CN101873945B - 具有可作为泵或发动机来运行的开环液压机构的传动装置 - Google Patents

具有可作为泵或发动机来运行的开环液压机构的传动装置 Download PDF

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CN101873945B
CN101873945B CN2008801177567A CN200880117756A CN101873945B CN 101873945 B CN101873945 B CN 101873945B CN 2008801177567 A CN2008801177567 A CN 2008801177567A CN 200880117756 A CN200880117756 A CN 200880117756A CN 101873945 B CN101873945 B CN 101873945B
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N·格兰特
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Ducere Holdings Pty Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
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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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    • 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
    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
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    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
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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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    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
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Abstract

一种适合用来驱动最终传动器(20)的传动装置(10)，其包含第一传动设备(30)和功率分配齿轮装置(40)。第一液压机构(100)可作为泵或者发动机来运行。第一液压机构(100)能够由第一传动设备(30)或者最终传动器(20)或者两者并行地传动，且通过齿轮装置(40)起作用。最终传动器(20)通过齿轮装置(40)可以由第一传动设备(30)或者第一液压机构(100)或者两者并行地传动。

Description

具有可作为泵或发动机来运行的开环液压机构的传动装置
技术领域
本发明涉及一种传动装置。更具体地，但是非排除性地，本发明涉及一种利用汽车混合动力并且具有再生制动(regenerativebraking)和引擎优化能力的传动装置。
背景技术
随着碳基燃料储备的减少，废气排放的减少和燃料消耗的减少已经成为全球当务之急。许多可供选择的传输和传动装置概念已经被提出，以促成这些目标。
一些著名的概念有再生制动和引擎优化。具有再生制动的汽车配备有能量存储装置，用来捕获和存储通常作为热量从正常制动中释放且散逸到大气中的能量。引擎优化是这样一种概念：仅在引擎可更有效地运行的特定的预定模式中使用引擎，并且通过某种方式--诸如电池或液压--存储由引擎产生的任何多余能量，然后在引擎未使用期间使用所存储的能量。一种著名的再生制动系统是使用电动机发电机系统来制动汽车，其可以替代传统制动器，或与传统制动器一起使用。发电机用来使汽车减速的同时产生电并为电池充电。该已充电的电池于是被用来驱动电动机，以再次对该汽车的传动链进行供电。同样的概念可被用于引擎优化，其中发电机被用来存储引擎能量，然后该能量在引擎未使用期间被使用。
