Patent Application
20170204942
The invention concerns a shiftable multi-speed transmission for rail vehicles, in particular electric multiple-unit trains, the so-termed Electrical Multiple Units (EMUs).
Rail vehicles are distinguished by the fact that they run or are guided on one or more rails. Besides the above-mentioned multiple-unit trains, locomotives too should be mentioned in this context. A multiple-unit train is as a rule understood to be a non-separable unit consisting of a plurality of vehicles/train segments such that the multiple-unit train has a drive unit of its own. In this context one vehicle/train segment, more than one vehicle/train segment or all the vehicles/train segments of the multiple-unit train can each have a drive unit. Besides electrical multiple-unit trains (EMUs) there are also, for example, diesel-powered multiple-unit trains, the so-termed Diesel Multiple Units (DMUs). These comprise one or more diesel engines specific to their vehicles instead of the electric motors in electrical multiple-unit trains (EMUs).
DE 1177671B discloses a drive control system for rail multiple-unit trains, in particular for bogie locomotives. In this case the rail multiple-unit train vehicles have at least one reversible electric drive motor, which is in each case functionally connected to an interlocking transmission. In particular, an electric drive motor with an interlocking transmission is arranged on each bogie of the rail multiple-unit train. By means of a gear selector in the switchgear one of two possible gears (first gear, second gear) is preselected. By means of a shifting unit and a final control device a piston rod is actuated in such manner that by means of a shifting fork connected to the piston rod, a rotationally fixed connection with the desired transmission ratio is formed between the electric drive motor and the drive output. The interlocking transmissions have in each case two gearwheel pairs that engage with one another. In these the loose wheels are arranged on the drive input shaft and the fixed wheels on the drive output shaft, with the drive input shaft positioned over the drive output shaft.
The purpose of the present invention is to propose a multi-speed transmission particularly for rail vehicles, with which the drive-train of the rail vehicle can work with greater efficiency, wherein the multi-speed transmission in particular has high efficiency at the same time as small dimensions.
According to the invention, this objective is achieved by a multi-speed transmission as described below. The multi-speed transmission comprises in this case at least one transmission input and a transmission output, as well as at least one planetary gearset, a shifting element and a housing.
A planetary transmission or planetary gearset comprises as a rule at least one sun gear, a planetary carrier and a ring gear. Mounted to rotate on the planetary carrier are planetary gearwheels, which mesh with the teeth of the sun gear and/or with the teeth of the ring gear.
In this case the at least one planetary gearset comprises at least one sun gear, one or more planetary gearwheels, a planetary carrier and a ring gear.
Planetary gearsets can basically be either minus-planetary gearsets or plus-planetary gearsets. A minus-planetary gearset preferably describes a single-planetary gearset with a planetary carrier on which the planetary gearwheels are mounted to rotate, with a sun gear and a ring gear, wherein the teeth of at least one of the planetary gearwheels mesh with the teeth of both the sun gear and the ring gear, so that the ring gear and the sun gear rotate in opposite rotational directions when the sun gear is rotating and the planetary carrier is fixed. A plus-planetary gearset preferably differs from the minus-planetary gearset just described in that the plus-planetary gearset has inner and outer planetary gearwheels mounted to rotate on it. The teeth of the inner planetary gearwheels mesh on one side with the teeth of the sun gear and on the other side with the teeth of the outer planetary gearwheels. The teeth of the outer planetary gearwheels also mesh with the teeth of the ring gear. The result is that when the planetary carrier is fixed, the ring gear and the sun gear rotate in the same direction.
The use of planetary gearsets enables particularly compact multi-speed transmissions to be made, so that there is great freedom of choice for the arrangement of the multi-speed transmission in the rail vehicle. The elements of a planetary gearset are understood to be, in particular, the sun gear, the ring gear, the planetary carrier and the planetary gearwheels of the planetary gearset.
Further preferable features are that rotational movement can be transmitted from a drive input element into the multi-speed transmission, and that by actuating the at least one shifting element, at least two different transmission ratios between the transmission input and the transmission output can be obtained.
A multi-speed transmission is preferably distinguished by the fact that rotational speed or torque is transmitted from a transmission input to a transmission output in accordance with different transmission ratios. The transmission input is preferably located on one side of the transmission facing toward a drive element such as an internal combustion engine or an electric motor. The transmission output is preferably on a side of the transmission opposite from the transmission input, for example arranged coaxially with the transmission input or else in a parallel but offset arrangement. However, versions are also conceivable in which the transmission input and the transmission output are arranged on the same side of the multi-speed transmission.
In this context a transmission input describes a point on a multi-speed transmission at which rotational movement, for example from a drive element, is introduced into the multi-speed transmission. In contrast, a transmission output is a point in the multi-speed transmission from which, having regard to the transmission ratio at the time, the rotational movement introduced at the transmission input passes out of the multi-speed transmission. In a multi-speed transmission a plurality of gears, but at least two gears, i.e. different transmission ratios, can be engaged.
In the case of shifting elements one distinguishes basically between brakes and clutches. A brake is understood to be a shifting element connected on one side to a fixed element such as a housing, and on another side to a rotatable element such as a shaft or a gearwheel. In what follows, a brake that has not been actuated is understood to be an open brake. This means that the rotatable element is able to rotate freely, i.e. the brake preferably has no influence on the rotational speed of the rotatable element. When the brake is actuated or closed, the rotary movement of the rotatable element is reduced, for example stopped, i.e. a rotationally fixed connection can be formed between the rotatable element and the fixed element.
By means of a brake, a preferably interlocked or frictional rotationally fixed connection can be formed or separated. As a rule, a frictional connection between two elements means that by means of an actuator a force is applied at the connection point, which produces a frictional force by virtue of which force or torque can be transferred between the rotatable element and the fixed element such that a fixed connection is formed. The actuator can be actuated by an electric motor, or pneumatically, or electro-hydraulically, or electromagnetically, or in some other way.
In interlocking connections, a connection is formed by virtue of an interlock between the contours of the two elements. Interlocking connections have the particular advantage that they can transmit high forces and torques while being comparatively small and light. Furthermore the energy to be provided when forming the connection is substantially less than with frictional connections, so that for example the actuator can also be made smaller.
