CN111344181A - 混合动力驱动系 - Google Patents
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Abstract
本发明涉及一种混合动力驱动系(1),其至少具有以下部件:包括用于输出扭矩的驱动轴(3)的内燃机(2);包括用于将扭矩转变为电能的发电机轴(5)的发电机(4);包括用于输出扭矩的转子轴(7)的电机(6);设置用于能连续变化地传动驱动轴(3)的扭矩的环绕传动装置(8);作为由内燃机(2)和/或电机(6)输入的扭矩的负载的从动设备(28);和用于接通和断开朝向从动设备(28)的扭矩传递的扭矩离合器(9)。混合动力驱动系(1)的主要特征在于,环绕传动装置(8)抗扭矩地与驱动轴(3)连接,从而扭矩可以能连续变化地传动地传递至发电机轴(5)或从发电机轴(5)传递出来。借助此处提及的混合动力驱动系使得能够有效地设计且结构空间优化地实现全混合动力。
Description
技术领域
本发明涉及一种优选用于机动车的混合动力驱动系以及具有这种混合动力驱动系的机动车。
背景技术
由现有技术已知用于机动车的混合动力驱动系,其中设有内燃机和电机,内燃机大多是汽油发动机或柴油发动机,其中,电机通过机动车的从动设备、通常两个驱动轮来驱动机动车。在此,电机并联或串联。在也称为插电式混合动力的全混合动力方案中,电机用于独立地驱动机动车。此外,内燃机与发电机一起产生电能,借助该电能可为蓄电池充电。一些全混合动力方案如此设置,使得内燃机和/或发电机输出至从动设备,以至少提高电机的扭矩、例如用于所谓的助推。还已知的是,环绕传动装置、例如所谓的CVT(英语:continuous variable transmission无级变速传动装置)用作在内燃机和从动设备之间的能连续变化地传动的变速器。由此可使内燃机始终在最佳的负载点运行。
在现有技术中,至少发电机设置在内燃机的延长部中。发电机与内燃机通过直接连接或通过唯一的齿轮级耦联。
发明内容
在此基础上,本发明所要解决的技术问题是至少部分地克服现有技术中已知的缺点。根据本发明的特征由独立权利要求得出,在从属权利要求中列出了独立权利要求的有利设计方案。权利要求的特征可以任意的技术有利的方式组合,对此也可包括下文说明中的描述以及附图中的特征,它们包括对本发明的补充设计方案。
本发明涉及一种混合动力驱动系,该混合动力驱动系至少具有以下部件:
-内燃机,其包括用于输出扭矩的驱动轴;
-发电机,其包括用于将扭矩转变成电能的发电机轴;
-电机,其包括用于输出扭矩的转子轴;
-环绕传动装置,其设置用于能连续变化地传动驱动轴的扭矩;
-从动设备,其作为由内燃机和/或电机输入的扭矩的负载;和
-扭矩离合器,其用于接通和断开朝向从动设备的扭矩传递。
混合动力驱动系的主要特征在于,环绕传动装置抗扭矩地与驱动轴连接,从而扭矩可以能连续变化地传动地传递到发电机轴或者从发电机轴传递出来。
混合动力驱动系设置成,在预设内燃机的尽可能小的二氧化碳排放量的情况下,在尽可能长的时段里驱动现有的能量。对此,大多设置较大的存储电能的蓄电池。作为所谓的插电式混合动力方案,蓄电池应尽可能从外部能源“由插座”充电。通过纯电动运行(接合状态1:电机是唯一的驱动设备),在涉及更高效的(电)能量发生器、如传统的大型发电站和所谓的可再生的(电)能量的发生器的情况下,有望在大量人群附近在整体上降低二氧化碳的排放量以及减少对健康有害的物质(例如氮氧化物和细粉尘)的排放量。