• 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 transmission arrangement (10) for a hybrid vehicle, comprising a housing (11), a transmission input shaft (12) and at least one transmission output shaft (13), with a first planetary gear set (PG1) with a first sun gear (zs1), a first A ring gear (zr1) and a first planet carrier (c1) for a first planetary gear set (zp1) meshing with the first sun gear (zs1) and the first ring gear (zr1), with a second planetary gear set (PG2) with a second sun gear (zs2) a second ring gear (zr2) and a second planet carrier (c2) for a second planetary gearset (zp2) meshing with the second sun gear (zs2) and the second ring gear (zr2), wherein the transmission input shaft (12) is in mesh with the first planet carrier ( c1) is rotatably connected and the first ring gear (ZR1) and second ring gear (ZR2) are permanently connected to each other and to the transmission output shaft (13) rotationally fixed, with a first electrical Mas chine (E1) and a second electric machine (E2), the first electric machine (E1) drivingly connected to the first sun gear (zs1) and the second electric machine (E2) in at least one operating mode with the second sun gear (zs2) drivingly connected is, and wherein the first sun gear (zs1) via a first switching element (S1) to the housing (11) is connectable. A high functionality with many operating modes can be achieved in a simple manner and under stress of little space, if the second planet carrier (c2) is firmly connected to the housing (11) and the second electric machine (E2) with the second sun gear (zs2) is drive-connected or drive-connected.
    公开号:AT520650A4
    申请号:T50278/2018
    申请日:2018-04-04
    公开日:2019-06-15
    发明作者:Ing Wiener Herbert；Schörghuber Christoph
    申请人:Avl Commercial Driveline & Tractor Eng Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a transmission arrangement for a hybrid vehicle, with a housing, with a transmission input shaft and at least one transmission output shaft, with a first planetary gear set with a first sun gear, a first ring gear and a first planet carrier for a tooth meshing with the first sun gear and the first ring gear first planetary gear set, with a second planetary gear set with a second sun gear, a second ring gear and a second planet carrier for a second planet gear set meshing with the second sun gear and the second ring gear, the transmission input shaft being non-rotatably connected to the first planet carrier and the first and second Ring gear are permanently connected to one another and to the transmission output shaft in a rotationally fixed manner, with a first electrical machine and a second electrical machine, the first electrical machine being permanently connected to the first sun gear and the second electrical machine is drive-connected to the second sun gear in at least one operating mode, and wherein the first sun gear can be connected to the housing via a first switching element.
    Furthermore, the invention relates to a method for operating a hybrid vehicle with a transmission arrangement of the type mentioned.
    DE 10 2013 113 344 A1 discloses a power transmission system for a hybrid electric vehicle with a first and a second planetary gear set, one of which is designed as a minus gear and the other as a plus gear. A first electrical machine and a second electrical machine are arranged coaxially to the transmission input shaft, the first electrical machine being fixedly connected to the sun gear of the first planetary gear set and the second electrical machine being fixedly connected to the sun gear of the second planetary gear set. The planet carriers of the two planetary gear sets can be rotatably connected to one another via a friction clutch. The sun gear of the first planetary gear set can be held in place by a first friction brake, and the planet carrier of the second planetary gear set can be held in place by a second friction brake.
    DE 10 2013 226 472 A1 describes a power transmission system for a hybrid vehicle with a first planetary gear set and a second / 32
    Planetary gear set. The planet carrier of the first planetary gear set is connected to the output shaft of an internal combustion engine. The ring gears of the two planetary gear sets are connected to one another and act on a drive unit. The planet carrier of the second planetary gear set can be held in place by a brake. The planet carrier of the first planetary gear set can be connected to the ring gears via a clutch. Furthermore, the sun gear of the first planetary gear set is connected to a first electrical machine and the sun gear of the second planetary gear set is connected to a second electrical machine.
    Starting from a gear arrangement of the type mentioned at the outset, it is the object of the invention to achieve high functionality with many operating modes in the simplest possible manner and taking up little installation space.
