CN105980186A - 用于机动车辆的动力传动系以及用于操作所述类型动力传动系的方法 - Google Patents
用于机动车辆的动力传动系以及用于操作所述类型动力传动系的方法 Download PDFInfo
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- CN105980186A CN105980186A CN201580007910.5A CN201580007910A CN105980186A CN 105980186 A CN105980186 A CN 105980186A CN 201580007910 A CN201580007910 A CN 201580007910A CN 105980186 A CN105980186 A CN 105980186A
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- clutch
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- transmission shaft
- motor
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Classifications
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- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B60K6/40—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 assembly or relative disposition of components
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- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
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- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
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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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Abstract
本发明涉及一种具有第一离合器(2)的动力传动系(118),其具有输入侧(38)和以旋转驱动的方式可选择性地连接至所述输入侧(38)的输出侧(40),并具有变速器(6),所述变速器(6)具有变速器轴(12;120),所述变速器轴(12;120)以旋转驱动的方式连接至或可连接至所述输出侧(40)并且借助于第二离合器(140;142)以旋转驱动的方式可选择性地连接至齿轮(122;124;126),其中电机(96)的转子(100)设置在所述输出侧(40)上,并且所述电机(96)在电动机操作时可以被控制或调节以使得所述变速器轴(12;120)和所述齿轮(122;124;126)的转速在第二离合器(140;142)闭合之前彼此近似或一致。本发明还涉及一种用于在根据本发明所述类型的动力传动系(118)中的变速器中进行换挡的方法。
Description
本发明涉及一种用于机动车辆的动力传动系,其具有第一离合器,所述第一离合器具有输入侧和以旋转驱动的方式可选择性地连接至输入侧的输出侧;并且具有变速器,所述变速器具有以旋转驱动的方式连接或可连接至输出侧的变速器轴,其中变速器轴以旋转驱动的方式可选择性地通过第二离合器连接至齿轮(例如,浮动齿轮)。本发明还涉及一种用于在所述类型的动力传动系内的变速器中进行换档的方法。
从实践中已知的机动车辆中的动力传动系具有第一离合器,其中第一离合器具有输入侧和以旋转驱动的方式可选择性地连接至输入侧的输出侧。另外,已知的动力传动系具有变速器,其具有以旋转驱动的方式的连接或可连接至输出侧的变速器轴,其中变速器轴以旋转驱动的方式可选择性地通过第二离合器连接至布置在变速器轴上的齿轮或浮动齿轮。在这种情况中,浮动齿轮以旋转驱动的方式与另一变速器轴上的另一个齿轮啮合,使得浮动齿轮与另一个齿轮一起形成齿轮组。通常使用所谓的换档套管作为第二离合器。为了使变速器轴的转速以及齿轮的转速在第二离合器闭合之前彼此近似或一致,第二离合器具有同步主体或同步环,其利用摩擦力使变速器轴和齿轮的转速彼此近似或一致。这些实施例已在手动变速器中得到证明,但是存在相对繁琐的构造和增加摩擦损耗的缺点,特别是对于第二离合器或换档套管。另外,如果动力传动系是呈混合驱动的动力传动系的形式,使得电机的转子布置在第一离合器的输出侧上,存在的又一个问题是布置在第一离合器的输出侧上的转子的附加重量构成了阻碍同步过程的附加惯性质量。
