. In this case, a first drive motor 10, in particular an internal combustion engine, for example a reciprocating piston engine, generates a torque on a shaft, preferably by combustion of a fuel, with a dual-mass flywheel 20 for reduction communicated by torsional vibrations. The dual mass flywheel 20 in turn communicates via another shaft with a freewheel 30 to avoid feedback of torque from a transmission of the torque transmitting device 60 to the dual mass flywheel 20 and / or the first drive motor 10. The transmission of the torque transmitting device 60 takes the torque from the freewheel 30 via a Drive shaft W1 on. The torque transmission device 60 is in particular configured to apply the torque via an output shaft W2 to at least one drivable axle of a motor vehicle via a drivable axle W5, in particular a differential gear axle, to a differential gear 40 and via a motor shaft W4 to a second drive motor 50, in particular an electric machine to transmit and / or receive from an electric motor and / or generator.
The torque transmission device 60 has a first gear element plane E1, a second gear element plane E2 and a third gear element plane E3, in which and / or between each of which gear elements Z1-Z16 are arranged. By means of these transmission elements Z1-Z16 are various shafts of the torque transmitting device 60, in particular the drive shaft W1, the output shaft W2, an intermediate shaft W3, the motor shaft W4 and the vehicle axle W5 operatively connected or operatively connected, i. a torque can be transmitted permanently or switched between them.
The transmission elements Z1-Z16 are preferably designed as gears. Alternatively, the transmission elements or at least part of the transmission elements Z1-Z16 can also be designed as belts, in particular chains, friction wheels and / or as similar torque-transmitting elements.
The drive shaft W1 has a first gear Z1 in the first gear element plane E1, a second gear Z3 in the second gear element plane E2, and a third gear Z5 in the third gear element plane E3, which are each designed as idler gear. A first switching device SE1 is arranged between the first gear element plane E1 and the second gear element plane E2, in particular between the first and second gear Z1, Z2 of the drive shaft W1, and adapted to the first gear Z1 of the drive shaft W1 in a first switching position S1 with the drive shaft W1 to twist-connect.
By the rotational connection of the drive shaft W1 with the first gear Z1 of the drive shaft W1, the first gear Z1 of the drive shaft W1 rotates with the rotational or angular velocity of the drive shaft W1.
The first switching device SE1 is also adapted to rotationally connect the second gear Z3 of the drive shaft W1 in a second switching position S2 with the drive shaft W1. The first switching device SE1 is in the second switching position S2, the first gear Z1 of the drive shaft W1 is not rotatably connected to the drive shaft W1. The same applies to the switching position S1, the second gear Z3 of the drive shaft W1.
Furthermore, the first switching device SE1 assume a neutral position in which it does not couple with the gear Z1 nor with the second gear Z2 of the drive shaft W1. In this case, these gears Z1, Z3, which are designed as loose wheels, preferably rotate independently of a rotation of the drive shaft W1.
A second switching device SE2 is adapted to rotationally connect the third gearwheel Z5 of the drive shaft W1 in a third shift position S3 to the second gearwheel Z3 of the drive shaft W1. Thereby, the third gear Z5 of the drive shaft W1 can rotate at the rotational speed of the second gear Z3 of the drive shaft W1.
The output shaft W2 has a first gear Z2 in the first gear element plane E1, a second gear Z4 in the second gear element plane E2, and a third gear Z6 in the third gear element plane E3. In this case, the first gears Z1, Z2, the second gears Z3, Z4 and the third gears Z5, Z6 of the drive shaft W1 of the output shaft W2 are each adjacent, in particular intermeshing arranged. Thereby, the torque can be varied depending on the rotational connection of the gears Z1, Z3, Z5 of the drive shaft W1 with the drive shaft W1, i. the shift positions S1, S2, S3 are transmitted to the output shaft W2 via at least one of the gears Z2, Z4, Z6 of the output shaft W2.
For the purposes of the invention, at least two toothed wheels, which are arranged in mesh with one another, are to be understood as meaning, in particular, at least two toothed wheels which mesh with one another, i. which are arranged side by side and are in an operative connection. In particular, a rotation of a toothed wheel also sets a further toothed wheel arranged in mesh therewith in rotation.
The first gear Z2 of the output shaft W2 and the second gear Z4 of the output shaft W2 are formed as idler gears and also rotatably connected to each other via a common hollow shaft. The third gear Z6 of the output shaft W2, on the other hand, is a fixed gear, i. with constant rotational connection to the output shaft W2, formed.
A third switching device SE3 is arranged between that of the second gear element plane E2 and the third gear element plane E3, in particular between the second gear Z4 of the output shaft W2 and the third gear Z6 of the output shaft W3, and configured to the first gear Z2 and the second continuously connected therewith Gear Z4 of the output shaft W2 in a fifth shift position S5 with the output shaft W2 to drehververbindende.
By this arrangement of gears Z1-Z6 of the drive shaft W1, the output shaft W2 and the switching devices SE1-SE3 selectively individual transmission element planes E1, E2, E3 can be selected by which gears Z1, Z3, Z5 of the drive shaft W1 together with gears Z2, Z4 , Z6 of the output shaft W2 transmit a torque of the drive shaft W1 to the output shaft W2.
The gears Z1, Z3, Z5 of the drive shaft W1 and the gears Z2, Z4, Z6 of the output shaft W2 preferably have different sizes or diameters, so that during the transmission of the torque and a rotational speed of the drive shaft W1 to the output shaft W2, the rotation or angular velocity of the output shaft W2 is controlled as a function of the switching positions S1-S3 according to the translation given by the different sizes or diameters.
The output shaft W2 also has a sixth, designed as a fixed gear Z15, which meshes with a gear Z16 of the vehicle axle W5, so that the first drive motor 10 is torque-connected to the differential gear 40. In this case, the sixth gear Z15 of the output shaft W2 and the gear Z16 of the vehicle axle W5 are arranged in front of the first gear element plane E1.
The intermediate shaft W3 has a first gear Z9 in the third gear element plane E3 and a second gear Z11 in the second gear element plane E2. Both the first and the second gear Z9, Z11 of the intermediate shaft W3 is designed as a loose wheel. Here, the first gear Z9 of the intermediate shaft W3 in the third gear element level E3 next to, in particular meshing with the third gear Z6 of the output shaft W2 and the second gear Z11 of the intermediate shaft W3 in the second gear element level E2 next, in particular meshing with, the second gear Z4 arranged the output shaft W2.
A fourth shifting device SE4 is arranged between the second and third gear element plane E2, E3, in particular between the first and second gear Z9, Z11 of the intermediate shaft W3, and is adapted to place the second gear Z11 of the intermediate shaft W3 in a sixth shifting position S6 with the intermediate shaft W3 and the first gear Z9 of the intermediate shaft W3 in a seventh switching position S7 with the intermediate shaft W3 to rotatably connect. Thereby, the torque of the first and second or third gear Z2, Z4, Z6 of the output shaft W2 is transmitted to or from the intermediate shaft W3 by means of the first and second gear Z9, Z11 of the intermediate shaft W3.
The gears Z9, Z11 of the intermediate shaft W3 also preferably have different sizes or diameters, so that the rotational or angular speed of the output shaft W2 or the intermediate shaft W3 can be controlled in accordance with the ratio given thereby.
The intermediate shaft W3 also has a third gear Z14, which is arranged between the first and second gear element plane E1, E2 and designed as a fixed gear. The third gear Z14 of the intermediate shaft W3 meshes with a first gear Z13 of the motor shaft W4, which is also arranged between the first and second gear element plane E1, E2. Thereby, the gears Z1-Z16 or at least a part of the gears Z1-Z16 are torque-connected to the second drive motor 50 and can be rotated by means of this in particular with a predetermined rotational or angular speed, in particular if the corresponding gears are not simultaneously with the first drive motor 10 are torque-connected. Preferably, thereby, the rotational speed of two gears, one of which is torque-connected to the first drive motor 10 and the other torque-connected to the second drive motor 50, be aligned, so that the two gears are rotatably connected to each other via a shaft, in particular damage to the respective gears is avoided by a rotary joint at unequal rotational speeds.
By means of the torque transmission device 60 shown in FIG. 1A, in particular four shift gears for coupling the first drive motor 10 and / or three shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
With the first embodiment described with reference to FIG. 1A, four gears in the internal combustion engine operation VKM 1 to 4, a neutral position N, in which the output shaft W2 is released, can be adjusted by means of eleven gears and four shift elements as well as three gear element planes E1, E2, E3 formed from these is rotatable, three gears in the electromotive mode EM1, EM2, EM3 and two gears for charging in the state L1, L2 realize. In all four gears in internal combustion engine operation VKM 1 to 4, the electric machine for an additional boost function or a generator operation can be coupled in this case.
The corresponding switching states of the respective switching elements SE1 to SE4 are shown in FIG. 1B.
The first gear in internal combustion engine operation, short first VKM gear, VKM1 is a Windungsgang, wherein the switching elements SE1 and SE2 take the switch positions S1 and S3. The power transmission path begins in this gear in the internal combustion engine 10, wherein the power is transmitted via the two-mass flywheel 30 and the freewheel or the separating clutch 30 to the drive shaft W1. From there, the power flow is transmitted via the first switching element SE1 to the first gear of the drive shaft Z1 and from there to the first gear Z2 of the output shaft, which is a loose wheel and with the second gear of the output shaft W2 also designed as a loose wheel. This in turn meshes with the second gear Z3 of the first drive shaft W1. From here, the power flow is transmitted via the switching element SE2 to the third gear Z5 of the drive shaft W1, which meshes with the third gear Z6 of the output shaft. This is formed as a fixed gear on the output shaft W2, so that the power via the sixth gear element Z15 of the output shaft W2 is transmitted to a transmission element Z16 of the differential gear 40 and can be delivered from there via the vehicle axle W5 to wheels of a motor vehicle.