In this connection “brakeable” is understood to mean that by actuating the brake, a rotational speed difference between the two elements can be reduced and the rotatable element can be brought to rest. Thus, by actuating a frictional brake a transition can be made from rotational movement of the rotatable element, through a reduction of its rotation, down to rest. Conversely, rotational movement can be increased step by step, for example from when the rotatable element is at rest. With an interlocking brake the only two conditions possible for the rotatable element are those of being at rest, or rotating freely.
On the other hand, clutches are shifting elements which, depending on their state of actuation, allow a relative movement between two elements or form a connection for the transfer of a torque or a force. A relative movement is understood to mean for example that the two elements are rotating with different rotation speeds from one another. Furthermore, it is conceivable that only one of the two elements is rotating while the other is at rest, or is rotating in the opposite direction.
In what follows, a clutch that has not been actuated is understood to be an open clutch. This means that relative movement between the two elements is possible. When the clutch has been actuated or is closed, the two elements accordingly rotate at the same rotational speed in the same rotational direction. Analogously to the above-described designs of brakes, clutches too can be designed as frictional or interlocking shifting elements.
It is, further, to be preferred that at least one shifting element is made as a dual shifting element. A dual shifting element is distinguished for example in that by means of it a first rotatable element can be connected to a second rotatable element or the second rotatable element can be connected to a third rotatable element, whereas the dual shifting element comprises only a single actuator. Alternatively, in addition to the shift conditions just mentioned the dual shifting element can have still another shift condition, namely a neutral position. This means that no connection is formed either between the first and second elements or between the second and third elements. The use of dual shifting elements enables particularly compact shifting element arrangements to be produced. Moreover the number of components needed is reduced, since for the various shift conditions only one actuator in total is required.
In a preferred design form the multi-speed transmission comprises a first planetary gearset and a second planetary gearset. Preferably also, at the transmission input rotational movement can be introduced into the multi-speed transmission by way of a drive input shaft. In particular, a drive input shaft is understood to be a shaft preferably arranged at the transmission input. Advantageously, by way of the shaft rotational movement, for example from a drive element, can be introduced into the multi-speed transmission.
In what follows, a shaft is understood to mean not exclusively a—for example—cylindrical machine element mounted to rotate so as to transmit torques, but rather, the term includes connecting elements in general that connect individual components or elements to one another, in particular connecting elements which connect a plurality of elements to one another in a rotationally fixed manner. Further, a shaft denotes a mechanical element with a defined rigidity by means of which, preferably, torques or rotational movements can be transmitted between two or more components connected to the shaft. Depending on the design, however, translational movements, i.e. movements brought about by tension or pressure forces, for example along a rotational axis, can also be transmitted.
Furthermore, instead of being connected via a shaft or some other connecting element, two elements can also be connected to one another directly by a weld joint, a screw joint, by adhesive bonding, by clamping or by a plug-in connection. Alternatively, it is also conceivable that the two elements to be joined are made integrally, as one piece.
In particular, two elements are said to be joined to one another when a firm connection, in particular a rotationally fixed connection exists between the elements. In particular, elements connected in such manner rotate at the same speed in the same rotational direction. In what follows two elements are said to be connectable if a releasable rotationally fixed connection can be formed between the elements. In particular, when the connection exists such elements rotate at the same speed in the same direction.
Also preferably, the drive input shaft is connected to the sun gear of the first planetary gearset. The planetary carrier of the first planetary gearset is preferably connected, via a third shaft, to the ring gear of the second planetary gearset. The ring gear of the first planetary gearset is preferably connected by a fourth shaft to the shifting element, while a fifth shaft is also connected by the shifting element to the housing and the shifting element is connected by a drive output shaft to the planetary carrier of the second planetary gearset. By means of the shifting element, either the fifth shaft can be connected to the fourth shaft, or the drive output shaft can be connected to the fourth shaft. Also preferably, the sun gear of the second planetary gearset is connected by way of a sixth shaft to the housing. By virtue of the arrangement described, preferably two different transmission ratios, i.e. two different gears can be obtained between the transmission input and the transmission output. Particularly preferably, the stationary gear ratio of the first planetary gearset is i01=−1.75 and the stationary gear ratio of the second planetary gearset is i02=−1.750. The stationary gear ratio is the gear ratio between the sun gear and the ring gear when the planetary carrier is at rest. Also preferably, the first gear can be obtained when by means of the shifting element the fourth shaft is connected to the fifth shaft. The second gear can be obtained when by means of the shifting element the drive output shaft is connected to the fourth shaft. In this case the first gear preferably has a transmission ratio of i=4.322 and the second gear a transmission ratio of i=2.571. Consequently, the gear interval between the first and second gears is φ=1.681.
A drive output shaft is preferably understood to be a shaft arranged in particular in an area of the transmission output of the multi-speed transmission. Specifically, by way of the drive output shaft rotational movement produced by a drive element is passed on after being stepped up or down by the multi-speed transmission, for example so that a vehicle axle or a wheel is driven thereby.
In a further preferred embodiment of the multi-speed transmission, the transmission comprises a first planetary gearset and a second planetary gearset and at the transmission input rotational movement can be introduced into the multi-speed transmission by way of the drive input shaft. Preferably also, the drive input shaft is connected to the sun gear of the first planetary gearset. The transmission output is preferably connected via the drive output shaft to the planetary carrier of the first planetary gearset, and also preferably, the planetary carrier of the second planetary gearset is connected to the ring gear of the second planetary gearset by the drive output shaft. Preferably the ring gear of the first planetary gearset is connected, via a third shaft, to the shifting element, whereas by way of a fourth shaft the shifting element is connected to the housing and by way of a fifth shaft the shifting element is connected to the planetary carrier of the second planetary gearset. Preferably, by means of the shifting element either the fourth shaft can be connected to the third shaft, or the third shaft can be connected to the fifth shaft. Preferably also, the sun gear of the second planetary gearset is connected to the housing by means of a sixth shaft. Accordingly, in a preferred manner two different transmission ratios between the transmission input and the transmission output can be obtained. Particularly preferably, the stationary gear ratio of the first planetary gearset is i01=−1.750 and the stationary transmission ratio of the second planetary gearset i02=−1.750. The first gear can be obtained by connecting the fourth shaft by means of the shifting element to the third shaft. The second gear can be obtained by connecting the third shaft by means of the shifting element to the fifth shaft. The transmission ratio of the first gear is then i=2.750 and the transmission ratio of the second gear is i=1.636. The gear interval between the first and second gears is φ=1.681.