因此,本发明的目的是提供一般类型的动力传动系,其使得同步简单、磨损减少并且具有相对简单的构造。本发明还基于详细描述用于在所述类型的动力传动系内的变速器中执行换档的简化方法的目的。
所述目的通过专利权利要求1和12中列出的特征实现。从属权利要求涉及本发明的有利实施例。
根据本发明的动力传动系尤其设计用于在机动车辆中使用。动力传动系具有第一离合器,其可以是例如单离合器、起步离合器和/或分离式离合器的形式。第一离合器具有输入侧和以旋转驱动的方式可选择性地连接至输入侧的输出侧。另外,动力传动系包括变速器,其具有以旋转驱动的方式连接或可连接至第一离合器的输出侧的变速器轴。变速器轴可以例如为变速器输入轴或在转矩流中在变速器输入轴间接或直接下游的变速器轴,也就是说例如中间轴、辅助变速器轴或主变速器轴。齿轮优选地为浮动齿轮的形式,其布置在变速器轴上,其中该变速器轴以旋转驱动的方式可选择性地通过第二离合器连接至齿轮,其中第二离合器可以例如是换档套管型离合器。动力传动系中也设置有电机,这样该动力传动系可以是用于混合驱动的动力传动系。电机的转子在这种情况下被布置在第一离合器的输出侧上,使得转子就旋转驱动而言间接或直接连接至输出侧。为了实现同步动作,电机设计为使得在电动机操作中,电机可被控制或调节以使变速器轴的转速和齿轮的转速在第二离合器闭合之前彼此近似或一致。由于变速器轴的转速和齿轮的转速通过电机可相互适应(即,彼此近似或一致,优选地控制或调节为相同值)的事实,例如在第二离合器的区域中,可省去通常使用的同步主体,也就是说,例如,具有摩擦圆锥的离合器主体和具有配对圆锥的同步环,比如通常在现有技术中用来实现同步动作的同步主体。以此方式,不仅减少摩擦损耗,而且还具体对第二离合器简化了动力传动系的设计。第二离合器因此大体上是没有摩擦部件或仅具有小摩擦部件的正向锁定离合器。此外,布置在第一离合器的输出侧上的转子的重量就同步来说不会构成问题,这是因为转子与电机的定子的相互作用实现了同步动作。同样,第一离合器可以配置为具有相应优点的湿式运转离合器,而在现有技术中仅干式运转离合器作为第一离合器使用。
在根据本发明的动力传动系的优选实施例中,提供用于直接或间接检测变速器轴的转速和齿轮的转速的装置,所述装置与电机的控制和/或调节装置相互作用使得变速器轴的转速与齿轮的转速之间的差可被减小或甚至消除。在直接检测转速的情况中,可直接确定相应的转速值,而在间接检测转速的情况中,可根据其它操作或结构变量推导出转速。
在根据本发明的动力传动系的特别优选实施例中,转子沿径向方向布置在第一离合器的外侧上和/或沿径向方向与第一离合器成嵌套设置,以实现第一离合器的小轴向结构长度,这尤其可以通过转子与第一离合器沿径向方向的嵌套而实现。
在根据本发明的动力传动系的另一特别优选实施例中,第一离合器呈多板式离合器的形式。在这种情况下,已证明呈多板式离合器的形式的第一离合器的输出侧采用外板托架的形式是有利的。这是有利的,因为第一离合器的输出侧上的转子的特别简单的布置是可能的,并且特别的,转子和第一离合器的特别简单且节省空间的径向嵌套也是可能的。在此连接中,在此实施例中进一步优选的是,将转子布置在外板托架的外板保持段上,以实现将转子沿径向方向布置在第一离合器的外侧上。替代地或另外,在此设计变型中,转子是沿径向方向与多板式离合器的板组片成嵌套布置以缩短动力传动系的轴向结构长度。
如已在上文指出的,在根据本发明的动力传动系的有利实施例中,第一离合器是起步和/或分离式离合器,特别优选地是单离合器。
在根据本发明的动力传动系的另一有利实施例中,第一离合器呈常闭式离合器的形式。
如已在上文指出的,在根据本发明的动力传动系的特别有利实施例中,第一离合器呈湿式运转离合器的形式,以实现比通常用作起步和/或分离式离合器的干式运转离合器更具热稳定性的第一离合器,其中针对通过电机执行的同步的背景,湿式运转离合器的使用就同步动作而言在此不会构成问题。在此实施例中,第一离合器优选地布置在湿腔室中,其中湿腔室是由静止变速器壳体钟罩和/或同向旋转离合器壳体界定。同向旋转离合器壳体在这种情况下优选地紧固到转子上,其中同向旋转离合器壳体在这种情况下可以由例如两个离合器壳体壳形成,所述两个离合器壳体壳紧固至转子上彼此相对,其中有利地是,转子自身形成离合器壳体的一部分。在具有同向旋转离合器壳体的设计变型中,进一步优选的是,离合器壳体布置在变速器壳体钟罩内,以将其中布置有电机的定子的干腔室与湿腔室分开,以使定子和转子的相互作用不受湿腔室内的流体(例如,冷却或润滑油)影响。
在根据本发明的动力传动系的另一有利实施例中,第一离合器分配有用于施加闭合力的弹簧装置。弹簧装置优选地是板弹簧。
在根据本发明的动力传动系的另一优选实施例中,第一离合器分配有致动装置,其中致动装置优选地是液压致动装置。换句话说,第一离合器还可以称为液压离合器。致动装置优选地设计以相对于壳体静止或固定。换句话说,致动装置并不执行围绕第一离合器的旋转轴的旋转移动,特别是在液压致动装置的情况中,其具有可基本上消除泄漏损耗的作用。在该实施例中,进一步优选的是,致动装置以旋转驱动的方式与第一离合器或与用于施加闭合力的弹簧装置解耦。在这种情况下,解耦以旋转驱动的方式优选地通过***分离轴承而实现。
