WO2019120372A1 - Hybrid antriebsstrang und fahrzeug damit - Google Patents
Hybrid antriebsstrang und fahrzeug damit Download PDFInfo
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- WO2019120372A1 WO2019120372A1 PCT/DE2018/100953 DE2018100953W WO2019120372A1 WO 2019120372 A1 WO2019120372 A1 WO 2019120372A1 DE 2018100953 W DE2018100953 W DE 2018100953W WO 2019120372 A1 WO2019120372 A1 WO 2019120372A1
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- torque
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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
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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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
- B60K6/22—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
- B60K6/26—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 motors or the generators
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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
- B60K6/22—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
- B60K6/24—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 combustion engines
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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
- B60K6/22—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
- B60K6/38—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 driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
- B60K6/22—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
- 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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- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
Definitions
- the invention relates to a hybrid powertrain, preferably for a motor vehicle, as well as a motor vehicle with such a hybrid powertrain.
- Hybrid powertrains for motor vehicles are known from the prior art, in which an internal combustion engine, usually a gasoline engine or diesel engine, and an electric machine are provided, wherein the electric machine via its output, usually two drive wheels , is set up to drive the motor vehicle.
- the electric machine is connected in parallel or in series.
- a parallel-serial hybrid an electric machine is set up for independent propulsion of the motor vehicle, but at the same time a torque can also be output from the internal combustion engine to the output.
- space is extremely limited and it appears advantageous to use an electrical machine that is too small to provide the torque required to start up in any situation. For example, due to this dimensioning, the torque of the electric machine is insufficient when starting on a slope.
- a so-called torque converter is used.
- such a torque converter has a first blade wheel on the motor side and a second blade wheel on the output side, wherein torque from the first blade wheel can only be transmitted to the second blade wheel by means of a fluid that is in rotation. Even if the efficiency is therefore relatively low, a gentle start-up is possible in a small installation space and with few components.
- the electric machine is set up as the main drive, and the internal combustion engine intervenes only as a replacement or as a support if the torque of the electrical machine is insufficient.
- the electric machine is also used as a generator to recharge the accumulator. Meanwhile, then only a drive by internal combustion engine and only with a part of the torque possible.
- no generator is provided and the accumulator is a plug-in hybrid only via an external power source, ie via a power outlet, rechargeable.
- the invention relates to a hybrid drive train, comprising at least the following components:
- an internal combustion engine having a drive shaft for outputting a torque
- a generator having a generator shaft for converting a torque into electrical energy
- an electric machine having a rotor shaft for outputting a torque
- a transmission configured to translate a torque of the drive shaft and a torque of the rotor shaft
- At least one disconnect clutch for connecting and disconnecting torque transmission from the drive shaft to the output.
- the hybrid powertrain is primarily characterized in that the generator is arranged in the torque flow between the drive shaft and the transmission.
- an internal combustion engine with a drive shaft rotatable about a combustion axis for example a crankshaft
- a generator with a generator shaft rotatable about a generator axis and an electric machine with a rotor shaft rotatable about a rotor axis are provided.
- the internal combustion engine and the electric machine are connected in common via a transmission, for example a gear stage transmission, with an output.
- the output example forms a drive wheel, preferably two drive wheels of a common wheel axle, so for example front or rear axle, or even, preferably switchable and disconnectable, all wheels in a four-wheel drive.
- the electrical machine is flanged directly on the input side of the transmission, so that an axially space-saving arrangement is achieved.
- the transmission is designed with a rigid translation or with a variable, for example switchable, translation.
- the drive shaft and the rotor shaft are connected to a common input side of the gearbox for torque output.
- the drive shaft and the rotor shaft are aligned with each other.
- the rotor shaft additionally has a, preferably rigid, transmission gear, for example a planetary gear, by means of which the rotational speed ranges of the internal combustion engine and of the electric machine are transferred into the same range.
- the hybrid drive train proposed here has at least one disconnect clutch, which makes it possible to interrupt a torque transmission between the internal combustion engine and the output.
- the significant inertial mass of the internal combustion engine does not have to be permanently entrained and it is a purely electric driving allows.
- the generator is arranged in the torque flow between the output and the transmission.
- the generator is, for example, with his Generator axis arranged parallel to the burner axis, for example as Riem starter generator.
- the generator is arranged coaxially with the drive shaft.
