DE102017118054A1 - Drive arrangement for a vehicle and vehicle with the drive assembly - Google Patents

Abstract

In hybrid vehicles, ie vehicles which simultaneously or alternately use an electric motor and an internal combustion engine as a traction motor, the traction moments in the drive train must be guided so that the desired operating modes are possible. Meanwhile, architectures have established themselves, which are referred to in the literature as P1, P2, P3 and P4 arrangement depending on the position and the coupling of the electric motor in the drive train.
A drive arrangement 3 for a vehicle 1 is proposed with an internal combustion engine module 6, the internal combustion engine module 6 having an internal combustion engine input interface 9 for coupling an internal combustion engine 5, and an internal combustion engine output interface 10 for outputting an internal combustion engine drive torque, wherein an internal combustion engine torque path MV from the internal combustion engine input interface 9 to the internal combustion engine output interface 10 leads, with an electric motor module 7, wherein the electric motor module 7 an electric motor input interface 11 for coupling an electric motor 4, an electric motor output interface 12 for delivering an electric motor drive torque and an electric motor transmission 15, wherein an electric motor torque path ME from the electric motor input interface 11 leads to the electric motor output interface 12 and wherein the electric motor 15 in the electric motor torque path ME between the Elektromotorausgangssch Nittstelle 11 and the electric motor output interface 12 is arranged, wherein the engine torque path MV and the electric motor torque path ME parallel to each other, wherein in the electric motor torque path ME a speed-controlled disconnect clutch 14 is arranged.

Description

The invention relates to a drive arrangement for a vehicle having the features of the preamble of claim 1. The invention further relates to a vehicle with the drive assembly.

In hybrid vehicles, ie vehicles which simultaneously or alternately use an electric motor and an internal combustion engine as a traction motor, the traction moments in the drive train must be guided so that the desired operating modes are possible. Meanwhile, architectures have established themselves, which are referred to in the literature as P1, P2, P3 and P4 arrangement depending on the position and the coupling of the electric motor in the drive train.

It is an object of the present invention to propose a drive arrangement for a vehicle as well as a vehicle with the drive arrangement, which can be structurally constructed in a particularly simple manner. This object is achieved by a drive arrangement with the feature of claim 1 and by a vehicle having the features of claim 9. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description and the accompanying drawings.

The invention relates to a drive arrangement, in particular a drive train, which is suitable and / or designed for a vehicle. The vehicle is preferably designed as an automobile. For example, the vehicle is realized as a passenger car, truck, bus, etc. Preferably, the vehicle has at least a first axis and a second axis. The vehicle is specifically designed as a hybrid vehicle having an internal combustion engine and an electric motor, both motors being designed as traction motors. In particular, both motors are dimensioned so that they can drive exclusively and / or alone the vehicle to a speed greater than 5 km / h.

The drive arrangement has an internal combustion engine module, which serves for the guidance and implementation, in particular transmission and / or reduction, of the traction torque of the internal combustion engine and / or is designed accordingly.

The internal combustion engine module has an internal combustion engine input interface, which is operatively connected to the internal combustion engine and / or operatively connected, in particular coupled by transmission technology. Furthermore, the internal combustion engine module has an internal combustion engine output interface which emits an engine drive torque, in particular the traction torque of the internal combustion engine, from the internal combustion engine module. Between the engine input interface and the engine output interface, an engine transmission is preferably arranged. The internal combustion engine transmission is used to implement the engine drive torque, in particular to translate and / or undercut. The internal combustion engine transmission can be designed, for example, as a manual transmission or as an automatic transmission. Preferably, this has more than four courses.

In addition, the drive arrangement has an electric motor module which serves for the guidance and implementation, in particular reduction, of the traction torque of the electric motor and / or is designed accordingly.

The electric motor module has an electric motor input interface, which is operatively connected to the electric motor and / or operatively connected, in particular coupled by transmission technology. Furthermore, the electric motor module has an electric motor output interface, which outputs an electric motor drive torque, in particular the traction torque of the electric motor. Between the electric motor input interface and the electric motor output interface, an electric motor transmission is arranged. The electric motor gear serves to implement the electric motor drive torque, in particular to set.