In the second VKM gear VKM2 the switch positions S1 and S5 of the switching elements SE1 and SE3 are occupied. Accordingly, the power is in turn transmitted from the drive shaft W1 via the first switching element SE1 to the first gear Z1 of the drive shaft W1 and from there to the coupled second gear Z4 of the output shaft W2. This is coupled via the third switching element SE3 to the output shaft W2, which in turn drives the vehicle shaft W5.
In the third VKM gear VKM3 the switching positions S2 and S3 of the first switching element and the second switching element SE1, SE2 are connected. The power flow in this case runs from the drive shaft E1 via the first switching element SE1 to the second gear Z3 of the drive shaft W1, which is coupled via the switching element SE2 to the third gear Z5 of the drive shaft W1. Since the third gear Z5 of the drive shaft W1 meshes with the third gear Z6 of the output shaft W2 in the third gear element plane E3, thereby also the output shaft W2 is driven and thus also the vehicle shaft W5. For the fourth VKM gear VKM4, the shift positions S2 and S5 of the first shift element SE1 and the second shift element SE3 are present. The power flow extends from the drive shaft W1 on the first switching element SE1 to the second gear Z3 of the output shaft W1 and from there via the second gear Z4 of the output shaft W2, which meshes with the gear Z3 and is arranged in the second gear element plane E2, and about the third switching element SE3 on the output shaft W2. Accordingly, the vehicle shaft W5 is supplied with power and thus put into rotation.
If the switching element SE4 in the four VKM gears in the neutral position, the Elekt-machine 50 is decoupled. In all four VKM gears, however, the electric machine 50 can be coupled into the power flow of internal combustion engine operation by shifting the shifting element SE4 into the shifting position S6 or the shifting position S7 as a boost or generator function. In the shift position S6, torque is transmitted from the motor shaft W4 via the gearwheel Z13 of the motor shaft to the gearwheel Z14 of the intermediate shaft W3. Via the switching element SE4 and the second gear Z11 of the input shaft W3, which is designed as a loose wheel, the power is fed via the second gear Z4 of the output shaft W2 in the power flow of the VKM gears, the output shaft W2 serves as a summation wave. Likewise, power can be taken from the power flow of the VKM gears in this way. Alternatively, the switching element SE4 can be brought into switch position S7. The power flow then takes place via the first gear Z9 of the intermediate shaft W3 to the third gear Z6 of the output shaft W2 serving as the summation shaft, where the power of the electric machine 50 is coupled to the power flow of the VKM gears.
The switching position S7 of the fourth switching element SE4 also serves to realize the so-called torque-fill operation. Here, the electric machine when changing the VKM gears VKM1 - VKM4 transitionally take over the provision of power, so that VKM1 - VKM4 can be switched between the individual VKM gears load-free, even if the drive shaft W1 is not completely decoupled from the output shaft W2. In particular, this also allows load-free switching in all VKM gears VKM1 - VKM4.
In the gears in the electromotive mode, short EM-gears, EM1, EM2, EM3, the drive shaft W1 is decoupled from the output shaft W2. In the EM gear EM1, which is a winding gear, the shift positions S3 and S6 of the shift elements SE2, SE4 are engaged. The switching element SE1 is in neutral position. The power flow in this case, starting from the electric machine 50, via the intermediate shaft W3 and the switching element SE4 to the second gear Z13 of the intermediate shaft W3. This meshes with the second gear Z4 of the output shaft W2, which in turn meshes with the second gear Z3 of the drive shaft W1 in the second gear element plane E2. Since both the second gear Z4 of the output shaft W2 and the second gear Z3 of the drive shaft W1 are formed as idler gears, no power is transmitted to the output shaft W2 or drive shaft W1. Rather, the power via the second switching element SE2 is now transferred to the third gear Z5 of the drive shaft W1 and from there to the third gear Z6 of the output shaft W2. Since the gear Z5 is in turn designed as a loose wheel, again no power is transmitted to the drive shaft W1 and only trained as a fixed gear third gear Z6 of the output shaft W2 transmits the power to the output shaft W2 and thus to the vehicle shaft W5.
In the second electromotive gear EM2, the shift positions S5 and S6 of the third shift element SE3 and the fourth shift element SE4 are selected. The switching element SE1 is in turn in the neutral position. Again, power is transmitted, starting from the electric machine 50, via the intermediate shaft W3, the fourth switching element SE4 to the second gear Z11 of the intermediate shaft W3 and from there via the third switching element SE3 to the output shaft W2 and thus to the vehicle shaft W5.
In the third electromotive gear EM3 only the switching position S7 of the fourth switching element SE4 is selected, the switching element SE1 is again in the neutral position. In this EM gear, starting from the electric machine 50, power is transmitted to the first gear Z9 of the intermediate shaft W3 via the intermediate shaft W3 and the switching element SE4, which meshes with the third gear Z6 of the output shaft W2 designed as a fixed gear, and thus power on the Output shaft W2 and thus transmits to the vehicle shaft W5. Since in the electromotive gears EM1, EM2, EM3, the switching element SE1 is always in the neutral position, the drive shaft W1 is decoupled from the output shaft W2.
In addition, the torque transmission device according to the invention of the first embodiment, two gears, which serve for loading in the state and are designated L1, L2 in Fig. 1B. In the gear to the shop-in-stand L1 here the switch position S1 and the switch position S6 is selected. The power flow extends from the internal combustion engine 10 via the drive shaft W1 to the first gear Z1 of the drive shaft W1 and from there to the meshing with this first gear Z2 of the output shaft W2, wherein Z1 and Z2 are in the first gear element plane E1. Since the first gear Z2 and the second gear Z4 of the output shaft W2 are mechanically coupled via a hollow shaft, the power is further transmitted via the gear Z4 to the second gear Z11 of the intermediate shaft W3 and from there via the switching element SE4 to the intermediate shaft W3. This in turn drives the third gear Z14 of the intermediate shaft W3, from where the power is transmitted via the gear Z13 of the motor shaft W4 to the electric machine.
In the second gear for shop-in-stand L2 is the first switching element SE1 instead of in the switching position S1 in the switching position S2. The power flow in this case runs starting from the drive shaft W1 via the first switching element SE1 to the second gear Z3 of the drive shaft W1, which meshes with the second gear Z4 of the output shaft W2 in the second gear element plane E2, which is likewise designed as a loose wheel. This in turn meshes with the second gear Z11 of the output shaft W3, still in the second gear element plane E2. From there, the power via the switching element SE4 on the intermediate shaft W3 and from there, as previously stated, passed to the electric machine 50.
In addition, the torque transmission device 60 has a neutral gear N in which the intermediate shaft W3 and the input shaft W1 are completely decoupled from the output shaft W2. Here, for example, the drive wheels of a motor vehicle rotate freely, so that, for example, the ferry operations roles or sailing are possible.
Starting, that is, the slow increase of the speed of the output shaft W2 starting from the speed 0, is possible with the illustrated first embodiment alone in the electric motor operation. Instead of the freewheel 30 but could also be a speed-controlled freewheel or a clutch, in particular a friction clutch, are used. In this way, a start in internal combustion engine operation would be possible. Preferably, for this purpose, the first switching element SE1, the second switching element SE2 and the third switching element SE3 are additionally designed with a synchronization. Rückwärts- or return gears are possible in the illustrated first embodiment, however, only by a corresponding operation of the electric machine 50, since no reverse gears are provided in the internal combustion engine operation.
FIG. 2A shows a drive train with a second exemplary embodiment of a torque transmission device 60 according to the invention, which has, in addition to the first, second and third transmission element levels E1-E3, an additional fourth transmission element level E4.
In the fourth gear element level E4 a fourth gear Z7 of the drive shaft W1 is arranged next to, in particular meshing with, a fourth gear Z8 of the output shaft W2. In this case, the fourth gear Z7 of the drive shaft W1 as idler gear, the fourth gear Z8 of the output shaft W2, however, designed as a fixed gear. The second switching unit S2 is disposed between the third gear element plane E3 and the fourth gear element plane E4, in particular between the third gear Z5 of the drive shaft W1 and the fourth gear Z7 of the drive shaft W1, and arranged to third gear Z5 of the drive shaft in a third shift position S3 W1 to the second gear Z3 of the drive shaft W1 or the fourth gear Z7 of the drive shaft W1 to the second gear Z3 of the drive shaft W1 to rotatably connect.
By means of the torque transmission device 60 shown in FIG. 2A, in particular six shift gears for coupling the first drive motor 10 and / or four shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
Otherwise, the modes of action, advantages and embodiments described in connection with FIGS. 1A and 1B apply, in particular for the further toothed wheels, shifting devices and shift positions.
A shift table with the gears realizable by the torque transmission device according to the second embodiment of FIG. 2A is shown in FIG. 2B.
In addition to the first embodiment of FIG. 1A, three additional gears can be realized with the second embodiment. These are a Windungsgang in internal combustion engine operation VKM1, another gear in the engine operation VKM4 and a winding course in the electromotive operation EM1.