In a further preferred form of the design, the multi-speed transmission comprises a first planetary gearset and a second planetary gearset, and at the transmission input rotational movement can preferably be introduced into the multi-speed transmission by a drive input shaft. Also preferably, the drive input shaft is connected to the sun gear of the first planetary gearset and also to the sun gear of the second planetary gearset. Preferably also, the ring gear of the first planetary gearset is connected by way of a fourth shaft to the housing. The planetary carrier of the first planetary gearset is preferably connected by a third shaft to the shifting element, while the shifting element is connected by way of a fifth shaft to the ring gear of the second planetary gearset and by way of a sixth shaft the shifting element is connected to the housing. By means of the shifting element, preferably either the third shaft and the fifth shaft, or the fifth shaft and the sixth shaft can be connected to one another. The planetary carrier of the second planetary gearset is connected by a drive output shaft to the transmission output. Thus, preferably two different transmission ratios between the transmission input and the transmission output can be obtained. The stationary gear ratio of the first planetary gearset is in this case i01=−2.577 and the stationary gear ratio of the second planetary gearset is i02=−2.789. The first forward gear can be obtained when the shifting element connects the fifth and sixth shafts with one another. The transmission ratio of the first gear is i=3.577. The second gear is obtained when the shifting element connects the third shaft to the fifth shaft. The transmission ratio of the second gear is i=2.129. The gear interval between the first and second gears is φ=1.680.
In a further preferred embodiment, the multi-speed transmission has a first planetary gearset and a second planetary gearset, and at the transmission input, rotational movement can be introduced into the multi-speed transmission by a drive input shaft. Preferably, the drive input shaft is connected to the ring gear of the first planetary gearset. The planetary carrier of the first planetary gearset is preferably connected by way of a drive output shaft to the transmission output and, in addition, to the ring gear of the second planetary gearset. Preferably also, the sun gear of the first planetary gearset is connected by a fourth shaft to the shifting element, whereas by way of a fifth shaft the shifting element is connected to the sun gear of the second planetary gearset and, by a sixth shaft, the shifting element is connected to the housing. Preferably, by means of the shifting element either the fifth shaft can be connected to the fourth shaft or the fourth shaft can be connected to the sixth shaft. In that way two different transmission ratios between the transmission input and the transmission output can be obtained. Preferably, the stationary gear ratio of the first planetary gearset is i01=−2.577 whereas the stationary gear ratio of the second planetary gearset is i02=−2.789. The first gear has a transmission ratio of i=2.283 and the second gear a transmission ratio of i=1.359. This results in a gear interval of φ=1.680. The first gear can be obtained when the shifting element connects the fourth shaft to the fifth shaft. The second gear can be obtained when the fourth shaft is connected to the sixth shaft.
In another advantageous design version, the multi-speed transmission comprises a first shifting element and a second shifting element, and at the transmission input, rotational movement can be introduced into the multi-speed transmission by means of a drive input shaft. Preferably also, the drive input shaft is connected to the first shifting element and to the second shifting element as well, whereas by way of a third shaft, the first shifting element is advantageously connected to the ring gear of the first planetary gearset and by way of a fourth shaft, the first shifting element is connected to the housing. Preferably, by means of the first shifting element, either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Also preferably, the second shifting element is connected by way of a fifth shaft to the sun gear of the planetary gearset and by way of a sixth shaft, the second shifting element is connected to the housing. Preferably, by means of the second shifting element, the fifth shaft can be connected either to the drive input shaft or to the sixth shaft. The planetary carrier of the planetary gearset is preferably connected by a drive output shaft to the transmission output. In this way, advantageously three different transmission ratios between the transmission input and the transmission output can be obtained. The stationary gear ratio of the planetary gearset is i01=−1.620. The first gear can preferably be obtained when the first shifting element connects the drive input shaft to the third shaft and the second shifting element connects the fifth shaft to the sixth shaft. The transmission ratio of the first gear is preferably i=2.620. The second gear is preferably obtained when the first shifting element connects the third shaft to the fourth shaft and the second shifting element connects the drive input shaft to the fifth shaft. The transmission ratio of the second gear is preferably i=1.617. The gear interval between the first and second gears is preferably φ=1.620. The third gear is obtained when the first shifting element connects the drive input shaft to the third shaft and the second shifting element connects the drive input shaft to the fifth shaft. Advantageously, the transmission ratio of the third gear is i=1.0 so that the gear interval between the second and third gears is advantageously φ=1.617.
In a further preferred embodiment the multi-speed transmission has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element. In this case, advantageously rotational movement can be introduced by way of a drive input shaft into the multi-speed transmission. Preferably also, the drive input shaft is connected to the first shifting element and also to the planetary carrier of the first planetary gearset. By way of a third shaft the first shifting element is preferably connected to the ring gear of the second planetary gearset and to the sun gear of the first planetary gearset. The shifting element is also connected by a fourth shaft to the housing, and by means of the first shifting element, particularly preferably, either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Preferably, the ring gear of the first planetary gearset is connected by a fifth shaft to the second shifting element and also to the sun gear of the second planetary gearset. By way of a sixth shaft, the second shifting element is also connected to the housing, and by means of the second shifting element, the fifth shaft can be connected to the sixth shaft. Preferably, the planetary carrier of the second planetary gearset is connected by a drive output shaft to the transmission output. This gives three different transmission ratios between the transmission input and the transmission output. The stationary gear ratio of the first planetary gearset and of the second planetary gearset, at i01=i02=−2.0, are identical. Preferably also, the first gear can be obtained when the first shifting element connects the third shaft to the fourth shaft. The transmission ratio of the first gear is preferably i=2.0. The second gear can be obtained when the first shifting element connects the drive input shaft and the third shaft to one another. Preferably, the transmission ratio of the second gear is i=1.0. This gives a gear interval between the first and second gears of φ=2.0. The third gear can be obtained when the second shifting element connects the fifth shaft and the sixth shaft to one another. The transmission ratio of the third gear is preferably i=0.5, which means that the gear interval between the second gear and the third gear is φ=2.0.