- the generator is used, for example, in comparison to the initially mentioned variant, which has a torque converter, in a construction-neutral manner instead of the torque converter. If the torque of the electrical machines is insufficient, the internal combustion engine can be switched on, so that the required torque can be transmitted from the internal combustion engine to the output alone or an assisting torque can be output, which together with the torque of the electric machine is introduced via the common gear in the output. Furthermore, a switching state can be achieved by means of the separating clutch, which is described below, in which the internal combustion engine is disconnected.
- the generator can also be operated as an electric drive motor.
- a supporting torque can be delivered by the generator in the torque output operation, which is introduced via the common transmission in the output.
- a single separating clutch is provided. This is designed according to the following description as a first separating clutch or as a second separating clutch. It should therefore be noted that the term second disconnect clutch does not mean that a first disconnect clutch must be provided. Ordinal numbers used in the specification, unless explicitly stated to the contrary, are for the purpose of distinctness only and do not reflect the order or order of rank of the designated components.
- a first of the disconnect couplings is arranged on the combustor side to the generator, and a torque transmission between the drive shaft and the generator shaft is interruptible by means of the disconnect clutch, wherein preferably the first disconnect clutch is axially overlapping connected to the generator.
- the separating clutch is arranged on the burner side, that is, between the drive shaft and the generator shaft of the generator.
- the generator is then operable as an electric drive motor, so that not or not only the internal combustion engine for delivering a (supporting) torque is set, but also the generator as an electric drive motor can deliver a (supporting) torque.
- the separating clutch is preferably designed as a friction clutch, for example multi-plate clutch, so that firstly the generator shaft does not have to be synchronized with the drive shaft and secondly a relatively gentle increase in torque despite a minimum rotational speed of the drive shaft (For example, the idle speed) is achievable.
- the friction clutch is adapted to be started via the generator as a starter generator, wherein the drive shaft via this friction clutch slipping festlassbar is.
- a second of the separating clutches is arranged on the transmission side to the generator, by means of which a torque transmission between the internal combustion engine and the transmission can be interrupted.
- second disconnect clutch does not mean that a first disconnect clutch must be provided.
- the proposed second disconnect clutch is according to one embodiment the only disconnect clutch in the torque flow between the internal combustion engine and the transmission.
- the separating clutch is arranged on the transmission side, that is, between the generator shaft of the generator and the input side of the transmission.
- the second separating clutch is now arranged so that the transmission side to the generator. This means that the generator can be uncoupled from the transmission by means of this second separating clutch, but can not be disengaged from the drive shaft by means of this second separating clutch.
- This second separating clutch makes it possible to charge an accumulator by means of the internal combustion engine while at the same time a torque can be output to the output by means of the electric machine.
- electrical continuation is possible when the accumulator is empty or can not deliver any useful voltage due to technical control reasons. This can be achieved by the generated electrical voltage at the generator by means of the operation of the internal combustion engine, at least partially, directly supplied to the supply of the electric machine.
- the second disconnect clutch is closed, it is a sole drive of the output by means of the internal combustion engine and the generator (as an electric drive motor) or a boost, ie a delivery of a supporting torque with simultaneous delivery of torque via the rotor shaft of the electric machine, possible. Furthermore, it is possible to provide part of the torque to the output by means of the internal combustion engine and to take off part of the torque via the generator in order to charge the accumulator.
- the drive shaft is connected only indirectly via the disconnectable generator shaft with the belt transmission.
- the drive shaft of the internal combustion engine is only indirectly connected via the generator shaft to the output.
- the generator shaft is preferably arranged coaxially with the drive shaft.
- This arrangement allows a particularly small design and yet meets with the at least one separating clutch the desired torque characteristics, as described above.
- both a first and a second separating clutch are provided, ie in the torque flow to the left and right of the generator.
- a first and a second separating clutch according to the above description in the torque flow are thus arranged in front of and behind the generator.
- the first separating clutch and / or the second separating clutch is a positive-locking clutch or a positive-locking clutch.
- At least one separating clutch is designed as a form-fitting torque coupling, so that the shafts to be connected must be synchronized with each other at least in a narrow angular velocity range.
- the separating clutch is designed as a dog clutch.
- the separating clutch is designed form-positively, for example as a so-called wedge clutch.
- a wedge clutch has a hub cone and a (rounded) polygonal driver cone, which, preferably with a corresponding designed as a solid-state spring, receiving cone is axially inserted. With such a wedge clutch, relative rotational speeds of 20 to 30 rpm [revolutions per minute] can be shifted, because the engagement is not formed purely positively, but positively.
- the speed of the generator can be adjusted freely, a relative speed between the drive shaft and / or input side of the transmission can be regulated to zero or at least sufficiently close to zero, so that it is possible to switch such a disconnect clutch in (almost) any state.
