CN101918238A - 车辆驱动系统以及机电转换器的用途 - Google Patents

车辆驱动系统以及机电转换器的用途 Download PDF

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CN101918238A
CN101918238A CN2008801217333A CN200880121733A CN101918238A CN 101918238 A CN101918238 A CN 101918238A CN 2008801217333 A CN2008801217333 A CN 2008801217333A CN 200880121733 A CN200880121733 A CN 200880121733A CN 101918238 A CN101918238 A CN 101918238A
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electromechanical transducer
vehicle
rotor
main shaft
driver
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CN101918238B (zh
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达雷·雷格·福斯特
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Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek TNO
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    • 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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    • B60K6/448—Electrical distribution type
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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
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    • 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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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • H02P2207/03—Double rotor motors or generators, i.e. electromagnetic transmissions having double rotor with motor and generator functions, e.g. for electrical variable transmission
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Abstract

本发明涉及车辆驱动系统，包括机电转换器，具体地包括电气变速器。该转换器设置有：主轴，在主轴上安装有转子；副轴，在副轴上安装有中间转子；以及定子，固定地安装至机电转换器的壳体。从主轴沿径向观察，转子、中间转子和定子相对于彼此同轴地设置。此外，主轴被设置为由发动机的输出轴驱动，副轴被设置为对变速器单元的输入轴进行驱动。

