DE10154955A1 - Short 6-gear power shift gear for motor vehicle drive systems etc. has eccentric auxiliary shaft also acting as countershaft for third gear - Google Patents

Abstract

The device has two input shafts (23,24), an output shaft (13), and an eccentric auxiliary shaft (50). This also acts as countershaft for the third gear, with three pairs of gears (3,b,d,e). One gear (3e) is fastened to the output shaft, one gear (3b) is connected to the auxiliary shaft via a shift sleeve (36a), and another gear (3) is connected to an input shaft via another shift sleeve (33). This shift sleeve remains closed from the third gear up, and the first shift sleeve remains closed from the fourth gear up. Fourth, fifth, and sixth gears are transmitted to the output shaft via a countershaft (21,a) and a gear pair (3c,e).

Description

State of the art

DE 198 50 549 A1 describes a multi-speed transmission 10 ( 10 a) which has two input shafts 12 , 13 and one output shaft 25 . Each of the input shafts 12 , 13 is connected to a clutch 29 , 30 and can be separated therewith from the internal combustion engine 11 of the motor vehicle. Furthermore, one or two electric machines 34 , 35 , 40 are assigned to the two input shafts 12 , 13 and connected to them in a non-positive manner, which are located on the side of the clutches 29 , 30 facing away from the internal combustion engine 11 . In particular, a starter and an alternator for the internal combustion engine 11 can be dispensed with by means of the electric machine (s) 34 , 35 , 40 . Furthermore, both the synchronous speed of the input shaft 12 , 13 of a target gear can be set in a simple manner and various operating states can be implemented. Group load shifting is not possible here and double clutches are required.

Patent specification DE 41 02 202 C2 (D1) describes a gear arrangement in which an internal combustion engine is connected directly to the side gear 11 of a differential gear 10 . The parallel side gear 12 is connected to an electric motor 5 via a spur gear 24 , 25 . The pinion gears 13 and 14 lead to a further gear 3 via the pinion shaft 15 and a spur gear 16 , 20 . The differential gear 10 can neither be blocked nor fixed on one side (side gear 12 ), so that the side gear 12 must always have the same torque as the side gear 11 when the motor vehicle is driven, so that a torque transmission to the pinion shaft 15 can take place. This torque must therefore be permanently supplied by the electric motor 5 . The function specified in the description that the electric motor can serve as a generator during the driving process leads to the state that the pinion shaft 15 (almost) stands and the side gear 12 rotates backwards relative to the side gear 11 and thus drives the generator. For the locomotion of the vehicle, a drive torque must therefore be permanently supplied by the electric motor 5 , which will ultimately quickly lead to the discharge of the vehicle electrical system battery.

The published patent application DE 196 50 723 A1 (D2) presents a control system for vehicle drive units, in which a motor generator 21 is connected directly to the sun gear of a planetary gear set 30 . The planetary gear set can be blocked via a clutch 36 . In contrast to the present application, the vehicle drive unit described in D2 requires a starting clutch 31 , the sun gear of the planetary gear set 30 cannot be fixed (the planetary gear set 30 therefore does not have the function of a group transmission for doubling the number of gears) and the motor generator 21 is not used to synchronize the gears of the transmission 4 .

Patent specification DE 196 06 771 C2 (D3) describes a hybrid drive in which two electric machines 3 and 4 and switchable planetary gear sets 5 , 6 , between the input shaft 1 (connected to the internal combustion engine) and the output shaft 12 (leading to the drive wheels). 16 are arranged. The switchable planetary gears serve as a stepped gearbox and in cooperation with the electrical machines, a switchable stepless gearbox results, which means that favorable operating points can be selected. However, it is a hybrid drive in which, except when the clutch 11 is closed, a torque generated by the electric machine 3 is always required for torque transmission, in which no planetary gear set coupled to the electric machine serves as a group transmission for doubling the number of gears, and in which no synchronization processes are involved With the help of a planetary gear set and an electric machine.

In the published patent application DE 198 18 108 A1 (D4), a hybrid drive is also presented, whereby - similar to D2 - an electric machine 2 acts on the sun gear of a planetary gear set 35 (see, for example, FIG. 2) and that this planetary gear set is over a clutch 36 can be blocked. Similar to D2, however, the sun gear of the planetary gear set 35 cannot be fixed and this planetary gear set therefore does not have the function of a group transmission for doubling the number of gears, and the electric machine 2 is not used for synchronizing the gears of the transmission 4 .