在根据本发明的动力传动系的另一特别优选实施例中,弹簧装置的闭合力和/或致动装置的致动力优选地沿轴向方向优选地通过紧固环可支承或支承在变速器壳体或变速器壳体盖上、输出轴上,也就是说,例如在曲柄轴上(曲柄轴以旋转驱动的方式连接至驱动单元的输入侧)或在变速器轴上。
在根据本发明的动力传动系的另一有利实施例中,变速器呈自动手动变速器或自动变速器的形式。
在根据本发明的动力传动系的另一特别有利实施例中,变速器具有用于形成前进档的至少一个齿轮组。因此,变速器可通过齿轮组在前进档中通过驱动单元的方式操作。然而,此外,变速器还可通过相同齿轮组在后退档中通过电机操作。这里优选的是,变速器可通过相同齿轮组在后退档中唯一地通过电机和/或通过转子的旋转方向的反转来操作。此实施例具有用于后退档的齿轮组(比如设置在常规的变速器中)可完全省略的优点,这实现了变速器的轴向结构长度的缩短和更简单的构造以及重量减轻。
根据本发明的方法用于在根据本发明的类型的动力传动系内的变速器中进行换档并且具有下文描述的方法步骤。首先,打开第一离合器。随后,在电动机操作中控制或调节电机以使变速器轴的转速和齿轮的转速彼此近似或一致。在变速器轴的转速和齿轮的转速已彼此近似或一致之后,闭合第二离合器以旋转驱动的方式形成变速器轴与齿轮之间的连接。关于根据本发明的方法的优点和进一步设计变型,参考上文以根据本发明的动力传动系以及其实施例为参考描述的优点,所述优点相应地适用于所述方法。
在根据本发明的方法的优选实施例中,间接或直接检测变速器轴的转速和齿轮的转速,其中在电动机操作中执行电机的控制或调节,以减小或消除变速器轴的转速与齿轮的转速之间的差。
在根据本发明的方法的另一优选实施例中,电动机操作中的电机的控制或调节和/或第二离合器的闭合是自动化的,也就是说,不涉及操作员的进一步动作。
在根据本发明的方法的特别优选实施例中,变速器是通过用于形成前进档的齿轮组在后退档中通过电机,优选地完全通过电机和/或通过电机的转子的旋转方向的反转进行操作。
将在示例性实施例的基础上并且参考附图而更加详细地解释本发明,在附图中:
图1以截面图示出根据本发明第一实施例中的动力传动系内的第一离合器的部分侧视图,
图2以截面图示出根据本发明第二实施例中的动力传动系内的第一离合器的部分侧视图,
图3以截面图示出根据本发明第三实施例中的动力传动系内的第一离合器的部分侧视图,
图4以截面图示出根据本发明第四实施例中的动力传动系内的第一离合器的部分侧视图,
图5是在第一实施例中具有从图1至图4的第一离合器中的一个的根据本发明的动力传动系的示意图,
图6是在第二实施例中具有从图1至图4的第一离合器中的一个的根据本发明的动力传动系的示意图,
图7是在第三实施例中具有从图1至图4的第一离合器中的一个的根据本发明的动力传动系的示意图,以及
图8以截面图示出根据本发明的动力传动系的中间展开中的第一离合器的侧视图。
图1示出了根据本发明的具有第一离合器2的第一实施例的动力传动系的细节。第一离合器2(以起步和/或分离式离合器的形式)用于动力传动系的驱动单元4与变速器6之间的选择性转矩传输,驱动单元4和变速器6在图1中仅部分和/或示意地指示。因此,在图1中,指示了驱动单元4的输出轴8的端部,其中飞轮10被旋转地联合紧固至所述端部,其中通过飞轮10实现以旋转驱动的方式至第一离合器2的连接,这将在下文中进一步详细地描述。相反地,指示了变速器6、第一变速器轴12(其还可称为变速器输入轴12)和变速器壳体14。另外,在图1中,第一离合器2的相互相反轴向方向16、18、相互相反径向方向20、22以及相互相反圆周方向24、26是通过对应箭头指示,其中第一离合器2和第一变速器轴12以及驱动单元4的输出轴8均可围绕沿轴向方向16、18延伸的旋转轴线28旋转。因此,圆周方向24、26还可称为旋转方向24、26。
变速器壳体14在其指向轴向方向16的端部上具有变速器壳体钟罩30,其沿轴向方向18和径向向外方向20界定容置空间32,其中容置空间32由变速器壳体盖34沿轴向方向16进一步界定,变速器壳体盖34可拆卸地布置在变速器壳体钟罩30上。
呈起步和/或分离式离合器形式的第一离合器2设置在容置空间32内。在这种情况下,第一离合器2呈多板式离合器的形式,其具有沿轴向方向16或18彼此交替且形成板组件的多个外板和内板。第一离合器2具有输入侧38和输出侧40,输出侧40以旋转驱动的方式可选择性地连接至输入侧38。输入侧38大体上由内板托架42和离合器输入毂44组成。内板托架42具有用于板组件36的内片的大体上管状板保持段46以及沿轴向方向16邻近板保持段46的径向支承段48;径向支承段48沿径向方向22向内延伸,并且在其向内指向径向方向22的端部处旋转地联合连接至离合器输入毂44。相反,离合器输入毂44沿轴向方向16延伸通过变速器壳体盖34的中央开口,以便在这种情况下通过飞轮10而可拆卸地旋转地联合连接至驱动单元4的输入侧8,其中所述旋转地联合连接通过花键齿接50来实现。在这种情况下,离合器输入毂44沿径向方向20及轴向方向16通过径向和轴向轴承52可支承或支承在变速器壳体盖34上,其中,进一步,环绕式密封件54沿径向方向20、22设置在离合器输入毂44与变速器壳体盖34(向内指向径向方向22)内的开口的所述边缘之间。另外,离合器输入毂44借助另外的径向轴承而沿径向方向22支承在第一变速器轴12上。
