• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for operating a drive train (1) of a motor vehicle, which drive train (1) an internal combustion engine (2), an automated transmission (3) with a transmission input shaft (5), a transmission output shaft (7) and at least one countershaft (8 ), and at least one with the countershaft (8) drivingly connected electric machine (4), wherein the transmission (3) has a neutral position (N) and at least one closed position (L, H) having input group (12) and an idle position ( N1, N2) and at least one gearshift position (G1, G2, G3, REV) having main group (13), wherein in each closed position (L, H) of the input group (12) the transmission input shaft (5) drivingly connected to the countershaft (8) and in the neutral position (N) the transmission input shaft (5) is separated from the countershaft (8) and wherein in each gearshift position (G1, G2, G3, REV) of the main group (13) the Countershaft (8) to the transmission output shaft (7) or to an with the transmission output shaft (7) connectable intermediate shaft (6) drivingly connected and in the idle shift position (N1, N2), the countershaft (8) of the transmission output shaft (7) and the intermediate shaft ( 6) is disconnected. In order to enable a further fuel saving, it is provided that in the sailing mode of the vehicle, the input group (12) is switched to the neutral position (N) and the internal combustion engine (2) is deactivated, wherein the main group (13) in at least one gearshift position (G1, G2, G3, REV)) is brought, so that the electric machine (4) by the transmission output shaft (7) via the countershaft (8) is driven and operated as a generator.
    公开号:AT520019A1
    申请号:T50374/2017
    申请日:2017-05-08
    公开日:2018-12-15
    发明作者:Wagner Gregor；Ernst Hundsberger Ing
    申请人:Avl Commercial Driveline & Tractor Eng Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for operating a drive train of a motor vehicle, which drive train an internal combustion engine, an automated transmission with a transmission input shaft, a transmission output shaft and at least one countershaft, and at least one drive connected to the countershaft electric machine, wherein the transmission has a neutral position and at least a closed position having input group and an idle position and at least one gearshift position having main group, wherein in each closed position of the input group, the transmission input shaft to the countershaft drive connected and the transmission input shaft is separated from the countershaft in the neutral position and wherein in each gearshift position of the main group, the countershaft with the Transmission output shaft or drive-connected with a connectable to the transmission output shaft intermediate shaft and in d idling switch position, the countershaft is separated from the transmission output shaft and / or the intermediate shaft.
    In conventional internal combustion engines, the alternator is arranged directly on the motor housing and is usually driven by a belt.
    When so-called sailing - a rolling operation of the vehicle with an open drive train in the transmission - the internal combustion engine must be in operation to drive the alternator and to provide electrical consumers or to charge the vehicle battery. This has a detrimental effect on fuel consumption.
    From DE 10 2005 043 703 A1 is a motor vehicle with a
    Schaltklauengetriebe and an electric motor, the said
    Schaltklauengetriebe is designed as a group transmission with an input-side split group and arranged between the split group and the transmission output shaft main group. In one variant, an area group (range group) is arranged next to the main group. The electric motor is used for central synchronization during gear changes and is arranged on the countershaft.
    DE 10 2012 222 433 A1 discloses a hybrid drive system with a two-stage transmission. This is during a rolling operation the
    Internal combustion engine used to charge a battery.
    From DE 103 42 949 A1 it is known that the kinetic energy of a rolling
    Vehicle to use for a charging power generation. How the drive train must be designed exactly and how the drive train is operated in detail is not revealed or remains unclear.
    The object of the invention is in a vehicle with an automated
    Transmission to allow further fuel economy.
    According to the invention, this is achieved by switching the input group to the neutral position and deactivating the internal combustion engine during sail operation of the vehicle, with the main group being brought into at least one gearshift position so that the electric machine is driven by the transmission output shaft via the countershaft and operated as a generator.
    Thus, in sailing operation of the vehicle by switching off the
    Internal combustion engine to save fuel and at the same time the kinetic
    Energy of the rolling vehicle to be used for charging the vehicle battery.
    In order to enable charging of the vehicle battery in a variant of the invention is provided in the vehicle standstill brought the main group in the idle position, switched the input group in at least one closed position and the engine activated - ie operated mechanical power - is, so the electrical
    Engine is driven by the internal combustion engine via the countershaft and operated as a generator. The transmission thus includes a freewheeling function in which the vehicle battery is charged without driving the vehicle.
    In one embodiment of the invention it is provided that during at least one
    Change gear of the input group, the main group and / or one of the
    Main group downstream area group the countershaft by the electric machine by accelerating or decelerating to the respective
    Synchronous speed is brought. Thus, it is possible to dispense with further synchronizing devices, for example synchronizer rings, because synchronization is no longer necessary on the input group forming a splitter group and on the main group of the transmission. The manual transmission can as
    Schaltklauengetriebe be designed, whereby the manufacturing cost can be reduced. In addition, this solution saves weight and installation space. Furthermore, can be dispensed with a Vorwellenwellenbremse for upshifting gears. Also, the intermediate gas by the internal combustion engine to switch gears down, is eliminated.
