Drive-train with an automated group-transmission

• US 8,663,065 B2
• Filed: 05/11/2011
• Issued: 03/04/2014
• Est. Priority Date: 06/28/2010
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Kaltenbach, Johannes
• Primary Examiner(s): LEWIS, TISHA D
• Application Number:
  US13/105,231
• Publication Number:
  US 20110315462A1
• Time in Patent Office: 1,028 Days
• Field of Search: 475 1- 5, 477/15, 477 4- 6, 477/8, 477/9
• US Class Current: 477/15
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• 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 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 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F16H 2061/0411 by control of shaft brakes
• CPC Class Codes: F16H 2061/0422 by an electric machine, e.g. by accelerating or braking the input shaft
• CPC Class Codes: F16H 2061/0433 by torque supply with an electric motor
• CPC Class Codes: F16H 37/046 with an additional planetary gear train, e.g. creep gear, overdrive
• CPC Class Codes: F16H 61/70 specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A drivetrain of a motor vehicle, with a hybrid drive, comprising an internal combustion engine and an electric machine and a semi-automatic group transmission. The semi-automatic group transmission comprises at least a main transmission and a downstream group in drive connection downstream with the main transmission. An input shaft of the semi-automatic group transmission is connected, via a controllable starting clutch, to the internal combustion engine of the hybrid drive and an output shaft of the semi-automatic group transmission is connected to an axle drive. Depending on the shift position of at least one shifting element, the electric machine can be coupled to the force flow or the torque flow of the drivetrain between the main transmission and the downstream group of countershaft design and/or between the downstream group of a countershaft design and the axle drive.

Claims

1. A drivetrain of a motor vehicle with a hybrid drive, the drivetrain comprising:

an internal combustion engine (VM),

an electric machine (EM); and

a semi-automatic group transmission (CT);

the semi-automatic group transmission (CT) comprising at least a main transmission (HG) and a downstream group (GP) that is in drive connection downstream of the main transmission (HG);

an input shaft (W_GE) of the semi-automatic group transmission (CT) being connected, via a controllable starting clutch (AK), to the internal combustion engine (VM) of the hybrid drive;

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

at least one shifting element (S1, S2) which couples the electric machine (EM) into either a force flow or a torque flow of the drivetrain,

in one shift position of the at least one shifting element, the electric machine is coupled into either the force flow or the torque flow between the main transmission (HG) and the downstream group (GP) of a countershaft design and

in another shift position of the at least one shifting element, the electric machine is exclusively coupled into either the force flow or the torque flow between the downstream group (GP) of the countershaft design and the axle drive (AB).

2. The drivetrain according to claim 1, wherein depending on the shift positions of at least two shifting elements (S1, S2), the electric machine (EM) of the hybrid drive is coupleable into the force flow or the torque flow of the drivetrain exclusively between the main transmission (HG) and the downstream group (GP), exclusively between the downstream group (GP) and the axle drive (AB), and both between the main transmission (HG) and the downstream group (GP) and also between the downstream group (GP) and the axle drive (AB), and the electric machine (EM) is completely is completely disengagable from the force flow or the torque flow of the drivetrain.

3. The drivetrain according to claim 1, wherein the at least one shifting element is a dual shifting element and depending on the shift position of the dual shifting element (S1, S2), the electric machine (EM) of the hybrid drive is coupleable into either the force flow or the torque flow of the drivetrain exclusively between the main transmission (HG) and the downstream group (GP), and exclusively between the downstream group (GP) and the axle drive (AB), and is completely disengagable from the force flow or the torque flow of the drivetrain.

4. The drivetrain according to claim 1, wherein the downstream group (GP) of the countershaft design comprises a loose wheel (LR) coupled to a main shaft (W_H) of the group transmission (CT), a fixed wheel (FR) coupled to a transmission output shaft (W_GA) of the group transmission (CT) and at least one countershaft (W_VG1, W_VG2), a first and a second fixed wheel (FR1, FR3;

FR2, FR4) are coupled to the at least one countershaft (W_VG1, W_VG2), the first fixed wheel (FR1, FR2) meshes with the loose wheel (LR) coupled to the main shaft (W_H) and the second fixed wheel (FR3, FR4) meshes with the fixed wheel (FR) coupled to the transmission output shaft (WGA), such that when the electric machine (EM) is connected into either the force flow or the torque flow of the drivetrain, between the main transmission (HG) and the downstream group (GP), the electric machine (EM) is connected to the main shaft (W_H), and when the electric machine (EM) is disconnected from the force flow or the torque flow of the drivetrain between the main transmission and the downstream group and is coupled into either the force flow or the torque flow of the drivetrain, between the downstream group (GP) and the axle drive (AB), the electric machine (EM) is connected, via the loose wheel (LR) and the at least one countershaft (W_VG1, W_VG2), to the transmission output shaft (W_GA).

5. The drivetrain according to claim 1, wherein the electric machine (EM) of the hybrid drive is coupled into either the force flow or the torque flow of the drivetrain via an intermediate connection of a gear ratio step (1).

6. The drivetrain according to claim 5, wherein the gear ratio step (I1) is of a planetary design and is connected between the electric machine (EM) and the at least one shifting element (S1, S2) such that the gear ratio step (I1) is effective both when the electric machine (EM) is coupled to either the force flow or the torque flow of the drivetrain between the main transmission (HG) and the downstream group (GP), and also when the electric machine (EM) is coupled to either the force flow or the torque flow of the drivetrain between the downstream group (GP) and the axle drive (AB).

