Transmission for a motor vehicle, drive train for a hybrid vehicle, and method for operating such a drive train

Patent metadata

Field	Value
Publication number	US-10406908-B2
Application number	US-201615574368-A
Country	US
Kind code	B2
Filing date	Apr 18, 2016
Priority date	May 18, 2015
Publication date	Sep 10, 2019
Grant date	Sep 10, 2019

Abstract

A gearbox (G) for a motor vehicle having a drive shaft (GW1); an output shaft (GW2); an electric machine (EM); and first and second minus planetary gear sets (P1,P2), the first planetary gear set (P1) being a stepped planetary gear set. A ring gear (E31) of the first planetary gear set (P1) is rotationally fixedly immobilizable via a fourth shift element (06). The first sun gear (E111) of the first planetary gear set (P1) is rotationally fixedly immobilizable via a fifth shift element (03). The output shaft (GW2) is connected to the ring gear (E32) of the second planetary gear set (P2). A rotor (R) of the electric machine (EM) is continuously connected to the drive shaft (GW1). The first sun gear (E111) of the first planetary gear set (P1) is not continuously rotationally fixedly connected to or operatively connectable by the shift elements with any further electric machine.

First claim

The invention claimed is:

1. A gearbox (G) for a motor vehicle, the gearbox comprising:
a drive shaft (GW 1 );
an output shaft (GW 2 );
five shift elements ( 18 , 14 , 13 , 06 , 03 );
an electric motor (EM);
a first planetary gear set (P 1 ), the first planetary gear set (P 1 ) being a stepped planetary gear set having planetary gears (PL 1 ) of a larger effective diameter and planetary gears (PL 1 ) of a smaller effective diameter; and
a second planetary gear set (P 2 ),
wherein the first and the second planetary gear sets (P 1 , P 2 ) are minus gear sets,
wherein a first sun gear (E 111 ) of the first planetary gear set (P 1 ) engages the planetary gears (PL 1 ) of the larger effective diameter,
wherein a second sun gear (E 112 ) of the first planetary gear set (P 1 ) engages the planetary gears (PL 1 ) of the smaller effective diameter,
wherein the second sun gear (E 112 ) of the first planetary gear set (P 1 ) is continuously connected to a sun gear (E 12 ) of the second planetary gear set (P 2 ),
wherein a carrier (E 21 ) of the first planetary gear set (P 1 ) is continuously connected to a ring gear (E 32 ) of the second planetary gear set (P 2 ),
wherein the drive shaft (GW 1 ) is connectable via a first shift element ( 18 ) of the five shift elements ( 18 , 14 , 13 , 06 , 03 ) to a carrier (E 22 ) of the second planetary gear set (P 2 ), the drive shaft (GW 1 ) is connectable via a second shift element ( 14 ) of the five shift elements ( 18 , 14 , 13 , 06 , 03 ) to the second sun gear (E 112 ) of the first planetary gear set (P 1 ), and the drive shaft (GW 1 ) is connectable via a third shift element ( 13 ) of the five shift elements ( 18 , 14 , 13 , 06 , 03 ) to the first sun gear (E 111 ) of the first planetary gear set (P 1 ),
wherein a ring gear (E 31 ) of the first planetary gear set (P 1 ) is rotationally fixedly immobilizable via a fourth shift element ( 06 ) of the five shift elements ( 18 , 14 , 13 , 06 , 03 ),
wherein the first sun gear (E 111 ) of the first planetary gear set (P 1 ) is rotationally fixedly immobilizable via a fifth shift element ( 03 ) of the five shift elements ( 18 , 14 , 13 , 06 , 03 ),
wherein the output shaft (GW 2 ) is connected to the ring gear (E 32 ) of the second planetary gear set (P 2 ),
wherein a rotor (R) of the electric motor (EM) is continuously connected to the drive shaft (GW 1 ), and
wherein the first sun gear (E 111 ) of the first planetary gear set (P 1 ) is not continuously rotationally fixedly connected to or operatively connectable by one of the five shift elements ( 18 , 14 , 13 , 06 , 03 ) with any other electric motor.

2. The gearbox (G) according to claim 1 , wherein at least six forward gear ratios (G 1 -G 6 ) between the drive shaft (GW 1 ) and the output shaft (GW 2 ) are selectable by selective closing of two of the five shift elements ( 18 , 14 , 13 , 06 , 03 ), wherein
a first forward gear ratio (G 1 ) of the at least six forward gear ratios (G 1 -G 6 ) is realized by closing the fourth shift element ( 06 ) and the third shift element ( 13 ),
a second forward gear ratio (G 2 ) of the at least six forward gear ratios (G 1 -G 6 ) is realized by closing the fourth shift element ( 06 ) and the second shift element ( 14 ),
a third forward gear ratio (G 3 ) of the at least six forward gear ratios (G 1 -G 6 ) is realized by closing the fourth shift element ( 06 ) and the first shift element ( 18 ),
a fourth forward gear ratio (G 4 ) of the at least six forward gear ratios (G 1 -G 6 ) is realized by closing the first shift element ( 18 ) and the third shift element ( 13 ),
a fifth forward gear ratio (G 5 ) of the at least six forward gear ratios (G 1 -G 6 ) is realized by closing the first shift element ( 18 ) and the fifth shift element ( 03 ), and
a sixth forward gear ratio (G 6 ) of the at least six forward gear ratios (G 1 -G 6 ) is realized by closing the second shift element ( 14 ) and the fifth shift element ( 03 ).

