CN101568444A - 具有分离式发动机的混合动力车 - Google Patents
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Abstract
本发明涉及一种混合动力车,它具有一个内燃机式驱动装置(2)和一个电机(3),所述内燃机式驱动装置通过一个第一离合装置(1)能与一变速器(6)耦联,其中,所述变速器能够仅通过内燃机式驱动装置进行驱动,或者同时通过内燃机式驱动装置和通过电机进行驱动,或者在断开第一离合装置(9)的情况下,仅通过电机进行驱动。所述内燃机式驱动装置具有一个第一内燃机单元(7)和一个第二内燃机单元(8),所述第一内燃机单元通过第一离合装置能与变速器耦联,所述第二内燃机单元通过一个第二离合装置(12)能与第一内燃机单元耦联。
Description
本发明涉及一种按照权利要求1前序部分所述的混合动力车。
在本专利申请中,所说“混合动力车”指的是这样一种车辆,它具有一个内燃机式驱动装置和至少一个电机,设置所述电机是用来:以发电机方式回收利用制动能量,并在某些运行状态中以电动机方式支持内燃机式驱动装置,或者在某些运行状态中以纯粹电动机方式驱动车辆。
本发明的目的是,提供一种混合动力车,使其所具有的功率潜力尽可能好地匹配于当时的功率需求。
该目的通过权利要求1所述的特征得以实现。本发明的一些有利设计和发展由各项从属权利要求得出。
本发明的出发点是这样一种混合动力车,其具有一个内燃机式驱动装置和一个电机,所述内燃机式驱动装置通过一个第一离合装置能与一变速器耦联,其中,变速器按选择能够:
●仅通过内燃机式驱动装置进行驱动,或者
●同时通过内燃机式驱动装置和通过电机进行驱动,或者
●在断开第一离合装置的情况下,仅通过电机进行驱动。
本发明的核心在于:内燃机式驱动装置具有至少两个内燃机单元,即一个第一内燃机单元和一个第二内燃机单元,所述第一内燃机单元可以通过第一离合装置与变速器耦联,所述第二内燃机单元可以通过一第二离合装置与第一内燃机单元耦联。
在只有中等功率需求的运行状态,车辆可以仅由第一内燃机单元和/或电机进行驱动。如果需要更高的功率,例如快速的高速公路行车时,则可接通第二内燃机单元。
对于所述的两个内燃机单元,举例来说,分别可以是配有两个气缸的“内燃机”。但各个内燃机单元的气缸数并非必须相等,也可以是不同的。
这种混合动力车可以在许多种运行状态下运行,例如可采取下列运行状态:
●运行状态1,其中,两个内燃机单元都被切断,混合动力车仅由电机加以驱动。
●运行状态2,其中,第一内燃机单元被接通,而第二内燃机单元被切断。于是,在该运行状态下,车辆可以仅由第一内燃机单元和由电机加以驱动,只要该电机是接通的。
●运行状态3,其中,两个内燃机单元都被接通。于是,在该运行状态下,车辆可以利用全部的按内燃机方式提供的功率,亦即由两个内燃机单元和由电机加以驱动,只要该电机是接通的。
为了控制电机,设置了一个相应的电子装置。根据本发明的一项发展,做了如下规定:在从运行状态2过渡到运行状态3时,即在起动第二内燃机单元时,电机至少短时间地产生一个驱动力矩,该驱动力矩支持第二内燃机单元的起动。优选地,在起动第二内燃机单元时,电机至少提供如此多的由电动机产生的转矩,使得对于起动过程所需的功率得到补偿,并避免在变速器输入端发生(暂时的)转矩下降。
根据本发明的一项发展,电机即使在惯性推动运行中也可以通过发电机的负载力矩来平衡在第二内燃机单元耦联及去耦时的延迟响应特性。
电机也可以特别用作第一内燃机单元的起动器。
下面将结合附图对本发明作详细说明。唯一的图1示意地表示了本发明的基本原理。
图1表示一种混合动力车的传动系1,其具有一个内燃机式驱动装置2和一个电机3,在此,该电机被安置在一变速器6的变速器外壳5的罩体4内。
内燃机式驱动装置2是由一个第一内燃机单元7和一个第二内燃机单元8所构成的,这两个内燃机单元可以安置在一个共同的发动机外壳中。这两个内燃机单元7、8各自具有一个单独的曲轴7a、8a。所述的两个内燃机单元7、8可以是具有相等气缸数或具有不同气缸数的内燃机单元。例如,内燃机单元7和内燃机单元8可以分别是一种“双缸发动机”。
如图1所示,内燃机单元7是通过一个第一离合装置9与变速器6的输入轴10相连接的。电机3的转子11与变速器6的输入轴10抗扭地相连。在离合装置9接合时,变速器6也就能够通过第一内燃机单元7和通过电机3被驱动,只要电机被接通。
在制动过程中,电机3可以用来回收利用制动能量,也就是说,用于将机械能转换成电能。在这种运行状态中,电机是作为由变速器输入轴10所驱动的发电机进行工作的。
此外,电机还可用作第一内燃机单元7的起动机或起动器。由一个在图中未详示出的蓄能装置例如蓄电池或电容器馈能,使第一内燃机单元7在离合装置9接合时可以由电机3加以起动。
在两个内燃机单元7、8的两个曲轴7a、8a之间,设置了一个第二离合装置12。当两个离合装置9、12都接合时,变速器便可同时由两个内燃机单元7、8和由电机3加以驱动,只要该电机是接通的。
为了在起动第二内燃机单元8时避免转矩下降以及与之关联的车辆速度或加速度下降,可以在起动过程中通过电机3对用于第二内燃机单元8的起动转矩进行补偿。