仅在蓄电池的低充电状态下或在内燃机负载最佳的运行状态下(行驶速度保持不变的长途行驶),应当使内燃机运行(接合状态2:在没有电机的情况下内燃机作为驱动设备)。替代地,在负载保持不变的情况下辅助性地接通内燃机(接合状态3:电机和内燃机形成驱动设备)。根据另一方案,为了实现高扭矩,仅接通内燃机(相应于接合状态3)、仅接通发电机(接合状态4a:纯电动助推或纯电动行驶)或接通发电机和内燃机(接合状态4b:整个***助推或整个***行驶)以提高扭矩输出或长时间地增加电机的扭矩输出。此外,在蓄电池的低充电状态下,应借助内燃机和发电机产生电能以进行预防或直接消耗。在此,在一种情况下(接合状态5a:在无驱动功率的情况下充电),从动设备仅通过电机驱动或从动设备没有接收扭矩。在另一种情况下,扭矩在此额外地从内燃机输出到从动设备(接合状态5b:以驱动功率充电)。
内燃机优选是具有作为驱动轴的曲轴的活塞式发动机。驱动轴优选包括至少一个扭矩减振器,例如双质量飞轮和/或离心摆,以使扭矩输出叠加的扭矩振动高效地与驱动系的其余部分脱耦。这种扭矩减振器在扭矩流中优选布置在环绕传动装置之前。
发电机如上所述地用于通过其发电机轴接收扭矩并且转化成电能。在优选的实施方式中,发电机根据接合状态4b可通过其发电机轴与从动设备以传递扭矩的方式连接,从而在减速时将从动设备或行驶的机动车的惯性能量转化成电能并且馈入蓄电池中(接合状态6:能量回收)。在此优选地,内燃机与从动设备分离。替代地或额外地,发电机通过逆变器直接与电机电连接,从而在发电机上产生的电能直接应用在电机中。
电机被优化以在尽可能有效地进行消耗的情况下输出尽可能高的扭矩。在高扭矩的电机中,转子轴在没有分离离合器的情况下持久地与从动设备连接。电机则如此连接,使得电机在从动设备处的功率每次下降时输出扭矩。在相比于电机的高扭矩的内燃机中,优选在转子轴和从动设备之间设置额外的分离离合器或自由轮。
在此处提出的混合动力驱动系中,发电机不借助驱动轴的扭矩和转速来驱动,而是在扭矩流中插接环绕传动装置。由此可优化在发电机轴上的扭矩和/或转速或相反地在借助(起动机)发电机起动时可优化驱动轴上的扭矩和/或转速。此外,发电机轴可直接地连接在从动设备上,从而在用于助推(例如接合状态4b)或用于回收(接合状态6)的扭矩流中在发电机轴上没有产生效率损失。相对于传统的具有在内燃机和发电机之间直接的、即无变速传动的连接的布置方式,在内燃机和发电机之间的扭矩传递中可通过转速和扭矩的调节补偿该效率损失。此外,该效率损失在传统的布置中总会出现至少一部分,因为在该处在需要输出扭矩或(为了起动)需要接收扭矩时环绕传动装置与驱动轴连接。在从内燃机到从动设备的分开的扭矩传递中,虽然环绕传动装置根据已知的方案无负载地运行,但是该环绕传动装置保持惯性作用、润滑剂泵送损失和摩擦损耗。
环绕传动装置设置成,内燃机的驱动轴的扭矩始终以期望的转速输出至从动设备。在此,可连续地且优选在没有附加的换挡变速器的情况下调节传动。此外,可通过环绕传动装置始终以期望的转速将从动设备和/或发电机轴的扭矩输出至内燃机。
在此提出,在环绕传动装置和驱动轴之间未设置分离离合器。由此驱动轴和环绕传动装置不可分开地彼此以传递扭矩的方式连接。由此避免在此必须使用复杂的摩擦离合器,因为在已知的方案中驱动轴和环绕传动装置的输入轴的转速不同。此时,简单的仅可无滑摩(即没有相对转速)地接合的分离离合器的使用被排除在外或者该分离离合器的使用与复杂的额外的调节元件相结合。
因此,总体上相比于传统的用于多种接合状态的布置方式,优选对于大部分运行状态来说可实现更高的或至少一样的效率。