    This is achieved according to the invention in that the second planet carrier is firmly connected to the housing and in that the second electrical machine is preferably drive-connected or drive-connectable to the second sun gear via at least one transmission stage.
    Provision is preferably made for the second electrical machine to be drivably connectable to the second sun gear via a second switching element - preferably optionally via a first or a second gear ratio.
    In a structurally simple and compact embodiment of the invention it is provided that both the first and the second planetary gear set are designed as simple minus gears.
    In order to enable a so-called “limp home function” in the event of failure of the control for the electrical machines, for example, it is particularly advantageous if in at least one emergency mode of the transmission arrangement the transmission input shaft can be drive-connected to the first sun gear or the second sun gear via an emergency switching element . In order to enable continued operation with reduced functionality in the event of a malfunction, the transmission input shaft is drive-connected to the first sun gear or the second sun gear in emergency mode.
    In an alternative embodiment variant of the invention it is provided that in an emergency mode of the transmission arrangement, the transmission input shaft via a / 32
    Emergency switching element either in addition to the connection to the planet carrier either via a first forward gear ratio with the second sun gear or via a reverse gear ratio - which reversely connects the direction of rotation to the second sun gear.
    A very space-saving design is made possible if the transmission output shaft is arranged coaxially with the transmission input shaft.
    An embodiment variant of the invention provides that the first electrical machine and the second electrical machine are arranged axially offset and parallel to one another, preferably also axially offset with respect to the transmission input shaft and / or transmission output shaft. This enables optimal use of the available space. By using compact electrical machines with high speeds, the installed space can be reduced and costs can be saved. The electrical machines can be provided, for example, in the region of an end face of the gear arrangement, as a result of which the space can be optimally used and arrangements of short construction can be realized. Another advantage is the simpler assembly.
    In a further embodiment variant it is provided that the transmission input shaft - preferably via a transmission stage - is drive-connected or drive-connectable to a power take-off shaft. This makes it possible to drive additional units or external machines if necessary.
    In further embodiment variants, it is provided that a power take-off shaft is drive-connected or drive-connectable to the transmission input shaft via a shift element, preferably via a transmission stage, or preferably drive-connected or drive-connectable to the second electrical machine via a transmission stage. This makes it possible to optionally drive additional units or external machines either mechanically or electrically.
    It is provided within the scope of the invention that the first electric machine is blocked in an overdrive mode of the hybrid vehicle, the first sun gear being connected to the housing via a first switching element. An overdrive mode is understood to mean a gentle gear of the gear arrangement, which reduces the speed necessary for a certain speed / 32
    Engine speed causes. By enabling the overdrive mode, fuel consumption, emissions, noise levels and the load on the engine can be significantly reduced, especially when the hybrid vehicle is traveling overland. To minimize the losses, the second electrical machine is preferably mechanically separated from the drive train via the second switching element in the overdrive mode.
    The invention is explained in more detail below on the basis of the non-restrictive exemplary embodiments shown in the figures.
    In it show schematically
    1 shows a gear arrangement according to the invention in a first embodiment of the invention,
    2 shows a gear arrangement according to the invention in a second embodiment of the invention,
    3 shows a gear arrangement according to the invention in a third embodiment of the invention,
    4 shows a gear arrangement according to the invention in a fourth embodiment of the invention,
    5 shows a gear arrangement according to the invention in a fifth embodiment of the invention,
    6 shows a gear arrangement according to the invention in a sixth embodiment of the invention,
    Fig. 7 shows a transmission arrangement according to the invention in a seventh embodiment of the invention and
    Fig. 8 shows a transmission arrangement according to the invention in an eighth embodiment of the invention.
    / 32
    Functionally identical parts are provided with the same reference symbols in the design variants.
    1 to 8 each show transmission arrangements 10 for hybrid vehicles.