In an also preferred design version the multi-speed transmission has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element. At the transmission input, by way of the drive input shaft, rotational movement can preferably be introduced into the multi-speed transmission. The drive input shaft is preferably connected to the first shifting element and also to the sun gear of the first planetary gearset. Preferably also, the first shifting element is connected by a third shaft to the ring gear of the first planetary gearset and to the second shifting element as well. By way of a fourth shaft, the first shifting element is preferably connected to the housing, and by means of the first shifting element either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Preferably, the planetary carrier of the first planetary gearset is connected, via a drive output shaft, to the ring gear of the second planetary gearset and also to the transmission output. Also preferably, the second shifting element is connected by a fifth shaft to the planetary carrier of the second planetary gearset, and by means of the second shifting element, the third shaft can be connected to the fifth shaft. Preferably, the sun gear of the second planetary gearset is connected by a sixth shaft to the housing. This gives three different transmission ratios between the transmission input and the transmission output. The stationary gear ratio of the first planetary gearset is preferably i01=−2.0 and the stationary gear ratio of the second planetary gearset is i02=−3.0. The first gear can preferably be obtained when the first shifting element connects the third shaft to the fourth shaft. The transmission ratio of the first gear is preferably i=4.0. The second gear can be obtained when the second shifting element connects the fifth shaft to the third shaft. The transmission ratio of the second gear is preferably i=2.0, so the gear interval between the first and second gears is preferably φ=2.0. The third gear is preferably obtained by means of the first shifting element, when the first shifting element connects the drive input shaft to the third shaft. The transmission ratio of the third gear is preferably i=1.0, so the gear interval between the second gear and the third gear is φ=2.0.
In another preferred embodiment the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element, and at the transmission input rotational movement can be introduced into the multi-speed transmission by a drive input shaft. Preferably also, the drive input shaft is connected to the sun gear of the first planetary gearset, the sun gear of the second planetary gearset and the second shifting element. The planetary carrier of the second planetary gearset is preferably connected by a drive output shaft to the transmission output. Preferably also, the ring gear of the first planetary gearset is connected by a third shaft to the first shifting element and also to the planetary carrier of the second planetary gearset. Preferably, the first shifting element is also connected by way of a fourth shaft to the housing, so that by means of the first shifting element the third shaft can be connected to the fourth shaft. Preferably, the ring gear of the second planetary gearset is connected by a fifth shaft to the second shifting element and the second shifting element is connected by a sixth shaft to the housing. By means of the second shifting element, preferably either the fifth shaft can be connected to the sixth shaft or the fifth shaft can be connected to the drive input shaft. In this way three different transmission ratios between the transmission input and the transmission output can be obtained. The stationary gear ratio of the first planetary gearset is preferably i01=−3.0 and the stationary gear ratio of the second planetary gearset is preferably i02=−2.0. The first gear can preferably be obtained when the first shifting element connects the third shaft to the fourth shaft. The transmission ratio of the first gear is then preferably i=4.0. The second gear can preferably be obtained when the second shifting element connects the fifth shaft to the sixth shaft. The transmission ratio of the second gear is then i=2.0. This results in a gear interval of φ=2.0. The third gear is preferably obtained when the second shifting element connects the drive input shaft to the fifth shaft. The transmission ratio of the third gear is then i=1.0, which gives a gear interval between the second and third gears of φ=2.0.
In a further preferred embodiment the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element, and at the transmission input rotational movement can be introduced into the multi-speed transmission by a drive input shaft. Preferably, the drive input shaft is connected to the first shifting element and also to the sun gear of the first planetary gearset and to the sun gear of the second planetary gearset as well. Preferably, the first shifting element is connected by a drive output shaft to the transmission output and also to the planetary carrier of the first planetary gearset. By means of the first shifting element the drive input shaft can preferably be connected to the drive output shaft. The ring gear of the first planetary gearset is preferably connected to the second shifting element by a third shaft. The second shifting element is further connected by a fourth shaft to the housing and by a fifth shaft preferably to the planetary carrier of the second planetary gearset. Preferably, by means of the second shifting element, either the fourth shaft can be connected to the third shaft or the third shaft can be connected to the fifth shaft. Preferably, the ring gear of the second planetary gearset is connected by a sixth shaft to the housing. In this way three different transmission ratios between the transmission input and the transmission output can be obtained. The stationary gear ratio of the first planetary gearset is i01=−3.0 and the stationary gear ratio of the second planetary gearset is preferably i02=−2.0. The first gear can preferably be obtained when the second shifting element connects the fourth shaft to the third shaft. The transmission ratio of the first gear is then preferably i=4.0. The second gear is preferably obtained when the second shifting element connects the third shaft to the fifth shaft. The transmission ratio of the second gear is preferably i=2.0. Thus, the gear interval between the first and second gears is φ=2.0. The third gear is preferably obtained when the first shifting element connects the drive input shaft to the drive output shaft. The transmission ratio of the third gear is then preferably i=1.0. Hence, the gear interval between the second and third gears is φ=2.0.
In a further preferred embodiment the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element, and at the transmission input rotational movement can be introduced into the multi-speed transmission by a drive input shaft. Preferably, the drive input shaft is connected to the first shifting element and also to the sun gear of the first planetary gearset. The first shifting element is preferably connected by a fourth shaft to the housing and by a third shaft to the ring gear of the first planetary gearset and in addition to the planetary carrier of the second planetary gearset. Preferably, by means of the first shifting element either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Also preferably, the ring gear of the second planetary gearset is connected by a drive output shaft to the planetary carrier of the first planetary gearset, and also to the transmission output. Preferably, the sun gear of the second planetary gearset is connected by a fifth shaft to the second shifting element and the second shifting element is connected to the housing by a sixth shaft. The fifth shaft can preferably be connected by means of the second shifting element to the sixth shaft. In this way three different transmission ratios between the transmission input and the transmission output can be obtained. The stationary gear ratio of the first planetary gearset is preferably i01=−3.0 and the stationary gear ratio of the second planetary gearset is preferably i02=−2.0. The first gear can preferably be obtained when the first shifting element connects the third shaft and the fourth shaft to one another. The transmission ratio of the first gear is then preferably i=4.0. The second gear is preferably obtained when the fifth shaft and the sixth shaft are connected to one another by the second shifting element. The transmission ratio of the second gear is preferably i=2.0. This gives a gear interval of φ=2.0 between the first and second gears. The third gear is preferably obtained when the drive input shaft is connected to the third shaft by the first shifting element. The transmission ratio of the third gear is preferably i=1.0. Consequently the gear interval between the second and third gears is φ=2.0.