根据混合动力驱动系的有利的实施方式,扭矩离合器布置在发电机轴和从动设备之间和/或在环绕传动装置和发电机轴之间,并且优选地,仅在可分离的传动装置轴的转速相同的情况下扭矩离合器可以接合。
在由内燃机和发电机构成的分支中布置扭矩离合器,其优选作为唯一的分离方案。借助该扭矩离合器可设定上述接合状态1至6中的至少两个。对于若干应用情况,扭矩离合器仅包括唯一的分离离合器已经足够,例如使得由内燃机和发电机构成的分支相对从动设备分离或者仅使得发电机或仅使得内燃机相对从动设备分离,其中,分支的相应其他部件此时持久地连接。优选地,扭矩离合器包括多个分离离合器。
由于扭矩离合器布置在发电机轴和从动设备之间,使得能够纯电动地驱动(接合状态1),并且例如使得能够同时通过由内燃机的驱动轴驱动发电机轴来为蓄电池充电或为电机直接供给电能(接合状态5a)。
由于扭矩离合器布置在环绕传动装置和发电机轴之间,环绕传动装置持久地以传递扭矩的方式与驱动轴连接,使得能够纯电动地助推(接合状态4a)。
根据有利的实施方式,扭矩离合器包括多个分离离合器。但是根据该实施方式,扭矩离合器仅布置在扭矩传递流中的唯一的位置处,扭矩离合器例如包括共同的操作机构和/或同轴的空心轴导向机构。
非常特别优选地,扭矩离合器或分离离合器的至少一个实施成仅在没有相对转速的情况下可接合的分离离合器。例如,分离离合器实施成牙嵌离合器。非常特别优选地,分离离合器实施成所谓的楔形离合器,其具有盘毂楔形部和(经倒圆的)多边形的同步楔形部、优选具有实施成固体弹簧的对应的容纳楔形部。在这种楔形离合器中,20至30U/min(每分钟的转数)的相对转速可接合,因为接合不是以纯形状锁合的方式形成而是以力锁合的方式形成。发电机的转速可自由调控并且环绕传动装置的输出轴的转速同样可自由调控。由此可将相对转速调至零或至少可足够接近零,从而可在(几乎)各个状态下接合这种分离离合器。因此,在大相对转速情况下允许滑摩的分离离合器是非必要的。
根据混合动力驱动系的优选的实施方式,扭矩离合器包括两个分离离合器,其中,借助两个分离离合器至少可设定以下用于传递扭矩的接合状态:
-驱动轴与从动设备连接;
-发电机轴与从动设备连接;
-仅转子轴与从动设备连接;以及
-驱动轴仅与发电机轴连接。
在内燃机和发电机的分支中未设置另外的分离离合器。优选地,在整个混合动力驱动系中未设置另外的分离离合器。
在优选的实施方式中,环绕传动装置的输出轴通过第一分离离合器与发电机轴可断开地连接。此外在这些实施方式中的其中一者中,发电机轴通过第二分离离合器与从动设备连接。因此可设定以下的接合状态:
-仅电机与从动设备例如持久地连接,即,用于在具有或没有插接变速传动装置的情况下传递扭矩(接合状态1);以及
-仅发电机、必要时还有电机与从动设备可断开地连接(接合状态4a和6);以及
-内燃机、必要时还有电机与从动设备可断开地连接(接合状态2、3和4b)。
内燃机与发电机轴可断开地连接,从而发电机例如可作为助推装置或为了回收(接合状态4a和6)借助第二分离离合器与从动设备连接,其中,内燃机保持分离。但是若需要将扭矩从驱动轴传递至从动设备,则必须接合第一分离离合器和第二分离离合器,从而此时发电机也与从动设备连接。为了不通过发电机输出扭矩且不通过发电机形成功率分支(接合状态2和3)、例如为了使内燃机在从动设备处提供最大扭矩,可无阻抗地连接发电机。若发电机不是无阻抗的,则设置接合状态5b(发电机运行)。若发电机作为驱动电动机运行,则设置接合状态4b(助推运行)。若第二分离离合器断开,即在发电机轴和从动设备之间的扭矩传递中断,则设置接合状态5a(在没有驱动功率的情况下充电)并且可选地同时设置接合状态1(纯电动行驶)。