上述第一离合器2的输出侧40大体上由外板托架58和离合器输出毂60形成,离合器输出毂60沿径向方向22紧跟外板托架到达内部,该离合器输出毂60旋转地联合连接至外板托架58,并且以旋转驱动的方式连接至变速器轴12,其中以旋转驱动的方式的连接进而通过花键齿接62来实现。在这种情况下,外板托架58具有用于保持板组件36的外板的大体上管状板保持段64以及沿轴向方向18紧跟板保持段64的径向支承段66,径向支承段66大体上沿径向方向22向内延伸至离合器输出毂60。离合器输出毂60通过径向和轴向轴承67沿径向方向20以及轴向方向16可支承或支承在离合器输入毂44上。
板组件36可以沿轴向方向16支承在支承部68上,支承部68通过紧固环70可拆卸地紧固至板保持段64。沿相反的轴向方向18设置了力传递元件72,其大体上为环形并且具有沿轴向方向16伸出的致动指形件74。因此,从环状力传递元件72开始,致动指形件74从背离板组件36的径向支承段66的所述侧沿轴向方向16延伸通过窗口76而到达面向板组件36的径向支承段66的所述侧,使得致动指形件74可以沿轴向方向16压靠指向轴向方向18的板组件36的所述端部。
第一离合器2或板组件36另外分配有弹簧装置78,用于施加第一离合器2的闭合力,其中弹簧装置78大体上由板弹簧80形成。板弹簧80沿径向方向20的外段可压靠力传递元件72,而沿径向方向22的内段可以通过下面进一步更详细描述的致动装置来致动。其间,板弹簧可枢转地保持在保持装置82上,其中保持装置82紧固至外板托架58的径向支承段66。因此,弹簧装置78的板弹簧80仅可以枢转,而在保持装置82的区域中不可以相对于外板托架58沿轴向方向16、18以平移方式移动。
如已在上文指出的,第一离合器2分配有液压致动装置84,其中该致动装置84也可以基本上是一种机械致动装置。该致动装置84设计成静止的,也就是说以便不沿圆周方向24、26同向旋转,和/或以便相对于壳体(在这种情况下是指变速器壳体14)被固定。因此,致动装置84具有致动活塞86,致动活塞86沿轴向方向16、18可以移置并且可以液压驱动,所述致动活塞86被引导在对应的致动气缸中(未示出)。在这种情况下,致动装置84(更准确地说是致动活塞86)通过分离轴承88以旋转驱动的方式从第一离合器2或从其弹簧装置78解耦。因此,制动气缸以及致动活塞均设计成是静止的或相对于壳体被固定,由此可以消除液压致动装置84的区域中的泄露损耗。
图示的第一离合器2是一种常闭式离合器。当致动活塞86并未以液压压力而作用时,所述致动活塞86位于其初始位置,其中致动活塞86沿轴向方向18移位。在这种情况下,板弹簧80的闭合力作用于力传递元件72,其进而压缩板组件36并且闭合第一离合器2。相反,当致动活塞以液压压力作用时,其沿轴向方向16移位,使得板弹簧80在保持装置82的区域中枢转并且释放力传递元件72,使得不再压缩板组件36并打开第一离合器2。在这种情况下,弹簧装置78的闭合力以及致动装置84的致动力沿轴向方向16可支承或支承在变速器14(更准确地说是变速器壳体14的变速器壳体盖34)上。因此,在第一离合器2的打开过程中,所述闭合力或制动力经由保持装置82作用于连接至其外板托架58和离合器输出毂60,其中后者沿轴向方向16经由径向和轴向轴承67、离合器输入毂44以及径向和轴向轴承52而支承在变速器壳体盖34上。
第一离合器2呈湿式运转离合器的形式。因此,第一离合器2设置在湿腔室90中,其在图示的实施例中大体上对应于容置空间32,使得湿腔室90由变速器壳体14的静止变速器壳体钟罩30以及变速器壳体盖34来界定。向湿腔室90供给冷却剂和/或润滑剂(比如例如油)可以在这种情况下经由变速器壳体14中的开口来进行,第一变速器轴12还通过该开口延伸到容置空间32或湿腔室中,其中冷却剂和/或润滑剂供给路径92由对应的箭头在图1中指示出。从图1中还可以看出,凹口94设置在外板托架58的径向支承段66中,该凹口允许冷却剂和/或润滑剂经过,以保证将冷却剂和/或润滑剂供给至板组件36。
如可以从图1看出,在动力传动系中还设置了电机96,使得动力传动***还可以用作用于混合驱动的动力传动系,在所述混合驱动中,可以借助于驱动单元4以及借助于电机96两者来施加驱动。电机96布置在容置空间32内,并且具有相对于壳体固定的定子98以及沿径向方向22布置在定子98内的转子100,其中,沿圆周方向24、26为环绕形式的间隙a沿径向方向20、22形成在定子98与转子100之间。由于借助于径向和轴向轴承67、52在变速器壳体盖34上进行上述装配,确保了在操作期间可以精确地设定和保持间隙a。电机96的转子100布置在并且旋转地共同连接至第一离合器2的由外板托架58形成的输出侧40。在这种情况下,转子100沿径向方向20布置在第一离合器2的外侧,并且沿径向方向20、22与第一离合器2嵌套设置。更精确地,在图示的实施例中,定子100布置在并且旋转地共同连接至外板托架58的板保持段64,其中,转子100沿径向方向20、22与由多板式离合器形成的第一离合器2的板组件36嵌套设置,以便实现与电机96结合的第一离合器2的小轴向结构长度,并且因此实现作为整体的动力传动系的短轴向结构长度。