In a further preferred embodiment, the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element. At the transmission input rotational movement can be introduced into the multi-speed transmission by a drive input shaft. Preferably, the drive input shaft is connected to the first shifting element and also to the sun gear of the first planetary gearset. By way of a fourth shaft the first shifting element is preferably also connected to the housing and, by a third shaft, to the ring gear of the first planetary gearset. The first shifting element is additionally connected to the second shifting element so that in a preferred manner, by means of the first shifting element either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Preferably, the planetary carrier of the first planetary gearset is connected by a fifth shaft to the ring gear of the second planetary gearset. The planetary carrier of the second planetary gearset is preferably connected by a drive output shaft to the second shifting element and also to the transmission output. By means of the second shifting element the drive output shaft can preferably be connected to the third shaft. The sun gear of the second planetary gearset is preferably connected by a sixth shaft to the housing. In this way three different transmission ratios can be obtained between the transmission input and the transmission output. The stationary gear ratio of the first planetary gearset preferably has a value of i01=−2.0 and the stationary gear ratio of the second planetary gearset preferably has a value of i02=−3.0. The first gear can preferably be obtained when the first shifting element connects the third shaft to the fourth shaft. Advantageously, the transmission ratio of the first gear is i=5.999. The second gear is advantageously obtained when the second shifting element connects the third shaft and the drive output shaft to one another. The transmission ratio of the second gear is preferably i=3.0. Consequently, there is a gear interval of φ=1.999 between the first gear and the second gear. The third gear is preferably obtained when the first shifting element connects the drive input shaft and the third shaft to one another. The transmission ratio of the third gear is preferably i=1.5. This gives a gear interval of φ=2.0 between the second gear and the third gear.
According to another preferred embodiment, the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element. At the transmission input rotational movement can be introduced into the multi-speed transmission by a drive input shaft. Preferably also, the drive input shaft is connected to the first shifting element and also to the sun gear of the first planetary gearset. Moreover, the first shifting element is preferably connected by a third shaft to the ring gear of the first planetary gearset and by a fourth shaft to the housing. By means of the first shifting element, preferably either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. The planetary carrier of the first planetary gearset is preferably connected by a fifth shaft to the ring gear of the second planetary gearset. The planetary carrier of the second planetary gearset is preferably connected by way of a drive output shaft to the second shifting element and also to the transmission output. Preferably, the sun gear of the second planetary gearset is connected by a sixth shaft to the second shifting element and the second shifting element by a seventh shaft to the housing. By means of the second shifting element, preferably either the sixth shaft can be connected to the seventh shaft or the seventh shaft can be connected to drive output shaft. In this way four different transmission ratios can be obtained between the transmission input and the transmission output. The stationary gear ratio of the first planetary gearset is preferably i01=−1.518 and the stationary gear ratio of the second planetary gearset is i02=−1.699. The transmission ratio of the first gear is preferably i=4.0, and the first gear can be obtained when the first shifting element connects the third shaft and the fourth shaft to one another and when the second shifting element connects the sixth shaft and the seventh shaft to one another. The transmission ratio of the second gear is preferably i=2.518, and the second gear can be obtained when the first shifting element connects the third and fourth shafts to one another and the second shifting element connects the sixth shaft and the drive output shaft to one another. The gear interval between the first and second gears is c=1.59. The transmission ratio of the third gear is i=1.589. The third gear can be obtained when the first shifting element connects the drive input shaft to the third shaft and when the second shifting element connects the sixth shaft to the seventh shaft. The gear interval between the second and third gears is preferably φ=1.59. The transmission ratio of the fourth gear is preferably i=1.0 and the fourth gear can be obtained when the first shifting element connects the drive input shaft and the third shaft to one another and the second shifting element connects the sixth shaft and the drive output shaft to one another. Preferably, the gear interval between the third gear and the fourth gear is φ=1.59.
In a further design version the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element. At the transmission input rotational movement can be introduced into the multi-speed transmission. Preferably also, the drive input shaft is connected to the first shifting element and also to the sun gear of the first planetary gearset. Preferably, the first shifting element is connected by a third shaft to the ring gear of the first planetary gearset and by a fourth shaft to the housing. By means of the first shifting element, preferably either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Preferably also, the planetary carrier of the first planetary gearset is connected by way of a fifth shaft to the planetary carrier of the second planetary gearset. The ring gear of the second planetary gearset is preferably connected by way of a drive output shaft to the transmission output and also to the second shifting element. The second shifting element is preferably connected by a sixth shaft to the sun gear of the second planetary gearset and by a seventh shaft to the housing. By means of the second shifting element, preferably either the drive output shaft can be connected to the sixth shaft or the sixth shaft can be connected to the seventh shaft. In this way four different transmission ratios can be obtained between the transmission input and the transmission output. The stationary gear ratio of the first planetary gearset is preferably i01=−1.518 and the stationary gear ratio of the second planetary gearset is preferably i02=−1.699. The first gear has a transmission ratio of i=2.518, and can be obtained when the first shifting element connects the third shaft and the fourth shaft to one another and the second shifting element connects the drive output shaft and the sixth shaft to one another. The second gear preferably has a transmission ratio of i=1.585 and can preferably be obtained when the first shifting element connects the third and fourth shafts to one another and the second shifting element connects the sixth shaft and the seventh shaft to one another. The gear interval between the first and second gears is preferably φ=1.59. The third gear preferably has a transmission ratio of i=1.0 and can be obtained when the first shifting element connects the drive input shaft and the third shaft to one another and the second shifting element connects the drive output shaft and the sixth shaft to one another. The gear interval between the second and third gears is φ=1.59. The fourth gear preferably has a transmission ratio of i=0.629 and can be obtained when the first shifting element connects the drive input shaft to the third shaft and the second shifting element connects the sixth shaft to the seventh shaft. The gear interval between the third and fourth gears is preferably φ=1.59.