The application WO 98/406 47 relates to a drive unit for motor vehicles with a transmission 18 , the transmission being able to be coupled to the internal combustion engine via a friction clutch and an electrical machine being able to be coupled to the transmission 18 with the aid of a clutch and an intermediate transmission. The electric machine serves as a starter motor, as a generator and for gear synchronization. This requires at least two friction clutches and the advantages that are possible with three-shaft operation are not used.

The patent application US 560 32 42 describes a gear arrangement in which at least one electric or hydraulic lathe synchronization of gears with two shafts allows. Here are at least two friction clutches (or a double-acting friction clutch) required and no synchronization operations are possible that span multiple groups go away.

The previous application 199 01 414 (G1) describes the integral structure of gears consisting of at least one planetary gear set coupled with at least one (predominantly) unsynchronized countershaft transmission. A wave of one Planetary gear set (mainly the sun gear shaft here) is directly connected to the crankshaft of the internal combustion engine connected, the second shaft (here mainly the bridge shaft) is directly connected to the integrated one Countershaft gear connected, while the third shaft (here mainly the ring gear shaft) with a Brake and a lathe is connected. In addition, the planetary gear set with a (claw) Clutch can be blocked. This means that several functions can be carried out. With the brake released and released (claw) clutch can be turned with the help of the lathe so that a gear can be switched on synchronized (e.g. 1st gear when the vehicle is stationary). Becomes then apply the brake, this gear is activated in the lower group, i. H. the Drive wheels start to move. So all gears of the countershaft transmission can be shifted then this is the bottom group of gears. If the gears of the Countershaft transmission - again synchronized via the lathe - switched in sequence and then the planetary gear set is blocked, so you get the upper group of gears. Become two Planetary sets each coupled with a countershaft transmission, the gears alternating the are assigned to both planetary gears, there is a power shift in the lower group of gears possible without torque interruption. In addition to the synchronization tasks, an electrical Lathe also take over the functions of starter motor and generator.

Additional application 199 21 064 (G2) preceding this application describes an arrangement of the lathe in alignment with the shaft (s) of the planetary gear (the Planetary gear) with which the lathe is directly coupled to the planetary gear (s) can be. A necessary reduction for the starter operation takes place via an internal one Power split of the planetary gear (s). For multi-part electrical lathes can u. U. without additional mechanical switching purely electrically between the functions Synchronization mode, starter mode and generator mode can be switched. Further Improvements in details are given.

The additional application prior to this application 199 33 373 (G3) describes the simplified structure of a 6-speed gearbox compared to the previous applications Transmission (+ reverse gear), in which the lower 3 gears by applying brakes without Torque interruption can be switched. There is also a possibility of Installation of the gearbox specified in the rear area. Further detail improvements will be made demonstrated.

Preliminary remark on further registrations

In the book
Alfred Krappel and 26 co-authors crankshaft start generator (KSG) basis for future vehicle concepts expert - publisher Renningen ISBN 3-8169-1808-5
different possibilities and applications of crankshaft start generators (KSG) are described. These are electrical machines that are directly connected to the crankshaft of internal combustion engines of motor vehicles. They can be used both as starters with high torque (at low speeds) and as generators with high power (at higher speeds). In the further additional registrations, the possibilities provided by the KSG are expanded in such a way that the KSG is integrated into the transmission and takes over the additional tasks of transmission synchronization and power shifting. It is therefore called the GSSG transmission synchronization start generator here. Of course, the tasks performed by the GSSG can also be used for gearbox synchronization and power shifting from a different type of lathe, e.g. B. a hydraulic unit to be taken over.

The additional application 199 62 854 (G4) preceding this application describes Applications that take advantage of the high torque of the GSSG, even without planetary gear To be able to carry out synchronization and powershift operations. The input shaft of the Transmission divided into two sections, each of which alternately gears are assigned. to A friction clutch can be used to increase the starting torque, otherwise it is sufficient Claw couplings. Arrangements with group gears are described, but each group their own synchronization and load switching device required.