3. The gearbox (G) according to claim 1 , wherein the fourth shift element ( 06 ) is a dog shift element.

4. The gearbox (G) according to claim 1 , further comprising a sixth shift element ( 08 ), wherein the carrier (E 22 ) of the second planetary gear set (P 2 ) is rotationally fixedly immobilizable via the sixth shift element ( 08 ).

5. The gearbox (G) according to claim 4 , wherein a first reverse gear ratio (R 1 ) is realized by closing the sixth shift element ( 08 ) and the third shift element ( 13 ), and/or a second reverse gear ratio (R 2 ) is realized by closing the sixth shift element ( 08 ) and the second shift element ( 14 ).

6. The gearbox (G) according to claim 5 , wherein the sixth shift element ( 08 ) is a dog shift element.

7. The gearbox (G) according to claim 6 , wherein the fourth shift element ( 06 ) and the sixth shift element ( 08 ) are actuatable by a common actuating mechanism (SS).

8. The gearbox (G) according to claim 4 , wherein, to provide a parking lock (P), the sixth shift element ( 08 ) and the fourth shift element ( 06 ) are blockable.

9. The gearbox (G) according to claim 1 , wherein the first and second shift elements ( 18 , 14 ) are multi-plate clutches arranged either radially one inside the other or axially directly next to each other.

10. The gearbox (G) according to claim 1 , further comprising a connection shaft (AN) and a separating clutch (K 0 ), the connection shaft (AN) connectable to the drive shaft (GW 1 ) via the separating clutch (K 0 ).

11. A drive train for a hybrid vehicle, the drive train comprising:
an internal combustion engine (VKM);
the gearbox (G) according to claim 10 ; and
an axle transmission (AG), the axle transmission (AG) being connected to wheels (DW) of the hybrid vehicle,
wherein the connection shaft (AN) of the gearbox (G) is connected rotationally elastically to the internal combustion engine (VKM) via a torsional vibration damper (TS),
wherein the output shaft (GW 2 ) of the gearbox (G) is operatively drivingly connected to the axle transmission (AG),
wherein the hybrid vehicle is drivable by the electric motor (EM) alone in an electric driving mode when the separating clutch (K 0 ) is open,
wherein the hybrid vehicle is drivable by the internal combustion engine (VKM) alone in an internal combustion engine mode when the separating clutch (K 0 ) is closed, and
wherein the hybrid vehicle is drivable by the internal combustion engine (VKM) and by the electric motor (EM) in a hybrid mode.

12. A method for operating the drive train according to claim 11 , wherein the third shift element ( 13 ) is a multi-plate clutch, the method comprising:
during a starting operation of the hybrid vehicle in the internal combustion engine or during the hybrid mode, closing the separating clutch (K 0 ) and closing the fourth shift element ( 06 ) for forward travel, or closing the sixth shift element ( 08 ) and operating the third shift element ( 13 ) in a slip mode for reverse travel.

13. A method for operating the drive train according to claim 11 , wherein the third shift element ( 13 ) is a dog clutch, the method comprising:
during the starting operation of the hybrid vehicle in the internal combustion engine or during the hybrid mode, engaging a first or second forward gear ratio (G 1 , G 2 ) for forward travel, or engaging a first or second reverse gear ratio (R 1 , R 2 ) and operating the separating clutch (K 0 ) in the slip mode for reverse travel.

14. A gearbox (G) for a motor vehicle, the gearbox comprising:
a drive shaft (GW 1 );
an output shaft (GW 2 );
five shift elements ( 18 , 14 , 13 , 06 , 03 );
an electric moto

Assignees

• Zahnradfabrik Friedrichshafen

Inventors

• Brehmer Martin
• Beck Stefan
• Horn Matthias
• Kaltenbach Johannes
• King Julian
• Moraw Jens
• Münch Eckehard
• Pawlakowitsch Juri
• Scharr Stephan
• Warth Viktor
• Wechs Michael
• Ziemer Peter
• Griesmeier Uwe
• Kuberczyk Raffael

Classifications

• F16H3/663

  with conveying rotary motion between axially spaced orbital gears, e.g. a stepped orbital gear or Ravigneaux · CPC title

• F16H2200/2046

  with six engaging means · CPC title

• B60K6/547

  the transmission being a stepped gearing · CPC title

• F16H2200/0086

  the gear ratios comprising two reverse speeds · CPC title

• B60K2006/4825

  Electric machine connected or connectable to gearbox input shaft · CPC title