Description

车辆驱动系统以及机电转换器的用途
技术领域
本发明涉及车辆驱动系统。
背景技术
设有自动变速器的公知车辆驱动系统包括变矩器，变矩器将发动机的输出轴与变速器单元的输入轴相连。变矩器用作发动元件，具有两个主要功能，即脱开功能和扭矩倍增功能。通过将发动机与变速器单元脱开可以抵消振动的传播。此外，通过使发动机输出轴的扭矩倍增可以获得更高的扭矩。
然而，由于这种设计的特点，因此脱开功能和扭矩倍增功能与导致高损耗的滑差相关联。由于存在滑差效应，因此可以使用锁止离合器，其伴随有扭矩倍增消失的副作用。此外，变矩器是变速器中的热量产生的主要源，因此需要大程度的冷却设备。此外，由于泵必须由发动机驱动，所以变矩器需要高的油流量水平以尤其在高速下防止导致大油泵和大寄生损耗的匮乏(starvation)和气穴现象。在混合动力车辆中，还需要电气支持泵以确保变速器离合器被充满从而允许快速发动。此外，这种系统无法回收制动能量以在混合电动车辆中进行后续使用。
在高水平的车辆驱动系统中，将小型变矩器的早期锁定与相对较大数量的档位速度、最优化的变速以及滑差控制相结合使用，以使变矩器的损耗最小化。
专利公开EP 1068977公开了一种车辆驱动系统，其中用电气机器代替变矩器。然而，因为与电气机器的额定值相比负载很低，所以当向车辆辅助设备如空调系统的泵提供电力时，这种构造受到了低效率的困扰。
国际专利公开WO 03/075437公开了一种机电转换器，具体地公开了一种电气变速器，其设有：主轴，主轴上安装有转子；副轴，副轴上安装有中间转子；以及定子，固定地安装至机电转换器的壳体，其中，从主轴沿径向观察，转子、中间转子和定子相对于彼此同轴布置，其中，转子和定子被设计为具有一个或多个绕组，中间转子机械地以及电磁地形成一个整体并被设置为用于至少沿切向的磁通的导体。机电转换器的主轴由车辆发动机的输出轴驱动。机电转换器的副轴对车辆的驱动轮进行驱动。
电气变速器(EVT)是一种机电转换器，其具有两个机械端口和电气闸，两个机械端口即主(驱动)轴和副(从动)轴，可以通过电气闸交换能量。如果未使用电气闸，那么EVT作为普通的无级变速器进行工作，其中传输比具有非常宽的范围。EVT实现了与车辆的离合器和变速箱的组合相似的功能。通过与EVT相结合，发动机实际作为动力源进行工作，由此可以根据发动机的最佳特性对速度进行设定。因而，可以降低燃料消耗、噪声水平和有害气体从车辆的排放。因为EVT是无级变速器，所以在加速过程中不存在任何换挡冲击。这也意味着可以以恒定的(最大程度可允许的)功率一直加速，而不像在传统变速箱中那样存在作为时间的函数的功率的、或多或少呈锯齿形的过程。因此，在相同发动机的情况下，使用EVT的加速比使用传统变速箱进行得更快。然而，EVT却是一种相对巨大、沉重和昂贵的单元。
发明内容
本发明的目的是提供车辆驱动系统，其中，抵消了上述缺点的至少一个。具体地，本发明旨在提供更有效率的车辆驱动系统。为此，根据本发明，车辆驱动系统包括如WO′437中所公开的机电转换器，其中，主轴被设置为由发动机的输出轴驱动，副轴被设置为对变速器单元的输入轴进行驱动。
通过将机电转换器的主轴和副轴分别设置为由发动机的输出轴驱动和对变速器单元的输入轴进行驱动，主轴相对于副轴的速比范围在车辆驱动系的运行过程中比在机电转换器的副轴直接联接至车辆的驱动轮的配置中小。因此，可将机电转换器的电气部件实现为相对较小，从而减小了机电转换器的尺寸、重量和成本价格。
通过用机电转换器替代传统的变矩器，所述机电转换器通过使发动机与变速器单元脱开而用作发动元件并提供扭矩倍增。将机电转换器与变速器单元相结合使用与在使用传统变矩器时可能经历的相比所产生的损耗明显较小。由于机电转换器有高效率的性能，因此可将变速器单元实现为具有相对较少数量的速比阶跃，从而允许变速比之间较宽的阶跃。
由于机电转换器对施加的发动机扭矩进行传输，因此由任何车辆辅助设备产生的负载附加到由发动机产生的负载，有利地导致更加有效的负载因数。
由于机电转换器的内在性质，因此可以回收制动能量并当转换器能够联接至电气存储系统时可提供电驱动功能。
此外，通过与变速器单元串联设置另一变速器单元，可将主轴相对于机电转换器的副轴的速比范围更容易地选择为接近一，从而进一步提高车辆驱动系统的效率。可替换地，车辆驱动系统设置有单一的变速器系统。另外，通过在发动机输出轴与机电转换器主轴之间设置该另一变速器单元，主轴的速度可以增大，从而允许机电转换器的更小的电气部件，因而使整个系统更紧凑、更轻并具有更低的成本。
本发明还涉及机电转换器的用途。
附图说明
现在基于如附图所示的示例性实施方式对本发明进一步进行说明，在附图中：
图1示出了根据本发明第一实施方式的车辆驱动系统的示意图；
图2示出了机电转换器的示意图；以及
图3示出了根据本发明第二实施方式的车辆驱动系统的示意图。
如果可能，附图中相应的部件以相同的参考标号来表示。
具体实施方式
图1示意性地示出了根据本发明第一实施方式的车辆驱动系统101。该车辆驱动系统包括发动机102、机电转换器103和变速器单元104，变速器单元104联接至与车辆的驱动轮相关联的驱动轴。发动机102、机电转换器103和变速器单元104相互联接以对车辆的驱动轮进行驱动。