发明目的
本发明的一个目的是提供一种传动装置，该装置至少部分地减轻了现有装置的劣势，或者为现有装置提供了替代。
发明内容
根据本发明，一种适合用来驱动最终传动器的传动装置，包括：
第一传动设备；
功率分配齿轮装置；
可作为泵或者发动机来运行的第一液压机构；
所述第一液压机构能够由所述第一传动设备或者所述最终传动器或者两者并行地驱动，通过所述齿轮装置起作用；并且
所述最终传动器通过所述齿轮装置由所述第一传动设备或者所述第一液压机构或者两者并行地驱动。
所述液压机构可具有与之关联的液压能量存储设备，如储蓄槽。
所述液压机构可包括开环过心可变排量液压设施，其可以作为泵或者发动机来运行。可作为泵或者发动机来运行的液压设施在下文中有时被称为泵/发动机设施。
所述液压设施可以是开环过心可变排量轴向活塞式液压设施，其可以作为泵或者发动机来运行。
所述液压设施可以是开环轴向活塞式液压设施，其具有可操纵的斜盘(swash-plate)，该斜盘可以被控制以移动过心(over-centre)，以允许所述液压设施作为泵或者发动机来运行。
在一些实施方案中，所述液压设施可以是齿轮泵/发动机设施。
所述液压机构可包括至少第一装置和第二装置，每一个都可选择性地作为泵或者发动机来运行。所述至少第一和第二泵/发动机设施可以被串联连接，且可以被配置为彼此独立地运行。
所述泵/发动机设施可以彼此独立地可运行，以使所述泵/发动机设施中的至少一个可以作为泵来运行，而泵/发动机装置中的至少另一个作为发动机来运行。
所述两个泵/发动机设施的功率比可以为1∶3。
所述泵/发动机装置中的至少一个是齿轮泵/发动机设施，另一个是可变排量设施。
在本实施方案中，所述两个泵/发动机设施的功率比可以为2∶2。
所述功率分配齿轮装置可以是机械的。
所述功率分配齿轮装置可包括行星齿轮或者任何如下的差动式机械连接，所述差动式机械连接允许对经过它传输的功率的量和方向进行分配。
所述功率分配齿轮装置可通过各自的杆连接至所述第一传动设备、所述第一液压设施和所述最终传动器中的任一个。
所述功率分配齿轮装置可通过传动带连接至所述第一传动设备、所述液压设施和所述最终传动器中的任意一个。
所述功率分配齿轮装置可包括离合器和制动器装置，这样，通过联接和/或接合所述离合器或者所述制动器或者这两者，可以改变所述第一传动设备、所述第一液压设施和所述最终传动器之间的齿轮比。
所述离合器和制动器装置可用来使所述第一传动设备、所述第一液压设施和所述最终传动器中的任一个从所述齿轮装置脱离，而将所述齿轮中的任一个锁定在稳定位置。
可通过锁定所述齿轮所附接至的杆来锁定所述齿轮。
所述第一传动设备可以是内燃机，如柴油机或者汽油机。
所述第一传动设备可以是外燃机，如斯特林发动机。
所述第一传动设备可以是电动机，并且可伴有电能存储设备，如电池。
所述装置可以进一步包括控制系统，其用来控制以下项目之任意组合的相关输出和输入：所述液压设施、第一传动设备或者齿轮装置，以及该系统中的各种离合器和制动器。
所述控制系统可进一步控制所述离合器和制动器装置的运行。
所述控制系统可根据控制算法来运行。
所述传动装置可以用在汽车中。
所述控制系统可以根据地形记录和预测仪器来控制以下项目之任意组合的相关输出和输入：所述第一液压设施、第一传动设备、离合器和制动器装置、或者齿轮箱。
所述地形记录和预测仪器可以被并入所述控制算法。
所述地形记录和预测仪器可以借助于全球定位系统(GPS)或者电子地图系统来运行。
所述装置可包括第二液压机构，其被配置为，允许所述第一传动装置将能量存储在所述液压能量存储设备中，同时所述能量被所述第一液压机构利用来驱动所述最终传动器。
所述第二液压机构可以与所述第一液压机构相似。
所述第二液压机构可以被配置为驱动所述最终传动器。
进一步根据本发明，提供了一种可变排量轴向活塞式液压设施，包括：
具有主轴并限定了多个平行于主轴延伸的汽缸的汽缸筒；
安装在所述汽缸的一端的端口构件；
所述端口构件限定了其内的第一室和第二室；
所述筒相对于所述端口构件是可旋转的，以使所述汽缸与所述第一和第二室交替连通；
每个汽缸相应的活塞，其被安装以在每个汽缸中进行往复运动；