Claims (7)
1.混合动力车,它具有一个内燃机式驱动装置(2)和一个电机(3),所述内燃机式驱动装置通过一个第一离合装置(9)能与一变速器(6)耦联,其中,所述变速器能够:
●仅通过内燃机式驱动装置(2)进行驱动,或者
●同时通过内燃机式驱动装置(2)和通过电机(3)进行驱动,或者
●在断开第一离合装置(9)的情况下,仅通过电机(3)进行驱动,
其特征在于,所述内燃机式驱动装置(2)具有一个第一内燃机单元(7)和一个第二内燃机单元(8),所述第一内燃机单元通过所述第一离合装置(9)能与所述变速器(6)耦联,所述第二内燃机单元通过一个第二离合装置(12)能与第一内燃机单元(7)耦联。
2.按权利要求1所述的混合动力车,其特征在于,在混合动力车运行过程中,所述内燃机式驱动装置(2)至少能采取以下运行状态:
●运行状态1,其中,两个内燃机单元(7,8)都被切断或者被去耦,并且混合动力车仅由电机(3)驱动;
●运行状态2,其中,第一内燃机单元(7)被接通,并且第二内燃机单元(8)被切断或被去耦;
●运行状态3,其中,两个内燃机单元(7,8)都被接通或者被耦合。
3.按权利要求1或2所述的混合动力车,其特征在于,设置有一个用于控制电机(3)的电子装置。
4.按权利要求2或3之一所述的混合动力车,其特征在于,在从运行状态2过渡到运行状态3时,电机(3)产生一个驱动力矩,该驱动力矩支持第二内燃机单元(8)的起动,并防止在变速器(6)输入端的转矩下降。
5.按权利要求1至3中任一项所述的混合动力车,其特征在于,所述电机(3)具有一转子(11),该转子抗扭地与变速器(6)的一个输入轴(10)连接。
6.按权利要求1至5中任一项所述的混合动力车,其特征在于,所述第一离合装置(9)设置在第一内燃机单元(7)和变速器(6)之间。
7.按权利要求1至6中任一项所述的混合动力车,其特征在于,所述第二离合装置(12)设置在两个内燃机单元(7,8)之间,并且在接合状态时将第一内燃机单元(7)的一个曲轴(7a)与第二内燃机单元(8)的一个曲轴(8a)耦联。
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DE102007010343A DE102007010343A1 (de) | 2007-03-03 | 2007-03-03 | Hybridfahrzeug mit Splitmotor |
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CN102345507A (zh) * | 2010-07-22 | 2012-02-08 | Dr.Ing.h.c.F.保时捷股份公司 | 内燃发动机 |
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DE102008049578B4 (de) * | 2008-09-30 | 2012-04-12 | Wilhelm Ebrecht | System mit zwei Verbrennungskraftmaschinen |
WO2012075974A2 (de) | 2010-06-29 | 2012-06-14 | Schaeffler Technologies AG & Co. KG | Antriebsbaugruppe |
DE102010036575A1 (de) | 2010-07-22 | 2012-01-26 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Kraftfahrzeug |
US8631885B2 (en) * | 2010-12-17 | 2014-01-21 | Leo Oriet | Multi-use dual-engine, variable-power drive |
US9242543B2 (en) * | 2013-07-08 | 2016-01-26 | Leo P. Oriet | Series hybrid generator |
US11255276B2 (en) | 2017-10-16 | 2022-02-22 | Massachusetts Institute Of Technology | Upspeeded operation of alcohol-enabled gasoline engines |
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CN102345507A (zh) * | 2010-07-22 | 2012-02-08 | Dr.Ing.h.c.F.保时捷股份公司 | 内燃发动机 |
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JP2010529919A (ja) | 2010-09-02 |
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