CN103153668B - 混合驱动*** - Google Patents
混合驱动*** Download PDFInfo
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- CN103153668B CN103153668B CN201180044114.0A CN201180044114A CN103153668B CN 103153668 B CN103153668 B CN 103153668B CN 201180044114 A CN201180044114 A CN 201180044114A CN 103153668 B CN103153668 B CN 103153668B
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- 238000002485 combustion reaction Methods 0.000 claims abstract description 80
- 238000006243 chemical reaction Methods 0.000 claims description 15
- 238000013461 design Methods 0.000 claims description 15
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- 230000005540 biological transmission Effects 0.000 description 12
- 230000008901 benefit Effects 0.000 description 5
- 238000011161 development Methods 0.000 description 4
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- 238000000034 method Methods 0.000 description 3
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- 230000000694 effects Effects 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
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- 238000005265 energy consumption Methods 0.000 description 1
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- 229910001416 lithium ion Inorganic materials 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
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- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
- B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
本发明涉及一种混合驱动***,其包括:内燃机,电机和扭矩叠加装置,借助该扭矩叠加装置,能够将由内燃机提供的扭矩与由电机提供的扭矩相叠加,其中,所述扭矩叠加装置具有第一和第二扭矩输入端和一个扭矩输出端。电机能够通过第一传动装置与第一扭矩输入端耦联以及内燃机能够通过第二传动装置与第二扭矩输入端耦联。
Description
技术领域
本发明涉及一种机动车用、特别是轿车用的混合驱动***。
背景技术
在很多由现有技术已知的混合动力方案中,内燃机的曲轴通过第一离合器与电机的转子连接并且通过第二离合器与多挡自动变速器的输入轴连接。在“并联运行模式”中,就是说当车辆同时既由内燃机驱动又由电机驱动时,内燃机和电机因此以同样的转速旋转或者如果它们通过一个“传动机构”相互耦联的话则按照预定的转速比旋转,这种方式在能量上并非总是最理想的。
发明内容
本发明的目的是,提供一种新式的混合驱动***方案,该方案更好地处理了传统混合驱动***方案的上述缺点。
为此,本发明提供一种机动车用的混合驱动***,其包括:
-内燃机,
