DRIVE TRAIN HAVING AN AUTOMATED AUXILIARY TRANSMISSION

• US 20120240723A1
• Filed: 11/22/2010
• Published: 09/27/2012
• Est. Priority Date: 12/16/2009
• Status: Abandoned Application

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Januschevski, Robert, Borntrager, Kai, Gluckler, Johannes
• Application Number:
  US13/513,871
• Publication Number:
  US 20120240723A1
• Time in Patent Office: Days
• US Class Current: 74/661
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 2006/4816 Electric machine connected or connectable to gearbox internal shaft
• CPC Class Codes: B60K 6/36 characterised by the transmission gearings
• CPC Class Codes: B60K 6/40 characterised by the assembly or relative disposition of components
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/111 with separate change-speed gear trains arranged in series
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 30/192 Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
• CPC Class Codes: F16H 2061/0422 by an electric machine, e.g. by accelerating or braking the input shaft
• CPC Class Codes: F16H 2061/0425 Bridging torque interruption
• CPC Class Codes: F16H 3/095 with means for ensuring an even distribution of torque between the countershafts
• CPC Class Codes: F16H 37/042 change gear transmissions in group arrangement
• CPC Class Codes: F16H 61/702 using electric or electrohydraulic control means
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10T 74/19014 : Plural prime movers selectively coupled to common output

Abstract

A drive train of a motor vehicle, having a hybrid drive comprising an internal combustion engine and an electric machine, and an automatic group transmission connected between the hybrid drive and an axle drive. The group transmission has at least a main gearing in a countershaft design, having a main shaft and at least one countershaft, a front-mounted group, particularly implemented as a splitter group, upstream in terms of drive technology of the main gearing, and/or a rear-mounted group, particularly implemented as a range group, downstream in terms of drive technology of the main gearing. An input shaft of the group transmission is connected, via a controllable startup clutch, to the internal combustion engine, and an output shaft of the group transmission is connected to the axle drive, and the electric machine of the hybrid drive is connected to the at least one countershaft.

Claims

1-14. -14. (canceled)

15. A drive train of a motor vehicle comprising:

a hybrid drive comprising an internal combustion engine (VM) and an electric machine (EM), and an automatic group transmission (CT) connected between the hybrid drive and an axle drive (AB),

the automatic group transmission (CT) having at least one main gearing (HG) in a countershaft design having a main shaft (W_H) and at least one countershaft (W_VG1, W_VG2),

at least one of a front-mounted group (GV) being located upstream, in terms of drive technology, of the main gearing (HG) and designed as a splitter group,

a rear-mounted group (GP) being located downstream, in terms of drive technology, of the main gearing (HG) and designed as a range group, an input shaft (W_GE) of the automatic group transmission (CT) being connected, via a controllable startup clutch (AK), to the internal combustion engine (VM) of the hybrid drive,

an output shaft (W_GA) of the automatic group transmission (CT) being connected to the axle drive (AB), and

the electric machine (EM) of the hybrid drive being connected to the at least one countershaft (W_VG1, W_VG2).

16. The drive train according to claim 15, wherein a controllable second clutch (K) is connected between the electric machine (EM) and the at least one countershaft (W_VG1, W_VG2), by the second clutch, and the electric machine (EM) is coupleable to, and decoupleable from, the automatic group transmission (CT).

17. The drive train according to claim 16, wherein the controllable second clutch (K) is a dog clutch, and the electric machine (EM) is brought to a synchronization rotational speed for the dog clutch by a rotational speed regulator thereof for coupling the electric machine (EM) to the automatic group transmission (CT).

18. The drive train according to claim 16, wherein the electric machine (EM) of the hybrid drive is coupled to the at least one countershaft (W_VG1, W_VG2) using an upstream stage (VS).

19. The drive train according to claim 18, wherein the upstream stage (VS), which is coupled between the electric machine (EM) and the at least one countershaft (W_VG1, W_VG2) is a spur gear stage, and is either a separate group or a stage with respect to the front-mounted group (GV) upstream, in terms of drive technology, of the main gearing (HG).

20. The drive train according to claim 16, wherein the electric machine) (EM) of the hybrid drive is coupled to the at least one countershaft (W_VG1, W_VG2) via a hollow shaft (HW).

21. The drive train according to claim 20, wherein using the hollow shaft (HW) there is a direct connection to a first transmission ratio step (K1) of the front-mounted group (GV) upstream, in terms of drive technology, of the main gearing (HG).