7. The drivetrain according to claim 5, wherein the gear ratio step (I1) is formed by loose wheels (LR1, LR2, LR3) mounted on the main shaft (W_H) and on the at least one countershaft (W_VG1, W_VG2), and is connected between the electric machine (EM) and the at least one shifting element (S1, S2) such that the gear ratio step (I1) is effective both when the electric machine (EM) is coupled to either the force flow or the torque flow of the drivetrain between the main transmission (HG) and the downstream group (GP), and also when the electric machine (EM) is coupled to either the force flow or the torque flow of the drivetrain between the downstream group (GP) and the axle drive (AB).

8. The drivetrain according to claim 1, wherein the downstream group (GP) is a range group (GP1).

9. The drivetrain according to claim 1, wherein the downstream group (GP) is a splitter group (GP2).

10. A method for operating a drivetrain comprising an internal combustion engine (VM), an electric machine (EM) and a semi-automatic group transmission (CT), the semi-automatic group transmission (CT) comprising at least a main transmission (HG) and a downstream group (GP) that is in drive connection downstream from the main transmission (HG), an input shaft (W_GE) of the semi-automatic group transmission (CT) is connected, via a controllable starting clutch (AK), to the internal combustion engine (VM) of the hybrid drive and an output shaft (W_GA) of the semi-automatic group transmission (CT) is connected to an axle drive (AB), at least one shifting element (S1, S2) which couples the electric machine (EM) into either a force flow or a torque flow of the drivetrain, in one shift position of the at least one shifting element, the electric machine is coupled into the force flow or the torque flow between the main transmission (HG) and the downstream group (GP) of a countershaft design and in another shift position of the at least one shifting element, the electric machine is exclusively coupled into the force flow or the torque flow between the downstream group (GP) of the countershaft design and the axle drive (AB), the method comprising the steps of:

carrying out a gearshift in the main transmission (HG); and

one of compensating or counteracting an interruption of traction force at the axle drive (AB) by operation of the electric machine (EM) of the hybrid drive.

11. The method according to claim 10, further comprising the step of drivingly connecting an upstream group (GV) upstream from the main transmission (HG), and either compensating or counteracting the interruption in the traction force at the axle drive (AB) with the electric machine (EM) of the hybrid drive when a gearshift is carried out in the upstream group (GV).

12. The method for operating a drivetrain according to claim 11, further comprising the step of coupling the electric machine (EM) of the hybrid drive to the axle drive (AB), before carrying out a gearshift in the downstream group (GP) when a gearshift is to be carried out in the downstream group (GP), and maintaining the coupling between the electric machine (EM) and the axle drive (AB) while the gearshift is carried out in the downstream group (GP) to either compensate or counteract the interruption in the traction force.

13. The method according to claim 12, further comprising the step of coupling the electric machine (EM) of the hybrid drive to the main shaft (W_H) between the main transmission (HG) and the downstream group (GP), which is formed as a range group (GP1), when a gearshift is not being carried out and at high driving speeds, and in that case a direct drive step in the downstream group (GP) is used, and immediately before a shift is carried out in the downstream group (GP) the electric machine (EM) is coupled to the transmission output shaft (W_GA) between the downstream group (GP) and the axle drive (AB), and in that case a range driving step of the downstream group (GP) is used.

14. A drivetrain of a motor vehicle having a hybrid drive, the drivetrain comprising:

an internal combustion engine (VM),

an electric machine (EM), and

an automated group transmission (CT),

the automated group transmission (CT) comprising at least a main transmission (HG) and a downstream group (GP), the downstream group (GP) being drivingly connected with and located downstream from the main transmission (HG) with respect to a flow of force in the drivetrain, and the downstream group (GP) having at least one countershaft;

the internal combustion engine (VM) of the hybrid drive being connectable to an input shaft (W_GE) of the automated group transmission (CT) by a controllable starting clutch (AK);

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

at least one shifting element (S1, S2) being shiftable between a plurality of shift positions,

in a first shift position of the at least one shifting element, the electric machine (EM) is coupled to the flow of force in the drivetrain between the main transmission (HG) and the downstream group (GP),

in a second shift position of the at least one shifting element, the electric machine (EM) is disengaged from the flow of force in the drivetrain between the main transmission (HG) and the downstream group (GP) and is coupled in the flow of force in the drivetrain between the downstream group (GP) and the axle drive (AB).

15. The drivetrain according to claim 14, wherein in the second shift position of the at least one shifting element, the electric machine is coupled to the at least one countershaft of the downstream group.

16. The drivetrain according to claim 14, wherein the automated group transmission comprises a main shaft that extends from the main transmission to the downstream group, the main shaft supports at least one loose gear and has at least one fixed gear continually fixed thereto,

in the first shift position, the at least one shifting element couples the electric machine, via the fixed gear, to the main shaft, and

in the second shift position, the at least one shifting element decouples the electric machine from the main shaft and couples the electric machine, via the loose gear, to the at least one countershaft of the downstream group.

17. The drivetrain according to claim 14, wherein the at least one shifting element is a dual shifting element and is drivingly connected to the electric machine, the automated group transmission comprises a main shaft that extends from the main transmission to the downstream group, the main shaft supports at least one loose gear and has at least one fixed gear continually fixed thereto, and

in the first shift position, the dual shifting element engages the at least one fixed gear and couples the electric machine to the main shaft, and

in the second shift position, the dual shifting element is disengaged from the at least one fixed gear and engages the at least one loose gear and couples the electric machine to the at least one countershaft of the downstream group.