-电机,和
-扭矩叠加装置,借助该扭矩叠加装置,能够将由内燃机提供的扭矩与由电机提供的扭矩相叠加,其中,所述扭矩叠加装置具有第一和第二扭矩输入端和一扭矩输出端以及第一传动装置和第二传动装置,
并且,电机能够与第一扭矩输入端耦联以及内燃机能够与第二扭矩输入端耦联,其中,第一扭矩输入端与第一传动装置相连接以及第二扭矩输入端与第二传动装置相连接,各传动装置分别在输出侧与所述扭矩输出端相耦联,
其特征在于:两个传动装置中的至少一个具有至少两个能够交替调选的传动级,当机动车同时既由内燃机驱动又由电机驱动时,包括内燃机的功率分支和包括电机的功率分支能够彼此独立地控制,使得在所述传动级的范围内能够彼此独立地选择内燃机的转速和电机的转速。
本发明的出发点是一种混合驱动***,其包括可以由一个电机构成的第一驱动装置和可以由一个内燃机构成的第二驱动装置。两个驱动装置通过一个“扭矩叠加装置”相互耦联。对于所说概念“扭矩叠加装置”应作极其广泛的解释。这里指的是完全普通的意思:两个驱动装置的驱动功率或者有关的驱动力矩能够被“联接”在一起,就是说相叠加,例如借助于相加变速传动机构(Summiergetriebe)。扭矩叠加装置与此相应地具有:第一扭矩输入端,该扭矩输入端被配置给第一驱动装置;和第二扭矩输入端,该扭矩输入端被配置给第二驱动装置;以及一个扭矩输出端,通过该扭矩输出端“联接”在一起的扭矩可以被传递到车辆的驱动车轮上。
在下文中,将概念“电机”或者还有“E-马达”用于第一驱动装置以及将概念“内燃机”用于第二驱动装置,但这一点不应被理解为限制性的。
本发明的核心在于:电机通过第一扭矩输入端与或者可以与扭矩叠加装置的“第一传动装置”耦联或可耦联,以及内燃机通过第二扭矩输入端与或者可以与扭矩叠加装置的“第二传动装置”耦联或可耦联,并且所述传动装置分别在输出侧与扭矩输出端耦联,亦即在运动学上连接。至少一个、优选两个传动装置具有至少两个能够交替调选的传动机构或者说传动级。原则上传动装置可以采用各种不同的结构,诸如可转换的圆柱齿轮变速级、可转换的行星齿轮变速传动机构、可转换的皮带传动或者链条传动等等,或者还有可无级转换的传动装置。
利用本发明的混合驱动***,两个“功率分支”可以彼此独立地控制。在可供使用的挡位的框架内可以彼此独立地选择内燃机的转速和电机的转速。未受控制的功率分支在控制过程中以其全部功率维持扭矩叠加装置的扭矩输出端上的牵引力。与此同时,接受控制的功率分支或者有关的驱动装置(电机或者内燃机)可以被用于切换控制的“外部同步”。
换言之,由此产生了与传统的并联混合动力方案不同的优点:电机与内燃机在并联混合动力运行当中不必始终以确定的、预先固定规定的转速比旋转,而是两个驱动装置中的至少一个可以被“转换到另一个挡位中”,这不仅从消费(能耗)观点来说是有益的,而且使得驱动***获得更好的动力。
本发明进一步提出如下有益的优选设计:
两个传动装置分别具有至少两个能够交替调选的传动级;
第二传动装置具有两个至四个能够交替调选的传动级;
第二传动装置具有正好三个能够交替调选的传动级;
第二传动装置的传动级是按照下述方式设计的:一个传动级构造为适合最高速度的行驶挡以及另一传动级构造为经济挡;
第二传动装置中的另一传动级构造为起步挡;
第一传动装置具有正好两个能够交替调选的传动级;
第一传动装置的较长设计的传动级设计为车辆的适合最高速度的挡位;
该混合驱动***具有正好一个产生车辆牵引力的电机;
扭矩叠加装置的扭矩输出端构造为带有输出齿轮级的输出轴,其中,所述输出齿轮级与机动车的受驱动车轴的差速器连接;
所述输出齿轮级直接与机动车的受驱动车轴的差速器连接;
扭矩叠加装置包括三根轴,其中,第一轴与第一扭矩输入端相连接,第二轴与第二扭矩输入端相连接以及第三轴与扭矩输出端相连接,并且,各传动装置的传动级被构造成圆柱齿轮组,这些圆柱齿轮组设置在相应的各轴上;
第二传动装置的起步挡和/或第二传动装置的附加的、构造成中间挡的行驶挡通过对圆柱齿轮组的多重使用得以实现;
为了转换传动级而设置有转换元件;
每个传动级都配置有同步装置;
内燃机的额定功率等于或者大于在机动车最高速度时的功率需求,电动机的峰值功率大于内燃机的额定功率的80%;
内燃机的额定功率最大为在机动车最高速度时的功率需求的1.5倍,电动机的持续功率大于内燃机的额定功率的80%。
根据本发明的发展设计,配置给内燃机的第二传动装置具有至少两个和最多四个、优选正好三个能够交替调选的传动级。
