CN101511625A - 混合动力驱动装置 - Google Patents

混合动力驱动装置 Download PDF

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Publication number
CN101511625A
CN101511625A CNA2007800326165A CN200780032616A CN101511625A CN 101511625 A CN101511625 A CN 101511625A CN A2007800326165 A CNA2007800326165 A CN A2007800326165A CN 200780032616 A CN200780032616 A CN 200780032616A CN 101511625 A CN101511625 A CN 101511625A
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China
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gear
electric driver
drive shaft
combustion engine
hybrid drive
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CNA2007800326165A
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CN101511625B (zh
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J·梅尔克
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Audi AG
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Audi AG
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Abstract

本发明涉及一种用于机动车的混合动力驱动装置，该混合动力驱动装置具有内燃机(10)和电驱动装置(14)，二者串联连接地作用在至少一个驱动车轴差速器(16)的输出轴(40)上。为了获得在效率和结构尺寸方面有利的驱动装置而提出，额外地借助于变速级(50、52)设置有至少一个恒定档位，该恒定档位在绕过电驱动装置(14)的情况下选择性地直接从内燃机(10)传动到输出轴(40)上。

Description

混合动力驱动装置
技术领域
本发明涉及一种根据权利要求1的前序部分所述的、用于机动车的混合动力驱动装置。
背景技术
例如EP 1 092 583 A1中描述了这种类型的混合动力驱动装置，其中电驱动装置设计为电磁变矩器/换能器，借助于该电磁变矩器以及诸如此类的能将到驱动装置的输出轴上的速比控制在给定的分布域/范围(Spreizung)中。通过后置于电驱动装置的、例如行星齿轮传动装置和换档离合器形式的变速级可以改变速比，然而其中能流总是通过电驱动装置流动。
发明内容
本发明的目的在于，提供一种所述类型的混合动力驱动装置，该混合动力驱动装置除了在构造和生产技术方面有利的设计之外，还在效率方面得以改善或实现了紧凑的构造方式。
根据本发明，所述目的利用权利要求1的特征部分的特征来实现。其它权利要求包含本发明的有利的改进方案。
根据本发明提出，额外借助变速级设置有至少一个恒定档位(Konstantfahrgang)，该恒定档位在绕过电驱动装置的情况下选择性地从内燃机传动到输出轴上。本发明的目的在于，在机动车的确定的最大行程(Fahrbereich)中绕过电驱动装置并且在有利的效率时直接地从内燃机输出到一个或多个车轴差速器(在全轮驱动时)。由此还引起了在电驱动装置的设计和在空间上确定尺寸方面较为简单的结构，因为机动车的限定的最大行程不必通过电变矩器的分布域来覆盖。本发明不仅适用于纵向安装而且还适用于横向安装或者还适用于具有中级/中置发动机(Mittelmotor)的机动车。下面具体地以纵向安装为出发点。然而所述内容类似地适用于横向安装。
恒定档位优选可以是可通过至少一个转换装置激活的启动档和/或高速档。在全自动化类型的混合动力驱动装置中，该转换装置可以是电液控制的膜片式离合器；但该转换装置还可以是在变速器中常见的同步离合器或者其它形状配合的换档离合器。
在混合动力驱动装置的一种结构空间有利的设计方案中，内燃机和电驱动装置可以传动到驱动轴上，该驱动轴通过中间轴和齿轮组与输出轴可传动地连接，其中驱动轴和中间轴支承作为用于所述至少一个恒定档位和转换装置的变速级的齿轮组。在此如在齿轮组中已知的那样，达到了特别有利的传动效率，该传动效率尤其在将恒定档位设计为高速档或经济档时是有利的。
在此，齿轮组可以以后置于电驱动装置的方式设置在驱动轴和中间轴上。
可选地，内燃机的驱动轴和电驱动装置的驱动轴借助于圆柱齿轮组彼此轴向偏置，以便在机动车中设置由内燃机、电驱动装置以及在可能的情况下内置的车轴差速器组成的动力传动系/动力装置(Antriebsaggregat)时更好地考虑结构上的约束。
此外，用于所述至少一个恒定档位和换档离合器的齿轮组可设置在电驱动装置的驱动轴以及输出轴上并且在空间上设置在内燃机和电驱动装置之间，因此所述的圆柱齿轮组和恒定档位变速级的齿轮组可以彼此直接相邻地设置。
此外特别有利地，电驱动装置的驱动轴可以相对于内燃机的驱动轴向下或向上和/或侧向偏置地定位。由此实现了，设计电驱动装置的转子和至少一个定子用于高的驱动功率和传输功率，并且尽管如此还确保了在机动车车身中的足够的安装空间。