In a further preferred embodiment, the multi-speed transmission again has a first planetary gearset, a second planetary gearset, a first shifting element and a second shifting element. At the transmission input rotational movement can preferably be introduced into the multi-speed transmission by a drive input shaft. Also preferably, the drive input shaft is connected to the first shifting element and also to the planetary carrier of the first planetary gearset. Preferably, the first shifting element is connected by a third shaft to the sun gear of the first planetary gearset and by a fourth shaft to the housing. By means of the first shifting element, preferably either the drive input shaft can be connected to the third shaft or the third shaft can be connected to the fourth shaft. Preferably, the ring gear of the first planetary gearset is connected by a fifth shaft to the sun gear of the second planetary gearset. Also preferably, the transmission output is connected by a drive output shaft to the planetary carrier of the second planetary gearset and also to the second shifting element. Preferably again, the second shifting element is connected by a sixth shaft to the ring gear of the second planetary gearset and also, by way of a seventh shaft, to the housing. Preferably, by means of the second shifting element either the seventh shaft can be connected to the sixth shaft or the sixth shaft can be connected to the drive output shaft. In this way four different transmission ratios between the transmission input and the transmission output can be obtained. Preferably, the stationary gear ratio of the first planetary gearset i01=−1.699 and the stationary gear ratio of the second planetary gearset i02=−1.518. Preferably, the first gear has a transmission ratio of i=2.518 and can be obtained when the second shifting element connects the drive input shaft to the third shaft and the second shifting element connects the sixth shaft to the seventh shaft. The second gear preferably has a transmission ratio of i=1.585 and is obtained when the first shifting element connects the third shaft to the fourth shaft and the second shifting element connects the sixth shaft to the seventh shaft. The gear interval between the first and second gears is preferably φ=1.59. The third gear preferably has a transmission ratio of i=1.0 and is obtained when the first shifting element connects the drive input shaft to the third shaft and the second shifting element connects the sixth shaft to the drive output shaft. The gear interval between the second and third gears is preferably φ=1.59. The fourth gear preferably has a transmission ratio of i=0.629 and can be obtained when the first shifting element connects the third shaft to the fourth shaft and the second shifting element connects the sixth shaft to the drive output shaft. The gear interval between the third and fourth gears is preferably 1.59.
According to a further preferred embodiment the multi-speed transmission comprises one planetary and one shifting element. At the transmission input, rotational movement can preferably be introduced into the multi-speed transmission by way of a drive input shaft. Also preferably, the drive input shaft is connected to the ring gear of the planetary gearset. The planetary carrier of the planetary gearset is preferably connected by a drive output shaft to the transmission output and is also connected to the shifting element. The shifting element is preferably connected by a third shaft to the sun gear of the planetary gearset and by a fourth shaft to the housing. By means of the shifting element either the drive output shaft can be connected to the third shaft, or the third shaft can be connected to the fourth shaft, whereby two different transmission ratios between the transmission input and the transmission output can be obtained. The stationary gear ratio of the planetary gearset is preferably i01=−1.6. Preferably also, the first gear has a transmission ratio of i=1.625 and the second gear a transmission ratio of i=1.0. The gear interval between the first and second gears is preferably φ=1.625.
Preferably also, a gear interval between two adjacent transmission ratios is 1.6≦φ≦2. Preferably, an adaptation of an overall transmission ratio of the multi-speed transmission takes place by way of one or more of the transmission stages upstream and/or downstream from the multi-speed transmission.
Particularly advantageously, particularly in multi-speed transmissions with more than two gears the transmission ratios should be chosen such that the gear intervals between the individual gears are substantially the same. Particularly when electric motors are used as drive elements, this provides a wider operating range. At the same time, the gear intervals between the individual gears should not be made too big since that would lead to large rotational speed differences in the transmission or its shifting elements, resulting in premature damage and increased wear. Particularly preferably, the gears in the multi-speed transmission arrangements just described have the same rotation directions as one another in each case, which means that no rotation direction reversal takes place between the gears. Preferably therefore, by virtue of the multi-speed transmissions described, depending on the rotation direction imposed by the drive element or elements a corresponding number of forward or reversing gears are provided. In the cases described the transmission ratios mentioned are only given as examples. Other multi-speed transmission arrangements with different transmission ratios and stationary gear ratios are certainly conceivable.
Upstream and/or downstream transmission stages are understood to mean that one or more further transmission stages can be provided on the drive input side and/or on the drive output side. By virtue of the transmission stages either the rotational movement can just be transmitted with a transmission ratio i=1, or a further step-down or step-up of the rotation speed or the torque is also conceivable. For example, the transmission stage could be a spur gear stage, but also transmission by way of a chain or belt drive is certainly conceivable as well. Arrangements with bevel gearwheels are also conceivable.
Below, examples of the invention will be explained in more detail with reference to the attached figures, which show:
The first shifting element SE1 is in this case made as a dual shifting element. This means that with only one actuator, depending on the shift position thereof the fourth shaft 4 can be connected to the fifth shaft 5 or the fourth shaft 4 can be connected to the drive output shaft 2. The first gear can be obtained when the fourth shaft 4 is connected by the first shifting element SE1 to the fifth shaft 5. The second gear can be obtained when the first shifting element SE1 connects the fourth shaft 4 to the drive output shaft 2. The transmission output AB is positioned between the first shifting element SE1 and the second planetary gearset PR2. In the present case the transmission output AB is in the form of a spur gear. Thus, depending on the shifting position of the first shifting element SE1 two different transmission ratios can be obtained between the transmission input AN and the transmission output AB. The two planetary gearsets PR1, PR2 are both in the form of minus planetary gearsets. Here, the two planetary gearsets PR1, PR2 are arranged coaxially with a rotational axis (not shown) passing through the drive input shaft.