在这种情况下,第二传动装置的至少两个传动级应该被如下地设计:一个传动级构造为适合最高速度的行驶挡以及另一传动级构造为经济挡(Effizienzgang)。利用适合最高速度的行驶挡,可以使车辆以最高速度行驶。与此相反,经济挡比适合最高速度的行驶挡设计得更长,并因此能够在中等和较高的速度范围内(例如在乡间公路上或者高速公路上)使内燃机效率最佳化地运行。
在以这种方式设计的第二传动装置的传动级被限定为两个的情况下,电动机的第一传动装置以及还有电动机的功率应该按如下方式设计:在起步时和在低速范围内,即特别是在市内运行中,基本上由电动机对车辆进行牵引。这里,内燃机在各种情况下在必要时通过提供基本负荷给予支持。
第二传动装置的传动级被限定为两个的本发明的混合驱动***适宜于具有较高电功率的、高度电气化的驱动,就是说电动机的峰值功率应该为内燃机的额定功率的至少30%,优选至少50%,较好为80%以及理想的为至少100%。在这种情况下,电动机的持续功率例如在对于电动机来说通常的情况下总是为峰值功率的一半以下。
电动机的峰值功率与内燃机的额定功率之间的功率状况越平衡,电动机就越能够特别是在加速过程中更好地覆盖(abdecken)动态的负载需要。驱动装置特别是在换挡的情况中也能够相互支持,因此在换挡过程中可以实现很舒适的换挡过程而没有或者只有稍微的牵引力中断(Zugkrafteinbruch)。
如果电动机的持续功率与内燃机的额定功率之间的功率比大致平衡的话或者内燃机的额定功率大的话,即电动机的持续功率约为内燃机的额定功率的80%或者以上的话,则是特别有益的。在这种情况下,电动机还可以在内燃机的行驶挡还不能或者仅仅能以很小的功率运行的行驶状况中-因此在按照本发明构造的、具有例如仅仅两个如上所述构造的内燃机的挡位的情况下在起步时和在最低速度范围内最大直至约30km/h-提供牵引功率并且因此使行驶功能(Fahrfunktion)实现纯或者大部分电动机化,而行驶功率没有受到限制。
如果电动机的峰值功率低于上面详细说明的最小功率要求的话,那么电动机不再能实行完整的行驶功能,而是在必要时依然支持内燃机的行驶模式(所谓的“辅助”)。由此,可以不再实现将现今通常的6个或者更多的内燃机挡位按照本发明减少到具有此处列举的本发明的优点的、几个不多的挡位。
由于第二传动装置的传动级数量很少,在特别是结构容积需求也很小的同时零件方面的费用也很少。
根据本发明的一个发展设计,另外可以符合目地将第二传动装置的另一个传动级构造成起步挡。在这种情况中一个起步元件,例如一个起步离合器可以被整合在混合驱动***内。起步挡可以同时用作低速范围内的山区行驶挡并且准备在车辆的蓄电***的蓄能量不能为牵引提供足够的能量的情况中可以进行内燃机牵引。
特别是在根据上述优选范围电动机功率比较小的情况下,从动力的角度来看再为第二传动装置设置另一个第四传动级会是合理的,该传动级作为另外的、位于起步挡与适宜最高速度的行驶挡之间的、但不是适宜最高速度的行驶挡被设置在传动侧。特别是当从低速区加速时,才使用这个第四传动级。
虽然第一传动装置可以被构造成具有唯一的、不可转换的传动级或者甚至是直接的(传动比1:1),但是如果第一传动装置也被构造成具有至少两个能够交替调选的传动级的话是特别有益的。
在此,“较长”设计的传动级优选被设计为车辆的适宜最高速度的挡位。由此产生如下优点:较短设计的传动级以对于E-马达来说典型突出的力矩输出供给可以被用作动力挡,而较长设计的传动级能够使E-马达即使在直到车辆的最高速度为止的高速区内也可以耦联接合,因此既可用于制动能回收也可用于推进(Boosten)。
根据本发明的一个发展设计,混合驱动***具有正好一个唯一的、为产生车辆牵引力而设置的电机,这实现了比较简单和紧凑以及特别是成本也低的构造。这当然还包括例如为了发动内燃机在***组合构造(Systemverbund)内整合有一个另外的电机的方案,其中,这个电机不被用于产生牵引力。
根据本发明的一个有益的发展设计,扭矩叠加装置的扭矩输出端被构造成带有输出齿轮级的输出轴,其中输出齿轮级优选直接与机动车的驱动车轴的差速器连接。
为了调选传动装置的各个传动级,可以设置形状锁合的或者摩擦锁合的“转换元件”。在圆柱齿轮变速级中例如可以设置换挡套管。为了提高换挡舒适性,可以为形状锁合的换挡元件之一或者全部形状锁合的换挡元件分别配置一个同步装置。由于通过内燃机或者通过电机已经可以形成一个“外部的”预同步,所以也可以使用较简单的、成本低的换挡元件,诸如带有牙嵌离合器而无同步单元的滑动套筒,如它们例如在摩托车变速器上闻名的那样。可以通过内燃机或者电机的相应的转速调节实现“外部的同步”。
如果将行星齿轮传动用作传动装置的话,那么作为转换元件可以考虑特别是摩擦离合器或者摩擦制动器。而且原则上在可转换的圆柱齿轮变速级中也可以使用摩擦锁合的转换元件。