在图2中示意性地图示了机电转换器、电气变速器(EVT)1的基本结构。EVT 1包括壳体3，在壳体3中设置有具有主轴5的主感应机器以及具有副轴7的副感应机器。两个轴5、7被支承安装在壳体3中。主感应机器包括：转子8，由滑环电枢形成，滑环电枢具有电可接入的多相绕组；以及非电可接入的笼式电枢9。副感应机器包括：固定部件，即定子10，与壳体3固定地连接；以及笼式电枢11，安装在副轴7上。副感应机器的副轴7也被支承安装在转子8中。定子10具有电可接入的多相绕组。可以通过控制单元在转子8与定子10之间交换电能，控制单元在这里包括经由滑环和电刷的组合14与转子绕组连接的第一动力电子AC/DC转换器12、以及第二动力电子AC/DC转换器13，第一动力电子AC/DC转换器12和第二动力电子AC/DC转换器13都被设计成交流电压-直流电压逆变器。两个逆变器12、13的DC端子相互连接并可选地连接到包括在控制单元中的DC储能系统2，如电池或超级电容。控制单元还包括控制元件16以对绕组中流动的电流进行控制。因此，控制元件16通过数据线17、18控制逆变器12、13。主感应笼式绕组9和副感应笼式绕组11共同形成中间转子15。EVT的基础是作为再生电磁离合器进行工作的主感应机器，使得能够进行低损耗速比控制。被馈送有来自主感应机器的再生能量的副感应机器作为能够使扭矩倍增的辅助电机进行工作。
在根据本发明一个方面的实施方式中，中间转子包括磁路和电路，磁路包括磁通传导柱体，电路包括在磁通传导柱体中延伸的多个电路形成绕组，其中，中间转子被设置为用于沿切向和径向的磁通的导体以使得在中间转子磁饱和之后可在转子与定子之间作用直接扭矩。
机电转换器1、103的主轴5联接至内燃发动机102的输出轴，并且副轴7联接至变速器单元104的输入轴。
优选地，在转子与中间转子之间或在发动机输出轴与变速器输入轴之间设有锁止离合器，使得车辆驱动系统的效率得以进一步提高。显然，例如出于成本价格的目的，车辆驱动系统可以不设有任何锁止离合器。
机电转换器1、103具有高效率的性能，从而降低了应用锁止的需求。因而，车辆的舒适程度可以得到提高。此外，机电转换器1、103不需要高的油流量。机电转换器1、103的使用进一步放宽了接连的速比之间的速比阶跃尺寸，从而使变速器单元更加简单和经济。另一方面，通过在接连速比之间保持相对较小的阶跃尺寸减小了需要的扭矩倍增，从而使车辆驱动系统更加有效。
变速器单元被设置以提供变速传动变速器，例如有级变速器如可手动操作的变速箱和自动操作的变速箱、或者无级变速器。
图3示意性地示出了根据本发明第二实施方式的车辆驱动系统101。与本发明的第一实施方式类似，车辆驱动系统101包括发动机102、机电转换器103和变速器单元104，变速器单元104联接至与车辆的驱动轮相关联的驱动轴。与变速器单元104串联设置有另一变速器单元105。具体地，另一变速器单元105的输入轴联接至发动机的输出轴，并且另一变速器单元105的输出轴联接至机电转换器103的主轴。
通过应用机电转换器1、103，可以机械地、电气地或以机械和电气相结合的方式来同时驱动车辆的驱动轮。例如，当关闭发动机103时，可以电气地驱动车辆。然后，电气DC存储系统2提供电力以驱动车辆。通过机械地以及电气地驱动车辆，从能量的观点看，可以设定最佳的驱动状态。
此外，当发动机102产生比车辆所需求的多的能量时，电气缓冲器可以存储多余的能量。同样，当例如在发动机怠速的情况下发动机102产生比车辆所需求的少的能量时，电气缓冲器2可以向机电转换器提供附加的能量。通过提供电源2和/或通过选择适当的变速比，可以为机电转换器限定转子/中间转子的速比的最佳工作范围。
在根据本发明的优选实施方式中，一个或多个变速器单元的传动比被设计以使得转子/中间转子的速比大致为一。从而机电转换器以能量方面最有效的方式运转。
在根据本发明的另一实施方式中，e-驱动方式被实施为这样的状态，在该状态下，车辆由形成混合驱动系统一部分的电动机驱动系统来驱动。在e-驱动方式过程中，可以使也形成混合驱动系统一部分的内燃发动机关闭。此外，所述e-驱动方式还可以包括这样的情形，在该情形下，例如当内燃发动机的输出曲柄轴例如在车辆停止过程中具有相对较低的速度时，或当内燃发动机的运行时间比预设时间短时，车辆至少部分地由电力驱动。
当驱动车辆时，可能产生比驱动车辆所需的多的电力。如上所述，额外的电力例如可储存在电气缓冲器2中或供应至其它电动车辆系统。
系统被控制以提供给定的输出扭矩和给定的输入速度，从而模拟变矩器。当与能量存储装置相结合时，这可以通过使用能量平衡控制器来实现。否则，可以使用电压控制。
在发动机以怠速运转时，将EVT的输入扭矩设定为0Nm，使发动机与驱动系的其余部分脱开，从而抵消了与发动机速度控制器的冲突。
对有级或无级变速器与EVT进行协调控制可以对驱动、电气驱动和再生功能的电气效率进行优化。为了确保高效率，即通过将EVT的主轴与副轴操作为接近比率1∶1，将控制和布局设置为使逆变器的尺寸最小化以及使EVT的效率最大化。
本发明不限于本文描述的示例性实施方式。对于本领域技术人员而言显而易见的是，可以进行许多变体。
应注意，可以在转子和/或定子中应用单相绕组，而不是在转子和/或定子中应用多相绕组。
同样，还可以使用另外的发动机类型，例如燃气涡轮，而不是使用内燃发动机以驱动机电转换器。
还应注意，例如通过使用行星轮变速器，可将机电转换器与变速器单元物理地结合在一起。
还可以以其它方式设计中间转子，例如使得中间转子并不包括呈笼式电枢形式的一对电不可接入的绕组而是包括磁通传导柱体，其中在磁通传导柱体的相反侧设置有例如呈块体形状的永磁材料。可选地，嵌入永磁材料。在另一可能的实施方式中，中间转子包括磁通传导柱体，其中在一侧应用永磁材料，在另一侧设有纵向延伸的沟槽，在纵向延伸的沟槽中已设有电可接入绕组。然而，在后一情况下，确保在中间转子或在副轴上存在电流供应点；可在副轴上容易地安装滑环，可经由该滑环供给或断开电流。
对本领域技术人员而言，其它的这类变体是显而易见的，并且其它的这类变体被考虑为落入如所附权利要求确定的本发明保护范围内。