In the gear VKM1 of FIG. 2B, the shift positions S1 and S4 are selected in the torque transmission device of FIG. 2A. Here, provided by the internal combustion engine 10 torque is transmitted from the drive shaft W1 via the first switching element SE1 to the first gear Z1 of the drive shaft W1 and from there in the first switching element level E1 on the meshing with the gear Z1 first gear Z2 of the output shaft W2. This is designed as a loose wheel and coupled to the further idler gear, the second gear Z4 of the output shaft W2. This gear Z4 meshes in the second gear element plane E2 with the second gear Z3 of the drive shaft W1, which gear Z3 is coupled via the second switching device SE2 with the fourth gear Z7 of the drive shaft W1. This gear Z7 in turn meshes with the fourth gear Z8 of the output shaft W2 in the fourth gear element plane E4. The gear Z8 is designed as a fixed gear and thus drives the output shaft W2, which in turn power is transmitted to the vehicle shaft W5.
In the gear VKM4 of FIG. 2B, the shift positions S2 and S4 of the shift elements SE1 and SE2 are selected. The internal combustion engine power is therefore transmitted from the drive shaft W1 via the first shift element 1 to the second gear Z3 of the second shift element level E2 and from there via the second shift element S2 to the fourth gear Z7 of the drive shaft W1. As already explained this meshes with the fourth gear Z8 of the output shaft W2, whereby power is transmitted to the output shaft W2 and thus to the vehicle shaft W5. In both additional VKM gears VKM1, VKM4, the electric machine 50 can be coupled via activation of the switching position S6 or S7 of the switching element 4 to the power transmission path.
In the further gear shown in FIG. 2B in the electromotive operation EM1, which is also a winding gear, the shift position S4 and the shift position S6 of the shift elements SE2 and SE4 are selected. The switching element SE1 is in neutral position, whereby the drive shaft W1 is decoupled from the output shaft W2 and the intermediate shaft W3. Electromotive power is transmitted from the electric machine 50 via the intermediate shaft W3, the fourth switching element SE4, to the second gear Z11 of the intermediate shaft W3. This meshes in the second gear element plane E2 with the idler gear formed second gear Z4 of the output shaft W2, which in turn meshes in the same gear element plane E2 with the second gear Z3 of the drive shaft W1 also designed as a loose wheel. Via the switching element SE2, the power is further transmitted to the fourth gear Z4 of the drive shaft W1, which meshes with the fourth gear Z8 of the output shaft W2 in the fourth gear element plane E4, whereby the output shaft W2 and thus the vehicle shaft W5 can be driven.
The remaining gears of the shift table according to FIG. 2B correspond in the same order to the gears already present according to the shift table according to FIG. 1B (with a correspondingly adapted reference numeral).
3A shows a drive train with a third exemplary embodiment of a torque transmission device 60 according to the invention, wherein the output shaft W2 has a fifth gear Z12 designed as a fixed wheel. The fifth gear Z12 of the output shaft W2 is arranged in front of the first gear element plane E1, in particular between the first and sixth gear Z2, Z15 of the output shaft W2. The second gear Z11 of the intermediate shaft W3 is also arranged in front of the first gear element plane E1, in particular next to, in particular meshing with, the fifth gear Z12 of the output shaft W2.
The first gear Z9 of the intermediate shaft W3 is arranged in the second gear element plane E2 besides, in particular meshing with, the second gear Z4 of the output shaft W2.
By means of the torque transmission device shown in FIG. 3A, in particular, six shift gears for coupling the first drive motor 10 and / or four shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
These shiftable gears of the third embodiment are shown in the shift table of Fig. 3B.
4A shows a drive train with a fourth exemplary embodiment of a torque transmission device 60 according to the invention, wherein a fifth shifting device SE5 is arranged in addition to the fourth shifting device SE4. In particular, the fifth switching device SE5 is arranged between the fourth switching device SE4 and the second gear Z11 of the intermediate shaft W3.
In this case, the fourth switching device SE4 is set up to connect the first gear Z9 of the intermediate shaft W3 in the seventh switching position S7 to the intermediate shaft W3. By contrast, the fifth shifting device SE5 is set up to connect the second gear Z11 of the intermediate shaft W3 to the intermediate shaft W3 in the sixth shifting position S6. As a result, the first and second gear Z9, Z11 of the intermediate shaft W3 can be used separately, in particular independently, for torque transmission from and / or to the second or fifth gear Z4, Z12 of the output shaft W2 to or from the intermediate shaft W3.
In particular, eight shiftable gears for coupling the first drive motor 10 and / or four shift gears for coupling the second drive motor 50 to a drivable shaft W5 of a motor vehicle are realized by the torque transmission device shown in FIG. 4A.
In particular, by providing a further fifth switching element SE5 in the region of the intermediate shaft W3 in the fourth embodiment, in contrast to the first to third embodiments, additional Windungsgänge can be realized, which extend over the intermediate shaft W3.
In the shift table of Fig. 4B, these are the second and sixth VKM gears VKM2, VKM6. These are characterized in that in each case the switching position S6 and S7 of the fourth and fifth switching element SE4, SE5 are selected.
The power flow of the power transmission path of the second VKM gear VKM2 extends from the drive shaft W1 via the first switching element SE1 to the first gear Z1 and from there via the first gear Z1 of the drive shaft W1 to the first gear Z2 of the output shaft W2 and from there via the second gear Z4 of the output shaft W2 to the first gear Z9 of the intermediate shaft W3. This is coupled to the output shaft W3 via the fourth switching element SE4, as well as the second gear Z11 of the intermediate shaft W3 is coupled via the fifth switching element SE5 with the output shaft W3. Of the second gear Z11 of the intermediate shaft W3 of the power transmission path via the trained as a fixed gear Z12 of the output shaft W2 extends to the driven shaft W6 of the motor vehicle or vehicle shaft W5. In the sixth VKM gear VKM6, the power transmission path from the drive shaft W1 via the switching element SE1 instead of the first gear Z1 to the third gear Z3 of the drive shaft W1 and from there via the second gear Z4 of the output shaft W2, as previously with respect to described the gear VKM2, to the output shaft W2 out.
Instead of a freewheel 30 may be provided in its place and a speed-controlled freewheel and / or a separating clutch, in particular a friction clutch. In this case, starting in internal combustion engine operation is possible. Otherwise, as already stated with respect to the first embodiment, only a start in electromotive operation is possible.
Further, in those embodiments having a fifth switching element SE5, whereby the first gear Z9 and the second gear Z11 of the intermediate shaft W3 can be independently coupled to the intermediate shaft W3, another gear Z11X (not shown) may be interposed a further reversing shaft W6 (not shown) is arranged and in each case with the second gear Z11 of the intermediate shaft W3 and a fixed gear of the output shaft W2, in particular the fifth gear Z12 meshes. In the fourth embodiment shown in Fig. 4A, in this case, the gears in internal combustion engine operation VKM2 and VKM6 would be omitted as forward gears, instead forming two reverse gears with different ratios. Thus, the torque transmitting devices 60 thus constructed have mechanical reverse or reverse gears, which are designed as Windungsgänge.
In conjunction with a speed-controlled freewheel 30 and / or a separating clutch 30, this allows reverse or return gears to be realized in internal combustion engine operation, with which starting in internal combustion engine operation is made possible.
Otherwise, the modes of action, advantages and embodiments described in connection with FIGS. 2A and 2B apply, in particular for the further toothed wheels, switching devices and switching positions.
In a variant (not shown) of this fourth embodiment, the fourth gear element level, in particular the fourth gear arranged therein, of the drive shaft and fourth gear of the output shaft is dispensed with. The second switching device is then to be arranged between the second and third gear element plane, in particular between the second and third gear of the drive shaft and set up to connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular four shift gears for coupling the first drive motor and / or three shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
Otherwise, the modes of action, advantages and embodiments described in connection with FIGS. 3A and 3B apply, in particular for the other gears, switching devices and switching positions.
In a further variant (not shown) of this fourth embodiment is also dispensed with the fourth gear element level. The second switching device is then to be arranged between the second and third gear element plane, in particular between the second and third gear of the drive shaft and set up to connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular six switching gears for coupling the first drive motor and / or three shiftable gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
5A shows a drive train with a fifth exemplary embodiment of a torque transmission device 60 according to the invention, wherein the fourth shifting element SE4 is arranged between the third and fourth gear element planes E3, E4 and adapted to drive the first gear Z9 of the intermediate shaft W3 in the seventh switching position S7 with the intermediate shaft W3 to twist-connect. The fifth switching element SE5, which is arranged between the second and third gear element plane E2, E3, in particular between the first and second gear Z9, Z11 of the intermediate shaft W3, is arranged to the second gear Z11 of the intermediate shaft W3 in the sixth switching position S6 to the intermediate shaft W3 to rotatably connect, so that the first gear Z9 of the intermediate shaft W3 and the second gear Z11 of the intermediate shaft W3 separately, in particular independently, for torque transmission from and / or to the second and third gear Z4, Z6 of the output shaft W2 can be used on or from the intermediate shaft W3.