通过将所述有关的转换元件或者这些有关的转换元件转换到“中立位置”可以很简单地将电机或者内燃机与扭矩叠加装置分离(脱离耦联)。所说概念“中立位置”应理解为这样一个位置,在该位置中没有扭矩能够从电机或者内燃机被传递到扭矩叠加装置上。通过这种方式,既可以实现纯电动牵引也可以使内燃机分离以减少牵引力矩或者是纯内燃机驱动,此时电机被分离。
特别是利用本发明所实现的优点概括如下:
-两个功率分支的独立的可控制性实现了相互间的牵引力支援。因此相对传统的混合动力方案提高了舒适度,在传统的混合动力方案中挂入变速挡位时总是会“明显感觉到”有两个功率分支。
-本发明的混合动力方案允许驱动装置具有自由的规模可伸缩性并且因此不仅适合于传统的混合动力方案,而且特别是还适合于所谓的***式混合动力方案。
-内燃机和电机的运转点的独立选择展现了节能减排、改善传动噪声以及提高行驶功率的很高的潜力。
-通过扭矩叠加装置的“相加功能”(Summierfunktion)内燃机与电机在运行中能够优化互补。通过这种方式产生节约潜力和效率潜力,这又实现了两个驱动装置的“模糊化”(Entfeinerung)。“模糊化”意味着:与传统的混合动力方案不同,电机不必再在整个转速范围上满足最高效率要求。
-利用本发明的混合驱动***,在牵引方面可以有选择地进行混合牵引,即两个驱动装置相互联合并提供与行驶状况相关的正的(驱动的)或者还有负的(仅适用于发电机方式运行中的E-马达)力矩,或者还有e-行驶功能意义上的纯电动运行。
附图说明
下文将参照附图进一步阐述本发明。附图中:
图1为本发明的基本原理的示意图;
图2为图1中所示出的、包括一个附加的过桥轴的方案;和
图3为本发明的混合驱动***的另一实施方式。
具体实施方式
图1示出的是按照本发明构造的混合驱动***1的基本原理图,该混合驱动***包括一个内燃机2、一个电机3和一个扭矩叠加装置4。在图1中未示出部件的壳体、传动机构、轴的支承部位润滑用的供油***以及类似的更多设备。
图1中的被构造成相加变速传动机构的扭矩叠加装置4具有第一扭矩输入端12、第二扭矩输入端8、扭矩输出端16a和16b以及包括两个传动级13和14的第一传动装置和包括三个传动级5、6和7的第二传动装置。扭矩输入端8和12在此处分别被构造成输入轴。电机3的转子轴与扭矩叠加装置4的第一扭矩输入端12以及内燃机2的曲轴与扭矩叠加装置4的第二扭矩输入端8分别通过未被示出的轴连接相耦联。第一扭矩输入端12与第一传动装置相连接以及第二扭矩输入端8与第二传动装置相连接,其中,这个连接在此仅仅是各个输入轴8和12的延续以及本领域技术人员熟悉的将构成各个传动级5、6、7;13、14的圆柱齿轮副5a和5b、6a和6b的各个固定齿轮安装在所述输入轴8和12上。
在输出侧,传动级5、6、7;13、14的空套齿轮5b、6b、7b、13b、14b是设置在输出轴16a上。为了在空套齿轮5b、6b、7b、13b、14b与输出轴16a之间构成抗扭(drehfest,即二者不能相对旋转)的有效连接(作用连接),在图1中所示出的原理图中设置有转换爪9、10和15。这样的转换爪的作用原理和可选的实施方式对于本领域技术人员来说是清楚的。
输出轴16a与被抗扭地安装在该输出轴16a上的从动圆柱齿轮16b共同构成扭矩叠加装置4的扭矩输出端。
从动圆柱齿轮16b在此处图示的车辆构造中与从动差速器17啮合,该从动差速器在本领域技术人员所熟悉的构造设置中又通过输出轴与受驱动的轮18和19有效连接。
内燃机2在此通过被构造为“内燃机分变速器”的、由三个齿轮级5、6、7构成的第二传动装置可以与输出轴16a耦联。齿轮级5、6、7中的每一个都具有一个与内燃机2的曲轴抗扭地连接的齿轮5a、6a、7a。齿轮5a、6a、7a与配属的齿轮5b、6b、7b啮合,这些齿轮分别可旋转地设置在输出轴16a上。
为了转换内燃机分变速器的“三个挡位”,在此设置有一个双转换元件9和一个单转换元件10。每个转换元件可以为每个挡位分别配置一个此处未被进一步示出的同步装置。扭矩或者驱动功率可以通过内燃机分变速器从内燃机2的曲轴8被传递到扭矩叠加装置4的输出轴16a上以及从这里通过从动圆柱齿轮16b被传递到从动差速器17上。
电机3与一电能储存器、例如锂离子电池11电连接。如果电机3以电动机方式工作的话,那么该电机由电池11供给电能。如果该电机3以发电机方式工作的话,那么发电产生的功率被储存在电池11内。