Claims (10)

1.车辆驱动系统，包括机电转换器，具体地包括电气变速器，所述机电转换器设置有：
主轴，在所述主轴上安装有转子；
副轴，在所述副轴上安装有中间转子；以及
定子，固定地安装至所述机电转换器的壳体，
其中，从所述主轴沿径向观察，所述转子、所述中间转子和所述定子相对于彼此同轴地设置，其中，所述转子和所述定子被设计为具有一个或多个绕组，所述中间转子机械地以及电磁地形成为一个整体并被设置为用于至少沿切向的磁通量的导体，其中，所述主轴被设置为由发动机的输出轴驱动，所述副轴被设置为对变速器单元的输入轴进行驱动。
2.根据权利要求1所述的车辆驱动系统，其中，所述主轴被设置为联接至所述发动机的输出轴。
3.根据权利要求1或2所述的车辆驱动系统，其中，所述副轴被设置为联接至所述变速器单元的输入轴。
4.根据权利要求1所述的车辆驱动系统，其中，与驱动系统串联设置有另一变速器单元。
5.根据前述权利要求任一项所述的车辆驱动系统，其中，所述转子和/或所述定子的一个或多个绕组为单相型或多相型并且为电可接入的。
6.根据前述权利要求任一项所述的车辆驱动系统，其中，所述中间转子还包括磁路和电路，所述磁路包括磁通传导柱体，所述电路包括在磁通传导柱体中延伸的多个电路形成绕组，其中，所述中间转子被设置为用于沿切向和径向的磁通的导体以使得在所述中间转子磁饱和之后能够在所述转子与所述定子之间作用直接扭矩。
7.根据前述权利要求任一项所述的车辆驱动系统，其中，所述转子和/或所述定子的电可接入绕组连接至控制单元，所述控制单元用于对绕组中流动的电流进行控制。
8.根据前述权利要求任一项所述的车辆驱动系统，还包括发动机和变速器单元，其中，所述发动机的输出轴被设置以驱动所述机电转换器的主轴，其中，所述变速器单元的输入轴被设置为由所述机电转换器的副轴驱动。
9.机电转换器的用途，具体为电气变速器的用途，所述机电转换器设置有：
主轴，在所述主轴上安装有转子；
副轴，在所述副轴上安装有中间转子；以及
定子，固定地安装至所述机电转换器的壳体，
其中，从所述主轴沿径向观察，所述转子、所述中间转子和所述定子相对于彼此同轴地设置，其中，所述转子和所述定子被设计为具有一个或多个绕组，所述中间转子机械地以及电磁地形成为一个整体并被设置为用于至少沿切向的磁通的导体，其中，所述主轴被设置为由发动机的输出轴驱动，所述副轴被设置为对变速器单元的输入轴进行驱动。
10.根据权利要求9所述的机电转换器的用途，其中，转子/中间转子的速比处于包含一的预定范围内。
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