所述活塞的局部延伸超出所述筒的另一端；
斜盘，其临近于所述筒的另一端，且具有面向所述筒的正面，以使所述活塞的局部紧靠所述正面；
所述斜盘是可枢转的，以使所述正面可以被操纵在以下位置之间：中心位置，在此所述正面垂直于所述筒的主轴；所述正面与所述中心位置形成正角度的位置；以及所述正面与所述中心位置形成负角度的位置。
本发明的这些和其他特征在下面进行更详细的描述。
附图说明
下面参考附图来描述本发明的实施方案，这些实施方案单纯作为本发明的实施例而非限制本发明的范围，在附图中：
图1是根据本发明的传动装置的示意图；
图2是根据本发明的、包括可变斜盘式液压机构的装置的液压机构的一个实施方案的装配示意图；
图3是该可变斜盘式过心液压设施的剖面示意图，图解了该液压设施的运行；
图4是根据本发明的液压机构的另一个实施方案的示意图，具体表现为一对恒速齿轮泵/发动机设施，每一个都被设置为既可作为泵又可作为发动机来运行；
图5是根据本发明的液压机构的又一个实施方案的示意图，包括一对泵/发动机，其中一个是可变泵/发动机设施，通过控制两者的速度和/或方向而可作为可变泵或发动机来运行。
图6是该传动装置的示意图，也图解了功率分配齿轮装置以及与之相关联的离合器和制动器组。
具体实施方式
参照附图，根据本发明的传动装置的实施方案总体用参考数字10标示。
根据本发明，用来驱动最终传动器20的传动装置10包括：一个第一传动设备，如一个内燃(IC)机30；和一个功率分配齿轮装置，如一个利用已知技术的行星齿轮箱40。该传动装置10进一步包括一个可作为泵或发动机来运行的液压机构100。更进一步，该液压机构100能够由内燃机30或者最终传动器20或者两者并行地驱动，且通过齿轮箱40起作用；最终传动器20能够通过齿轮箱40被内燃机30或者液压机构100或者两者并行地驱动。
液压机构100具有一个与之关联的液压能量存储设备，如储蓄槽60，以及一个储液槽56。
在一个实施方案中，液压机构100包括一个可以作为泵或作为发动机来运行的开环过心可变排量液压设施，如一个利用可变斜盘105的轴向活塞式液压设施(如图3和图4所示)，或者一个斜轴式轴向活塞泵(未示出)，其中斜盘105或等同物的角度可以改变以移动过心。
图3和图4所示的液压装置100包括一个旋转式汽缸筒110，该汽缸筒被固定到杆111，以使其能够被杆111转动，或者转动杆111。汽缸筒111进一步具有多个活塞115，所述活塞能够在汽缸筒110的缸膛120内往复运动(如图4所示)。该缸膛在汽缸筒110内具有一个终端121，并且在汽缸筒110的斜盘105侧有一个开口端122。液压装置100进一步包括一个斜盘105，该斜盘相对于汽缸筒110可移动一定范围的角度。斜盘105的正面106精确垂直于汽缸筒110的轴的角度被认为是零度角。
斜盘105在正角度和负角度都能够移动一定范围。液压装置100进一步包括端口板130，该端口板是静止的，并且当汽缸筒110旋转时该端口板密封地紧贴气缸筒110。在端口板130中具有一个高压通道131和一个低压通道132，它们通过端口通路140与汽缸筒110中的缸膛120流体连通，该端口通道140引自缸膛120的终端121中的缸膛120的终端。随着汽缸筒110的旋转，缸膛120将交替与高压通道131和低压通道132流体连通。
当液压装置100被用作发动机时，高压流体在高压通道131被提供给端口板130，而低压通道132处于相对低压状态(如处于环境压力下或者比之稍高的压力下)。
活塞115被缸膛120内的压力或者被偏压设备(未示出)保持为抵靠斜盘105。润滑的滑块125通过球状连接器126安装在与斜盘105最接近的活塞115的末端。在斜盘105将活塞115推入缸膛120至其最大收缩程度之际，活塞115的缸膛120将与端口板130的高压端口131流体连通。
来自高压通道131的、作用在活塞上的高压作为力通过滑块125传递至斜盘105，这也将斜盘105作用在滑块125上的反作用力传递回活塞115。当斜盘105相对于横截汽缸筒110的平面成角度时，斜盘105作用在滑块125上的反作用力具有一个横向分量，该横向分量也被传递至活塞115，这造成汽缸筒110--从而杆111--移动。随着汽缸筒110转动，活塞115将达到它的最大延伸点，此时活塞115的缸膛120将变为与端口板130的低压通道132流体连通。随着汽缸筒110进一步转动，斜盘105作用于活塞115的压力将几乎没有阻力地将活塞115推入缸膛120，因为缸膛中将几乎没有或者没有压力作用于活塞115。在活塞115的缩进过程中，低压流体将从缸膛120排出到储液室56(如图2所示)。