- a separating clutch in which slippage is permitted at high relative speeds is therefore not necessary.
- a (rather) form-fitting separating clutch is much less expensive with regard to the wiring.
- the combustion-side (first) separating clutch is a friction clutch and the transmission-side (second) separating clutch is a (force) positive-locking clutch. Because the generator is finely tuned in its speed, it is possible to synchronize even if the speed at the second disconnect clutch is applied.
- the first disconnect clutch is designed as a (positive) positive clutch and the second disconnect clutch as a friction clutch, where the generator shaft is brought to the required rotational speed of the drive shaft.
- the second separating clutch By means of the second separating clutch, the applied rotational speed on the drive shaft (and the transmission shaft) can be introduced into the output relatively conventionally via the friction clutch.
- both separating clutches are designed as (non-positive) form-fitting clutches, wherein preferably at least one of the two separating clutches is designed as a wedge clutch. If a further slipping clutch, for example a friction clutch or a slip clutch, or a torque converter is provided on the transmission output side, ie between transmission and power take-offs, no undesired sudden increase in torque at the output can be felt.
- the second separating clutch is disconnected to start the internal combustion engine by means of the (starter) generator.
- a separate starter is provided and the first separating clutch is disconnected.
- the second disconnect clutch is closed while the input shaft is disconnected from the generator shaft by means of the first disconnect clutch, the first disconnect clutch is closed as soon as the input shaft reaches a speed approximately equal to the output.
- the second disconnect clutch remains open while the first disconnect clutch remains closed from the time of cranking or to a later (synchronized independent of downforce) timing.
- the speed of the transmission input shaft can be precisely controlled via the electric machine and / or via an electric engine brake (recuperation).
- the switching operations are so fast executable that the driver of the speed adjustment does not notice.
- Tooth-on-tooth position when a torque is to be transmitted, by means of the electric machine and / or the generator, a slow and / or low-torque rotation before the initiation of a desired (larger) torque feasible, so that the tooth pairing without Torque jump is engaged.
- Such positive (positive) coupling have the advantage that they require very little space and require little additional components for proper operation. Only an axial adjusting device, for example a switchable pressure valve to a pressure source, is necessary to close or open the separating clutch.
- the transmission is on the output side inseparably connected to the output.
- a belt transmission is provided between that of the electric machine and the internal combustion engine, by means of which a continuously variable transmission is adjustable.
- a continuously variable transmission is adjustable.
- Such a belt transmission is for example referred to as CVT (English: continuous variable transmission).
- an electric machine with a low rotational speed and / or a low rotational speed span can be used, as a result of which an electrical machine of small construction size can be used.
- a planetary gear between Umschlingungsge- transmission and electric machine is interposed so that the speed of the electric machine compared to a conventional internal combustion engine is high and at the same time a low torque.
- the planetary gearing translates the torque and reduces the speed to the desired values, for example (gearbox input side) a speed range from 3,000 rpm [three thousand revolutions per minute] to 7,000 rpm with a maximum torque of 250 Nm.
- a planetary gear allows a high speed reduction in a small axial space, due to the few tooth pairings, compared to spur gears high efficiency.
- a third disconnect clutch is arranged in the torque flow between the rotor shaft and the transmission, and the rotor shaft is directly connected to the output, preferably undetachably, bypassing the belt transmission.
- a third separating clutch is provided between the rotor shaft and the input side of the transmission, by means of which a decoupling of the rotor shaft from the transmission input side is made possible. Furthermore, a torque transmission from the electric machine is possible directly to the output by means of a direct gear, so that greater efficiency losses are bypassed through the transmission.
- the direct gear thus formed between the electric machine and the output is set up either for starting up for enlargement the available torque or for the (normal) electric drive, in which a relatively high speed on the drive wheels is required but no high torque. For the other case, the torque flow is then conducted via the closed third separating clutch via the transmission.
- the third separating clutch is preferably a (force) positive coupling as described above.
- the rotor shaft is then first to be synchronized to the transmission input shaft before the third disconnect clutch can be closed.
- the rotor shaft in the direct gear is preferably connected by means of a spur gear stage with a particularly low loss of efficiency.
- the rotor shaft is preferably permanently connected to the output via this direct gear. This means that there is no further disconnect between the electric machine and the output. If the third separating clutch is closed, torque continues to flow through this direct gear to the output. The associated loss of efficiency is compensated by the additional torque from the generator and / or the internal combustion engine.