在参照图5至图7更详细地讨论动力传动***的进一步的设计变体之前,下面将参照图2至图4描述与电机96结合的第一离合器2的进一步的实施例。
图2示出了动力传动系中的第一离合器2的第二实施例,其中,第二实施例大体上对应于根据图1的第一实施例,如此下面将仅讨论差异,相同的附图标记用于相同或类似部件,并且以上描述在其他方面相应地适用。
与第一实施例相比,根据图2的第二实施例中的情况为省去了径向和轴向轴承52。因此,闭合力和/或致动力没有沿轴向方向16支承在变速器壳体盖34上,变速器壳体盖34因此可以设计具有比根据图1的第一实施例更薄的壁。还可以省去如图1中所示的变速器壳体盖34上的至少一个加劲肋102。在根据图2的第二实施例中,确切为如下情况:弹簧装置78的闭合力和/或致动装置84的致动力经由保持装置82、外板托架58的径向支承段66、离合器输出毂60、径向和轴向轴承67以及离合器输入毂44在驱动单元4的输出轴8上沿轴向方向16可支承或被支承。
图3示出了与电机96结合的第一离合器2的第三实施例,其中第三实施例大体上对应于根据图2的第二实施例,如此下面将仅讨论差异,相同的附图标记用于相同或类似部件,并且以上描述在其他方面相应地适用。
在第三实施例中,在驱动单元4的输出轴8(其以旋转驱动的方式连接至输入侧38)上未支承闭合力和/或致动力。确切地,弹簧装置78的闭合力和/或致动装置84的致动力经由保持装置82、外板托架58的径向支承段66以及离合器输出毂60在第一变速器轴12上沿轴向方向16可支承或被支承。为了该目的,离合器输出毂60借助于紧固环104沿轴向方向16固定至第一变速器轴12。
图4示出了与电机96结合的第一离合器2的第四实施例,其中第四实施例大体上对应于根据图1的第一实施例,如此下面将仅讨论差异,相同的附图标记用于相同或类似部件,并且以上描述在其他方面相应地适用。
然而,根据图1的第一实施例中的情况为被变速器壳体钟罩30界定以及同样被变速器壳体盖34界定的容置空间32形成了湿腔室90,在根据图4的第四实施例中的湿腔室90同向旋转的离合器壳体106界定。在这种情况下,离合器壳体106大体上由两个壳体部形成,其中,第一壳体部108沿轴向方向16界定湿腔室90,然而相对地,第二壳体部110大体上沿轴向方向18界定湿腔室90。在这种情况下,两个壳体部108、110紧固至转子100的沿轴向方向16、18彼此相对定位的侧面,使得转子100同样形成了沿径向方向20将湿腔室90界定至外部的壳体部。两个壳体部108、110每个均借助于密封件112、114相对于变速器壳体14沿径向方向22被密封至内部,其中密封件112相对于相邻的变速器壳体盖34进行密封,并且密封件114相对于变速器壳体14的变速器壳体钟罩30进行密封。根据以上描述并且根据图4,清楚的是,离合器壳体106如此布置以便使其中布置了电机96的定子98的干腔室116与变速器壳体钟罩30的容置空间32内的湿腔室90分开。因此,没有冷却剂和/或润滑剂(其可以影响定子98与转子100的相互作用)进入定子98与转子100之间的间隙a。
应指出的是,在该接合点处,参照图1至图4描述的离合器布置(特别是其对致动和/或闭合力的支承),其自身可以构成发明特征的独立发明,即使省略参照图5至图7描述的动力传动系的另外的构成部件或电机96也是如此。
图5示出了根据本发明的采用根据图1至图4中任一者的第一离合器2的实施例的动力传动系118的第一实施例,其中对应的第一离合器2连同电机96在图5中仅示意性示出。变速器6具有以上已经描述的为变速器输入轴(其以旋转驱动的方式连接至第一离合器2的输出侧40)的形式的第一变速器轴12。此外,变速器6具有第二变速器轴120,其中第二变速器轴120为以旋转驱动的方式可连接至输出侧40的变速器轴120。第二变速器轴120因此在变速器6内的转矩流中在第一变速器轴12的下游。在图示的实施例中,变速器为非共轴变速器6的形式,在非共轴变速器6中,第二变速器轴120布置成平行于第一变速器轴12,并且形成变速器输出轴。然而,应指出的是,在该接合点处,所要求保护的教导还可以涉及在变速器6内的其他或另外的变速器轴。
三个第一齿轮122、124和126布置在第一变速器轴12上,而三个第二齿轮128、130、132布置在第二变速器轴120上,其中,第一齿轮122与第二齿轮128以旋转驱动的方式啮合,并且形成用于形成第一前进档的第一齿轮组134。相应地,第一齿轮124和第二齿轮130以旋转驱动的方式啮合,以便形成用于形成第二前进档的第二齿轮组136。相应地,第一齿轮126以旋转驱动的方式连接至第二齿轮132,以便形成用于形成第三前进档的第三齿轮组138。省略了用于形成后退档的另外的专用齿轮组,并且替代地,借助于第一、第二或第三齿轮组134、136、138,变速器6可以通过使转子100的旋转方向反向借助电机96来在后退档下操作。在该情况下,后退档下的操作排他地借助电机96来优选地实现。相比之下,在前进档下,变速器6可以在第一离合器2闭合的情况下借助于驱动单元4以及在第一离合器2打开的情况下借助于电机96两者来操作。变速器6为自动手动变速器或自动变速器的形式,如此在下面进一步更详细描述的用于致动第二离合器的致动力未通过由操作员施加至对应的手动操作的换档装置的操作力来确定。