By the torque transmission device 60 shown in FIG. 5A, in particular, eight shiftable gears for coupling the first drive motor 10 and / or four
Realized switching gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle.
A shift table of the individual shiftable gears of the fifth embodiment of the torque transmission device is shown in FIG. 5B.
Otherwise, the modes of action, advantages and embodiments described in connection with FIGS. 2A and 2B apply, in particular for the further toothed wheels, switching devices and switching positions.
In a variant (not shown) of this embodiment, the first gear of the intermediate shaft in the fourth gear element plane next to, in particular meshing with, the fourth gear of the output shaft is arranged. The fourth and fifth switching device are then arranged between the second and fourth gear element plane, in particular between the first and second gear of the intermediate shaft. As an option, in addition to the fifth switching device can be omitted. The fourth switching device is then set up according to rotatably connect the first gear of the intermediate shaft in the seventh sound position with the intermediate shaft and rotatably connect the second gear of the intermediate shaft in the sixth switching position with the intermediate shaft.
As a result, in particular eight shift gears in the variant with the fourth and fifth shifting device or six shifting gears in the variant without the fifth shifting device for coupling the first drive motor and / or four shifting gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
6A shows a drive train with a sixth exemplary embodiment of a torque transmission device 60 according to the invention, the fifth shifting element SE5 being arranged and arranged between the second and third transmission element planes E2, E3, in particular between the first and second gear Z9, Z11 of the intermediate shaft W3 the second gear Z11 of the intermediate shaft W3 in the sixth switching position S6 with the intermediate shaft W3 to rotatably connect. The fourth switching element SE4 is next to the third gear element level E3, in particular next to the first gear Z9 of the intermediate shaft W3, arranged and adapted to rotatably connect the first gear Z9 of the intermediate shaft W3 in the seventh switching position S7 with the intermediate shaft W3, so that the first Gear Z9 of the intermediate shaft W3 and the second gear Z11 of the intermediate shaft W3 can be used separately, in particular independently, for torque transmission from and / or to the second and third gear Z4, Z6 of the output shaft W2 to or from the intermediate shaft W3 ,
By the torque transmission device 60 shown in FIG. 6A, in particular, six shift gears for coupling the first drive motor 10 and / or three shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
A shift table of the individual shiftable gears of the torque transmission device according to the sixth embodiment is shown in FIG. 6B.
The fifth embodiment and the sixth embodiment of Figures 5A to 6B have, as the fourth embodiment, Windungsgänge which extend over the intermediate shaft W3. In these winding turns, as with the other VKM gears, the output shaft W2 does not act as a summation wave for the engine power and the electromotive power, for example, during the execution of a boost function. Instead, the power, which are introduced via the drive shaft W1 and the motor shaft W4 in the torque transmitting device 60, merged in these embodiments of the intermediate shaft W3, which thus assumes the task of a summation.
Otherwise, the arrangements, modes of operation, advantages and embodiments described in connection with FIGS. 1A and 1B apply, in particular for the further toothed wheels, switching devices and switching positions.
Fig. 7A shows a seventh embodiment of a torque transmission device 60 according to the invention, wherein the first gear Z9 of the intermediate shaft W3 in the third gear element level E3 next to, in particular meshing with, the third gear Z6 of the output shaft W2 is arranged. The second gear Z11 of the intermediate shaft W3 is arranged in the fourth gear element plane E4 next to, in particular meshing with, the fourth gear Z8 of the output shaft W2.
The fourth switching device SE4 is arranged in front of the third gear element plane E3, in particular in front of the first gear Z9 of the intermediate shaft W3, preferably between the second and third gear element plane E2, E3, and arranged to the first gear Z9 of the output shaft W3 in the seventh shift position S7 the intermediate shaft W3 to rotatably connect.
The fifth shifting device SE5 is arranged between the third and fourth gear element plane E3, E4, in particular between the first and second gear Z9, Z11 of the intermediate shaft W3, and is adapted to the second gear Z11 of the intermediate shaft W3 in the sixth shift position S6 with the intermediate shaft W3 to spin-connect.
By the torque transmission device 60 shown in FIG. 7A, in particular eight shift gears for coupling the first drive motor 10 and / or two shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
The switching states to be activated to implement the individual gears are shown in the shift table of FIG. 7B.
In contrast to the other examples of execution of the invention, no gears are possible in this seventh embodiment, in which combustion engine power at stationary output shaft W2, that is in the state of a motor vehicle, can be transmitted to the Elekt-machine 50. Therefore, no loading in the state is possible.
Otherwise, the modes of action, advantages and embodiments described in connection with FIGS. 2A and 2B apply, in particular for the further toothed wheels, switching devices and switching positions.
In a variant (not shown) of this embodiment, the fourth gear element level, in particular the fourth gear of the drive shaft arranged therein, fourth gear of the output shaft and second gear of the intermediate shaft are dispensed with.
As a result, in particular four shift gears for coupling the first drive motor and / or a shift gear for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) of the embodiment shown in Fig. 7A is dispensed with the fifth switching device. The fourth switching device is then between the third and fourth gear element plane, in particular between the first and second gear of the intermediate shaft to arrange and set up, the first gear of the intermediate shaft in the seventh sound position with the intermediate shaft and the second gear of the intermediate shaft in the sixth switching positions with the intermediate shaft to drehverbinden.
As a result, in particular six shift gears for coupling the first drive motor and / or two shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
8A shows a powertrain with a gentle embodiment of a torque transmission device 60 according to the invention. In contrast to the first to seventh embodiments, the first gear Z9 of the intermediate shaft W3 in the first gear element plane E1 next to, in particular meshing with, the first gear Z1 of the drive shaft W1 , Therefore, the gear part about the intermediate shaft W3, which couples the electric machine 50 to the torque transmitting device 60, is shown in Fig. 8A above.
The second gear Z11 of the intermediate shaft W3 is arranged in front of the first gear element plane E1 beside, in particular meshing with, a gear Z11x a reversal shaft W6. The gear Z11x of the reversing shaft W6 is also rotatably connected, or is in particular engaged, with the third gear Z6 of the output shaft W2. In contrast to the embodiment described in Figure 2A, the second gear Z11 of the intermediate shaft W3 is not directly in engagement with a gear Z2, Z4, Z6, Z8 of the output shaft W2.
Between the first and second gear Z9, Z11 of the intermediate shaft W3 is in turn arranged a fourth switching device SE4, which is adapted to the idler gear formed first gear Z9 of the intermediate shaft W3 in the seventh shift position S7 or formed as a loose gear second gear Z11 of the intermediate shaft W3 in the sixth switching position S6 with the intermediate shaft W3 to drehverbringen.
The third gear Z14 of the intermediate shaft W3 is disposed between the first and second gear element planes E1, E2 and adjacent to, in particular meshing with, the first gear Z13 of the motor shaft W4, so that a torque from or to the first or second gear Z9, Z11 of the intermediate shaft W3 can be transmitted to or from the motor shaft W4 when the switching device SE4 is correspondingly in the seventh switching position S7 or the sixth switching position S6.
The torque transmission device 60 shown in FIG. 8A implements, in particular, six gear ratios for coupling the first drive motor 10 and / or four gear ratios for coupling the second drive motor 50 to a drivable axle of a motor vehicle.
A shift table indicating the shift positions of the individual shift elements SE1, SE2, SE3, SE4 for the shiftable gears of the eighth embodiment of FIG. 8A of the torque transmission device 60 is shown in FIG. 8B.
Basically, the structure of the eighth embodiment of the torque transmission device corresponds to that of the second embodiment of FIG. 2A with respect to the structure of the drive shaft W1 and the output shaft W2, therefore, the power transmission paths between the input shaft W1 and the output shaft W2 described with respect to the second embodiment are also possible ,
In contrast to the second embodiment, in the eighth embodiment, as already explained, the first gear Z9 of the intermediate shaft W3 meshes directly with one of the gears of the drive shaft W1, in particular with its first gear Z1, in the first gear element plane E1.
This represents a new power transmission branch of the torque transmitting device 60 which is coupled via the second gear Z11 of the intermediate shaft W3 or, if present, via the gear Z11X of the reverse shaft W6, in addition to one of the gears Z2, Z4, Z6, Z8 of the output shaft W2 by the dashed line), in the present case with the third gear Z6 of the output shaft W2.
In addition to the new power transmission branch from the intermediate shaft W3 to the output shaft W2, new power transmission paths are provided which extend from the intermediate shaft W3 via the drive shaft W1 to the output shaft W2. As a summation wave for the electromotive power and the internal combustion engine power in this case can serve both the drive shaft W1 and the output shaft W2.
Otherwise, the modes of action, advantages and embodiments described in connection with FIGS. 2A and 2B apply, in particular for the further toothed wheels, switching devices and switching positions.