电机3具有一根转子轴,该转子轴通过在图1中未被示出的法兰连接与第一扭矩输入端相连接。第一扭矩输入端如同也已经说明的第二扭矩输入端8那样在此处被构造成输入轴12。转子轴12通过两个在一定程度上构成“电机3的分变速器”的、可转换的齿轮级13、14可以与输出轴16a相耦联。齿轮级13、14分别具有一个抗扭地设置在输入轴12上的齿轮13a或者14a,这些齿轮分别与配属的齿轮13b、14b啮合,这些齿轮可旋转地设置在输出轴16a上。两个可旋转设置的齿轮13b、14b配置有一个双转换元件15,通过该双转换元件电机3能够有选择地通过齿轮级13或者通过齿轮级14与输出轴16a旋转耦联。
该抗扭地设置在输出轴16a上的齿轮16b构成扭矩叠加装置4的“扭矩输出端”。齿轮16b与差速传动装置17的、在此处未被进一步示出的主动齿轮啮合,该主动齿轮将内燃机2和电机3产生的驱动功率传送给此处未被进一步示出的车辆的驱动车轮18、19。
构造成齿轮副的传动级5、6、7,亦即内燃机的可转换挡位的传动比在此是如下选择的:第一挡位(=传动级5)可以用作起步挡或者也可以用作最多为约40km/h的低速时的山区行驶挡,第二挡位(=传动级6)被设计为在可以产生稳定的最高速度的条件下的行驶挡,以及第三挡位(=传动级7)被设计为比所述行驶挡具有更长设计的经济挡。
构造成齿轮副的传动级13、14,即电动机的可转换挡位的传动比在此是如下选择的:第一挡位(=传动级14)被设计为传动短的动力挡(DynamikgangmitkurzerUebersetzung)以及第二挡位(=传动级13)被设计为适宜最高速的挡位。
在功率侧,驱动装置在此被设计为:借助内燃机的额定功率可以产生稳定的最高速度。在空车重量约为1200kg的典型的小型车辆和最高速度大于160km/h的情况下这意味着内燃机的最小功率约为50kW。
如果内燃机的额定功率选择得低的话(在此处介绍的情况中约为50kW),那么电动机的持续功率就应该在内燃机的额定功率范围以内。
与此相反,如果内燃机的额定功率选择得较大的话,那么电动机的峰值功率选择与内燃机的额定功率大约相等就足够了。电动机的峰值功率应该被理解为一台电动机短时,通常在约10秒以上能够输出的功率。峰值功率典型地约为电动机的持续功率的两倍那么高。
利用在图1中所示出的、按照本发明构造的混合驱动***1,原则上可以单纯由内燃机或者单纯由电动机或者在混合牵引中,就是说两个驱动装置联合产生牵引车辆所需的牵引力矩。
此外,该电动机既可以电动机方式也可以发电机方式运行,从而除了回收制动能量之外还可以在内燃机负荷点提高时产生电能。
相对现有技术中已知的混合驱动***的方案,本发明的优点在于:各驱动装置(动力机组)可以彼此独立地进行控制,就是说内燃机的驱动装置运转点与电动机的驱动装置运转点可以彼此独立地调节。
这样,例如可以使内燃机在其经济挡中运行,而同时使电动机在其动力挡中运行。这就保障了牵引车辆所需的“基本负荷”效率最佳化地通过内燃机产生,而同时借助电动机通过动力挡的低速时的电动机典型的瞬时特性(力矩特性)保障了高动力。
另外,电动机通过可转换的第二传动级13还可以直至车辆的最高速度为止保持接入在传动系中,这样即使在很高速度的情况下也能够通过电动机产生牵引力矩或者在减速的情况中可以回收制动能或者减速能。在现有技术的已知的1个挡位的方案中此处要么必须限制车辆的最高速度要么必须使电动机分离。
电动机还可以通过两个传动级效率最佳化地运行。
图2示出的是图1所示的混合动力方案的一个变型。此处附加地设置有一根过桥轴20,该过桥轴能够利用电机3的传动级14构成内燃机2的传动短的起步挡。设置在输出轴16a上的传动级的齿轮组为此如在图1中那样被构造成可转换的空套齿轮。这种状况也用作在停车状态时通过电机3为(未被示出的)电池充电。
作为在图2中所示出的构造的另一可选方案,电机也可以与过桥轴20耦联接合。
另外,在图2所示出的实施例中,内燃机2的曲轴8可以通过一个离合器21与一个第二电机22耦联,该电机驱动一个例如可以是空调器压缩机的辅助装置23。
在图3中示出的是本发明的另一个3-轴-构造的实施方式,其中,所述的3根轴被彼此轴向平行地布置。其构造和作用原理与上面的实施方式的设计相符,设计为起步挡和山区行驶挡的内燃机的第一传动级VM1在此通过共同使用经由EM1的电动机的分变速器,即通过齿轮5a、5b、5c和14得以构成。
在此处还可以附加地设置一个在传动侧布置于VM1与VM2之间的第四挡位VM1/2,在该挡位中电动机的分变速器的共同使用是经由EM2的,即经由5a、5b、5c和13。不过在这种带有挡位选择VM1或者VM1/2的情况中,已经不能再与内燃机无关地对电动机进行控制,而是为了挡位选择VM1还需要一个挡位选择EM1以及为了挡位选择VM1/2还需要挡位选择EM2。