在根据图5的第一实施例中,第一齿轮122、124、126每个均为浮动齿轮的形式,其中,这些齿轮在每个情况下借助于一个第二离合器140、142以旋转驱动的方式可选择性地连接至第一变速器轴12。然而,第一齿轮122、124借助于第二离合器140以旋转驱动的方式可交替地连接至第一变速器轴12,第一齿轮126借助于第二离合器142以旋转驱动的方式可选择性地连接至第一变速器轴12。在该情况下,第二离合器140、142优选地为换档套管型离合器的形式。此外,在没有摩擦部件或仅具有小摩擦部件的情况下,第二离合器140、142大体上为正向锁定离合器的形式。因此,在所示的实施例中,例如通常用于现有技术中以影响同步动作的具有摩擦圆锥的离合器本体和具有配对圆锥的同步环被省略。换言之,未使用任何形式的同步本体。
在图5中还示出了用于直接或间接检测第一和/或第二变速器轴12、120的转速的装置144以及用于直接或间接检测为浮动齿轮形式的齿轮(在该情况下为第一齿轮122、124、126)的转速的装置146。所述装置144、146进而与电机96的控制和/或调节装置148相互作用。
在电动机操作中,电机96可以借助于控制和/或调节装置148进行控制或调节,以便在第二离合器142闭合之前使得第一变速器轴12的转速与第一齿轮126的转速彼此近似或一致。因此,在电动机操作中,电机96可以借助于控制和/或调节装置148进行控制或调节,以便在第二离合器140闭合(第一闭合位置)之前使得第一变速器轴12的转速与第一齿轮124的转速彼此近似或一致。此外,在电动机操作中,电机96可以借助于控制和/或调节装置148进行控制或调节,以便在第二离合器140闭合(第二闭合位置)之前使得第一变速器轴12的转速与第一齿轮122的转速彼此近似或一致。在每个情况下,其效果在于:借助于控制和/或调节装置148通过电机96的相应的控制或调节,第一变速器轴12的转速与相应的第一齿轮126、124、122的转速之间的差可以得到减小或甚至消除。基于第二离合器142结合第三齿轮组138的第一齿轮126,以下将以示例的方式对于所有上述换档过程示例性描述这种操作模式。
首先假定第一离合器2闭合,而第二离合器140已经转变成上述的第二闭合位置,在所述第二闭合位置中第一变速器轴12与第一齿轮122之间存在旋转驱动的方式的连接。因此,变速器6在第一前进档下操作,其中,借助于驱动单元4来施加驱动。如果操作者起步换档过程进入第三前进档,则第一离合器2打开,而第二离合器140被转变至图5中所示的空档位置,在所述空档位置中,第一变速器轴12与第一齿轮122之间不再存在旋转驱动的方式的连接。在换档过程的其他过程期间,装置144确定第一变速器轴12的转速,而装置146检测第三齿轮组138的第一齿轮126的转速,其中,所确定的值被传输至控制和/或调节装置148。在控制和/或调节装置148内确定第一变速器轴12的所检测的转速与第一齿轮126的所检测的转速之间的差。基于如此确定的差,在电动机操作中,电机96由控制和/或调节装置148控制或调节,使得转速之间的差得到减小或甚至消除。换言之,第一变速器轴12的转速与第一齿轮126的转速彼此近似或一致。当第一变速器轴12的转速与第一齿轮126的转速已经彼此足够程度地近似或甚至彼此一致时,第二离合器142闭合,以便在第一变速器轴12与第一齿轮126之间产生旋转驱动的方式的连接。在该情况下,电机96的控制或调节以及第二离合器142的闭合是自动的,使得操作者仅需要致动手动操作换档装置或操作开关或起步换档过程。
图6示出了根据本发明的动力传动系118的第二实施例,该实施例大体上对应于根据图5的第一实施例,如此下面将仅讨论差异,相同的附图标记用于相同或类似部件,并且第一实施例的以上描述在其他方面相应地适用。
在根据图6的第二实施例中,第二齿轮128、130、132为浮动齿轮的形式,而第一齿轮122、124、126为固定齿轮的形式。第二离合器140、142也设置在第二变速器轴120上,以便为浮动齿轮形式的第二齿轮128、130、132能够以旋转驱动的方式选择性地连接至第二变速器轴120。如根据图5中的第一实施例中的情况,装置146用于检测变速器6的浮动齿轮的转速,在该情况下为第二齿轮128、130、132的转速,而装置144用于检测第二变速器轴120的转速。
图7示出了根据本发明的动力传动系118的第三实施例,其中,第三实施例大体上对应于根据图5的第一实施例,如此下面将仅讨论差异,相同的附图标记用于相同或类似部件,并且以上描述在其他方面相应地适用。