In a variant (not shown) of this eighth embodiment, the fourth gear element level, in particular the fourth gear of the drive shaft and fourth gear of the output shaft disposed therein, is dispensed with. The second switching device is then between the second and third gear element level, in particular between the second and third gear of the drive shaft, to arrange and set up to connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular four shift gears for coupling the first drive motor and / or three shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) to the embodiment shown in Fig. 8A, the gear of the reverse shaft is arranged and / or formed so as to be engaged with the arranged in the fourth gear element level fourth gear of the output shaft.
As a result, in particular six shift gears for coupling the first drive motor and / or four shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
9A shows a drive train with a ninth embodiment of a torque transmission device 60 according to the invention of the eighth embodiment according to FIG. 8A, wherein the gear Z11x of the reversing shaft W6 is rotatably connected to the fixed gear sixth gear Z15 of the output shaft W2, which in turn adjoins in particular meshing with, the gear Z16 of the vehicle axle W5 is arranged.
Between the sixth gear Z15 of the output shaft W2 and the first gear element plane E1, in particular the first gear Z2 of the output shaft W2, designed as a fixed gear fifth gear Z12 of the output shaft W2 is arranged, which interacts with no other transmission element in the illustration of FIG. Preferably, however, this may instead of the sixth gear Z15 with gear Z11x the reverse shaft W6 be rotatably connected.
By the torque transmission device 60 shown in FIG. 9A, in particular, six shift gears for coupling the first drive motor 10 and / or four shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
Fig. 9B shows a shift table with the gears of the torque transmission device 60 of the ninth embodiment, which can be realized with various combinations of the switching positions of the switching elements SE1, SE2, SE3, SE4.
Otherwise, the modes of operation, advantages and embodiments described in connection with FIGS. 8A and 8B apply, in particular for the further toothed wheels, switching devices and switching positions.
In a variant (not shown) of this ninth embodiment, the fourth gear element level, in particular the fourth gear arranged therein, of the drive shaft and fourth gear of the output shaft are dispensed with. The second switching device is then between the second and third gear element level, in particular between the second and third gear of the drive shaft, to arrange and set up to connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular four shift gears for coupling the first drive motor and / or three shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) to the embodiment shown in Fig. 9A, the gear of the reverse shaft is arranged and / or formed so as to engage with the fifth gear of the output shaft disposed between the first and sixth gear of the output shaft. In addition, a fifth switching element is provided which can rotatably connect the second gear of the intermediate shaft with the intermediate shaft. Optionally, in addition to the fourth gear element level, in particular the fourth gear disposed therein the drive shaft and fourth gear of the output shaft can be omitted. In this case, the second switching device between the second and third gear element level, in particular between the second and third gear of the drive shaft, to arrange and set up to connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular eight shift gears in the variant with the gears in the fourth gear element level and eight shift gears in the variant without the gears in the fourth gear element plane for coupling the first drive motor and / or the four shift gears for coupling the second drive motor to a drivable axle Motor vehicle realized.
Fig. 10A shows a power train with a ninth embodiment of a torque transmission device 60 according to the invention in the construction of the eighth and ninth embodiment of FIGS. 8A and 9A. This has, similar to the above-described variant of the ninth embodiment, in addition to a fifth switching device SE5, which is arranged before the second gear Z11 of the intermediate shaft W3 and adapted to the second gear Z11 of the intermediate shaft W3 in the sixth switching position S6 with the intermediate shaft W3 rotary combine.
In addition, the fourth switching device SE4 is arranged between the first gear element plane E1, in particular the first gear Z9 of the intermediate shaft W3, and the third gear Z14 of the intermediate shaft W3 and adapted to the first gear Z9 of the intermediate shaft W3 in the seventh sound position S7 with the intermediate shaft W3 to spin-connect.
By way of the torque transmission device 60 shown in FIG. 10A, in particular eight shift gears for coupling the first drive motor 10 and / or four shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
The corresponding gears, which can be realized by the respective switching positions of the switching elements SE1, SE2, SE3, SE4, SE5, are shown in FIG. 10B as a switching table.
More specifically, the tenth embodiment according to the fourth embodiment, the fifth embodiment and the sixth embodiment shown in FIGS. 4A, 5A and 5B of the intermediate intermediate shaft type W3 has two internal combustion engine VKM2, VKM6 windings, the power transmission path thereof from the drive shaft W1 extends over the intermediate shaft W3 on the output shaft W2. This is achieved by activating the switching positions S6 and S7 of the fourth switching element SE4 and the fifth switching element SE5, whereby the first gear Z9 and the second gear Z11 of the intermediate shaft W3 are rotatably connected to the intermediate shaft W3.
The power transmission paths of these two winding paths VKM2, VKM6 are as follows: For the winding path VKM2, the first switching element SE1 is in the switching position S1 and the fourth switching element SE4 is in the switching position S6. Power, which is brought from an internal combustion engine 10 to the drive shaft W1, is transmitted via the first switching element SE1 to the first gear Z1 of the drive shaft W1. This meshes in the first gear element plane E1 with the first gear Z9 of the intermediate shaft W3. This gear Z9 is connected via the fourth switching element SE4 with the intermediate shaft W3 to transmit torque, and also the second gear Z11 of the intermediate shaft W3 is connected by means of the switching element SE5 with the intermediate shaft W3 to transmit torque. From the gear Z11, the power is preferably transmitted via a gear Z11X of the reversing shaft W6 to the third gear Z6 of the output shaft W2. Preferably, the toothed wheel Z11X of the reversing shaft W6 and the third toothed wheel Z6 of the output shaft W2 are meshingly engaged therewith, but alternatively, a transmission of power may be provided by further gears and / or another shaft. The third gear Z6 of the output shaft W2 is formed as a fixed gear, whereby the power to the output shaft W2 and subsequently to the drivable shaft W5 of a motor vehicle, which is designed here in particular as a differential shaft of a differential gear 40 is transmitted. For the winding passage VKM6, the shift position S2 of the first shift element SE1, the shift position S6 of the fourth shift element SE4 and the shift position S7 of the fifth shift element SE5 are selected. The power transmission path for this winding VKM6 also extends from the drive shaft W1 via the first switching element to the second gear Z3 of the drive shaft W1. This is in the second switching element level E2 meshing with the second gear Z4 of the output shaft W2. This gear Z4 is fixedly coupled to the first gear Z2 of the output shaft W2, in particular via a hollow shaft. In the first gear element level E1 is the first gear Z2 of the output shaft W2 meshing with the likewise formed as a loose gear first gear Z1 of the drive shaft W1, which in turn is meshed with the also designed as a loose gear first gear Z9 of the intermediate shaft W3. From the gear Z9, the power is in turn transmitted via the switching element 4, the intermediate shaft W3, the fifth switching element SE5 to the second gear Z11 of the intermediate shaft W3. From there, the power, in turn, reaches the output shaft W2, as in the winding VKM2, preferably via the toothed wheel Z11X of the reversing shaft W6 in meshing engagement with the second gear Z11 of the intermediate shaft W3.
By the power transmission paths realizable with the tenth embodiment, the engine power can not be combined with the electromotive power not only to one of the three shafts W1, W2, W3, in particular, the output shaft W2. Rather, depending on the chosen internal combustion engine power transmission path, each of the three shafts W1, W2, W3 may serve as a summation wave for the engine power and the electromotive power.
In an alternative variant of the tenth embodiment, the gear Z11X of the reversing shaft W6 and the reversing shaft W6 may be omitted. In this case, the winding turns referred to as VKM2 and VKM6 in the switching table are backward and forward, respectively. Returns in internal combustion engine operation.
Preferably, in this case, as already explained with reference to the fourth embodiment of FIG. 4A, the freewheel 30 can be replaced by a speed-controlled freewheel and / or a separating clutch. Then, the internal combustion engine 10 can be used for starting, starting from the rotational speed 0 of the output shaft W2. If the torque transmission device has not only forward gears in internal combustion engine operation, but also reverse gears in internal combustion engine operation, as in the above-described alternative variant, then the internal combustion engine can be used both for starting in the forward direction and for starting in the reverse direction.
Otherwise, the modes of operation, advantages and embodiments described in connection with FIGS. 8A and 8B apply, in particular for the further toothed wheels, switching devices and switching positions. In a further variant (not shown) of this tenth embodiment, the fourth gear element plane, in particular the fourth gear of the drive shaft and fourth gear of the output shaft arranged therein, is dispensed with. The second switching device is then between the second and third gear element level, in particular between the second and third gear of the drive shaft, to arrange and set up to connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular six shift gears for coupling the first drive motor and / or three shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) of the tenth embodiment shown in Fig. 10A, the gear of the reverse shaft is arranged and / or arranged so that it is rotatably connected to the fourth gear of the output shaft.