当液压设施100被用作泵时，一个转矩被施加到杆111，致使汽缸筒110围绕其轴转动。液压设施100保持不变，除了斜盘105从设施100用作发动机时该斜盘所处的位置移动到过心位置(即，经过零度角)外。现在，活塞115将在高压通道131中被逆着流体压力推至缩进位置，由此增加了高压通道131中的压力。这个压力被分散到一个储蓄槽60。当缸膛120与低压通道132流体连通时，该活塞被缸膛120中的微小压力，或者被一个偏压设备(未示出)，移动至伸展位置。
通过具有一个可变斜盘装置，液压泵/发动机装置用作泵时所产生的负载可以通过无穷多个步骤从零负载(当斜盘105的正面106被布置成垂直于汽缸筒110的旋转轴时)良好地控制到最大负载。类似的，通过无穷多个步骤，液压泵/发动机装置用作发动机时所传递的功率量可以从零功率被增大至最大可用功率。
在另一个实施方案中，设想液压装置100可包括一对泵/发动机设施。该泵/发动机设施是串联连接的齿轮泵/发动机装置51和52(如图5所示)，所述泵/发动机装置51和52与储液槽56和储蓄槽60关联。在这些实施方案中，该对齿轮泵/发动机设施51和52被串联连接，并且每一个都可以被通过阀控歧管57彼此独立地运行，以用作泵或发动机。
在本实施方案中，设想这两个齿轮泵/发动机设施51和52的优选功率比为1∶3。通过使用这两个齿轮泵/发动机设施51和52的累加和/或差动(differential)，液压机构100可以既作为发动机又作为泵，提供相对功率的阶跃式递增，从-4(1-3)、-3(0-3)、-2(+1-3)、-1(-1-0)、0、1(+1-0)、2(-1+3)、3(0+3)以及4(+1+3)。对齿轮泵/发动机设施51和52的独立控制将通过一个阀进行。设想，利用该液压设施的这个实施方案将使得实现对传动装置10的合理递增量的控制，同时具有良好的成本效益，因为齿轮泵/发动机装置通常比活塞泵便宜。
如图6所示，设想泵/发动机设施53和54中的至少一个可以是可变排量泵/发动机设施54。这些泵/发动机设施53和54也与储液槽56和储蓄槽60关联，并且通过阀控歧管57进行控制。
在本实施方案中，设想该对泵/发动机装置53和54之间的优选比是大约2∶2。类似的，通过使用这两个泵/发动机装置53和54的累加和/或差动，液压机构100可以对液压机构用作发动机时所提供的相对功率提供无限可变的控制，以及对液压机构用作泵时所产生的相对负载提供无限可变的控制，范围是从-4到+4。可变排量泵/发动机设施54可具有稍微增大的尺寸，以适应渗漏损耗。
设想，利用该液压机构的这个实施方案将允许对传动装置10进行合理量的可变控制，同时对于递增的控制也具有良好成本效益。
在一个优选的实施方案中，功率分配齿轮装置是一个行星齿轮箱40，尽管它也可以是允许在量和方向上对经过它的功率进行分配的任何差动式机械连接。
根据本发明的功率分配行星齿轮箱40示于图7中。内燃机30、液压设施100或者最终传动器20中的任一个都可以通过一系列离合器(未示出)、通过自动齿轮箱方面的已知方式，连接至环形齿轮41、恒星齿轮42或者行星架齿轮43中的任一个。在这个实施方案中，液压机构100通过空载齿轮44连接至环形齿轮41。
齿轮箱40也包括沿着到内燃机30的杆的第一离合器和制动器装置45，这样该内燃机可通过第一离合器和制动器装置45的离合器部分而从齿轮箱40脱离，并且齿轮箱侧上的已脱离的杆可通过第一离合器和制动器装置45的制动器部分锁定，使不移动。
进一步，该齿轮箱包括沿着到液压机构100的杆的第二离合器和制动器装置46，这样液压机构100可通过第二离合器和制动器装置46的离合器部分从齿轮箱脱离。第二离合器和制动器装置46中的第一制动器部分(未示出)可防止齿轮箱40超速，该第二离合器和制动器装置位于已脱离的杆--其可被锁定--的液压机构侧上。第二离合器和制动器装置46的第二制动器部分(未示出)--其位于已脱离的杆的齿轮箱40侧上--可被锁定，从而防止该已脱离的杆自由旋转。
更进一步，该齿轮箱包括沿着到最终传动器20的杆的第三离合器和制动器装置47，这样最终传动器20可通过第三离合器和传动器装置47的离合器部分从齿轮箱40脱离，并且位于已脱离的杆的齿轮箱40侧上的制动器部分(未示出)可被锁定，从而防止该已脱离的杆自由旋转。