与根据图5的第一实施例相比,第一齿轮126为固定齿轮的形式,而第二齿轮132为浮动齿轮的形式。因此,第二离合器142也布置在第二变速器轴120上,以便使得第二齿轮132能够借助第二离合器142以旋转驱动的方式选择性地连接至第二变速器轴120。如已经参照图5和图6关于以上描述的两个实施例所讨论的,装置146进而用于间接或直接检测为浮动齿轮形式的齿轮,在该情况下为第一齿轮122和124的转速以及第二齿轮132的转速。装置144用于检测第一变速器轴12的转速以及用于检测第二变速器轴120的转速。
图8示出了与图1中的离合器装置大体上对应的离合器装置,因此以下将仅讨论其不同之处,同样的附图标记用于相同的或相似的部件,并且以上描述在其他方面相对应地适用。
在图8的实施例中,省略了电机96。输入侧38具有离合器输入毂44,其中输入侧38的其余部分大体上由外板托架150、连接至离合器输入毂44的径向支承段152以及沿径向支承段152的板保持段154形成。相较而言,保持装置82紧固至外板托架150的位于径向支承段152的对面的径向部分156,其中在所示实施例中径向部分156不执行在径向方向22上的任何支承功能。上述用于力传递元件72的致动指形件74的窗口76同样也设置在径向部分156中。相较而言,输出侧40由与内板托架158相结合的离合器输出毂60形成,该内板托架158具有板保持段160和沿轴向方向18邻近该板保持段160的径向支承段162,该径向支承段162旋转结合地连接至离合器输出毂60并沿径向方向22朝向内部。在此简化的变型中,要同步的质量相对较低,因为板组件36和内板托架158的内板与外板托架150很少相关,其被支承在第一变速器轴12上并且与第一变速器轴12旋转结合地连接。也是在这种情况下,致动力和/或闭合力支承在变速器壳体盖34上,其中该支承也可以以参考图2至图4描述的方式实现。
附图标记列表
2 第一离合器
4 驱动单元
6 变速器
8 输出轴
10 飞轮
12 第一变速器轴
14 变速器壳体
16 轴向方向
18 轴向方向
20 径向方向
22 径向方向
24 圆周方向
26 圆周方向
28 旋转轴线
30 变速器壳体钟罩
32 容置空间
34 变速器壳体盖
36 板组件
38 输入侧
40 输出侧
42 内板托架
44 离合器输入毂
46 板保持段
48 径向支承段
50 花键齿接
52 径向和轴向轴承
54 密封件
56 径向轴承
58 外板托架
60 离合器输出毂
62 花键齿接
64 板保持段
66 径向支承段
67 径向和轴向轴承
68 支承部
70 紧固环
72 力传递元件
74 致动指形件
76 窗口
78 弹簧装置
80 板弹簧
82 保持装置
84 致动装置
86 致动活塞
88 分离轴承
90 湿腔室
92 供给路径
94 凹口
96 电机
98 定子
100 转子
102 加劲肋
104 紧固环
106 离合器壳体
108 第一壳体部
110 第二壳体部
112 密封件
114 密封件
116 干腔室
118 动力传动系
120 第二变速器轴
122 第一齿轮
124 第一齿轮
126 第一齿轮
128 第二齿轮
130 第二齿轮
132 第二齿轮
134 第一齿轮组
136 第二齿轮组
138 第三齿轮组
140 第二离合器
142 第二离合器
144 转速检测装置
146 转速检测装置
148 控制和/或调节装置
150 外板托架
152 径向支承段
154 板保持段
156 径向段
158 内板托架
160 板保持段
162 径向支承段
a 间隙
Claims (15)
1.一种动力传动系(118),其具有第一离合器(2),所述第一离合器(2)具有输入侧(38)和以旋转驱动的方式可选择性地连接至所述输入侧(38)的输出侧(40),所述动力传动系(118)还具有变速器(6),所述变速器(6)具有变速器轴(12;120),所述变速器轴(12;120)以旋转驱动的方式连接至或可连接至所述输出侧(40)并且借助于第二离合器(140;142)以旋转驱动的方式可选择性地连接至齿轮(122;124;126),齿轮(122;124;126)优选地为浮动齿轮,其中电机(96)的转子(100)设置在所述输出侧(40)上,并且所述电机(96)在电动机操作时可以被控制或调节以使得所述变速器轴(12;120)和所述齿轮(122;124;126)的转速在所述第二离合器(140;142)闭合之前彼此近似或者一致。
2.如权利要求1所述的动力传动系(118),其特征在于,提供了用于直接或间接检测所述变速器轴(12)和所述齿轮(122,124,126)的转速的装置(144,146),所述装置与所述电机(96)的控制和/或调节装置(148)相互作用,从而使得所述变速器轴(12)的转速和所述齿轮(122,124,126)的转速之间的差能够减小或消除。
3.如权利要求1或2所述的动力传动系(118),其特征在于,所述转子(100)沿径向方向(20)设置在所述第一离合器(2)的外侧,和/或沿径向方向(20,22)与所述第一离合器(2)嵌套设置。