    In a further embodiment of the invention can be provided that the main group a - preferably at least one synchronizer having a range group is connected downstream. The range group can be configured as desired, for example as a planetary gear or as a spur gear.
    The invention will be explained in more detail below with reference to the embodiment shown in the non-limiting FIGURE.
    The figure shows a drive train 1 of a motor vehicle, for example a
    Commercial vehicle. The drive train 1 has an internal combustion engine 2, an automated transmission 3 and at least one electric machine 4.
    The trained as a claw gearbox manual transmission 3 has a
    Transmission input shaft 5, an intermediate shaft 6 and a transmission output shaft 7, wherein the transmission input shaft 5, the intermediate shaft 6 and the
    Transmission output shaft 7 are arranged coaxially one after the other. Parallel to
    Transmission input shaft 5, intermediate shaft 6 and transmission output shaft 7 is a
    Countershaft 8 arranged.
    The transmission output shaft 7 drives via a differential gear 9 the
    Drive shafts 10 for driving the drive wheels, not shown
    Motor vehicle. The internal combustion engine 2 is connected via a separating clutch 11 to the transmission input shaft 4. The electric machine 4 is - in the present case via a spur gear 26 - drive-connected to the countershaft 6.
    The illustrated transmission 3 is designed as a so-called three-group transmission and has an input group 12, a main group 13 and a range group 14, wherein the input group 12 on the input side with the
    Input shaft 5, the main group 13 on the output side with the intermediate shaft 6 and the range group 14 output side is connected to the transmission output shaft 7. The input group 12 is the main group 13, and the main group 13, the range group 14 downstream. In an alternative embodiment, the transmission 3 may also be designed as a two-group transmission, wherein the range group 14 is omitted. When the range group 14 is omitted, the main group 13 can be connected directly to the output shaft 7 on the output side. It can also be provided that the intermediate shaft 6 as
    Transmission output shaft 7 is formed or the intermediate shaft 6 is directly connected to the transmission output shaft 7.
    The input group 12, which is in the form of a primary gear, forms a splitter group, by means of which the transmission input shaft 5 can be brought into operative connection with the countershaft 8 via gear stages 15, 16 having different gear ratios. Here, the first gear stage 15 comprises a loose wheel 15a, which is rotatable and coaxial with the transmission input shaft 5 and a fixed gear 15b, which is rotatably and coaxially disposed in the plane of the idler gear 15a on the countershaft 8 and is in meshing engagement with the idler gear 15a. The second gear stage 16 includes a loose wheel 16a, which is rotatable and coaxial with the transmission input shaft 5 and the intermediate shaft 6, and a fixed gear 16b, which is rotatably and coaxially disposed in the plane of the idler gear 16a on the countershaft 8 and the idler gear 16a is in meshing.
    By means of a sliding sleeve with three switching positions L, N, H formed input group switching device 20, the first gear stage 15 or the second gear stage 16 can be selected. The input group switching device 20 has two closed positions L, H and a neutral position N, wherein in the first closed position L, the first gear stage 15 and in the second closed position H, the second gear stage 16 is activated. In the neutral position, neither the first nor the second gear stage is activated, so that the input shaft 5 is separated from the countershaft 8.
    The main stage 13 forms the main transmission for changing between the first gear G1, second gear G2, third gear G3 and return gear REV, wherein further gear stages 17, 18 and 19 are provided. The third gear stage 17 comprises a loose wheel 17a, which is rotatable and coaxial with the intermediate shaft 6, and a fixed gear 17b, which is rotatably and coaxially disposed in the plane of the idler gear 17a on the countershaft 8 and is in meshing engagement with the idler gear 17a. The fourth gear stage 18 includes a idler gear 18a, which is rotatable and coaxial with the intermediate shaft 6, and a fixed gear 18b, which is rotatably and coaxially disposed in the plane of the idler gear 18a on the countershaft 8 and is in mesh with the idler gear 18a. The fourth gear stage 19 comprises a idler gear 19a which is rotatable and coaxial with the intermediate shaft 6, a fixed gear 19b, which is rotatably and coaxially disposed on the countershaft 8 and an idler 19c to
    Direction of rotation reversal, which with both the idler gear 19a, and with the
    Fixed gear 19b is in meshing engagement, wherein fixed gear 19b and intermediate 19c in the
    Level of the idler gear 19a are arranged.