Since the fifth shaft 5 is connected to the housing G, when the first shifting element SE1 is actuated correspondingly the fourth shaft 4 can be braked or held fixed on the housing G. Since the sixth shaft 6 is connected on the one hand to the sun gear S2 of the second planetary gearset PR2 and on the other hand to the housing G, the sun gear S2 of the second planetary gearset PR2 is always at rest, i.e. it does not rotate.
The first shifting element SE1 is again made as a dual shifting element. This means that the first shifting element SE1 only has one actuator. In this case the first gear can be obtained when the third shaft 3 is connected by the first shifting element SE1 to the fourth shaft 4. This means that the third shaft 3 can be braked or fixed relative to the housing G by means of the first shifting element SE1 and the fourth shaft 4. The second gear can be obtained when the first shifting element SE1 connects the third shaft 3 to the fifth shaft 5.
The planetary gearset PR1, the planetary gearset PR2, the transmission input AN, the transmission output AB and the first shifting element SE1 are all arranged coaxially with a rotational axis (not shown) that passes through the drive input shaft 1.
The transmission input AN and the transmission output AB are at respectively opposite ends of the multi-speed transmission 9. Between the transmission input AN and the transmission output AB are arranged the first planetary gearset PR1, the first shifting element SE1 and the second planetary gearset PR2, in the sequence mentioned.
The first shifting element SE1 is again made as a dual shifting element. By means of the first shifting element SE1 the third shaft 3 can be connected to the fifth shaft 5. This gives the second gear of the transmission. Furthermore, by means of the first shifting element SE1 the fifth shaft 5 can be connected to the sixth shaft 6. Since the sixth shaft 6 is connected to the housing G, in the shift condition of the first shifting element SE1 just described the fifth shaft 5 and hence also the ring gear H2 of the second planetary gearset PR2 can be braked or fixed relative to the housing G. In that way the first gear of the multi-speed transmission 9 can be obtained.
The planetary gearsets PR1, PR2, the transmission output AB and the first shifting element SE1 are, as described earlier, arranged coaxially with a rotational axis (not shown) of the drive input shaft 1.
The drive input shaft 1 is connected to the first shifting element SE1 and also to the second shifting element SE2. The first shifting element SE1 is also connected by way of the third shaft 3 to the ring gear H1 of the first planetary gearset PR1. In addition, the first shifting element SE1 is connected by the fourth shaft 4 to the housing G. The planetary carrier PT1 of the first planetary gearset PR1 is connected by way of the drive output shaft 2 to the transmission output AB. By way of the fifth shaft 5, the sun gear S1 of the first planetary gearset PR1 is connected to the second shifting element SE2. The second shifting element SE2 is also connected by the sixth shaft 6 to the housing G.
The two shifting elements SE1, SE2 are in each case made as dual shifting elements. By virtue of the arrangement described a total of three different transmission ratios, in other words three gears can be obtained by the multi-speed transmission 9. The first gear can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3 and the second shifting element SE2 connects the fifth shaft 5 to the sixth shaft 6, i.e. the third shaft 3 can be braked or fixed relative to the housing G. The second gear is obtained when the first shifting element SE1 connects the third shaft 3 to the fourth shaft 4, whereby the third shaft 3 can be braked or fixed relative to the housing G. Furthermore, by means of the second shifting element SE2 the drive input shaft 1 is connected to the fifth shaft 5. The third gear of the multi-speed transmission 9 can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3 and the second shifting element SE2 connects the drive input shaft 1 to the fifth shaft 5.
The shifting elements SE1, SE2, the first planetary gearset PR1 and the transmission output AB are arranged coaxially with a rotational axis (not shown) of the drive input shaft 1.
With this embodiment of the multi-speed transmission 9 a total of three different transmission ratios can be obtained. The first shifting element SE1 is made as a dual shifting element. By virtue of the first shifting element SE1 the first gear can be obtained when the third shaft 3 is connected to the fourth shaft 4, whereby the third shaft 3 can be braked or fixed relative to the housing G. The second gear can be obtained by means of the first shifting element SE1 when the drive input shaft 1 is connected to the third shaft 3. The third gear can be obtained when the second shifting element SE2 connects the fifth shaft 5 to the sixth shaft 6. Thereby the fifth shaft 5 can be braked or fixed relative to the housing G.
The shifting elements SE1, SE2, the planetary gearsets PR1, PR2 and the transmission output AB are arranged coaxially with a rotational axis (not shown) of the drive input shaft.
With this embodiment of the multi-speed transmission 9 three different transmission ratios between the transmission input AN and the transmission output AB can be obtained. The first gear can be obtained when the first shifting element SE1 connects the third shaft 3 to the fourth shaft 4, whereby the third shaft 3 and the components and elements connected thereto are braked or fixed relative to the housing G by way of the fourth shaft 4. The second gear can be obtained when the second shifting element SE2 connects the fifth shaft 5 to the third shaft 3. The third gear can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3.
Starting from the transmission input AN, the first shifting element SE1, the first planetary gearset PR1, the second planetary gearset PR2, the second shifting element SE2 and the transmission output AB are arranged in the sequence just mentioned. The transmission input AN and the transmission output AB are arranged coaxially, respectively at opposite ends of the multi-speed transmission 9. Furthermore, the shifting elements SE1, SE2 and the planetary gearsets PR1, PR2 are also arranged coaxially with a rotational axis (not shown) of the drive input shaft.
The drive input shaft 1 is connected to the sun gear S1 of the first planetary gearset PR1, to the sun gear S2 of the second planetary gearset PR2 and, further, to the second shifting element SE2. The planetary carrier PT1 of the first planetary gearset PR1 is connected to the transmission output AB by the drive output shaft 2. The ring gear H1 of the first planetary gearset PR1 is connected by the third shaft 3 to the first shifting element SE1 and, further, to the planetary carrier PT2 of the second planetary gearset PR2. The first shifting element SE1 is connected by the fourth shaft 4 to the housing G. The ring gear H2 of the second planetary gearset PR2 is connected by the fifth shaft 5 to the second shifting element SE2. By way of the sixth shaft 6, the second shifting element SE2 is also connected to the housing G.
