Drive train with an automated auxiliary-range transmission

Patent metadata

Field	Value
Publication number	US-9718463-B2
Application number	US-201113806627-A
Country	US
Kind code	B2
Filing date	May 5, 2011
Priority date	Jun 28, 2010
Publication date	Aug 1, 2017
Grant date	Aug 1, 2017

Abstract

A drive train of a motor vehicle, with a hybrid drive having an internal combustion engine, and an electric machine, and an automated auxiliary range transmission, wherein the automated auxiliary range transmission has at least one main transmission and an auxiliary range unit mounted downstream of the main transmission, in particular as a range group, wherein an input shaft of the automated auxiliary range transmission is connected to the internal combustion engine of the hybrid drive via a controllable starter clutch, and an axle shaft of the automated auxiliary range transmission is connected to an axle drive, wherein the electric machine of the hybrid drive can be coupled to the force flux or torque flux of the drive train between the main transmission and the auxiliary range unit and/or between the auxiliary range unit and the axle drive.

First claim

The invention claimed is:

1. A drive train of a motor vehicle, comprising:
an internal combustion engine;
an auxiliary range transmission, comprising:
a main transmission,
an auxiliary range unit mounted downstream of the main transmission,
an input shaft connected to the internal combustion engine via a controllable starter clutch, and
an axle shaft connected to an axle drive; and

an electric machine being capable of coupling with and decoupling from a power flux between the auxiliary range unit and the axle drive,
wherein the electric machine is additionally capable of coupling with and decoupling from a power flux between the main transmission and the auxiliary range unit.

2. The drive train according to claim 1 , further comprising:
a first switching element to control the coupling and decoupling between the electric machine and the power flux between the main drive and the auxiliary range unit; and
a second switching element to control the coupling and decoupling between the electric machine and the power flux between the auxiliary range unit and the axle drive.

3. The drive train according to claim 2 , wherein the first switching element and the second switching element are portions of a double switch element.

4. The drive train according to claim 1 , wherein the electric machine is capable of being coupled with at least one power flux through a speed step.

5. The drive train according to claim 4 , wherein the speed step is positioned between the electric machine and the auxiliary range unit.

6. The drive train according to claim 1 , wherein the auxiliary range unit is a planetary gear system, comprising:
a sun gear, being coupled with a main shaft of the main transmission;
a ring gear; and
a web, being coupled with the axle drive,
wherein the electric machine is coupled with a second power flux between the main transmission and the auxiliary range unit by connecting to the sun gear; and
the electric machine is coupled with the power flux between the auxiliary range unit and the axle drive by connecting to the web.

7. The drive train according to claim 6 , further comprising a frictional brake being engaged on the ring gear of the auxiliary range unit.

8. The drive train according to claim 7 , further comprising a frictional lock-up clutch being associated with the auxiliary range unit, wherein a first coupling half of the-lock-up clutch engages on the ring gear and a second coupling half of the-lock-up clutch engages on the axle drive.

9. A method for operating a drive train with an auxiliary drive having a main transmission, an auxiliary range unit mounted downstream of the main transmission, an input shaft connected to an internal combustion engine via a controllable starter clutch, and an axle shaft connected to an axle drive, wherein the drive train further has an electric machine being capable of coupling with and decoupling from a power flux between the auxiliary range unit and the axle drive, and wherein the electric machine is additionally capable of coupling with and decoupling from a power flux between the main transmission and the auxiliary range unit, the method comprising:
compensating a power interruption on the axle shaft upon execution of a gearshift in the main transmission with the electric machine.

10. The method according to claim 9 , the drive train including a splitter group, the method further comprising compensating a traction interruption with the electric machine on the axle drive during execution of a gear shift in the splitter group with the electric machine.

11. The method according to claim 9 , further comprising inserting an overdrive gear in the main transmission for starting the internal combustion engine via the electric machine, wherein the overdrive gear has a gear ratio of less than 1.

12. The method for operating the drive train according to claim 9 , wherein the electric machine is capable of coupling with and decoupling from the power flux between the main transmission and the auxiliary range unit, the method comprising remaining in a coupling position between the electric machine and the axle drive for compensation of a traction force interruption when a gear shift is executed in the auxiliary range unit and prior to execution of the gears in the auxiliary range unit.

13. A hybrid drive of a motor vehicle, comprising:
an auxiliary range transmission comprising:
at least one main transmission,
an auxiliary range unit directly coupled to a main shaft of the main transmission, and
an axle shaft connecting to an axle drive; and

an electric machine being capable of coupling with and decoupling from a power flux between the auxiliary range unit and the axle drive, and
wherein the electric machine is additionally capable of coupling with and decoupling from a power flux between the main transmission and the auxiliary range unit.

14. The hybrid drive according to claim 13 , wherein
the electric machine is capable of coupling with and decoupling from the power flux between the auxiliary range unit and the axle drive.

15. The hybrid drive according to claim 14 , further comprising:
a first switching element to control the coupling and decoupling between the power flux between the main drive and the auxiliary range unit; and
a second switching element to control the coupling and decoupling between the power flux between the auxiliary range unit and the axle drive.

16. The hybrid drive according to claim 13 , wherein the electric machine is coupled with at least one power flux through a speed step.

17. The hybrid drive according to claim 13 , wherein the auxiliary range unit is a planetary gear system, which comprises:
a sun gear, being coupled with the main shaft of the main transmission;
a ring gear; and
a web, being coupled with the axle drive,
wherein the electric machine is coupled with the power flux between the auxiliary range unit and the axle drive by connecting to the web.

18. The hybrid drive according to claim 17 , further comprising a frictional lock-up clutch being associated with the auxiliary range unit, wherein a first coupling half of the-lock-up clutch engages on the ring gear and a second coupling half of the lock-up clutch engages on the axle drive.

Assignees

• Kaltenbach Johannes
• Zahnradfabrik Friedrichshafen

Inventors

• Kaltenbach Johannes

Classifications

• B60W20/00

  Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)} · CPC title

• F16H37/046

  with an additional planetary gear train, e.g. creep gear, overdrive · CPC title

• B60K6/48

  Parallel type · CPC title

• B60W20/40 Primary

  Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers {(power-up or power-down of the driveline B60W30/192)} · CPC title

• F16H2061/0411

  by control of shaft brakes · CPC title