# US 2014/0150604 A1 · Automated Range-Change Transmission in a Motor Vehicle and Method for Operation of Same

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- Number: US 2014/0150604 A1
- Document ID: US20140150604A1
- Status: Published application
- Kind: A1
- Application number: 14/235,478
- Filed: 2012-06-14
- Published: 2014-06-05
- Earliest claimed: 2011-07-29
- Assignees: ZF Friedrichshafen AG
- Inventors: Johannes Kaltenbach
- Web page: https://patentgrep.com/patent/US20140150604A1

## CPC

- B60K 6/20: the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K 6/365: with the gears having orbital motion
- B60K 6/48: Parallel type
- B60K 6/547: the transmission being a stepped gearing
- B60W 10/02: including control of driveline clutches
- B60W 10/06: including control of combustion engines
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 10/115: with planetary gears
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 20/40: 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)}
- B60W 30/18027: {Drive off, accelerating from standstill}
- B60W 30/18036: {Reversing}
- F16H 3/126: {using an electric drive}
- F16H 3/725: {with means to change ratio in the mechanical gearing}
- F16H 37/046: {with an additional planetary gear train, e.g. creep gear, overdrive}
- B60K 2006/4816: {Electric machine connected or connectable to gearbox internal shaft}
- B60K 2006/4825: {Electric machine connected or connectable to gearbox input shaft}
- B60K 2006/4841: {the gear provides shifting between multiple ratios}
- 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)}
- F16H 3/095: with means for ensuring an even distribution of torque between the countershafts
- F16H 3/097: the input and output shafts being aligned on the same axis
- F16H 2200/2005: with one sets of orbital gears
- Y02T 10/62: Hybrid vehicles
- Y10S 903/902: Prime movers comprising electrical and internal combustion motors
- Y10T 74/19014: Plural prime movers selectively coupled to common output
- Y10T 74/19233: Plurality of counter shafts
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- F16H: GEARING
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10T: TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION

## Abstract

Automated range-change transmission (CT) of a motor vehicle, with a main transmission (HG) with a lay-shaft design, which features a main shaft (WH) and at least one lay shaft (WVG1, WVG2), and with a pre-shift group (GV) drivingly connected upstream on the main transmission (HG), particularly designed as a split group, whereas an input shaft (WGE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle and an output shaft (WGA) of the range-change transmission (CT) with an axle drive (AB) of the motor vehicle, whereas an electric motor (EM) of the drive unit formed as a hybrid drive is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is able to be coupled to a first element of the planetary transmission (PG), whereas a second element of the planetary transmission (PG) is able to be coupled with an input shaft of the pre-shift group (GV) and thus the input shaft (WGE) of the range-change transmission (CT), and whereas a third element of the planetary transmission (PG) is able to be coupled with an output shaft of the pre-shift group (GV) and thus an input shaft of the main transmission (HG).

## Claims

### Claim 1

Automated range-change transmission (CT) of a motor vehicle, with a main transmission (HG) with a lay-shaft design, which has a main shaft (WH) and at least one lay shaft (WVG1, WVG2), and with a pre-shift group (GV) drivingly connected upstream on the main transmission (HG), particularly designed as a split group, whereas an input shaft (WGE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle and an output shaft (WGA) of the range-change transmission (CT) with an axle drive (AB) of the motor vehicle, characterized in that an electric motor (EM) of the drive unit formed as a hybrid drive is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is able to be coupled to a first element of the planetary transmission (PG), whereas a second element of the planetary transmission (PG) is able to be coupled with an input shaft of the pre-shift group (GV) and thus the input shaft (WGE) of the range-change transmission (CT), and whereas a third element of the planetary transmission (PG) is able to be coupled with an output shaft of the pre-shift group (GV) and thus an input shaft of the main transmission (HG).

### Claim at position 2

2-19. (canceled)