    For gear change, the main group 13 has a first
    Main group switching device 21 and a second main group switching device 22, wherein the main group switching devices 21, 22 are designed as sliding sleeves, each with three switching positions. The first
    Main group switching device 21 in this case has two gear positions G2, G3 and a neutral position N1, wherein in a second gear assigned second gear position G2, the third gear stage 17 and in a third gear associated third gear position G3, the second gear stage 16 is drivingly connected to the intermediate shaft 6. In the neutral position N1, the idler gears 16a, 17a of the second and third gear stages 16, 17 are separated from intermediate shaft 6.
    The second main group switching device 22 has two gear positions G1, REV and a neutral position N2, the fourth gear stage 18 being activated in a first gear position G1 associated with the first gear and the fifth gear stage 19 being activated in a reverse gear position REV associated with the reverse gear and drivingly connected to the intermediate shaft 6 , In the neutral position N2, the idler gears 18a, 19a of the fourth and fifth gear stages 18, 19 are separated from intermediate shaft 6, and thus the fourth and fifth gear stages 18, 19 are deactivated.
    The area group 14 connected downstream of the main switching group 13 has a range group switching device 23 formed by a sliding sleeve with two switching positions LB, HB and a planetary gear 24 with a sun gear 24a, a planet carrier 24b, planet wheels 24c and a ring gear 24d. The sun gear 24a is rotatably connected to the intermediate shaft 6 and the planet carrier 24b with the transmission output shaft 7. In the first shift position LB of the range group switching device 23 assigned to a slow range group 14 or a slow rear group, the ring gear 24d is blocked, ie, non-rotatably connected to a housing 25 of the shift transmission 3. In the overdrive area associated second switching position HB of the range group switching device 23 planet carrier 24b and ring gear 24d rotatably coupled to each other, thereby driving a direct drive from the intermediate shaft 6 to the transmission output shaft 7 takes place. The r
    Area group switching means 23 may comprise a synchronizer formed by synchronizer rings.
    In the exemplary embodiment shown, the countershaft 8 also serves to drive a hydraulic pump 27. Reference numeral 28 denotes an electric starter motor for starting the internal combustion engine 2.
    In the sailing mode of the vehicle - so when the vehicle is driving and delayless rolls - the input group 12 is switched by moving the sliding sleeve of the input group switching device 20 in the neutral position N and the internal combustion engine 2 is deactivated, so off. The main group 13 is brought by moving the sliding sleeves of the main switching devices 21, 22 in at least one gearshift position G1, G2, G3 or REV, so that the electric machine 4 is driven by the transmission output shaft 7 via the countershaft 8 and operated as a generator.
    In vehicle standstill, the main group 13 by switching the
    Main group switching means 21, 22 placed in the neutral positions N1, N2 in the idle position. At the same time, the input group 12 is switched to a closed position L or H and the internal combustion engine 2 is started by the starter motor 28. As a result, the electric machine 4 is driven by the internal combustion engine 2 via the countershaft 8 and operated as a generator.
    Furthermore, during the gear change of the input group 12 and / or the main group 13, the countershaft 8 can be accelerated or decelerated by the electric machine 4 to the countershaft 8 to the respective
    To bring synchronous speed and thus to enable synchronization of rotating parts of the gearbox 3 to be joined together. Thus, synchronizer rings in the input group 12 and / or the main group 13 can be dispensed with.
    权利要求:
    Claims (10)
    [1]
    P A T E N T A N S P R E C H E
    1. A method for operating a drive train (1) of a motor vehicle, which drive train (1) an internal combustion engine (2), an automated transmission (3) with a transmission input shaft (5), a transmission output shaft (7) and at least one countershaft (8), and at least one electric machine (4) which is drive-connected to the countershaft (8), wherein the manual transmission (3) has an input group (12) having a neutral position (N) and at least one closed position (L, H) and one neutral position (N1, N2) and at least one gearshift position (G1, G2, G3, REV) having main group (13), wherein in each closed position (L, H) of the input group (12) the transmission input shaft (5) drivingly connected to the countershaft (8) and in the neutral position (N) the transmission input shaft (5) is separated from the countershaft (8) and wherein in each gearshift position (G1, G2, G3, REV) of the main group (13) the countershaft (8) with d he transmission output shaft (7) or with a drive output shaft (7) connectable intermediate shaft (6) drivingly connected and in the idle control position (N1, N2), the countershaft (8) from the transmission output shaft (7) and / or the intermediate shaft (6) is separated , characterized in that in the sailing operation of the vehicle, the input group (12) switched to the neutral position (N) and the internal combustion engine (2) is deactivated, the main group (13) in at least one gearshift position (G1, G2, G3, REV)) is brought so that the electric machine (4) through the transmission output shaft (7) via the countershaft (8) is driven and operated as a generator.