Particularly preferably, the electric motor gear is designed to be catchy. Thus, this has exactly one gear ratio. Preferably, the electric motor gear is a transmission gear with a translation to the slow. Thus, it is in particular a reduction (amount (i)> 1, i: gear ratio).

The drive assembly includes an engine torque path that leads from the engine input interface to the engine output interface. Furthermore, the drive arrangement has an electric motor torque path, which leads from the electric motor input interface to the electric motor output interface. It is provided that the engine torque path and the electric motor torque path, in particular in the section of the engine module and the electric motor module, run parallel to each other. In particular, this parallel structure allows for either the combustion engine module or the electric motor module to be used to provide the traction torque for the vehicle.

In the context of the invention it is proposed that in the electric motor torque path a speed-controlled separating clutch is arranged. With the speed-controlled separating clutch, it is possible to decouple the electric motor module or sections of the electric motor module and in particular the electric motor from the drive train and / or from the drive arrangement, so that in the event that the electric motor is not used as a traction motor, entrained masses are reduced. At least the electric motor itself can be decoupled, which then does not have to be carried along during operation of the vehicle. The speed of the disconnect clutch is in a fixed relationship with the speed of the vehicle, so that the disconnect clutch performs a speed-dependent separation of the electric motor module or portions thereof. Preferably, the separating clutch is designed as a friction clutch.

Particularly preferably, the speed-controlled separating clutch is designed as a centrifugal clutch. This triggers in dependence of an applied speed automatically the connection between the drive assembly and / or the drive train and the electric motor module or sections thereof. The centrifugal clutch is preferably purely mechanically controlled, so that the complexity of the drive arrangement is reduced with respect to the requirements of an electronic control. This implements a very robust and reliable control of the coupling and decoupling of the electric motor module or sections thereof.

A module, in particular the internal combustion engine module and / or the electric motor module, is understood to mean a section of the drive train and / or the drive arrangement. Optionally, the module can be spatially completed, but it is also possible that the module is to be understood as a model module and has no spatial separation. In this embodiment, the engine module and the electric motor module can also intermesh and / or be nested one inside the other.

Interfaces, in particular the internal combustion engine input interface, the internal combustion engine output interface, the electric motor input interface and / or the electric motor output interface, are understood in particular as transitions between sections of the drive train and / or drive arrangement. These can be model interfaces, which are either mechanically implemented or designate only logical points or areas in the drive train. In particular, the interfaces need not be separable, but may also be permanently connected.

In a first possible structural embodiment, the separating clutch is arranged in particular in series and / or in the course of the electric motor torque path between the electric motor input interface and the electric motor drive. The advantage of this embodiment is that the disconnect clutch only has to disconnect the electric motor, namely in a region of the electric motor torque path which is before the reduction, so that the torques occurring are small and the disconnect clutch can be dimensioned very small. The disadvantage of this embodiment is that the electric motor gear remains operatively connected to the driven wheels of the vehicle after decoupling of the electric motor. This results in higher transmission losses when driving above the decoupling speed. Likewise, in a vehicle acceleration, inertial masses additionally counteract the acceleration, the overall efficiency of the drive arrangement drops.

In a second possible structural embodiment, the separating clutch is arranged in particular in series and / or in the course of the electric motor torque path between the electric motor gear and the electric motor output interface. The advantage of this embodiment is that both the electric motor gear and the electric motor is decoupled from the drive train. As a result, the overall efficiency of the drive train and / or the drive assembly increases when driving above the decoupling speed. On the other hand, the separating clutch must be constructively designed to be so large or resilient that it can connect or disconnect the corresponding masses and the increased by the reduction moments of the electric motor.

A third possible structural design forms an intermediate solution of the first and the second structural design. In this embodiment, the electric motor transmission has two transmission sections, wherein the separating clutch is arranged between the transmission sections. Particularly preferably, one of the transmission sections is designed as a first transmission stage and the other transmission section as a second transmission stage. Both gear ratios preferably translate into slow, so that in each case an input speed is converted by the sides of the electric motor into a lower output speed. This intermediate solution has the advantage that the maximum rotational speed of the components of the electric motor gear connected to the driven wheels is moderate, so that standard components for the separating clutch can be used. In particular, not necessarily expensive special components are used. In particular, the intermediate solution makes a compromise between the size of the separating clutch and the loss in the drive train and / or the Drive arrangement after the decoupling of the electric motor.