    Each transmission arrangement 10 has a housing 11, a transmission input shaft 12 and at least one transmission output shaft 13. The transmission input shaft 12 can be connected to an internal combustion engine ICE via a clutch 14. The transmission output shaft 13 is used to drive drive wheels 15 of the hybrid vehicle, reference numeral 16 denoting a differential. A first planetary gear set PG1 and a second planetary gear set PG2 are arranged within the housing 11, the planetary gear sets PG1, PG2 being designed as simple minus gears.
    The first planetary gear set PG1 has a first sun gear zs1, a first ring gear zr1 and a first planet carrier c1 for a first planetary gear set zp1 which meshes with the first sun gear zs1 and the first ring gear zr1. The second planetary gear set PG2 has a second sun gear zs2, a second ring gear zr2 and a second planet carrier c2 for a second planetary gear set zp2 which meshes with the second sun gear zs2 and the second ring gear zr2. The two ring gears zr1, zr2 are rigidly connected to one another in several pieces or are made in one piece. The transmission input shaft 12 is rotatably connected to the first planet carrier c1. The first ring gear zr1 and the second ring gear zr2 are permanently connected to one another and to the transmission output shaft 13 in a rotationally fixed manner. A first electrical machine E1 and a second electrical machine E2 are arranged in the housing 11, the first electrical machine E1 being permanently connected to the first sun gear zs1 and the second electrical machine E2 being connected to the second sun gear zs2 in at least one operating mode of the transmission arrangement 10 . The second planet carrier c2 is connected to the housing 11.
    The first sun gear zs1 can be connected to the housing 11 via a first switching element S1.
    / 32
    The second electrical machine E2 is drive-connected to the second sun gear zs2 or, in some embodiment variants, can be drive-connected to the second sun gear zs2 via a second switching element S2.
    Furthermore, the transmission arrangements 10 shown in FIGS. 1, 2 and 7 each have an emergency device 17 with an emergency switching element SE, via which the transmission input shaft 12 for realizing a “limp home function via an intermediate shaft 18 simultaneously with the first planet carrier c1 and with drive can be connected to the first sun gear zs1.
    Furthermore, the gear arrangements 10 shown in FIGS. 3 to 6 each have an emergency device 17 with an emergency switching element SE, via which the gear input shaft 12 is only drive-connected to the second sun gear zs2 in order to realize a “limp home function” via an intermediate shaft 18 can.
    Furthermore, the gear arrangement 10 shown in FIG. 8 has an emergency device 17 with an emergency switching element SEM, via which the gear input shaft 12 for realizing a “limp home function” via an intermediate shaft 18 simultaneously with the first planet carrier c1 and optionally via a forward -Translation stage GV - for Limp Home Forward - can be drive-connected to the second sun gear zs2 or alternatively can be drive-connected to the second sun gear zs2 via a reverse gear ratio GR - which reverses the direction of rotation for Limp Home reverse.
    In the embodiment variants shown in FIGS. 1, 2, 3, 5, 7 and 8, the first shift element S1 has three shift positions, namely L, M and R, the transmission input shaft 12 being blocked in the left shift position and in the right shift position the first sun gear zs1 is held. In the central position M, neither the transmission input shaft 12 nor the first sun gear zs1 are braked and can rotate freely.
    1, 2, 3, 4, 7 and 8, second switching elements S2 are also provided, each likewise having three switching positions, namely 1, 2 and N, in the first switching position 1 the second machine via a first / 32
    Gear ratio G1, and in the second switching position 2 is connected to the second sun gear zs2 via a second gear ratio G2.
    1, 2 and 7, an emergency device 17 with an emergency switching element SE is provided, with which the input shaft 12 can be connected in addition to the connection to the planet carrier c1 via the intermediate shaft 18 with the first sun gear zs1. The emergency switching element SE has two switching positions, namely "OFF and" ON, with the "limp-home function deactivated in the switching position" OFF and the direct connection between the transmission input shaft 12 and the first sun gear zs1 being interrupted. By moving the emergency switching element SE, the drive connection between the transmission input shaft 12 is established simultaneously with the first planet carrier c1 and the first sun gear zs1, and the “limp home function” is thus activated. The “limp home function” is activated, for example, in the event of a failure of the control for the electrical machines E1, E2, which means that the vehicle can continue to travel with limited functionality.