The additional application 100 01 602 (G5) preceding this application describes other applications that use the high torque of the GSSG for synchronization and Take advantage of powershift operations, but now again using at least one planetary gear set. in the In contrast to the applications in G1, G2 and G3, a single or a double is now sufficient Acting planetary gear set for all powershift operations, while in G1, G2, G3 for powershift operations two sets of panettes are required and load switching is only possible in the lower group. The gearboxes described with further groups each need their own for each further group own synchronization and load switching devices.

The additional application 100 13 734 (G6) preceding this application describes further applications which take advantage of the high torque of GSSG for synchronization and powershift operations. Here, any number of group transmissions can be connected in series, all of which are synchronized and powershifted by a single GSSG. The specified variants are designed for a relatively large number of gears and the return from shaft 13 to shaft 1 can be difficult under certain circumstances. In addition, not all possible gears are used.

Additional application 100 21 837 (G7) preceding this application describes extensions and refinements of application G7 and nested transmission designs.

The additional application 100 34 656 (G8) preceding this application describes the Use of KSG in boats, mainly in sailing boats. In addition to his previous one The KSG serves tasks as a clutch replacement, as an electric drive and as a shaft generator.

The previous application 100 62 693.9 (G9) describes load sound group transmissions in which a GSSG 9 is an integral part. Simplified design options are given for a main and a subgroup, whereby there are no eccentric countershafts and only geometrical gear gradations are used.

The previous application 101 33 629.2 (G10) describes this application Powershift gearbox that has additional forward and multiple reverse gears via an eccentric countershaft produce. A shortened hollow shaft is not used here and the auxiliary shaft is provided with additional ones Gears or shift sleeves returned.

In the patent DE 195 24 233 C2 a six-speed transmission with 2 countershafts and one described additional shaft for the reverse gear, using two output gears and a gear of the input shaft is responsible for two gears. Here are not the benefits of one eccentric auxiliary shaft is used and no load switching is possible.

The previous application 101 41 309.2 describes this additional application Power shift transmission with eccentric countershafts. There are no "load circuits" between the 1st and the Reverse gear possible and the gearboxes are more voluminous than in this application.

The additional application 101 45 790.1 preceding this additional application describes short-form Powershift transmissions, which, however, require one more gear level than the transmissions presented here. The additional application 101 50 522.1 preceding this additional application describes short-form Powershift transmissions, which require more shift sleeves than the transmissions presented here.

Advantages of the invention

In this application, powershift transmissions are described which have an eccentric countershaft and this countershaft is also countershaft for one gear (as in the previous registration). Here the gear steps are chosen so that shift sleeves and variants 1 and 2 another gear can be saved.

Description of the invention

The description is based on the associated principle drawings. Show it

Fig. 1 schematic diagrams of a 6-speed transmission in a variant 1;

Fig. 2 schematic diagrams of a 6-speed transmission in a variant 2;

Fig. 3 shows a schematic representations of a 6-speed transmission, in a variant 3.

Preliminary remarks

The transmission variants, preferably for motor vehicles, all have concentric input shafts 23 and 24 , which can optionally be coupled to an internal combustion engine via a shaft. In all transmission variants, a shaft 13 leads to the drive wheels or to the differential.

As in known double clutch transmissions, the drive torque is transmitted when the vehicle is driven via one of the two shafts 23 or 24 , while the next expected gear can run idle via the other shaft. In this case, different clutch and synchronization devices can be used in all variants, such as those used for. B. are described in the applications 101 33 629.2 and 101 45 790.1.

All transmissions are automatic manual transmissions, i. H. is switched z. B. about electrical, pneumatic or hydraulic actuators with the help of an electronic control unit. The reference numerals are largely adapted to the previous applications, therefore there are gaps in the numbering order.

In Fig. 1c), the gear gradations of the forward gears 1 to 6 which are valid for all transmission variants are plotted in a logarithmic representation (the reverse gears of the variants can differ). The gear jump between 4th and 6th gear is selected here as the gear jump between 1st and 2nd gear. This results in advantageous arrangements with fewer shift sleeves than in the previous applications.

version 1

The variant 1 outlined in Fig. 1a) is a 6-speed transmission with progressive gear jumps and two possible reverse gears. The basic transmission is driven by the shafts 23 and 24 , the three gears of the basic transmission being transmitted from the shaft 21 ( 21 a) via the gear pair 3 c, 3 e to the shaft 13 . (The gear pair 3 c, ( 3 d), 3 e also ensures the gear reduction.) With open gear sleeves 36 and 36 a, gear sleeve 33 closed to the left, gear sleeve 35 closed, 4th gear with gear sleeve 34 closed to the left is via the gear pair 4.2 , 4 a2 transmitted, the 5th gear with the closed shift sleeve 37 via the gear pair 3 , 3 a and the 6th gear with the shift sleeve 34 closed to the right via the gear pair 4.1 , 4 a1. These gears are driven alternately by the shafts 23 and 24 , so that load shifts are possible.