电驱动装置可以以已知的方式通过具有两个转子和两个定子或一个共同的定子的两个独立的电机或者通过具有两个转子和至少一个共同的、可轴向移动的定子的电磁传动装置来构造。
最后，在纵向安装内燃机、电驱动装置以及处于二者之间的用于机动车前轮驱动的车轴差速器时，输出轴可以间接地或者直接地作用在用于驱动机动车前轮的车轴差速器上。
附图说明
下面以其他细节更详细地阐述本发明的两个实施例。粗略的示意图示出：
图1示出用于前轮驱动的机动车的混合动力驱动装置的俯视图，该混合动力驱动装置具有内燃机、电驱动装置、内置的车轴差速器以及后置于电驱动装置的变速级；以及
图2示出可选的混合动力驱动装置的侧视图，该混合动力驱动装置具有轴向相对于内燃机偏置的电驱动装置以及前置于电驱动装置的变速级。
具体实施方式
根据图1，混合动力驱动装置基本上由仅示意示出的内燃机10、电驱动装置14以及设置在其间的用于驱动机动车前轮(未示出)的车轴差速器16组成。这些构件可以以已知的方式设置在多个壳体中，并且组装成一个动力传动系。
内燃机10、特别是活塞式内燃机通过动力输出轴或者驱动轴18与驱动装置14的第一转子20连接，其中有时可能在其间连接一有时可能带有扭振减振器的摩擦离合器。
在驱动轴18上可旋转地设置有驱动装置14的第二转子24，该第二转子支承设计为空心轴的驱动轴28。围绕两个转子20、24设置有可轴向移动的定子26a，借助该定子在相应的电控制装置(未示出)中可以以已知的方式利用速比的限定的分布域来驱动作为变矩器的电驱动装置14。但该定子或许还可以(如从上部半图中获悉的那样)设计为共同用于两个转子的定子26b。
转子24的驱动轴28通过后置的齿轮组30、32、34、36并且通过中间轴38传动到设置在定子26侧面的输出轴40上。此外，向前朝向内燃机10延伸的输出轴40支承传动小齿轮42，该传动小齿轮与以已知方式设计为锥齿轮差速器的车轴差速器16的盘形齿轮44啮合。
该车轴差速器16又以已知的方式通过仅示意示出的、横向于驱动轴18延伸的半轴46、48和万向轴(未示出)驱动机动车前轮。
穿过电驱动装置14的转子24延伸的驱动轴18在其自由端部上支承齿轮50，该齿轮与中间轴38上的另一齿轮52可传动地连接。
这两个在中间轴38上彼此相邻的齿轮32、52为空转齿轮，其可以通过换档离合器54选择性地与中间轴38联接。换档离合器54可以是已知构造方式的爪形离合器或同步离合器，具有：在齿轮32、52上形成的啮合齿32a、52a；牢固设置在中间轴38上的、外齿联接体38a；以及可轴向移动的、内齿换档连接套56。
借助于可以以已知的方式手动或者自动操纵的换档连接套56，除了可能的怠速调整外，或者驱动轴28通过齿轮组30、32或者驱动轴18通过齿轮组50、52可传动地联接到中间轴38上，而中间轴38通过齿轮组34、36始终与输出轴40可传动地连接。
齿轮组30、32以及34、36在其总变速比方面如此设计，使得机动车的限定的最大行程利用可通过电驱动装置14控制的分布域来覆盖。在此实现了能流以已知的方式通过内燃机10、驱动轴18、转子20和通过电驱动装置14的电控定子26、转子24到达驱动轴28上。从那里通过上述的齿轮30、32、34、36到达输出轴40或者车轴差速器16上。
如果齿轮52通过换档离合器54与中间轴38联接，那么现在内燃机10通过驱动轴18直接地或者说在绕过电驱动装置14的情况下通过齿轮组50、52、34、36传动到输出轴40等等。因此连接到能流中的齿轮组50、52形成了恒定档位或者恒定的变速级，该变速级如此设计，即其速比与通过电驱动装置14的变矩范围形成的可变的变速比邻接。
通过结合由齿轮34、36和车轴差速器16确定的其余的固定速比来设计齿轮50、52，恒定档位可以设计为具有非常短的变速比的启动档或者设计为具有非常长的变速比的高速档或经济档，从而总传动分布域大于电驱动装置14的变矩范围的分布域。
所描述的混合动力驱动装置设计用于在前侧纵向安装到机动车中。在应用更改的车轴差速器16(传动小齿轮42和盘形齿轮44不是作为锥齿轮而是作为圆柱齿轮、半轴46、48平行于驱动轴18定向)时，混合动力驱动装置也可以在横置安装中应用。
可选的混合动力驱动装置在图2中示出。功能相同的部件标有相同的附图标记。对图1的描述同样适用于相同的功能。
根据图2，驱动轴18分为驱动轴部段18a和驱动轴部段18b，二者在中间连接圆柱齿轮组60、62的情况下彼此轴向偏置地定位。驱动轴部段18b的偏置不仅向下而且还向侧面，由此在电驱动装置14和车轴差速器64的布置方面得到了较大的结构设计自由度，并且可以更多地考虑在机动车中给定的安装比例。为了更好地图示，图2没有示出实际的偏置。
另外的恒定档位通过齿轮52、50形成，并且换档离合器54前置于电驱动装置14或者说设置在内燃机10和电驱动装置14之间。此外，转子24通过驱动轴28向前通过齿轮30、32传动到非侧向的而是处于电驱动装置14之前的输出轴40上。
如所示，在这种设计方案中省去了根据图1的中间轴38，并且换档离合器54和齿轮组30、32、50、52的空转齿轮直接地设置在输出轴40上。在此，齿轮52又形成恒定档位(如前面所述)。
本发明并不局限于所描述的实施例。因此，可以应用液压控制的膜片式离合器来代替形状配合的换档离合器54。在形状配合的换档离合器54中，在换档过程前通过相应地控制电驱动装置14在相对于内燃机10脱开摩擦连接时可以实现有时可能的轴转速的同步。
通过相应地设置另一齿轮组，还可以设置两个恒定档位(启动档和高速档)来代替一个恒定档位(如上所述)。这两个恒定档位有时可能还可以借助于行星齿轮传动装置来实现。
此外，关于图1和图2的各个位置说明分别涉及在那里具体示出的示图。