    3 to 6 show gear arrangements 10 according to the invention, which differ from the exemplary embodiments shown in FIGS. 1, 2 and 7 in that the transmission input shaft 12 via the intermediate shaft 18 is not with the first sun gear zs1, but rather through the emergency switching element SE can be connected to the second sun gear zs2. 3 and 4, the second switching element S2 must also be switched to the switching position "1 or the switching position" 2 in order to enable the "limp home function". 5 and 6, the intermediate shaft 18 and the second electrical machine E2 are directly connected to the second sun gear zs2 - a second switching element S2 for selecting between gear ratios G1, G2 is not provided.
    FIG. 8 shows a further transmission arrangement 10 according to the invention, which differs from the exemplary embodiments illustrated in FIGS. 1-7 in that the transmission input shaft 12 is connected simultaneously with the first planet carrier c1 and via the intermediate shaft 18 via the emergency switching element SEM and optionally via the Forward gear ratio GV - for Limp Home forward (position LHV of the emergency switching element SEM) - can be connected to the second sun gear zs2 / 32 or alternatively via a reverse gear ratio GR - which determines the direction of rotation for Limp Home reverse (position LHR of the emergency switching element SEM) reverses - can be connected to the second sun gear zs2.
    3, 4 and 8, the second switching element S2 must also be switched to the switching position "1 or the switching position" 2 in order to enable the "limp home function". 5 and 6, the intermediate shaft 18 and the second electrical machine E2 are directly connected to the second sun gear zs2 - a second switching element S2 for selecting between gear ratios G1, G2 is not provided.
    4 and 6 show further structurally simple design variants in which the first switching element S1 has only two switching positions, namely the switching position “RM, in which the first sun gear zs1 and the first electrical machine E1 are blocked, and the switching position“ MR, in which the first sun gear zs1 and the first electrical machine E1 are freely rotatable.
    Furthermore, different variants for the implementation of the PTO power take-off can be shown independently of the design variants. As with the transmission arrangement 10 shown in FIG. 1, an electrically driven PTO can optionally be installed. As in the second embodiment shown in FIG. 2, a PTO PTO mechanically driven via the transmission input shaft 12 can preferably be provided.
    7 and 8, the power take-off shaft 20 can preferably be drive-connected or drive-connectable to the transmission input shaft 12 via an additional switching element S3 - preferably optionally via a transmission stage G3 - or preferably optionally via a transmission stage G4 of the second electrical machine E2 are connected to the drive or can be connected to the drive.
    / 32
    The gear arrangements 10 shown in FIGS. 1 to 8 enable the following operating modes:
    operation mode Energy source Switching elements Operating mode shown in Fig.ICE E1 E2 SE SEM S1 S2 1 OD + BL + / OFF X R 2, N 1-8 2nd eCVT1 + + + OFF X M 1 1-4, 7, 8 3rd eCVT2 + + + OFF X M 2nd 1-8 4th EV1 - + + OFF X M 1, 2 1-4, 7, 8 5 EV2 BL + + OFF X L 1, 2 1-3, 7, 8 6 LH1V + + - ON X M N 1, 2, 7 7 LH2V + - + ON X M,(R) 1, 2 3-6 8th LH3V + - + X LHF M 2nd 8th 9 LH3R + - + X LHR M 1 8th 10th CHM + + + OFF N M (1),2nd 1-8 11 CHS + + - OFF N M (1),2,(N) 1-8
    / 32
    In the table mean: "+ activated machine," - deactivated machine and "BL blocked machine. "X means no switching element. The switch positions "OFF," ON of the emergency switching element SE; "LHF, N," LHR of the emergency switching element SEM; "L," M, "R of the first switching element S1; and "1," N, "2 of the second switching element S2 correspond, depending on the representation, to the switching positions of the switching elements SE, SEM, S1, S2 indicated in FIGS. 1 to 8. The internal combustion engine ICE is blocked in the switching position L of the first switching element S1, and the first electrical machine S1 is blocked in the switching position R of the first switching element S1. In the center position M, both the internal combustion engine ICE and the first electrical machine E1 can provide drive torque. In the position “N, the second electrical machine E2 is uncoupled. In the switching positions 1 and 2, torque can be introduced into the drive train 19 of the transmission arrangement 10 via different transmission ratios G1, G2 by the second electrical machine E2. In position "N, the second electrical machine E2 is decoupled from the rest of the transmission.