由此可借助扭矩离合器的第二分离离合器设置所有的提及的状态,其中,分离离合器、优选两个分离离合器仅可无滑摩地接合,因此是成本有利且无需维护的。
根据混合动力驱动系的有利的实施方式,发电机相对内燃机轴线平行地布置。
由于发电机布置在环绕传动装置之后,该环绕传动装置具有两个间隔开的平行的传动装置轴,使得发电机能够相对内燃机轴线平行地布置。由此获得了轴向的结构空间。此外特别优选地,分支的包括内燃机和发电机的所有传动部件以及优选整个混合动力驱动系的所有部件均可安装在沿轴向平坦的通道或壳体中,从而可高效地使用润滑剂和润滑剂输送部件,并且优选简化了维护。
根据混合动力驱动系的有利的实施方式,环绕传动装置在发电机侧借助牵引传动机构与发电机轴连接,其中优选地,传动比大于1,从而发电机轴具有更高的转速。
牵引传动机构、例如链式传动机构使得能够高效率地传递扭矩,其中同时可跨接较宽的距离。由此发电机相对内燃机的构造、即相对布置非常灵活。同时,牵引传动机构具有的优点是,转动方向保持相同且因此可使用具有传统转动方向和定向的内燃机和发电机。
在优选的实施方式中,环绕传动装置的输出轴、即发电机侧的传动装置轴相对发电机轴平行地布置并且与平行式的传动装置连接。优选地,在此设有链式传动装置,从而驱动轴和发电机轴的转动方向保持相同。替代地,例如设置优选具有两级或偶数(2×n)级的正齿轮传动装置,从而保持驱动轴的转动方向。替代地,期望的是转动方向反转且因此设置奇数级。
优选地,借助牵引传动机构从环绕传动装置的发电机侧的输出轴到发电机轴改变、因此增大转速,从而在内燃机和发电机和/或从动设备处的不同优化的转速范围中可使用对称的环绕传动装置。对称的环绕传动装置在中间位置中具有的为1的传动比、即具有大小相同的锥形盘对。由此基于可达到的力平衡实现高效率。
根据混合动力驱动系的有利的实施方式,发电机也可作为驱动电动机运行。
在该有利的实施方式中,除了电机以及优选除了内燃机,发电机设置成,通过其发电机轴将扭矩输出至从动设备,例如用于接合状态4b。替代地或额外地,发电机可作为起动机发电机运行,从而替代起动器或作为起动器的补充,从而借助发电机可将内燃机从静止带入空转转速且因此能够进行运行。由此借助环绕传动装置可使发电机以相对低的扭矩和较高的转速运行,并且因此在内燃机冷启动时可施加所需的高起动扭矩、例如起步力矩。由此可以设置,发电机至少用于作为驱动发动机以小的最大扭矩运行并且能够更有效地用于发电机运行。对此的措施例如是较长的转子和较小的线圈直径。该设计优选由于相对内燃机轴线平行的布置而有利于提供结构空间。
本发明根据另一方面涉及一种机动车,机动车包括根据上面所述的一种实施方式的混合动力驱动系,其中从动设备具有至少一个驱动轮。
包括混合动力驱动系的机动车由于多个单个的驱动部件而具有非常小的结构空间。因此特别有利的是,使用结构尺寸小或部件布置可灵活设计的混合动力驱动系。
这种问题在根据欧洲分类方式的小型车类别的轿车中很严重。相对于大型车类别的轿车,在小型车类别的轿车中使用的功能单元不会显著减小。此处提出的混合动力驱动系可紧凑地设计并且在部件布置方面特别灵活。
发电机轴没有布置在驱动轴的轴向延长部中,而是优选地,发电机相对内燃机轴线平行地轴向重叠地布置。即,发电机和内燃机布置在环绕传动装置的相同一侧,从而传动装置输入轴和传动装置输出轴在环绕传动装置的同一侧具有相应的接头。