Gears 1 to 3 are transmitted from shaft 50 via gear pair 3 d, 3 e to shaft 13 , in which gears shift sleeve 36 a must be closed and shift sleeves 35 and 37 must be open. In 1st and 2nd gear shift sleeve 36 must be closed to the left. The 1st gear works with the shift sleeve 33 closed to the right via the gear wheels 4.2 , 4 a2, 4 b2 to the shaft 50 a, via the gear pair 3 f, 3 b to the shaft 50 and further via the gear pair 3 d, 3 e to the shaft 13 , The second gear works with the shift sleeve 34 closed to the right via the gear pairs 4.1 , 4 a1 and 4 a2, 4 b2 to the shaft 50 a and then continues as in the first gear. The 1st and 2nd gear thus use the gearwheels of the 4th and 6th gear, load shifting is also possible here because the 1st gear is driven by shaft 23 via shift sleeve 33 and the 2nd gear from shaft 24 via shift sleeve 34 ,

The 3rd gear works with closed left shift sleeve 33 (and also closed shift sleeve 36 a) directly via the gear pair 3, 3 b to the shaft 50 (and then as in the 1st and 2nd gear). Since the 3rd gear is driven by shaft 23 and the 2nd and 4th gear by shaft 24 , load shifts are also possible here. Shift sleeve 33 on the left should remain closed from 3rd gear upwards.

The reverse gears work with the shift sleeve positions of the 1st and 2nd gear, only that the shift sleeve 36 is now closed to the right. With the shift sleeve 34 closed to the right, the (main) reverse gear is transmitted via the gear pair 4.1 , 4 b1 to the shaft 50 a and then further as the 1st and 2nd gear. A further reverse gear is possible by reducing the speed of the gear wheel 4.1 according to the gear jump between 4th and 6th gear with (for example) shift sleeve 33 closed to the right and open shift sleeve 34 via shaft 21 a, this is practically a " Backward Crawler "(Rc in Fig. 1c)).

The shift sleeves 33 , 34 and 36 are normal double-acting shift sleeves, the shift sleeves 35 , 36 a and 37 are individually switchable one-sided shift sleeves. Shift sleeve 36 a is closed and otherwise open in gears 1 to 3 and reverse gears, shift sleeve 37 is closed and otherwise open in 5th gear. This is why these shift sleeves can also be mechanically coupled and controlled via an actuator.

The spatial position of the axes relative to one another is shown in FIG. 1b) and it can be seen here which gearwheels mesh with one another. In Fig. 1c), finally, on a logarithmic scale, the relative position of the translations of the forward gears 1 to 6, of the reverse gear (R) and the "reverse crawler" (Rc) is located.

Like variants in the application 101 50 522.1, this transmission also comes with only 4 gear levels out. The gearshifts are easier here because the 3rd and 5th gear over a gear level are transmitted and the 4th and 6th gear are used for the 1st and 2nd gear. So that is between 2nd and 3rd gear a power shift easier (with fewer shift sleeves) possible and this variant has significantly fewer shift sleeves than variants of the application 101 50 522.1. Also comes this variant (and variant 2) with 13 gears compared to a minimum of 14 gears in the Variants of the registration 101 50 522.1 (and a "backward crawler" is possible).

Variant 2

The variant 2 outlined in FIG. 2 is also a 6-speed transmission with progressive gear jumps and two possible reverse gears. The structure is comparable to variant 1, only the shift sleeves are partially arranged differently. The aim of variant 2 is a gearbox in which the 1st gear and the (main) reverse gear can be switched on at the same time and can only be activated by alternately driving the shafts 23 and 24 ("power shift" reverse gear - 1st gear). Only the changes compared to variant 1 are described here.