Claims (12)

1.一种用于机动车的混合动力驱动装置，所述混合动力驱动装置具有内燃机和电驱动装置，二者串联连接地作用在至少一个驱动车轴差速器的输出轴上，其特征在于，额外地借助变速级(50、52)设置有至少一个恒定档位，所述恒定档位在绕过所述电驱动装置(14)的情况下选择性地从所述内燃机(10)传动到所述输出轴(40)上。
2.根据权利要求1所述的混合动力驱动装置，其特征在于，所述恒定档位(50、52)是可通过转换装置(54)激活的启动档。
3.根据权利要求1或2所述的混合动力驱动装置，其特征在于，所述恒定档位(50、52)是可通过至少一个转换装置(54)激活的高速档。
4.根据前述权利要求中任一项所述的混合动力驱动装置，其特征在于，所述内燃机(10)和电驱动装置(14)传动到驱动轴(18、28)上，所述驱动轴通过中间轴(38)和齿轮组(30、32、34、36)与输出轴(40)可传动地连接，其中所述驱动轴(18、28)和中间轴(38)支承作为用于所述至少一个恒定档位和转换装置(54)的变速级的齿轮组(30、32、50、52)。
5.根据前述权利要求中任一项所述的混合动力驱动装置，其特征在于，所述齿轮组(30、32、50、52)以后置于所述电驱动装置(14)的方式设置在所述驱动轴(18、28)和中间轴(38)上。
6.根据前述权利要求中任一项所述的混合动力驱动装置，其特征在于，所述内燃机(10)的驱动轴(18a)和所述电驱动装置(14)的驱动轴(18b)借助于圆柱齿轮组(60、62)彼此轴向偏置地布置。
7.根据权利要求6所述的混合动力驱动装置，其特征在于，用于所述至少一个恒定档位和所述换档离合器(54)的所述齿轮组(30、32、50、52)设置在所述电驱动装置(14)的驱动轴(18b)以及所述输出轴(40)上并且在空间上设置在所述内燃机(10)和电驱动装置(14)之间。
8.根据权利要求6或7所述的混合动力驱动装置，其特征在于，所述电驱动装置(14)的驱动轴(18b)相对于所述内燃机(10)的驱动轴(18a)向下或向上和/或侧向偏置地定位。
9.根据前述权利要求中任一项所述的混合动力驱动装置，其特征在于，在纵向安装内燃机(10)、电驱动装置(14)以及处于二者之间的用于机动车前轮驱动的车轴差速器(64)时，所述输出轮(40)间接地或者直接地作用在用于驱动机动车前轮的所述车轴差速器(64)上。
10.根据权利要求1至9中任一项所述的混合动力驱动装置，其特征在于，所述电驱动装置通过具有两个转子和两个定子的两个独立电机来形成。
11.根据权利要求1至9中任一项所述的混合动力驱动装置，其特征在于，所述电驱动装置通过具有两个转子(20、24)和至少一个共同的、必要时可轴向移动的定子(26a、26b)的电磁传动装置来形成。
12.根据权利要求1至11中任一项所述的混合动力驱动装置，其特征在于，所述装置设计用于纵向安装或横向安装或者具有中级发动机的构造。
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