- the electric machine and / or the generator can be operated in both directions of rotation.
- the electric machine is also reversible.
- the generator can be operated as a drive motor in both directions of rotation. It follows that no reverse gear is necessary in that then only electrically a reverse drive is possible.
- the rearward direction of rotation is provided with a separating clutch, for example a third separating clutch according to the above description, so that the belt transmission is operated in one direction only.
- a separating clutch for example a third separating clutch according to the above description, so that the belt transmission is operated in one direction only.
- the invention relates to a motor vehicle comprising a hybrid drive train according to an embodiment according to the above description, wherein the output comprises at least one drive wheel.
- Motor vehicles with a hybrid powertrain have a very small installation space due to the large number of individual drive components. Therefore, it is particularly advantageous to use a hybrid drive train of small size or with a flexibly configurable arrangement of the components.
- the hybrid drivetrain proposed here has a compact design and is particularly flexible with regard to the arrangement of the components.
- the generator is preferably arranged axially overlapping coaxially with the drive shaft of the internal combustion engine.
- a torque converter, and preferably also a slipping clutch, are not provided throughout the hybrid powertrain. This achieves a compact construction and high efficiency. For this purpose, a simple concept of a separating clutch can be used, with which all desired switching states can be set without slippage.
- Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and power, and this definition is subject to constant change according to the needs of the market.
- cars of the class small cars and minicars are assigned to the class of the subcompact car according to European classification and in the British market they correspond to the class Super Mini or the class City Car.
- Examples of the micro car class are a Volkswagen up! or a Renault Twingo.
- Examples of the small car class are an Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta or Renault Clio.
- FIG. 1 shows schematically a motor vehicle with a hybrid drive train in a longitudinal arrangement
- Fig. 2 schematically hybrid powertrain for a motor vehicle in transverse arrangement.
- FIG. 1 shows schematically a motor vehicle 14 with a hybrid drive train 1, in which an internal combustion engine 2 and an electric machine 6 are arranged in a longitudinal arrangement, ie with their combustion axis 22 and rotor axis 24 parallel to the longitudinal axis 21 of the motor vehicle 14 aligned.
- the generator axis 23 is likewise arranged in alignment and with the burner axis 22 and the rotor axis 24.
- the electric machine 6 is connected with its rotor shaft 7 on the input side to a first cone pulley pair 18 of a transmission 8 designed as a belt transmission, which transmits a torque steplessly variable by means of the belt 17 and the second belt 19.
- the transmission 8 is here connected by means of a spur gear 30 to an output 9.
- the output 9 comprises in the illustration a differential 25, which branches off a torque as needed torque to a left front wheel 15 and a right front wheel 26.
- the rear axle that is to say also the left rear wheel 27 and the right rear wheel 28, can be engaged as output 9 or used permanently for the propulsion of the motor vehicle 14.
- a generator 4 is interposed, which is preferably used as an electric drive motor.
- a first separating clutch 11 is provided between the generator shaft 5 and the drive shaft 3, which according to an embodiment is a force-positive separating clutch.
- a second separating clutch 12 is further provided, which is designed for example as a friction clutch.
- the first separating clutch 11 is a friction clutch, for example a coaxially overlapping multi-plate clutch within the rotor of the generator
- the second separating clutch 12 is a force-locking clutch.
- both separating clutches 11 and 12 force positively designed.
- a third separating clutch 13 is provided between the rotor shaft 7 and the input-side first cone pulley pair 18, a direct gear 31 (represented by dashed arrow), for example via a spur gear, being formed between the rotor shaft 7 and the output 9.
- the hybrid drive train 1 is arranged in front of the driver's cab 20 or partly below the driver's cab 20.
- the representation is shown stretched in the longitudinal direction with respect to an actual embodiment, so that the internal combustion engine 2 and the electric machine 7 can be accommodated in front of the driver's cab 20.
- a hybrid drive train 1 is shown schematically, which is arranged for a transverse arrangement, as where the burner axis 22, rotor axis 24 and here also the generator axis 23 transverse to the longitudinal axis 21 in a motor vehicle 14 (see FIG ) can be arranged. Accordingly, the output 9 is indicated by the circuit diagram of a differential 25.
- a transmission 8 is shown here, which is, for example, a shiftable step transmission. A belt drive is also used here.
- the generator 4 has only the second clutch 12 on the transmission side (and no first clutch 11 as in FIG. 1).
- This second separating clutch 12 allows charging of the accumulator by means of the internal combustion engine 2, while the electric machine 6 outputs a torque to the output 9.