在图3中所示出的本发明的实施方式中还可以进行停车充电,就是说在车辆的停车状态中借助由内燃机驱动的电动机的发电方式运行对电能储存器进行充电。
在图3中附加地示出一个设置于内燃机与扭矩叠加装置的扭矩输入端之间的起步离合器AK,该起步离合器的作用是:允许通过VM1利用内燃机实现起步。
Claims (18)
1.机动车用的混合驱动***(1),其包括:
-内燃机(2),
-电机(3),和
-扭矩叠加装置(4),借助该扭矩叠加装置,能够将由内燃机(2)提供的扭矩与由电机(3)提供的扭矩相叠加,其中,所述扭矩叠加装置(4)具有第一和第二扭矩输入端(12,8)和一扭矩输出端(16)以及第一传动装置(13,14)和第二传动装置(5,6,7),
并且,电机(3)能够与第一扭矩输入端(12)耦联以及内燃机(2)能够与第二扭矩输入端(8)耦联,其中,第一扭矩输入端(12)与第一传动装置(13,14)相连接以及第二扭矩输入端(8)与第二传动装置(5,6,7)相连接,各传动装置(5,6,7;13,14)分别在输出侧与所述扭矩输出端(16)相耦联,
其特征在于:两个传动装置中的至少一个具有至少两个能够交替调选的传动级(5,6,7;13,14),当机动车同时既由内燃机驱动又由电机驱动时,包括内燃机的功率分支和包括电机的功率分支能够彼此独立地控制,使得在所述传动级的范围内能够彼此独立地选择内燃机的转速和电机的转速。
2.如权利要求1所述的混合驱动***,其特征在于:两个传动装置分别具有至少两个能够交替调选的传动级(5,6,7;13,14)。
3.如权利要求1所述的混合驱动***,其特征在于:第二传动装置具有两个至四个能够交替调选的传动级(5,6,7)。
4.如权利要求3所述的混合驱动***,其特征在于:第二传动装置具有正好三个能够交替调选的传动级(5,6,7)。
5.如权利要求1至4之任一项所述的混合驱动***,其特征在于:第二传动装置的传动级是按照下述方式设计的:一个传动级构造为适合最高速度的行驶挡以及另一传动级构造为经济挡。
6.如权利要求5所述的混合驱动***,其特征在于:第二传动装置中的另一传动级构造为起步挡。
7.如权利要求1至4之任一项所述的混合驱动***,其特征在于:第一传动装置具有正好两个能够交替调选的传动级(13,14)。
8.如权利要求7所述的混合驱动***,其特征在于:第一传动装置的较长设计的传动级设计为车辆的适合最高速度的挡位。
9.如权利要求1至4之任一项所述的混合驱动***(1),其特征在于:该混合驱动***(1)具有正好一个产生车辆牵引力的电机(3)。
10.如权利要求1至4之任一项所述的混合驱动***(1),其特征在于:扭矩叠加装置的扭矩输出端构造为带有输出齿轮级(16)的输出轴,其中,所述输出齿轮级(16)与机动车的受驱动车轴的差速器连接。
11.如权利要求10所述的混合驱动***(1),其特征在于:所述输出齿轮级(16)直接与机动车的受驱动车轴的差速器连接。
12.如权利要求1至4之任一项所述的混合驱动***(1),其特征在于:扭矩叠加装置(4)包括三根轴,其中,第一轴与第一扭矩输入端相连接,第二轴与第二扭矩输入端相连接以及第三轴与扭矩输出端相连接,并且,各传动装置的传动级被构造成圆柱齿轮组,这些圆柱齿轮组设置在相应的各轴上。
13.如权利要求12所述的混合驱动***(1),其特征在于:第二传动装置的起步挡和/或第二传动装置的附加的、构造成中间挡的行驶挡通过对圆柱齿轮组的多重使用得以实现。
14.如权利要求2所述的混合驱动***(1),其特征在于:为了转换传动级(5-7;13,14)而设置有转换元件(9,10,15)。
15.如权利要求14所述的混合驱动***(1),其特征在于:每个传动级(5-7;13,14)都配置有同步装置。
16.如权利要求1至4之任一项所述的混合驱动***(1),其特征在于:内燃机的额定功率等于或者大于在机动车最高速度时的功率需求,电动机的峰值功率大于内燃机的额定功率的80%。
17.如权利要求16所述的混合驱动***(1),其特征在于:内燃机的额定功率最大为在机动车最高速度时的功率需求的1.5倍,电动机的持续功率大于内燃机的额定功率的80%。
18.如权利要求1至4之任一项所述的混合驱动***(1),其特征在于:该混合驱动***是轿车用的混合驱动***。