As a result, in particular eight shift gears for coupling the first drive motor and / or four shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) of the tenth embodiment shown in Fig. 10A is dispensed with the fifth switching device and the first gear of the intermediate shaft in the second gear element level next to, in particular meshing, arranged with the second gear of the drive shaft. The fourth switching device is anteordnet between the first and second gear element plane, in particular between the first and second gear of the intermediate shaft, and configured to rotatably connect the first gear of the intermediate shaft in the seventh switching position with the intermediate shaft and the second gear of the intermediate shaft in the sixth Switch position with the intermediate shaft to drehverbinden. The output shaft has the fifth gear, which in this case between the third and fourth gear element plane, in particular between the third and fourth gear of the output shaft, is arranged. The gear of the reverse shaft is then set up and / or arranged so that it is the fifth
Gear of the output shaft is engaged. Optionally, in addition to the fourth gear element level, in particular arranged therein fourth gear of the drive shaft and third gear of the output shaft can be dispensed with. The second switching device is accordingly arranged between the second and third gear element plane, in particular between the second and third gear of the drive shaft and to establish the third gear of the drive shaft in the third sound position with the second gear of the drive shaft to rotatably connect.
As a result, in particular six shift gears in the variant with the gears of the fourth gear element level and four shift gears in the variant without the gears of the fourth gear element plane for coupling the first drive motor and / or four shift gears in the variant with the gears of the fourth gear element level and three switching gears in the Version realized without the gears of the fourth gear element plane for coupling the second drive motor to a drivable axle of a motor vehicle.
In a further variant (not shown) of the tenth embodiment shown in Fig. 10A is dispensed with the fifth switching device and the first gear of the intermediate shaft in the second gear element level next to, in particular meshing, arranged with the second gear of the drive shaft. The fourth switching device is then arranged between the first and second gear element plane, in particular between the first and second gear of the intermediate shaft and adapted to rotatably connect the first gear of the intermediate shaft in the seventh switching position with the intermediate shaft and the second gear of the intermediate shaft in the sixth Sound position with the intermediate shaft to drehverbinden. Optionally, the fourth gear element level, in particular the fourth gear of the drive shaft and the fourth gear of the output shaft arranged therein, are additionally dispensed with. The second switching device is then between the second and third gear element level, in particular between the second and third gear of the drive shaft, to arrange and set up that the third gear of the drive shaft in the third release with the second gear of the drive shaft to rotatably connect.
As a result, in particular six shift gears in the variant with the gears of the fourth gear element level and four shift gears in the variant with the gears of the fourth gear element plane for coupling the first drive motor and / or four shift gears in the variant with the gears of the fourth gear element level and three shift gears in the Variant realized with the gears of the fourth gear element plane for coupling the second drive motor to a drivable axle of a motor vehicle.
In a further variant (not shown) of the tenth embodiment shown in Fig. 10A is dispensed with the fifth switching device and the first gear of the intermediate shaft in the second gear element level next to, in particular meshing, arranged with the second gear of the drive shaft. The fourth switching device then between the first and second gear element level, in particular between the first and second gear of the intermediate shaft to arrange and set up to rotatably connect the first gear of the intermediate shaft in the seventh switching position with the intermediate shaft and the second gear of the intermediate shaft in the sixth sound position to connect with the intermediate shaft. In addition, the gear of the reverse shaft is to be arranged and / or set up so that it is in engagement with the fourth gear of the output shaft.
As a result, in particular six shift gears for coupling the first drive motor and / or four shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) of the tenth embodiment shown in Fig. 10A, the fourth and fifth switching means between the first and second gear of the intermediate shaft and the first gear of the intermediate shaft in the second gear element plane next to, in particular meshing with, the second gear of Drive shaft arranged. In addition, the output shaft on the fifth gear, which in this case between the third and fourth gear element plane, in particular between the third and fourth gear of the output shaft, is arranged. The gear of the reverse shaft is arranged and / or arranged such that it engages with the fifth
Gear of the output shaft is. As an option, in addition to the fourth gear element level, in particular the fourth gear of the drive shaft arranged therein fourth gear of the output shaft can be dispensed with. The second switching device is then to be arranged between the second and third gear element plane and set up such that the third gear of the drive shaft is rotatably connected in the third sound position with the second gear of the drive shaft.
As a result, in particular eight shift gears in the variant with the gears of the fourth gear element level and six shift gears in the variant without the gears of the fourth gear element plane for coupling the first drive motor and / or four in the variant with the gears of the fourth gear element level and three shift gears in the variant realized without the gears of the fourth gear element level shift gears for coupling the second drive motor to a drivable axle of a motor vehicle.
Fig. 11A shows an eleventh embodiment of a torque transmission device 60 according to the invention of the eighth to tenth embodiments of Figs. 8A, 9A and 10A, wherein the fourth and fifth shifters SE4, SE5 are interposed between the first and second gears Z9, Z11 of the intermediate shaft W3 , In this case, the fourth switching device SE4 is adapted to rotationally connect the first gear Z9 of the intermediate shaft W3 to the intermediate shaft W3 in the seventh shift position S7, and the fifth shift device SE5 is adapted to drive the second gear Z11 of the intermediate shaft W3 in the sixth shift position S6 the intermediate shaft W3 to rotatably connect.
In contrast to the tenth embodiment of Figure 10A, the first gear Z9 of the intermediate shaft W3 in the second gear element plane E2 is arranged next to, in particular meshing with, the second gear Z3 of the drive shaft W1.
By way of the torque transmission device 60 shown in FIG. 11A, in particular eight shift gears for coupling the first drive motor 10 and / or four shift gears for coupling the second drive motor 50 to a drivable axle of a motor vehicle are realized.
11B shows a shift table with the gears that can be realized by the first to fifth shift elements SE1, SE2, SE3, SE4, SE5 of the torque transmission device 60 in the tenth embodiment of FIG. 11a.
Otherwise, the modes of operation, advantages and embodiments described in connection with the eighth exemplary embodiment of the torque transmission device according to FIG. 8A apply, in particular for the further toothed wheels, switching devices and switching positions.
In a variant (not shown) of this eleventh embodiment, the fourth gear element level, in particular the fourth gear of the drive shaft and the fourth gear of the output shaft arranged therein, is dispensed with. The second switching device is then arranged between the second and third gear element plane, in particular between the second and third gear of the drive shaft, and set to rotatably connect the third gear of the drive shaft in the third switching position with the second gear of the drive shaft.
As a result, in particular six shift gears for coupling the first drive motor and / or three shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
In a further variant (not shown) of the eleventh embodiment shown in FIG. 11A, the gear of the reverse shaft is arranged and / or arranged such that it is rotationally connected to the fourth gear of the output shaft.
As a result, in particular eight shift gears for coupling the first drive motor and / or four shift gears for coupling the second drive motor to a drivable axle of a motor vehicle are realized.
Finally, it should be noted that the exemplary embodiments are merely examples which in no way restrict the scope, application and construction of the device described therein. Rather, the skilled person is given by the preceding description of the embodiments, a guide for the implementation of at least one exemplary embodiment, changes, especially with regard to the function and arrangement of the components described, can be made without leaving the scope, as he himself from the claims and these equivalent feature combinations.
W1 First drive shaft W2 Output shaft W3 Intermediate shaft W4 Motor shaft W5 Vehicle axle / differential shaft W6 Reversing shaft Z1 First transmission element of drive shaft Z2 First transmission element of output shaft Z3 Second transmission element of drive shaft Z4 Second transmission element of output shaft Z5 Third transmission element of drive shaft Z6 Third transmission element of output shaft Z7 Fourth transmission element of Drive shaft Z8 Fourth gear element of output shaft Z9 First gear element of intermediate shaft Z11 Second gear element of intermediate shaft Z12 Fifth transmission element of output shaft Z13 Third gear element of intermediate shaft Z15 Sixth gear element of output shaft Z16 Transmission element of differential SE1 First gear SE2 Second gear SE3 Third gear SE4 Fourth gear Switching device SE5 Fifth switching device
Sx Switching states E1 First gear element plane E2 Second gear element plane E3 Third gear element plane E4 Fourth gear element plane 10 First drive motor 20 Dual mass flywheel 30 Freewheel 40 Differential gear 50 Second drive nut 60 Torque transfer device N Neutral gear VKM 1-8 gears in IC engine EM 1-4 gears in electric motor L1, L2 gears for loading-in-the-stand