- the drive shaft 3 additionally has a dual-mass flywheel 29 which dampens torque oscillations, so that a corresponding vibration load is not transmitted to the generator shaft 5. the transmission 8 and the output 9 is transmitted.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201880076314.6A CN111386205A (zh) | 2017-12-19 | 2018-11-22 | 混合动力驱动系和具有该混合动力驱动系的车辆 |
DE112018006453.0T DE112018006453A5 (de) | 2017-12-19 | 2018-11-22 | Hybrid-Antriebsstrang und Fahrzeug damit |
JP2020519243A JP7009622B2 (ja) | 2017-12-19 | 2018-11-22 | ハイブリッド-パワートレーンおよびハイブリッド-パワートレーンを備えた車両 |
US16/771,905 US11351853B2 (en) | 2017-12-19 | 2018-11-22 | Hybrid powertrain and vehicle therewith |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017130494.0 | 2017-12-19 | ||
DE102017130494.0A DE102017130494A1 (de) | 2017-12-19 | 2017-12-19 | Hybrid-Antriebsstrang |
Publications (1)
Publication Number | Publication Date |
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WO2019120372A1 true WO2019120372A1 (de) | 2019-06-27 |
Family
ID=64665432
Family Applications (1)
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PCT/DE2018/100953 WO2019120372A1 (de) | 2017-12-19 | 2018-11-22 | Hybrid antriebsstrang und fahrzeug damit |
Country Status (5)
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US (1) | US11351853B2 (de) |
JP (1) | JP7009622B2 (de) |
CN (1) | CN111386205A (de) |
DE (2) | DE102017130494A1 (de) |
WO (1) | WO2019120372A1 (de) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11421585B2 (en) * | 2019-07-08 | 2022-08-23 | Caterpillar Inc. | Variable speed drive for an accessory drive in a hybrid power system |
DE102020115771A1 (de) * | 2019-07-11 | 2021-01-14 | Schaeffler Technologies AG & Co. KG | Hybrid-Antriebsstrang für ein Hybridfahrzeug |
DE102021108897A1 (de) | 2021-04-09 | 2022-10-13 | Schaeffler Technologies AG & Co. KG | Stufenloses Getriebe mit einem Schwingungstilger |
DE102021108894A1 (de) | 2021-04-09 | 2022-10-13 | Schaeffler Technologies AG & Co. KG | Stufenloses Getriebe mit einem Fliehkraftpendel |
WO2022233356A1 (de) * | 2021-05-03 | 2022-11-10 | Schaeffler Technologies AG & Co. KG | Hybridgetriebe sowie antriebsstrang mit hybridgetriebe |
NL2029821B1 (en) * | 2021-11-18 | 2023-06-13 | Bosch Gmbh Robert | Hybrid powertrain for a motor vehicle |
CN118251325A (zh) * | 2021-12-17 | 2024-06-25 | 舍弗勒技术股份两合公司 | 用于混合动力车辆的动力***和控制方法 |
CN114953959A (zh) * | 2022-07-29 | 2022-08-30 | 浙江万里扬新能源驱动有限公司杭州分公司 | 基于cvt的混合动力*** |
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JP3456159B2 (ja) | 1999-01-29 | 2003-10-14 | 三菱自動車工業株式会社 | ハイブリッド車 |
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JP5026496B2 (ja) * | 2009-11-16 | 2012-09-12 | 株式会社日本自動車部品総合研究所 | 車載動力伝達装置および車載動力伝達制御システム |
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-
2017
- 2017-12-19 DE DE102017130494.0A patent/DE102017130494A1/de not_active Withdrawn
-
2018
- 2018-11-22 CN CN201880076314.6A patent/CN111386205A/zh active Pending
- 2018-11-22 DE DE112018006453.0T patent/DE112018006453A5/de not_active Withdrawn
- 2018-11-22 US US16/771,905 patent/US11351853B2/en active Active
- 2018-11-22 WO PCT/DE2018/100953 patent/WO2019120372A1/de active Application Filing
- 2018-11-22 JP JP2020519243A patent/JP7009622B2/ja active Active
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Also Published As
Publication number | Publication date |
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CN111386205A (zh) | 2020-07-07 |
US20200398653A1 (en) | 2020-12-24 |
US11351853B2 (en) | 2022-06-07 |
DE112018006453A5 (de) | 2020-09-03 |
JP7009622B2 (ja) | 2022-01-25 |
JP2020536011A (ja) | 2020-12-10 |
DE102017130494A1 (de) | 2019-06-19 |
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