    Line 1 of the table shows the operating mode OD (Overdrive), which can be used in particular in the upper speed range to reduce fuel consumption, emissions and noise levels. In this case, preferably only the internal combustion engine ICE is in operation and can be operated at an optimal speed. The second electrical machine E2 can be mechanically decoupled (position "N of the second switching element S2) and the first electrical machine E1 can be blocked (position" R of the first switching element S1). Losses from the electrical machines E1 and E2 can thereby be avoided. If necessary, the second electrical machine E2 can be switched as a parallel hybrid drive (positions “1 or“ 2 of the second switching element S2) in order to generate an additional drive torque.
    Line 2 of the table shows the operating mode eCVT1, in which both the internal combustion engine, the first electrical machine E1 and the second electrical machine E2 are in operation, the second electrical machine E2 being coupled via the first transmission stage G1. Through targeted control of the two electrical machines E1, E2, an electrically supported continuously variable transmission ratio (eCVT) can be achieved between the internal combustion engine ICE and the drive wheels 15. This operating mode eCVT1 enables / 32 a high drive torque with a high transmission ratio of the first transmission stage G1.
    Line 3 shows, analogously to the operating mode eCVTl, the operating mode eCVT2, in which both the internal combustion engine and the first electrical machine El and the second electrical machine E2 are in operation, the second electrical machine E2 being coupled via the second transmission stage G2. This operating mode eCVT2 enables high drive speeds with a low transmission ratio of the second transmission stage G2.
    Line 4 shows the purely electrical operating mode EV1, in which the internal combustion engine ICE is switched off but not blocked (the first switching element is in the switching position “M). Both the first electrical machine E1 and the second electrical machine E2 are activated. The second electrical machine E2 outputs drive torque for the output, the first electrical machine El or optionally the disengaged internal combustion engine ICE being able to run at a speed imposed on it. This operating mode is preferably only used for driving in the plane or on small gradients.
    Line 5 shows the purely electrical operating mode EV2, in which the internal combustion engine ICE is blocked (the first switching element S1 is in the switching position “L). Both the first electrical machine E1 and the second electrical machine E2 are activated. Both electrical machines El and E2 are used for the drive.
    Line 6 shows the operating mode LHlV ("Limp home), in which the vehicle is only driven by the ICE engine. The emergency switching element SE is in the “ON” position, as a result of which the transmission input shaft l2 is connected to the first sun gear zsl in addition to the connection to the planet carrier cl. The first switching element S1 is in the middle position "M, the second switching element S2 is in the neutral position" N. The first electrical machine E1 and the second electrical machine E2 can be deactivated.
    Line 7 shows the operating mode LH2V ("Limp home), in which the vehicle is only driven by the ICE engine. The emergency switching element / 32
    SE is in the “ON” position, as a result of which the transmission input shaft 12 is directly connected to the second sun gear zs2. The first switching element S1 is in the middle position “M, the second switching element S2 is in the position“ 1 or “2. The first electrical machine E1 can be deactivated and the second electrical machine E2 can rotate at a speed imposed on it.
    Line 8 shows the operating mode LH3V ("Limp home forward), in which the vehicle is only driven by the ICE engine. The emergency switching element SEM is in the “LHF” position, as a result of which the transmission input shaft 12 is connected to the second sun gear zs2 in addition to being connected to the planet carrier c1. The first switching element S1 is in the middle position "M, the second switching element S2 is in the position" 2. The first electrical machine E1 and the second electrical machine E2 can be deactivated.