In a first possible embodiment, the drive arrangement is designed as a P4 arrangement. In this case, the electric motor torque path leads to a first axis of the vehicle and the engine torque path to a second axis of the vehicle. Alternatively or additionally, the electric motor module is assigned exclusively to the first axle of the vehicle and the engine module is assigned exclusively to the second axle of the vehicle. It is possible that the first axle is designed as a rear axle and the second axle as a front axle. Alternatively, the first axis is designed as a front axle and the second axle as a rear axle. Optionally, a differential device may optionally connect to the engine output interface and to the electric motor output interface, respectively. Optionally, the differential device or the differential devices are part of the drive assembly.

In an alternative embodiment of the invention, the drive arrangement is designed as a P3 arrangement and / or has a summing device with two inputs and one output. The engine torque path and the motor torque path travel into the inputs of the summer. The output of the summing device preferably runs in a differential device for distributing the traction torque on two axles of the vehicle or on two driven wheels of a common axis of the vehicle. Alternatively or additionally, in the P3 arrangement, the electric motor torque path is routed to a transmission output shaft and / or with the engine torque path to a common input of a differential device. Optionally, the differential device is a component of the drive arrangement. Optionally, the summing device and the differential device are designed as a common module.

Another object of the invention relates to a vehicle with the drive assembly as described above or according to one of the preceding claims. The vehicle is preferably designed as previously described. The vehicle has the electric motor and the internal combustion engine. Optionally, the vehicle has at least or exactly one differential device located at the positions previously described.

In a preferred embodiment of the invention, the electric motor is designed as a 48 V electric motor. This operating voltage for an electric motor has now become a standard in the automotive industry for safety and cost reasons.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Antriebsanordnung in P4-Anordnung als ein erstes Ausführungsbeispiel der Erfindung;
• 2 eine schematische Darstellung eines Fahrzeugs mit einer Antriebsanordnung in P3-Anordnung als ein zweites Ausführungsbeispiel der Erfindung;
• 3 bis 5 drei alternative Ausführungsbeispiele für ein Elektromotormodul für die Antriebsanordnungen in den vorhergehenden Figuren.

Further features, advantages and effects of the invention will become apparent from the following description of preferred embodiments of the invention and the accompanying figures. These show:

• 1 a schematic representation of a vehicle with a drive arrangement in P4 arrangement as a first embodiment of the invention;
• 2 a schematic representation of a vehicle with a drive arrangement in P3 arrangement as a second embodiment of the invention;
• 3 to 5 three alternative embodiments of an electric motor module for the drive assemblies in the previous figures.

The 1 shows a schematic block diagram of a vehicle 1 as an embodiment of the invention. The vehicle 1 has two axes 2a . b on, with the axis 2a as a rear axle and the axle 2 B is designed as a front axle. The vehicle 1 is designed as a hybrid vehicle and has a drive arrangement 3 on which forms the drive train. It is a parallel hybrid powertrain.

The vehicle 1 has an electric motor 4 and an internal combustion engine 5 on. The electric motor 4 Can also be used as an electric machine, the internal combustion engine 5 be referred to as internal combustion engine. In particular, the electric motor 4 can also be used as a generator during operation. The electric motor 4 and the internal combustion engine 5 form in the vehicle 1 Traction motors or drive motors, which together or individually to drive the vehicle 1 suitable and / or trained. The electric motor 4 is designed in particular as a 48 V electric motor.

The vehicle 1 has an engine module 6 and an electric motor module 7 on. Furthermore, the vehicle has two differential devices 8a . b , wherein the differential device 8a the axis 2a and the differential device 8b the axis 2 B assigned. The engine module 6 has an engine input interface 9 on which with the internal combustion engine 5 is operatively connected, so that the traction torque of the internal combustion engine 5 into the combustion engine module 6 is directed. Furthermore, the internal combustion engine module 6 an engine output interface 10 on which with the differential device 8b is actively connected. Preferably, the engine module 6 one Internal combustion engine transmission, which is designed for example as a manual transmission or as an automatic transmission. An internal combustion engine torque path MV thus runs from the internal combustion engine 5 via the combustion engine input interface 9 , the engine module 6 via the engine output interface 10 to the axis 2 B or the differential device 8b ,