最后，齿轮箱40可具有一个内部离合器组(未示出)，其允许恒星齿轮、行星架和环形齿轮中的任两个被锁定在一起，从而齿轮箱40的行星齿轮41、42和43可作为一个普通的齿轮组来运行，而非作为一个差动或功率分配单元来运行。
设想传动装置10的运行将包括六种主要运行模式。
在第一模式中，齿轮箱40将作为速度累加差动来运行，该齿轮箱主要被内燃机30所驱动，并且其中液压机构100被控制以平衡内燃机30的转矩、以及改变输出速度，以及进而驱动最终传动器20。液压机构100可作为泵或者发动机来运行，这取决于内燃机30的转矩和速度设置、最终传动器杆20的转矩和速度、以及类似地液压机构100的转矩和速度设置。内燃机30在第二离合器和制动器装置46处被连接至齿轮箱40且未被锁定；液压机构100被连接至齿轮箱40且制动器部分未被锁定；并且最终传动器被连接至齿轮箱40且未被锁定。在这种模式中，该差动将把来自内燃机30和液压机构100的传动输入杆的速度相加；但是对最终传动器20的转矩通过以下方式被控制(并且在内燃机30、液压机构100和最终传动器20之间被平衡)：首先改变内燃机30的性能(转矩设置和速度设置)，其次改变液压机构100的斜盘105的角度，以对杆20给出期望的输出速度和转矩。
在第二模式中，允许恒星齿轮42、环形齿轮41和行星架齿轮43中的任两个被锁定在一起的齿轮箱中的内部离合器组(未示出)将被锁定。内燃机30被连接且未被锁定，液压机构100被连接且未被锁定，最终传动器20被连接且未被锁定。内燃机30的速度、液压机构100的速度和最终传动器20的速度之间将有一个直接的关系，该关系将取决于齿轮箱40的机械齿轮比。在这种模式中，液压机构100可用作泵或者发动机，以通过内燃机30来对提供给最终传动器的转矩进行提取或者补充。如果作为提取，则所提取的能量将作为压力存储在储蓄槽60中。在这种模式中，速度将通过内燃机30和负载速度而被固定，而转矩将是内燃机30的转矩与液压机构100的转矩之和(当作为发动机时则加上，当作为泵时则减去)。这种模式通常被用在较高的最终传动速度下，尽管它也可被用作发动辅助，用于获取改进的从低速状态开始的加速。
在第三模式中，液压机构100是唯一用来驱动最终传动器20的动力源。液压机构100和最终传动器20被连接至齿轮箱40且未被锁定，同时内燃机30脱离且该内燃机的杆被锁定。在这种模式中，内燃机30可空载或者关闭，因为它是脱离的。这种模式通常被用来优化燃料消耗--当从静止起动时，或者当内燃机30没有以最佳效率运行时的其他时候。替代地，这种模式可以被用在有足够的存储能量来推动汽车一段时间的时候，没有使用内燃机。
当运行在第五模式中时，最终传动器20被锁定，尽管它可以是连接的(如果最终传动器处于休止状态)或脱离的(如果最终传动器20不处于休止状态，但是不要求来自内燃机30或者液压机构100的传动能量)。内燃机30被连接且未被锁定，并且液压机构被连接且未被锁定。在这种模式中，当最终传动器20处于休止状态或者空转时，内燃机30可被用来为液压机构100充电。
在第六模式中，最终传动器20被制动，且它将给齿轮箱40供应传动能量(即，再生制动)。最终传动器20和液压机构100被连接且未被锁定，并且内燃机30是脱离的且被锁定。在这种模式中，内燃机可以空载或者关闭，因为它是脱离的。
参考图1，传动装置10进一步包括一个控制系统70，其用于控制以下两组项目的任何组合的相对输出和输入：液压机构100、内燃机30、最终传动器20、齿轮箱40、或者各种离合器；以及制动器装置45、46和47、内部离合器装置、或者用来改变输入和输出杆之间齿轮比的已知离合器装置。众所周知，内燃机30在各种速度都有提高的效率，该效率也取决于对内燃机30的油门输入的水平。
设想，控制系统70将允许装置10被控制，以允许各种参数的优化，所述各种参数如最大功率、功率使用效率、燃料效率等。其中一个例子是，传动装置10被用在汽车中。在这种情况下，液压装置10可被用作泵，由此在制动过程中作为由最终传动器传输之功率的负载，以将在制动过程中通常作为热量而损失的能量的至少一部分作为压力存储在储蓄槽60中。存储在储蓄槽60中的压力可在以后被利用，以补充或者甚至完全替代从内燃机30传输的、用来驱动最终传动器20的能量，最终传动器20在这种情况下是汽车的传动轮。