    Line 9 shows the operating mode LH3R (“Limp home backwards), in which the vehicle is only driven via the internal combustion engine ICE. The emergency switching element SEM is in the “LHR” position, as a result of which the transmission input shaft 12 is connected to the second sun gear zs2 in addition to being connected to the planet carrier c1. The first switching element S1 is in the middle position "M, the second switching element S2 is in the position" 1. The first electrical machine E1 and the second electrical machine E2 can be deactivated.
    Lines 10 and 11 show the operating modes CHM and CHS, for charging the vehicle battery, either while driving (operating mode CHM) or while the vehicle is at a standstill (operating mode CHS). The internal combustion engine ICE and the first electrical machine E1 are activated. In the operating mode CHM, the second electrical machine E2 is also activated and connected to the second sun gear zs2 either via the first transmission stage G1 or the second transmission stage G2. In the operating mode CHS, the second electrical machine E2 is deactivated and connected to the drive train 19 of the transmission arrangement 10 either via the first transmission stage G1 or the second transmission stage G2 (shift position “1 or“ 2 of the second shift element S2) or separated from it (shift position “N of the second switching element S2).
    权利要求:
    Claims (14)
    [1]
    P A T E N T A N S P R Ü C H E
    1. Transmission arrangement (10) for a hybrid vehicle, with a housing (11), with a transmission input shaft (12) and at least one transmission output shaft (13), with a first planetary gear set (PG1) with a first sun gear (zs1), a first ring gear ( zr1) and a first planet carrier (c1) for a first planet gear set (zp1) which is in mesh with the first sun gear (zs1) and the first ring gear (zr1), with a second planetary gear set (PG2) with a second sun gear (zs2), one second ring gear (zr2) and a second planet carrier (c2) for a second planet gear set (zp2) meshing with the second sun gear (zs2) and the second ring gear (zr2), the transmission input shaft (12) with the first planet carrier (c1) is rotatably connected and the first ring gear (zr1) and second ring gear (zr2) are permanently connected to one another and to the transmission output shaft (13) in a rotationally fixed manner, with a first electrical machine (E1) and a two th electrical machine (E2), the first electrical machine (E1) being permanently connected to the first sun gear (zs1) and the second electrical machine (E2) being connected to the second sun wheel (zs2) in at least one operating mode, and the first Sun gear (zs1) can be connected to the housing (11) via a first switching element (S1), characterized in that the second planet carrier (c2) is firmly connected to the housing (11) and that the second electrical machine (E2) is preferably connected via at least one gear ratio (G1, G2) - with the second sun gear (zs2) is drive-connected or drive-connectable.
    [2]
    2. Gear arrangement (10) according to claim 1, characterized in that the second electrical machine (E2) via a second switching element (S2), preferably optionally via a first (G1) or second gear ratio (G2) - with the second sun gear (zs2) is drive-connectable.
    [3]
    3. Transmission arrangement (10) according to claim 1 or 2, characterized in that in an emergency mode (LH) of the transmission arrangement (10) the transmission input shaft (12) via an emergency switching element (SE) with the first sun gear (zs1) or the second sun gear (zs2) is drive-connectable.
    14/32
    [4]
    4. Transmission arrangement (10) according to claim 1 or 2, characterized in that in an emergency mode (LH) of the transmission arrangement (10) the transmission input shaft (12) via an emergency switching element (SEM) either in addition to the connection to the planet carrier (c1 ) either via a first forward gear ratio (GV) to the second sun gear (zs2) or via a reverse gear ratio (GR) - which reversely connects the direction of rotation to the second sun gear (zs2).
    [5]
    5. Transmission arrangement (10) according to one of claims 1 to 4, characterized in that the transmission input shaft (12) - preferably via the first switching element (S1) - can be connected to the housing (11).
    [6]
    6. Transmission arrangement (10) according to one of claims 1 to 5, characterized in that the transmission output shaft (13) is arranged coaxially to the transmission input shaft (12).