权利要求:
Claims (23)
[1]
claims
1. A torque transmission device (60), in particular for a motor vehicle, wherein the torque transmission device (60) comprises: a drive shaft (W1), an output shaft (W2), and an intermediate shaft (W3), wherein the drive shaft at least a first transmission element (Z1), a second transmission element (Z3) and a third transmission element (Z5), wherein the output shaft (W2) at least a first transmission element (Z2), a second transmission element (Z4) and a third transmission element (Z6), wherein the first transmission elements (Z1 , Z2), the second gear elements (Z3, Z4) and the third gear elements (Z5, Z6) of the drive shaft (W1) and the output shaft (W2) are respectively engaged with each other and each in a common first (E1), second (E2 ) and third gear element plane (E3) are arranged, wherein the transmission elements (Z1, Z3, Z5) of the drive shaft (W1) are each formed as a loose wheel, wherein the first gear element (Z1) and the second Ge Drive element (Z3) of the drive shaft (W1) by means of a first switching device (SE1) alternatively with the drive shaft (W1) are drehverbindbar, wherein the third transmission element (Z5) of the drive shaft (W1) with the second transmission element (Z3) of the drive shaft (W1) by means of a second switching device (SE2) is drehverbindbar, wherein the first transmission element (Z2) and the second transmission element (Z4) of the output shaft (W2) formed as idler gear and are rotationally connected to each other and by means of a third switching device (SE3) are drehverbindbar together with the output shaft , wherein the third gear element (Z6) of the output shaft (W2) is formed as a fixed gear, and wherein the intermediate shaft (W3) at least a first gear element (Z9) which is designed as a loose wheel, which with the intermediate shaft (W3) by means of a fourth Switching device (SE4) is drehverbindbar and which with a transmission element (Z1, Z2, Z3, Z4, Z5, Z6) of the first gear element level (E 1), the second gear member plane (E2) or the third gear member plane (E3) is engaged.
[2]
2. torque transmission device (60) according to claim 1, wherein the output shaft (W2) has a sixth gear element (Z15), which is designed as a fixed gear.
[3]
3. torque transmission device (60) according to claim 1 or 2, wherein the first transmission element (Z2) and the second transmission element (Z4) of the output shaft (W2) are rotatably connected.
[4]
4. torque transmission device (60) according to one of claims 1 to 3, wherein the drive shaft (W1) and the output shaft (W2) each additionally a fourth gear element (Z7, Z8) which are engaged with each other and in a common fourth gear element level ( E4) are arranged, wherein the fourth gear element (Z8) of the output shaft (W2) is designed as a fixed gear, and wherein the fourth gear element (ZI) of the drive shaft (W1) is designed as a loose wheel and by means of the second switching device (SE2) alternatively to the third Transmission element (Z5) of the drive shaft (W1) with the second transmission element (Z3) of the drive shaft (W1) is drehverbindbar.
[5]
5. torque transmission device (60) according to one of claims 1 to 4, wherein the first gear element (Z9) of the intermediate shaft (W3) with one of the transmission elements (Z2, Z4, Z6, Z8) of the output shaft (W2) is engaged and wherein the Intermediate shaft (W3) has a second transmission element (Z11) which is designed as a loose wheel, which with the intermediate shaft (W3) by means of the fourth switching element (SE4), alternatively to the first transmission element (Z9) of the intermediate shaft (W3), is drehverbindbar and with another of the transmission elements (Z2, Z4, Z6) of the output shaft (W2) is engaged.
[6]
6. torque transmission device (60) according to one of claims 1 to 5, wherein the first gear element (Z9) of the intermediate shaft (W3) with one of the transmission elements (Z2, Z4, Z6, Z8) of the output shaft (W2) is engaged and wherein the Intermediate shaft (W3) has a second gear element (Z11), which is designed as a loose wheel, which is rotatably connected to the intermediate shaft (W3) by means of a fifth switching device (SE5) and with another of the transmission elements (Z2, Z4, Z6) of the output shaft ( W2) is engaged.
[7]
7. A torque transmission device (60) according to any one of claims 1 to 4, wherein the first gear element (Z9) of the intermediate shaft (W3) with the first (Z1) or second gear element (Z3) of the drive shaft (W1) is engaged and wherein the intermediate shaft (W3) has a second transmission element (Z11), which is designed as a loose wheel, which with the intermediate shaft (W3) by means of the fourth switching device (SE4), alternatively to the first transmission element (Z9) of the intermediate shaft (W3), is drehverbindbar and which with one of the transmission elements (Z4, Z8, Z12) of the output shaft (W2), in particular the second, fourth or fifth transmission element, is rotatably connected.
[8]
8. A torque transmission device (60) according to any one of claims 1 to 4, wherein the first gear element (Z9) of the intermediate shaft (W3) with the first (Z1) or second gear element (Z3) of the drive shaft (W1) is engaged and wherein the intermediate shaft (W3) has a second gear element (Z11), which is designed as a loose wheel, which is rotatably connected to the intermediate shaft (W3) by means of a fifth switching device (SE5) and which with one of the transmission elements (Z4, Z8, Z12) of the output shaft (W2 ), in particular the second, fourth or fifth transmission element, is rotatably connected.
[9]
9. torque transmission device (60) according to any one of claims 5 to 8, which has a reverse shaft (W6) with a transmission element (Z11x), wherein the transmission element (Z11x) of the reversing shaft (W6) on the one hand with the second transmission element (Z11) of the intermediate shaft ( W3) is engaged and on the other hand with the one of the transmission elements (Z6, Z8, Z12) of the output shaft (W2), in particular the third, fourth or fifth transmission element, rotatably connected.
[10]
10. torque transmission device (60) according to any one of claims 1 to 9, wherein the output shaft (W2) has a fifth gear element (Z12), which is designed as a fixed gear and with the second gear element (Z11) of the intermediate shaft (W3) is rotatably connected.
[11]
11. A torque transmission device (60) according to claim 7 or 8, wherein the sixth gear element (Z15) of the output shaft (W2) with the second gear element (Z11) of the intermediate shaft (W3) is rotatably connected.
[12]
12. torque transmission device (60) according to claim 5 or 6, wherein the first gear element (Z9) of the intermediate shaft (W3) with the second transmission element (Z4) of the output shaft (W2) and the second transmission element (Z11) of the intermediate shaft (W3) with the fifth transmission element (Z12) of the output shaft (W2), which is a fixed gear, is engaged.
[13]
13. torque transmission device (60) according to claim 5 or 6, wherein the first gear element (Z9) of the intermediate shaft (W3) with the second transmission element (Z4) of the output shaft (W2) and the second transmission element (Z11) of the intermediate shaft (W3) with the third transmission element (Z6) of the output shaft (W2) is engaged.
[14]
14. Torque transmission device (60) according to claim 5 or 6, wherein the first gear element (Z9) of the intermediate shaft (W3) with the second transmission element (Z4) of the output shaft (W2) and the second transmission element (Z11) of the intermediate shaft (W3) with the fourth transmission element (Z6) of the output shaft (W2), which is a fixed gear is engaged.
[15]
15. torque transmission device (60) according to claim 5 or 6, wherein the first gear element (Z9) of the intermediate shaft (W3) with the third transmission element (Z4) of the output shaft (W2) and the second transmission element (Z11) of the intermediate shaft (W3) with the fourth transmission element (Z6) of the output shaft (W2), which is a fixed gear is engaged.
[16]
16. A torque transmission device (60) according to claim 7 or 8, wherein the first gear element (Z9) of the intermediate shaft (W3) with the first gear element (Z1) of the drive shaft (W1) is engaged.
[17]
17. A torque transmission device (60) according to claim 7 or 8, wherein the first gear element (Z9) of the intermediate shaft (W3) with the second gear element (Z3) of the drive shaft (W1) is engaged.
[18]
18. A torque transmission device according to one of claims 1 to 17, wherein the first switching device (SE1) and / or the second switching device (SE2) and / or the fourth switching device (SE4) have a neutral position.
[19]
19. powertrain of a motor vehicle, which has a torque transmission device (60) according to one of claims 1 to 18, wherein the drive shaft (W1) with at least one first drive motor, in particular an internal combustion engine and / or an electric machine rotatably connected or drehverbindbar, wherein the output shaft (W2) is rotatably connected to at least one drivable axle (W5) of a motor vehicle, and wherein the intermediate shaft (W3) with a second drive motor, preferably with an electric motor and / or generator operable electric machine, rotatably connected or drehverbindbar.
[20]
20. Drive train according to claim 19, wherein the drive shaft (W1) and the first drive motor (10) is a two-mass flywheel (20) and / or a freewheel (30) and / or an operable disconnect clutch, in particular with synchronization interposed ,
[21]
21. Drive train according to claim 19 or 20, wherein the drivable axle, in particular a differential gear axle, is rotatably connected to the sixth gear element (Z15).
[22]
22. Drive train according to one of claims 19 to 21, wherein the second drive motor (50), in particular its shaft (W4), preferably via a first transmission element (Z13), with a third transmission element (Z14), which is designed as a fixed wheel, rotatably connected or is drehverbindbar.
[23]
23. Motor vehicle with a torque transmission device (60) according to one of claims 1 to 18 and / or with a drive train according to one of claims 19 to 22.