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US7166059B2 (en) | 2004-01-27 | 2007-01-23 | Luk Lamellen Und Kupplungsbau Beteilingungs Kg | Method for upshifting of a parallel shaft gear |
FR2922821B1 (fr) * | 2007-10-24 | 2011-12-16 | Thierry Zerbato | Dispositif d'accouplement pour une motorisation hybride a fonctionnement selon au moins deux modes electrique/ thermique-electrique destinee a un vehicule. |
WO2010070707A1 (ja) * | 2008-12-18 | 2010-06-24 | 本田技研工業株式会社 | ハイブリット車両の動力伝達装置 |
DE102009018885A1 (de) | 2009-04-24 | 2010-10-28 | Bayerische Motoren Werke Aktiengesellschaft | Hybridfahrzeug |
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2010
- 2010-12-15 DE DE102010063092A patent/DE102010063092A1/de not_active Withdrawn
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2011
- 2011-11-19 WO PCT/EP2011/005843 patent/WO2012079683A2/de active Application Filing
- 2011-11-19 EP EP11785609.6A patent/EP2651681B1/de active Active
- 2011-11-19 CN CN201180044114.0A patent/CN103153668B/zh active Active
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2013
- 2013-06-14 US US13/918,327 patent/US8978516B2/en active Active
Patent Citations (3)
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DE10133695A1 (de) * | 2000-07-18 | 2002-03-07 | Luk Lamellen & Kupplungsbau | Getriebe |
EP1232891A1 (fr) * | 2001-02-19 | 2002-08-21 | Peugeot Citroen Automobiles SA | Système de transmission de mouvement pour véhicules à propulsion hybride |
CN101743142A (zh) * | 2007-05-14 | 2010-06-16 | 德国Fev发动机技术有限公司 | 混合动力***的操作方法以及具有两辅助齿轮装置的混合动力*** |
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Publication number | Publication date |
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US8978516B2 (en) | 2015-03-17 |
US20130296099A1 (en) | 2013-11-07 |
CN103153668A (zh) | 2013-06-12 |
EP2651681B1 (de) | 2017-10-25 |
WO2012079683A3 (de) | 2012-09-07 |
WO2012079683A2 (de) | 2012-06-21 |
DE102010063092A1 (de) | 2011-06-30 |
EP2651681A2 (de) | 2013-10-23 |
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