    [7]
    7. Transmission arrangement (10) according to one of claims 1 to 6, characterized in that the first electrical machine (E1) and the second electrical machine (E2) offset from one another, preferably also offset with respect to the transmission input shaft (12) and / or transmission output shaft (13) - are arranged.
    [8]
    8. Transmission arrangement (10) according to one of claims 1 to 7, characterized in that the transmission input shaft (12) - preferably via a transmission stage (G1, G2) - with a power take-off shaft (20) is drive-connected or drive-connectable.
    [9]
    9. Transmission arrangement (10) according to one of claims 1 to 8, characterized in that a power take-off shaft (20) via a switching element (S3) - preferably via a transmission stage G3 - with the transmission input shaft (12) is drive-connected or drive-connectable or - preferably via a transmission stage (G4) - with the second electrical machine (E2) drive-connected or drive-connectable.
    [10]
    10. Gear arrangement according to one of claims 1 to 9, characterized in that both the first (PG1) and the second planetary gear set (PG2) are designed as a simple minus gear.
    15/32
    [11]
    11. A method for operating a hybrid vehicle with a transmission arrangement (10) according to one of claims 1 to 10, characterized in that in an overdrive mode (OD) of the hybrid vehicle, the first electrical machine (E1) is blocked, the first sun gear ( zs1) is connected to the housing (11) via a first switching element (S1).
    [12]
    12. The method according to claim 11, characterized in that in the overdrive mode (OD) the second electrical machine (E2) is separated from the drive train (19) via the second switching element (S2).
    [13]
    13. The method according to claim 11 or 12, characterized in that in at least one emergency mode (LH) the transmission input shaft (12) with the first sun gear (zs1) or the second sun gear (zs2) is drive-connected.
    [14]
    14. The method according to claim 11 or 12, characterized in that in an emergency mode (LH) of the transmission arrangement (10), the transmission input shaft (12) via an emergency switching element (SEM) either additionally to the connection to the planet carrier (c1) optionally via a first forward gear ratio (GV) with the second sun gear (zs2) or via a reverse gear ratio (GR) - which reversely connects the direction of rotation with the second sun gear (zs2).
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    同族专利:
    公开号 | 公开日
    CN111918786A|2020-11-10|
    JP2021520311A|2021-08-19|
    US20210146768A1|2021-05-20|
    EP3774427A1|2021-02-17|
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    KR20200141037A|2020-12-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    JP4952528B2|2007-11-15|2012-06-13|トヨタ自動車株式会社|Hybrid vehicle drive system|
    KR101427959B1|2012-12-12|2014-08-11|현대자동차 주식회사|Power transmission system of hybrid electric vehicle|
    JP2014211213A|2013-04-19|2014-11-13|トヨタ自動車株式会社|Power transmission device|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50278/2018A|AT520650B1|2018-04-04|2018-04-04|GEAR ASSEMBLY FOR A HYBRID VEHICLE|ATA50278/2018A| AT520650B1|2018-04-04|2018-04-04|GEAR ASSEMBLY FOR A HYBRID VEHICLE|
    JP2020554176A| JP2021520311A|2018-04-04|2019-04-03|Transmission equipment for hybrid vehicles and methods for driving hybrid vehicles|
    KR1020207028306A| KR20200141037A|2018-04-04|2019-04-03|Transmission device for motor vehicle and method of operating hybrid vehicle|
    CN201980022305.3A| CN111918786A|2018-04-04|2019-04-03|Transmission arrangement for a hybrid vehicle and method for operating a hybrid vehicle|
    EP19717412.1A| EP3774427A1|2018-04-04|2019-04-03|Transmission arrangement for a motor vehicle and method for operating a hybrid vehicle|
    PCT/AT2019/060114| WO2019191797A1|2018-04-04|2019-04-03|Transmission arrangement for a motor vehicle and method for operating a hybrid vehicle|
    US17/045,175| US20210146768A1|2018-04-04|2019-04-03|Transmission arrangement for a motor vehicle and method for operating a hybrid vehicle|
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