    [2]
    2. The method according to claim 1, characterized in that brought in the vehicle standstill, the main group (13) in the idle position (N1, N2), the input group (12) in at least one closed position (L, H) switched and the internal combustion engine (2) activated is, so that the electric machine (4) by the internal combustion engine (2) via the countershaft (8) is driven and operated as a generator.
    [3]
    3. The method according to claim 1 or 2, characterized in that during at least one gear change of the input group (12), the main group (13) and / or one of the main group (13) downstream range group (14), the countershaft (8) by the electric Machine (4) is brought by accelerating or decelerating to the respective synchronous speed.
    [4]
    4. powertrain (1) of a motor vehicle, which is an internal combustion engine (2), an automated transmission (3) with a transmission input shaft (5), a transmission output shaft (7) and at least one countershaft (8), and at least one with the countershaft (8 ), wherein the transmission (3) via an input group switching device (20) between a neutral position (N) and at least one closed position (L, H) switchable input group (12) and via at least one main group switching device (21 , 22) between a neutral position (N1, N2) and at least one gearshift position (G1, G2, G3, REV) switchable main group (13), wherein in each closed position (L, H) of the input group (12) the transmission input shaft (5) drive-connected with the countershaft (8) and in the neutral position (N) the transmission input shaft (5) is separated from the countershaft (8) and wherein in each Gangscha 1 (G1, G2, G3, REV) of the main group (13) the countershaft (8) to the transmission output shaft (7) or one with the transmission output shaft (7) connectable intermediate shaft (6) drivingly connected and in the idle shift position (N1, N2) the Countershaft (8) from the transmission output shaft (7) and / or intermediate shaft (6) is separated, for carrying out the method according to one of claims 1 to 3, characterized in that in the sailing operation of the vehicle, the input group (12) in the neutral position (N ) and the internal combustion engine (2) can be deactivated, wherein the main group (13) in at least one gearshift position (G1, G2, G3, REV) can be brought, so that the electric machine (4) through the transmission output shaft (7) via the countershaft ( 8) on and can be operated as a generator.
    [5]
    5. Drive train (1) according to claim 4, characterized in that in the vehicle standstill, the main group (13) in the idle position (N1, N2) can be brought, the input group (12) in at least one closed position (L, H) switchable and the internal combustion engine ( 2) can be activated, so that the electric machine (4) by the internal combustion engine (2) via the transmission input shaft (5) and the countershaft (8) on and can be operated as a generator.
    [6]
    6. Drive train (1) according to claim 4 or 5, characterized in that during at least one gear change of the main group (13), the countershaft (8) can be brought by the electric machine (4) by accelerating or decelerating to the respective synchronous speed.
    [7]
    7. powertrain (1) according to one of claims 4 to 6, characterized in that the gearbox (3) as - preferably synchronous ringless - Schaltklauengetriebe is formed.
    [8]
    8. Drive train (1) according to one of claims 4 to 7, characterized in that the input stage (12) and / or the main stage (13) is formed without synchronous ring.
    [9]
    9. Drive train (1) according to one of claims 4 to 8, characterized in that the electric machine (4) via a spur gear (26) is drivingly connected to the countershaft (8).
    [10]
    10. The drive train (1) according to any one of claims 4 to 9, characterized in that the main group (13) has a - preferably at least one synchronizer having - range group (14) is connected downstream.
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    同族专利:
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    引用文献:
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    DE102005035327A1|2005-07-28|2007-02-01|Zf Friedrichshafen Ag|Control gear for heavy commercial vehicle, has control unit designed so that vehicle modes are activated based on data, and two groups of electrical machines with various engine power, where one group has more installation power than other|
    DE102005043703A1|2005-09-14|2007-03-15|Daimlerchrysler Ag|Commercial vehicle with a Schaltklauengetriebe and an electric motor|
    DE102009012223A1|2009-03-07|2010-09-09|Daimler Ag|Group transmission device|
    DE102011089466A1|2011-12-21|2013-06-27|Zf Friedrichshafen Ag|Hybrid drive of a motor vehicle and method for operating the same|
    DE102012218367A1|2012-10-09|2014-04-24|Zf Friedrichshafen Ag|Group gear device with an electric machine|
    DE102014224512A1|2014-12-01|2016-06-02|Bayerische Motoren Werke Aktiengesellschaft|Powertrain for a vehicle, in particular a motor vehicle|
    FR3107746A1|2020-02-28|2021-09-03|Valeo Embrayages|hybrid vehicle drive sub-assembly|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50374/2017A|AT520019B1|2017-05-08|2017-05-08|Method for operating a drive train of a motor vehicle|ATA50374/2017A| AT520019B1|2017-05-08|2017-05-08|Method for operating a drive train of a motor vehicle|
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