此外可使用简单构造的扭矩离合器,借助该扭矩离合器可无滑摩地设定所有期望的接合状态。在优选的实施方式中,根据上述实施方式的第二分离离合器的输出轴作用在差速器上并且电机优选经由减速传动装置同样作用在机动车的两个车轮的差速器上、特别优选地经由共同的齿圈作用。
轿车例如根据尺寸、价格、重量和功率进行车辆等级分类,其中,该定义根据市场需求不断的变化。根据欧洲分类方式的小型车和超小型车在美国市场中相应为普通级轿车(Subcompact Car),而在英国市场中对应于超级迷你车(Supermini Car)类别或城市车(City Car)类别。超小型车等级的示例是大众汽车的up!或雷诺的Twingo。小型车等级的示例是阿尔法罗密欧的Mito,大众汽车的Polo,福特的Fiesta或雷诺的Clio。小型车等级中的著名的全混合动力车是BMW i3,奥迪的A3e-tron或丰田的Yaris混合动力车。
附图说明
下面在相关的技术背景下参考附图详细描述上述发明,附图示出了优选的设计方案。本发明不受纯示意性附图的限制,其中需要注意,附图不是按尺寸比例的并且不适用于定义尺寸比例。附图示出:
图1示出了机动车中的混合动力驱动系。
如果没有明确的相反指示,在前面以及后面的描述中使用的序数仅用于明确区分,而没有表示所示部件的顺序或级别。
具体实施方式
在图1中示意性地示出了机动车10、例如轿车中的混合动力驱动系1。混合动力驱动系1在此布置在机动车10中,其中,驱动设备轴线18、19和20横向于纵轴线17地布置在驾驶室16后方。在此,内燃机2以其驱动轴3与环绕传动装置8的输入轴持久地以传递扭矩的方式连接。内燃机2在此例如实现为四缸活塞式发动机。环绕传动装置8通常在输入轴侧包括第一锥形盘对14并且在输出轴侧包括第二锥形盘对15,锥形盘对借助环绕件13、例如链条以传递扭矩的方式连接。用于分别贴靠这种环绕传动装置8的环绕件的有效圆分别通过锥形盘对14和15的锥形盘的连续可变的间距而变化。有效圆的比例确定传动比。由此,例如在锥形盘对14和15大小相同且环绕件13没有被张紧件持久张紧的情况下,传动比可变化1。对于更详细的描述参考例如根据DE 100 17 005 A1的现有技术。环绕传动装置8的输出轴引导至同一侧(在此向左)并且由此布置在内燃机侧。在此,借助链式传动装置26、例如相对发电机轴5增加转速并且降低扭矩的链式传动装置26,环绕传动装置8的输出轴与发电机轴5(可断开地)连接。发电机4以其发电机轴5相对驱动轴3轴线平行地且轴向重叠地布置并且借助扭矩离合器9与从动设备28可断开地以传递扭矩的方式连接。在此,从动设备28实现为差速器23和与其连接的左侧的驱动轮11和右侧的驱动轮12。此外,电机6设有转子轴7,转子轴在此借助减速器24持久地以传递扭矩的方式与差速器23连接,以将扭矩输出到驱动轮11和12上。在此,电机6以其转子轴线20相对发电机轴线19和内燃机轴线18轴平行地布置。为清楚起见,驱动单元2、4和6的布置在此在机动车10的纵轴线17上展开地示出。优选地,这三个单元2、4和6彼此更紧密相邻地布置,例如彼此至少部分地重叠或嵌套。
在此,扭矩离合器9包括(唯一的)一个第一分离离合器21和第二分离离合器22,其中,第一分离离合器和第二分离离合器彼此非常近地相邻地布置。第一分离离合器21将内燃机2或环绕传动装置8的此处与平行的传动装置26联接的输出轴可断开地与发电机轴5连接。第二分离离合器22将发电机轴可断开地与从动设备28、在此差速器23和驱动轮11和12连接。由此可调节上述接合状态。但是在此也可使用具有其他接合方案的扭矩离合器。与配置无关,发电机轴5在此仅间接地经由行星齿轮传动装置27与从动设备28连接,其中特别地,齿圈是固定的且发电机轴5与太阳轮连接,而行星齿轮支架形成行星齿轮传动装置27的从动侧的传动装置输出轴。此外,在此在内燃机2和环绕传动装置8之间的扭矩流中设有双质量飞轮25,以便在扭矩振动传递到混合动力驱动系1的其他部分之前减少扭矩振动。