4.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述第一离合器(2)是多板式离合器形式,所述第一离合器(2)的所述输出侧(40)优选地采用外板托架(58)的形式,其中所述转子(100)特别优选地设置在所述外板托架(58)的板保持段(64)上和/或沿径向方向(20,22)与所述多板式离合器的板组件(36)嵌套设置。
5.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述第一离合器(2)是起步和/或分离式离合器和/或常闭式离合器。
6.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述第一离合器(2)是湿式运转离合器,其中所述第一离合器(2)优选地设置在湿腔室(90)中,其中所述湿腔室(90)由静态变速器壳体钟罩(30)和/或同向旋转的离合器壳体(106)界定,并且所述离合器壳体(106)特别优选地设置在变速器壳体钟罩(30)内以将干腔室(116)和所述湿腔室(90)分开,所述电机(96)的所述定子(98)设置在所述干腔室(116)中。
7.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述第一离合器(2)分配有弹簧装置(78),优选地为板弹簧(80),用于施加所述闭合力。
8.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述第一离合器(2)分配有可能的液压致动装置(84),所述可能的液压致动装置(84)优选地配置为使得相对于所述壳体是静态或者固定的以及特别优选地以旋转驱动的方式从所述第一离合器(2)或从所述弹簧装置(78)解耦,如果合适,通过分离轴承(88)实现。
9.如权利要求7和8中任一项所述的动力传动系(118),其特征在于,所述弹簧装置(78)的闭合力和/或所述致动装置(84)的致动力可支承或支承在变速器壳体(14)或变速器壳体盖(34)上,在驱动单元(4)的以旋转驱动的方式连接至所述输入侧(38)的输出轴(8)上或在变速器轴(12)上。
10.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述变速器(6)是自动手动变速器或自动变速器形式。
11.如前述权利要求中任一项所述的动力传动系(118),其特征在于,所述离合器(6)具有用以形成前进档的至少一个齿轮组(134;136;138),其中所述变速器(6)可以借助于所述同一齿轮组(134;136;138)通过所述电机(96)以后退档操作,优选地完全通过所述电机(96)进行,和/或通过所述转子(100)的所述旋转方向的反转进行。
12.一种在前述权利要求中任一项所述的动力传动系(118)中的变速器(6)中进行换挡的方法,其包括以下方法步骤:
打开所述第一离合器(2),
在电动机操作时控制或调节所述电机(96),以使得所述变速器轴(12)和所述齿轮(122;124;126)的所述转速彼此近似或一致,以及
闭合所述第二离合器(140;142)使得在所述变速器轴(12)和所述齿轮(122;124;126)的所述转速已经彼此近似或一致之后以旋转驱动的方式在所述变速器轴(12)和所述齿轮(122;124;126)之间产生连接。
13.如权利要求12所述的方法,其特征在于,所述变速器轴(12)的所述转速和所述齿轮(122;124;126)的所述转速间接或直接检测,其中所述电机(96)的所述控制或调节执行以减小或消除所述变速器轴(12)的所述转速和所述齿轮(122;124;126)的所述转速之间的差。
14.如权利要求12或13所述的方法,其特征在于,所述电机(96)的所述控制或调节和/或所述第二离合器(140,142)的所述闭合是自动的。
15.如权利要求12至14中任一项所述的方法,其特征在于,所述变速器(6)借助于用于形成前进档的齿轮组(134;136;138)通过所述电机(96)以后退档操作,优选地完全通过所述电机(96)进行,和/或通过所述转子(100)的所述旋转方向的反转进行。
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US10040445B2 (en) | 2018-08-07 |
WO2015126719A1 (en) | 2015-08-27 |
JP2017507293A (ja) | 2017-03-16 |
EP3107749A1 (en) | 2016-12-28 |
DE102014014236A1 (de) | 2015-08-27 |
CN105980186B (zh) | 2021-05-25 |
KR102249964B1 (ko) | 2021-05-10 |
KR20160123338A (ko) | 2016-10-25 |
JP6592446B2 (ja) | 2019-10-16 |
EP3107749A4 (en) | 2017-10-18 |
US20170057489A1 (en) | 2017-03-02 |
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