设想，该传动装置可具有连接在齿轮箱40和储蓄槽60之间的第二液压泵80(如图1所示)。泵80将允许内燃机30给储蓄槽60充电，并且，当存储在储蓄槽60中的能量被用来驱动作为发动机的液压装置100时，驱动最终传动器20，由此补充来自内燃机30的传动。通过这种方式，各种传动设备的效率可以根据各种负载和性能要求而被优化。
类似地，最终传动器的功率要求使得：内燃机30被用来在不利于内燃机30有效运作的速度、负载和油门开度下驱动最终传动器20，于是液压机构可以被用作泵以增加内燃机30上的负载，同时改变内燃机30的几个方面--如引擎速度、油门水平和转矩负载--以使内燃机30以提高的整体效率运行。内燃机以较好效率运行时产生的额外能量没有被损失，而是被存储起来在以后需要时再使用。
类似地，为了优化具体方面，如燃料节约度、加速度(当装置10被用在汽车中时)等，控制系统70将能够控制离合器和制动器装置，该离合器和制动器装置控制运行时内燃机30、最终传动器20和液压机构100之间的齿轮比。
进一步，控制系统70可以被建立以监控传动器的驱动类型，并且允许根据具体驱动要求来进行能量的存储和/或利用。
进一步设想，当装置10被用在汽车(未示出)中时，控制系统70可被链接至一个地形记录和预测仪器(未示出)，如一个全球定位系统(GPS)或者一个电子地图系统，以使能量利用和/或存储可以匹配至该汽车的预期路径。
应理解，在不背离本发明精神或者范围的情况下，许多实施方案和改变都是可能的。例如，设想第一传动设备可以是一个电动机，其带有用于存储电能的电池。进一步，该控制系统可具有不同的运行模式，这样各种参数如燃料节约度、汽车加速度、行驶平稳度等可被优化。进一步，设想该传动装置可以用于各种各样的应用，如传动传送带(未示出)、电梯，或者用于任何其他应用，尤其是在常有频繁的停止/启动负载时。

Claims (12)

1.一种适合用来驱动最终传动器的传动装置，该装置包括：
第一传动设备；
功率分配齿轮装置；
可作为泵或者发动机来运行的第一液压机构；
所述第一液压机构能够由所述第一传动设备或者所述最终传动器或者两者并行地驱动，通过所述功率分配齿轮装置起作用；
所述最终传动器通过所述功率分配齿轮装置由所述第一传动设备或者所述第一液压机构或者两者并行地驱动；
所述第一传动设备通过第一离合器和制动器组件的离合器部分可连接至所述功率分配齿轮装置，所述第一离合器和制动器组件的制动器部分能够选择性地运行以锁定所述功率分配齿轮装置的第一杆；
所述第一液压机构通过第二离合器和制动器组件的离合器部分可连接至所述功率分配齿轮装置，所述第二离合器和制动器组件的第一制动器部分能够选择性地运行以锁定所述功率分配齿轮装置的第二杆；
所述最终传动器通过第三离合器和制动器组件的离合器可连接至所述功率分配齿轮装置；并且
所述第二离合器和制动器组件的第二制动器部分能够选择性地运行以锁定所述第一液压机构的杆，并且所述第三离合器和制动器组件的制动器部分能够选择性地运行以锁定所述功率分配齿轮装置的第三杆。
2.如权利要求1所述的传动装置，其中所述第一液压机构包括液压能量存储设备。
3.如权利要求1和2中任意一个所述的传动装置，其中所述第一液压机构包括开环过心可变排量液压设施。
4.如权利要求3所述的传动装置，其中所述液压设施是开环过心可变排量轴向活塞式液压设施。
5.如权利要求4所述的传动装置，其中所述液压设施包括可操纵的斜盘，该斜盘被控制以移动过心，以允许该液压设施选择性地作为泵或者发动机来运行。
6.如权利要求1或2所述的传动装置，其中所述功率分配齿轮装置包括行星齿轮。
7.如权利要求6所述的传动装置，其中所述第一传动设备、所述第一液压机构和所述最终传动器中的至少一个通过各自的杆连接至所述行星齿轮。
8.如权利要求1或2所述的传动装置，其中所述第一传动设备包括内燃机。
9.如权利要求1或2所述的传动装置，其中所述第一传动设备包括电动机和电荷存储设备。
10.如权利要求1或2所述的传动装置，包括控制系统。
11.如权利要求2所述的传动装置，其中所述第一液压机构被配置为，允许所述第一传动设备将能量存储在所述液压能量存储设备中，而同时所述能量被所述第一液压机构用于驱动所述最终传动器。
12.一种汽车，包括如权利要求1～11中任意一个所述的传动装置。
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