Compared to variant 1, only the shift sleeves 34 and 36 are changed . These changes result because the (previous) shift sleeve 36 must be closed on both sides. Therefore, it is divided here into the shift sleeves 36 and 36 b, which can be operated independently. If the shift sleeves 36 and 36 b are closed at the same time, there must be no rigid connection between the gear wheels 4 a1 and 4 a2 via a shaft 21 a. Therefore, the shift sleeve 34 a is attached here between the gears 4 a1 and 4 a2. 6th gear (2nd gear and the "reverse crawlers") About this shift sleeve 34 a can be switched. Therefore, the gear 4.1 can be firmly connected to the shaft 24 and shift sleeve 34 can be carried out only on one side.

The 1st gear works when the shift sleeve 34 a is open, with the shift sleeves 36 and 36 a closed and the shift sleeve 33 closed to the right from the shaft 23 . In the 1st gear shift sleeve 36 b can be closed at the same time. The (main) reverse gear, which is driven by the shaft 24 , is thus simultaneously switched on. With z. B. alternately closing a (not shown) double clutch can be easily switched back and forth between the 1st gear and the (main) reverse gear.

For the 2nd gear shift sleeve 34 a is closed (and shift sleeve 33 opened). The "backward crawler" also works with a closed shift sleeve 34 a. For 6th gear (with released shift sleeves 36 , 36 a and 36 b and closed shift sleeve 35 ), shift sleeve 34 a is also closed. All other gears work as described for variant 1. Fig. 1b) and 1c) also apply to Option 2.

The shift sleeves 34 and 34 a are never closed at the same time. Therefore, they can be mechanically coupled and actuated by an actuator. A "load shift" between 1st and reverse gear is thus possible with little additional effort.

Variant 3

The variant 3 outlined in FIG. 3a) is a 6-speed transmission with progressive gear jumps and a reverse gear. The structure of the basic transmission is the same as variant 1, and the 3rd gear sprockets, 3 b and 3 d with the associated shaft 50 are the same as variant 1. Gears 3 to 6 are not described again here.

The 1st, 2nd and reverse gear are also generated here via a shaft 50 a, the rotation of which is transmitted via a gear 3 f to a ring gear 3 g. Compared to variants 1 and 2, the ring gear 3 g eliminates the reversal of the direction of rotation between shafts 50 and 50 a, which is why (in contrast to variants 1 and 2) the forward gears of gear 4.1 belonging to shaft 24 (pair of gears 4.1 , 4 b1) ) and the reverse gears are transmitted from the gear 4 a2 (gear pair 4 a2, 4 b2) belonging to the shafts 21 , 21 a to the shaft 50 a. Compared to variants 1 and 2, the ring gear has an additional 3 g, but there is much more space around the shaft 13 .

When the shift sleeves 35 and 37 are open, the shift sleeve 36 a is closed and the shift sleeve 36 is closed to the right, 1st gear with the shift sleeve 33 closed to the right is obtained via the gear pair 4.2 , 4 a2, shaft 21 a, gears 4 a1, 4.1 , 4 b1, Shaft 50 a, gear pair 3 f, 3 g, shaft 50 and gear pair 3 d, 3 e (from shaft 23 ). In the second gear, the shift sleeve 34 is shifted to the right (from the shaft 24 ), it is transmitted directly via the gear pair 4.1 , 4 b1 and then further as in the first gear. The 3rd gear works again from the shaft 23 (with the shift sleeve 33 closed to the left), so that a power shift is also possible in the 3rd gear. The 4th to 6th gear work with the open shift sleeve 36 a as described in variant 1.

The reverse gear works with the gearshift sleeve positions of the 1st gear, only that the gearshift sleeve 36 is now closed to the left (instead of gearshift sleeve 33 to the right, gearshift sleeve 34 can also be closed here to the left), specifically via the gears 4.2 , 4 a2, 4 b2 and then continue as in 1st and 2nd gear. In principle, a faster reverse gear is also possible with the shift sleeve 34 closed to the right, but probably not sensible. Since both 1st and reverse gear work via gear 4.2 , no "power shift" between 1st and reverse gear is possible here.

In Fig. 3b) the spatial position of the axes is shown and it is shown where which gears mesh with each other. FIG. 1c) is also valid for the forward gears of variant 3 and approximated for the reverse gear (without Rc).