The electric motor module 7 has an electric motor input interface 11 and an electric motor output interface 12 on. The electric motor input interface 11 is with the electric motor 4 operatively connected so that a traction torque from the electric motor 4 in the electric motor module 7 is directed. The electric motor output interface 12 is with the differential device 8a operatively connected. In the electric motor module 7 is an electric motor gearbox 15 arranged, which in the following 3 - 5 is described. The electric motor gearbox 15 is designed as an input gear with reduction, so a translation to the slow, with a single reduction ratio. An electric motor torque path ME extends from the electric motor 4 via the electric motor input interface 11 , the electric motor module 7 via the electric motor output interface 12 to the axis 2a or to the differential device 8a ,

The engine torque path MV and the motor torque path ME are at least in the range of the engine module 6 and the electric motor module 7 aligned parallel to each other.

In the 2 is the vehicle 1 in the same representation, but shown in a P3 arrangement. In contrast to the embodiment in the 1 points the vehicle 1 a summing device 13 on, which has two inputs and one output. The summing device 13 includes, for example, the output shaft of the engine module and a coupling wheel, which is driven by the electric motor module and is operatively connected to the output shaft, so that the moments of the engine module and the electric motor module are summed. An input is with the engine output interface 10 operatively connected, the other input is with the electric motor output interface 12 operatively connected. The output is with a differential device 8th connected, which determines the torque on the wheels of the axle 2 B distributed. Also in this embodiment, the electric motor torque path ME and the engine torque path MV is at least in the area of the engine module 6 and the electric motor module 7 formed parallel to each other. While in the embodiment in the 1 the traction moments on two axles 2a . b be distributed in the embodiment in the 2 the drive torques on a common axis 2 B directed. In particular, the drive torque / traction torque of the electric motor becomes 4 from the electric motor output interface 12 directed to a transmission output shaft which communicates with the engine output interface 10 is in active connection.

The drive arrangement 3 has a separating clutch 14 which can interrupt the electric motor torque path ME and in this way at least the electric motor 4 from the wheels of the axle 2a or 2 B can decouple. The different positions of the separating clutch 14 be in the following 3 to 5 explained.

The 3 to 5 each show the electric motor module 7 as well as the separating clutch 14 in different configurations. The illustrated electric motor module 7 can both in the vehicle 1 of the 1 as well as in the vehicle 1 of the 2 be used.

• - minimale Baugröße der Trennkupplung 14
• - minimaler Verlust im Fahrzyklus der Antriebsanordnung 3 bei abgekoppeltem Elektromotor 4
• - Berücksichtigung von Drehzahlgrenzen bei Bauteilen wie Lager, Zahnräder usw.

The separating clutch 14 should meet or partially meet the following design criteria:

• - Minimum size of the separating clutch 14th
• - Minimal loss in the drive cycle of the drive assembly 3 with uncoupled electric motor. 4
• - Consideration of speed limits for components such as bearings, gears, etc.

In the exemplary embodiment, the disconnect clutch 14 designed as a centrifugal clutch, which opens automatically when a structurally predetermined speed is exceeded. After the output side of the separating clutch 14 always and / or permanently with the wheels of the respective axle 2a . b is connected, the disconnect clutch 14 acted upon by a speed-dependent speed. Thus, the separating clutch separates 14 from a structurally specifiable limit speed the electric motor 4 and sections of the electric motor module 7 from the respective axis 2a . b ,

In the electric motor module 7 in the 3 is the disconnect clutch 14 between the electric motor input interface 11 and the electric motor gearbox 15 arranged. This embodiment has the advantage that - in comparison to the other embodiments - the separating clutch 14 the smallest size has. However, remains after decoupling or separation through the separating clutch 14 the electric motor gearbox 15 on the axis 2a , b, so that the electric motor gearbox 15 must be dragged along. This results in additional transmission losses when driving above the decoupling speed. Likewise, inertial masses of acceleration counteract the overall efficiency of the drive arrangement in the event of vehicle acceleration 3 decreases in internal combustion engine operation.