通过此处提出的混合动力驱动系使得能够有效地设计和结构空间优化地实现全混合动力。
附图标记列表
1 混合动力驱动系
2 内燃机
3 驱动轴
4 发电机
5 发电机轴
6 电机
7 转子轴
8 环绕传动装置
9 扭矩离合器
10 机动车
11 左侧的驱动轮
12 右侧的驱动轮
13 环绕件
14 第一锥形盘对
15 第二锥形盘对
16 驾驶室
17 纵轴线
18 内燃机轴线
19 发电机轴线
20 转子轴线
21 第一分离离合器
22 第二分离离合器
23 差速器
24 减速器
25 双质量飞轮
26 链式传动装置
27 行星齿轮传动装置
28 从动设备
Claims (7)
1.混合动力驱动系(1),其至少具有以下部件:
-内燃机(2),其包括用于输出扭矩的驱动轴(3);
-发电机(4),其包括用于将扭矩转变为电能的发电机轴(5)的发电机(4);
-电机(6),其包括用于输出扭矩的转子轴(7);
-环绕传动装置(8),其设置用于能连续变化地传动所述驱动轴(3)的扭矩;
-从动设备(28),其作为由所述内燃机(2)和/或所述电机(6)输入的扭矩的负载;和
-扭矩离合器(9),其用于接通和断开朝向所述从动设备(28)的扭矩传递,
其特征在于,
所述环绕传动装置(8)抗扭矩地与所述驱动轴(3)连接,从而扭矩能够能连续变化地传动地传递至所述发电机轴(5)或者从所述发电机轴(5)传递出来。
2.根据权利要求1所述的混合动力驱动系,其中,所述扭矩离合器(9)布置在发电机轴(5)和从动设备(28)之间和/或在环绕传动装置(8)和发电机轴(5)之间,并且优选地,所述扭矩离合器(9)仅在能分离的传动装置轴的转速相同的情况下能够接合。
3.根据权利要求2所述的混合动力驱动系,其中,所述扭矩离合器(9)包括两个分离离合器(21、22),其中,借助所述两个分离离合器(21、22)至少能设定以下用于传递扭矩的接合状态:
-所述驱动轴(3)与所述从动设备(28)连接;
-所述发电机轴(5)与所述从动设备(28)连接;
-仅所述转子轴(7)与所述从动设备(28)连接;以及
-所述驱动轴(3)仅与所述发电机轴(5)连接。
4.根据前述权利要求中任一项所述的混合动力驱动系,其中,所述发电机(4)相对所述内燃机(2)轴线平行地布置。
5.根据前述权利要求中任一项所述的混合动力驱动系,其中,所述环绕传动装置在发电机侧借助牵引传动机构与所述发电机轴连接,其中优选地,传动比大于1,从而所述发电机轴具有更高的转速。
6.根据前述权利要求中任一项所述的混合动力驱动系,其中,所述发电机(4)也能作为驱动电动机运行。
7.机动车(10),其包括根据前述权利要求中任一项所述的混合动力驱动系(1),其中,所述从动设备(28)具有至少一个驱动轮(11、12)。
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US11872888B2 (en) * | 2022-06-03 | 2024-01-16 | Kawasaki Motors, Ltd. | Drive system of hybrid utility vehicle |
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