Compared to variants 1 and 2, variant 3 is even more compact, but this requires the additional ring gear 3 g.

closing remarks

In principle, other gear and axle arrangements are also possible, e.g. B. according to variant 1 of the application 101 50 522.1. With other gear wheel diameters, the shaft 50 b can also be attached above the shaft 50 (without associated drawings).

Claims (8)

1. Short 6-speed powershift transmission with 2 input shafts 23 and 24 , an output shaft 13 and an eccentric countershaft 50 , characterized in that this eccentric countershaft 50 is at the same time countershaft for 3rd gear with gear pairs 3 , 3 b and 3 d, 3 e, wherein the gear 3 e is rotatably connected to the shaft 13 , the gear 3 b as an idler gear with a sleeve 36 a with the shaft 50 and the gear 3 as an idler gear with a selector sleeve 33 can be connected to the shaft 23 that shift sleeve 33 from the 3rd gear upwards remains to the left closed, and in that the shift sleeve 36 a is upwards closed from the 4th gear, the gears 4, 5 and 6 via a countershaft 21 (21 a) and via a gear wheel pair 3 c, 3 e are transmitted to shaft 13 and in order 5 . Gear, 4th gear, 6th gear are arranged such that the gear 3 a 5th gear and gear pair 3, 3 b transmits simultaneously with gear pair 3, 3 to 3rd gear, and that the 1st and 2nd gear and the reverse gear (the reverse gears) via a further eccentric countershaft 50 a with gears 4 b1 and 4 b2 from the gear levels of the 4th and 6th gear and a gear 3 f in the gear level of the 3rd and 5th gear or near this gear level to the shaft 50 and from there to shaft 13 . 2. Short 6-speed powershift transmission according to claim 1, characterized in that a shift sleeve 36 (variant 1 and 3) or shift sleeves 36 and 36 b (variant 2) serve for selection between reverse gear (reverse gears) and 1st and 2nd gear and that the 1st gear in the gear plane of the 4th gear and the 2nd gear in the gear plane of the 6th gear is transmitted to the shaft 50 a. 3. Short 6-speed powershift transmission according to claim 1 and 2, characterized in that gears 4 a1 and 4 a2 are connected by a shaft 21 a (variant 1 and 3) or can be connected via a shift sleeve 34 a (variant 2) and that the gear 4 a2 via a shift sleeve 35 and the gear 3 a via a shift sleeve 37 can be connected to the shaft 21 . 4. Short 6-speed powershift transmission according to claim 1 to 3, characterized in that a gear 4.2 can be connected as an idler gear via the selector sleeve 33 with shaft 23 and via a selector sleeve 34 with shaft 24 and that a gear 4.1 is designed as an idler gear and can be connected to shaft 24 via the selector sleeve 34 (variants 1 and 3) or is permanently connected to shaft 24 (variant 2). 5. Short 6-speed powershift transmission according to claim 1 to 4, characterized in that the shaft 50 a is arranged so that gear 3 f meshes with gear 3 b, gear 4 b1 with gear 4.1 and gear 4 b2 with gear 4 a2 (Variants 1 and 2). 6. Short power shift transmission according to claim 1 to 4, characterized in that the rotation of the shaft 50 a is transmitted via the gear 3 f to a ring gear 3 g, that this ring gear 3 g is firmly connected to the gear 3 b and that the shaft 50 a is arranged so that gear 4 b1 meshes with gear 4.1 and gear 4 b2 with gear 4 a2 (variant 3). 7. Short powershift transmission according to claim 1 to 5, characterized in that the switching sleeves 36 and 36 b can be switched independently of one another, that the gears 4 a1 and 4 a2 can be connected to one another in a rotationally fixed manner by a switching sleeve 34 a, that the gear wheel 4.1 is rotationally fixed is connected to the shaft 24 , that the shift sleeve 34 is designed only on one side for the idler gear 4.2 and so that "power shifts" between the 1st and reverse gear are possible. 8. Short power shift transmission according to at least one of claims 1 to 7, characterized in that the switching sleeves 36 a and 37 are mechanically coupled and controlled by only one actuator (variants 1 to 3) and that the switching sleeves 34 and 34 a are mechanically coupled and by only one actuator can be controlled (variant 3).