At the electric module 7 in the 4 is the disconnect clutch 14 in contrast, between the electric motor gear 15 and the electric motor output interface 12 arranged. The advantage is that the electric motor gearbox 15 together with the electric motor 4 from the axis 2a . b is decoupled. This increases the overall efficiency of the drive assembly 3 in internal combustion engine operation, in particular at constant speed. The disadvantage of this embodiment, however, is that the separating clutch 14 - Compared to the other embodiments - has the largest size.

In the 5 is the electric module 7 shown in a further embodiment. Here, the electric motor transmission divides 15 in a first transmission section 15.1 and a second transmission section 15.2 on. Each of the transmission sections 15.1 . 15.2 is preferably designed as a reduction gear. The separating clutch 14 is in the electric motor torque path ME between the transmission sections 15.1 and 15.2 arranged. The advantage of this embodiment is that the maximum speed to be transmitted to the axis 2a . b remaining components of the electric motor module 7 moderate. Due to the comparatively low speed in the intermediate region between the transmission sections 15.1 and 15.2 Standard components can be used, so that no expensive special components are used. Overall, this embodiment represents a compromise between the size of the separating clutch 14 and the transmission loss after decoupling the electric motor 4 in the drive arrangement 3 represents.

LIST OF REFERENCE NUMBERS

1

vehicle

2a, b

axes

3

drive arrangement

4

electric motor

5

internal combustion engine

6

Engine module

7

Motor module

8, 8a, b

differential device

9

Engine input interface

10

Engine output interface

11

Electric motor input interface

12

Electric motor output interface

13

summing

14

separating clutch

15

Electric motor gear

15.1

first transmission section

15.2

second transmission section

Claims (10)

A drive assembly (3) for a vehicle (1) having an engine module (6), the engine module (6) having an engine input interface (9) for coupling an internal combustion engine (5), and an engine output interface (10) for outputting engine torque Internal combustion engine torque path (MV) from the engine input interface (9) to the engine output interface (10), comprising an electric motor module (7), wherein the electric motor module (7) an electric motor input interface (11) for coupling an electric motor (4), an electric motor output interface (12) Output of an electric motor drive torque and an electric motor transmission (15), wherein an electric motor torque path (ME) from the electric motor input interface (11) leads to the electric motor output interface (12) and wherein the electric motor gear (15) in the electric motor torque path (ME) between the electrom the engine output interface (11) and the electric motor output interface (12) is arranged, wherein the engine torque path (MV) and the electric motor torque path (ME) parallel to each other, characterized by a speed-controlled disconnect clutch (14), wherein the speed-controlled disconnect clutch (14) in the electric motor torque path (ME ) is arranged. Drive arrangement (3) according to Claim 1 , characterized in that the speed-controlled separating clutch (14) is designed as a centrifugal clutch. Drive arrangement (3) according to Claim 1 or 2 , characterized in that the separating clutch (14) between the electric motor input interface (11) and the electric motor gear (15) is arranged. Drive arrangement (3) according to Claim 1 or 2 , characterized in that the separating clutch (14) between the electric motor gear (15) and the electric motor output interface (12) is arranged. Drive arrangement (3) according to Claim 1 or 2 , characterized in that the electric motor transmission (15) has a first and a second transmission portion (15.1, 15.2), wherein the separating clutch (14) between the first and the second transmission portion (15.1, 15.2) is arranged. Drive arrangement (3) according to Claim 5 , characterized in that the first gear portion (15.1) is formed as a first gear stage and the second gear portion (15.2) as a second gear stage. Drive arrangement (3) according to one of the preceding claims, characterized in that the electric motor torque path (ME) leads to a first axis (2a) of the vehicle (1) and the engine torque path (MV) to a second axis (2b) of the vehicle (1) , Drive arrangement (3) according to one of the preceding claims, characterized by a summing device (13), wherein the summing device (13) has two inputs and one output, wherein the engine torque path (MV) and the electric motor torque path (ME) into the inputs of the summing device (13 ) to run. Vehicle (1) with an electric motor (4) and an internal combustion engine (5), characterized by a drive arrangement (3) according to one of the preceding claims. Vehicle (1) to Claim 9 , characterized in that the electric motor (4) is designed as a 48 volt motor.

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