22. A method of operating a drive train of a motor vehicle, having a hybrid drive comprising an internal combustion engine (VM) and an electric machine (EM), and an automatic group transmission (CT) connected between the hybrid drive and an axle drive (AB), the automatic group transmission (CT) having at least one main gearing (HG) in a countershaft design having a main shaft (W_H) and at least one countershaft (W_VG1, W_VG2), at least one of a front-mounted group (GV) being located upstream, in terms of drive technology, of the main gearing (HG) and designed as a splitter group, and a rear-mounted group (GP) being located downstream, in terms of drive technology, of the main gearing (HG) and designed as a range group, an input shaft (W_GE) of the automatic group transmission (CT) being connected, via a controllable startup clutch (AK), to the internal combustion engine (VM) of the hybrid drive, and an output shaft (W_GA) of the automatic group transmission (CT) being connected to the axle drive (AB), the electric machine (EM) of the hybrid drive being connected to the at least one countershaft (W_VG1, W_VG2), the method comprising the steps of:

supplying an electric consumer with energy, by driving the electric consumer with the internal combustion engine (VM), when the motor vehicle is at a standstill;

shifting the group transmission (CT) to form a drive connection between the internal combustion engine (VM) and the electric consumer;

disconnecting a drive connection between the internal combustion engine (VM) and the axle drive (AB);

shifting the group transmission (CT), when the motor vehicle is traveling, to form a drive connection between the internal combustion engine (VM) and the electric consumer, and the internal combustion engine (VM) being drivingly connected to the axle drive (AB).

23. The method of operating a drive train according to claim 22, further comprising the step of primarily performing braking, during energy recovery with the electric machine (EM) of the hybrid drive, for which purpose the group transmission (CT) is shifted to form a drive connection between the axle drive (AB) and the electric machine (EM).

24. The method of operating a drive train according to claim 22, further comprising the step of providing tractive force support during shifting in the front-mounted group, via the electric machine (EM) of the hybrid drive, for which purpose the internal combustion engine (VM) of the hybrid drive is coupled to the axle drive (AB), the electric machine (EM) of the hybrid drive remains coupled to the axle drive (AB), while no neutral position is present in the main gearing (HG) and no shifting is performed in the rear-mounted group (GP).

25. The method of operating a drive train according to claim 22, further comprising the step of decoupling the internal combustion engine (VM) from the axle drive (AB), during travel of the motor vehicle and with balanced drive resistance, by disengaging the startup clutch (AK), and subsequently switching off the internal combustion engine (VM), and the electric machine (EM) remaining coupled to the axle drive (AB).

26. The method of operating a drive train according to claim 25, further comprising the step of tow starting the internal combustion engine (VM), with the main gearing (HG) set into the neutral position and engaging the startup clutch (AK) for coupling of the internal combustion engine (VM) to the axle drive (AB).

27. The method of operating a drive train according to claim 25, further comprising the step of subsequently coupling the internal combustion engine (VM) to the axle drive (AB), during travel, using the kinetic energy of the vehicle by engaging the startup clutch (AK) to start the internal combustion engine (VM) with the main gearing (HG) not transferred into the neutral position, the electric machine (EM) compensates the torque required to tow-start the internal combustion engine (VM) while the startup clutch (AK) is engaging.

28. The method of operating a drive train according to claim 22, further comprising the step of supplying a mechanical auxiliary consumer (PTO) with energy by driving the auxiliary consumer with the electric machine (EM) of the hybrid drive.

29. A drive train of a motor vehicle, the drive train comprising:

a hybrid drive comprising an internal combustion engine and an electric machine;

an automatic group transmission comprising a main gearing group, a splitter group being located upstream from the main gearing group with respect to a flow of drive through the automatic group transmission, and a range group being located downstream from the main gearing group with respect to the flow of drive through the automatic group transmission,

the main gearing group having a main shaft and at least one countershaft;

an input shaft of the automatic group transmission being connected, via a controllable startup clutch, to the internal combustion engine and an output shaft of the automatic group transmission being continuously connected to the axle drive; and

the electric machine of the hybrid drive is connected to the at least one countershaft such that the flow of drive from the electric machine to the at least one countershaft bypasses the input shaft of the automatic group transmission and the flow of drive from the internal combustion engine only passes into the automatic group transmission via the input shaft.