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WO2015090826A1|2015-06-25|Transmission, hybrid drive train, and drive train for an electric vehicle

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DE102013227012B4|2019-07-04|Transmission for a motor vehicle

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WO2017186438A1|2017-11-02|Manual transmission for a hybrid drive, method for controlling a manual transmission of this type, computer program product, control and/or regulating device, and hybrid drive

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DE102020203215A1|2021-09-16|Transmission and drive train for a motor vehicle

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DE102019212146A1|2021-02-18|Hybrid transmission arrangement, hybrid drive train and motor vehicle

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AT520456B1|2019-07-15|HYBRID DRIVE TRAIN

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WO2015082160A1|2015-06-11|Transmission, hybrid drivetrain and drivetrain for an electric vehicle

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WO2015082162A1|2015-06-11|Transmission, hybrid drivetrain and drivetrain for an electric vehicle

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EP3765322A1|2021-01-20|Transmission assembly, motor vehicle powertrain, and method for operating same

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同族专利:

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公开号 | 公开日

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DE102016221097A1|2018-04-26|

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AT519295A3|2018-07-15|

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AT519295B1|2019-05-15|

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CN112193048A|2020-10-23|2021-01-08|东风汽车集团有限公司|Multi-mode driving system of hybrid power vehicle|

法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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DE102016221097.1A|DE102016221097A1|2016-10-26|2016-10-26|Torque transmission device for hybrid drives|

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