The second shifting element SE2 is made as a dual shifting element. With this embodiment of the multi-speed transmission three different transmission ratios between the transmission input and the transmission output can be obtained. The first gear can be obtained when the first shifting element SE1 connects the third shaft 3 to the fourth shaft 4 and the third shaft 3 can thereby be braked or fixed relative to the housing G. The second gear can be obtained when the second shifting element SE2 connects the fifth shaft 5 to the sixth shaft 6 so that the fifth shaft 5 can be braked or fixed relative to the housing G. The third gear can be obtained when the second shifting element SE2 connects the drive input shaft 1 to the fifth shaft 5. The planetary gearsets PR1, PR2, the shifting elements SE1, SE2 and the transmission output AB are arranged coaxially with a rotational axis (not shown) of the drive input shaft 1.
By virtue of the arrangement just described, with the multi-speed transmission 9 three different transmission ratios can be obtained between the transmission input AN and the transmission output AB. The first gear can be obtained when the second shifting element SE2 connects the third shaft 3 to the fourth shaft 4, whereby the third shaft 3 can be braked or fixed relative to the housing G. The second gear of the multi-speed transmission 9 can be obtained when the second shifting element SE2 connects the third shaft 3 to the fifth shaft 5. The third gear of the multi-speed transmission 9 can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the drive output shaft 2.
The shifting elements SE1, SE2, the planetary gearsets PR1, PR2 and the transmission output AB are arranged coaxially with a rotational axis (not shown) of the drive input shaft 1.
By virtue of the embodiment of the multi-speed transmission 9 shown here, three different transmission ratios can be obtained between the transmission input AN and the transmission output AB. The first gear of the multi-speed transmission 9 can be obtained when the first shifting element SE1 connects the third shaft 3 to the fourth shaft 4, so that the third shaft 3 can be braked or fixed relative to the housing G. The second gear can be obtained when the second shifting element SE2 connects the fifth shaft 5 to the sixth shaft 6 and thereby the fifth shaft 5 can be braked or fixed relative to the housing G. The third gear can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3. Here, the first shifting element SE1 is made as a dual shifting element.
By means of the embodiment of the multi-speed transmission 9 shown in
In this case, with the multi-speed transmission 9 shown here four different transmission ratios can be obtained between the transmission input AN and the transmission output AB. The first gear can be obtained when the first shifting element SE1 connects the third shaft 3 to the fourth shaft 4 and thereby the third shaft can be braked or fixed relative to the housing G. At the same time, the second shifting element SE2 connects the sixth shaft 6 to the seventh shaft 7 whereby the sixth shaft 6 can be braked or fixed relative to the housing G. The second gear can be obtained when, again, the third shaft 3 is connected by the first shifting element SE1 to the fourth shaft 4. In contrast to the first gear, however, in this case the sixth shaft 6 is connected by the second shifting element SE2 to the drive output shaft 2. The third gear can be obtained when, as already in the first gear, the second shifting element SE2 connects the sixth shaft 6 to the seventh shaft 7. In addition, the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3. The fourth gear can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3 and at the same time the second shifting element SE2 connects the drive output shaft 2 to the sixth shaft 6.
By means of the arrangement of the multi-speed transmission 9 just described four different transmission ratios can be obtained between the transmission input AN and the transmission output AB. The first gear can be obtained when the first shifting element SE1 connects the third shaft 3 to the fourth shaft 4 and the third shaft 3 can therefore be braked or fixed relative to the housing G. At the same time, the second shifting element SE2 connects the drive output shaft 2 to the sixth shaft 6. The second gear can be obtained when the first shifting element SE1 again connects the third shaft 3 to the fourth shaft 4. Moreover, at the same time the second shifting element SE2 connects the sixth shaft 6 to the seventh shaft 7 and thereby the sixth shaft can be braked or fixed relative to the housing G. The third gear can be obtained when the first shifting element SE1 connects the drive input shaft 1 to the third shaft 3 and at the same time the second shifting element SE2 connects the drive output shaft to the sixth shaft 6. The fourth gear can be obtained when the first shifting element SE1 again connects the drive input shaft 1 to the third shaft 3 and at the same time the second shifting element SE2 connects the sixth shaft 6 to the seventh shaft 7.
Starting at the transmission input AN, the transmission input AN, the first planetary gearset PR1, the transmission output AB and the first shifting element SE1 are arranged in the sequence just mentioned. The first planetary gearset PR1, the transmission output AB and the first shifting element SE1 are arranged coaxially with a common rotational axis (not shown here). The first planetary gearset PR1 is designed as a minus planetary gearset.
With this embodiment of the multi-speed transmission 9 a total of two different transmission ratios can be obtained between the transmission input AN and the transmission output AB. The first shifting element SE1 is made as a dual shifting element. By virtue of the first shifting element SE1 the first gear can be obtained when the third shaft 3 is connected to the fourth shaft 4, whereby the third shaft 3 can be braked or fixed relative to the housing G. By virtue of the first shifting element SE1 the second gear can be obtained when the drive output shaft 2 is connected to the third shaft 3.
In a further modification (not shown here) of the above-mentioned embodiment, The drive input shaft AW at the transmission input AN is connected to the drive element 8. At the transmission output AB the rotational movement from the drive element 8 is transmitted to a first spur gear stage ST1, while the second spur gearwheel SR2 of the first spur gear stage ST1 is connected to an intermediate shaft ZW and also to a first spur gearwheel SR3 of a second spur gear stage ST2. The first spur gearwheel SR3 of the second spur gear stage ST2 engages with a second spur gearwheel SR4 of the second spur gear stage ST2 and transmits the rotational movement to the vehicle axle 10 and the wheels 11 attached thereto.
The drive element 8, the multi-speed transmission 9 and each of the spur gear stages ST1, ST2 can be arranged in any position above, below, in front of or behind the vehicle axle 10.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102014213012.3 | Jul 2014 | DE | national |
This application is a National Stage completion of PCT/EP2015/062246 filed Jun. 2, 2015, which claims priority from German patent application serial no. 10 2014 213 012.3 filed Jul. 4, 2014.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2015/062246 | 6/2/2015 | WO | 00 |
