CN103826894A - 动力传动系 - Google Patents
动力传动系 Download PDFInfo
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- CN103826894A CN103826894A CN201280033127.2A CN201280033127A CN103826894A CN 103826894 A CN103826894 A CN 103826894A CN 201280033127 A CN201280033127 A CN 201280033127A CN 103826894 A CN103826894 A CN 103826894A
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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
- B60K6/48—Parallel type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16D25/087—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation the clutch being actuated by the fluid-actuated member via a diaphragm spring or an equivalent array of levers
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- 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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- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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Abstract
本发明涉及一种机动车的动力传动系,其具有:内燃机(12)、电机(14)、变速器单元(16),尤其是手动变速器,和离合器单元(K)。离合器单元(K)包括能由机动车的驾驶员操纵的第一离合器(K1)和能由控制单元(20)自动地操纵的第二离合器(K2)。电机(14)能通过第一离合器(K1)与变速器单元(16)以驱动有效的方式耦联并且内燃机(12)能通过第二离合器(K2)与电机(14)以驱动有效的方式耦联。
Description
技术领域
本发明涉及一种机动车的动力传动系,其具有:内燃机,电机,变速器单元、尤其是手动变速器。
背景技术
原则上,已知机动车的动力传动系的不同种类的混合式结构,通过所述混合式结构将内燃机和电机彼此进行组合,以便实现有效地驱动机动车。通常,对三种不同的混合级之间进行区分,所述混合级尤其关于通过电机产生的驱动扭矩的量值是不同的。
在所谓的微混合动力车辆中,通常设有用于启动-停止自动装置的电机和用于为相对小的起动器蓄电池充电的制动能量回收装置。在此,电机通常不用于车辆的驱动。
在所谓的轻型混合动力装置中,电机相反有助于内燃机提高效率。此外,在适当地设计动力传动系时在制动过程中产生的能量能够在电机的发电机运行中至少部分地回收。
与上文所述的混合变型相反地,全混合动力车辆在较长的时间间隔上完全地由电机驱动。在这种车辆中,例如能够提出,内燃机仅驱动发电机,所述发电机为用于产生驱动扭矩的电机供给电能和/或为电池充电。因此,能够使用比在具有类似的功率数据的机动车中更小尺寸的内燃机。此外,内燃机能够在有效的功率范围中运行,因为通常能够通过从电池中取出能量来满足功率峰值。
全混合式结构也是已知的,其中驱动力矩根据需要或者由电机提供或者由内燃机提供。在此,电机和内燃机通过适合的离合器选择地与动力传动系耦联或与所述动力传动系分开。
发明内容
本发明的目的是,提出一种动力传动系,所述动力传动系满足微混合动力或轻度混合动力的功能并且所述动力传动系至少暂时地也能够实现车辆的纯电驱动。同时地,对于所述功能需要的组件应能够以简单的方式集成到传统的、纯内燃机式驱动的机动车的动力传动系中。
所述目的通过具有权利要求1的特征的动力传动系实现。
根据本发明,动力传动系具有离合器单元,所述离合器单元包括能够由机动车的驾驶员操纵的第一离合器和能够由控制单元自动地操纵的第二离合器。电机能够通过第一离合器与变速器单元以驱动有效的方式耦联并且所述内燃机能够通过第二离合器与电机以驱动有效的方式耦联。
换言之,根据本发明提出,尤其构成为用于使传统的动力传动系结构混合的模块的离合器单元包括两个能彼此独立地操纵的离合器,其中第一离合器由驾驶员控制,并且能够实现电机到变速器单元上的耦联。相反,第二离合器是自动化的并且所述第二离合器能够由控制单元促动,使得根据行驶状况能够自动地——即驾驶员没有主动的辅助动作——在内燃机和电机之间建立符合需求的耦联。
动力传动系的这种设计方案能够实现将电机简单地集成到动力传动系中,其中仅需要些许地改变现有的动力传动系结构。最后,仅需要的即是,除了电机以外设有离合器单元,所述离合器单元对在传统的动力传动系中本来存在的起动元件进行补充或甚至将其代替。通常不需要对内燃机或变速器单元进行耗费地改型,因为离合器单元例如能够集成到已经存在的离合器壳体罩中。
本发明的其他的实施形式在说明书、权利要求和附图中提出。
根据一个实施形式,内燃机的输出轴的旋转轴线和电机的转子的旋转轴线彼此平行错开地或同轴地设置,以便考虑到所提供的结构空间的分别存在的几何的边界条件和/或期望的功率要求。
第一和第二离合器的紧凑的和可靠的促动能够通过与离合器同轴地设置的双中心分离装置提供,所述双中心分离装置尤其能够被液压地或机电地促动。
当第一离合器和第二离合器是干式离合器时,得出根据本发明的动力传动系的构造上简单的设计方案。在所述设计方案中取消用于密封离合器的耗费的措施。
提出,离合器单元能够包括承载盘,所述承载盘是第一离合器和第二离合器的功能组成部分。这尤其能够实现紧凑的构型。此外,通过应用两个与离合器相关联的承载盘来优化离合器单元的公差链。尤其,承载盘在轴向方向上设置在第一离合器和第二离合器之间。
第一离合器和第二离合器能够具有至少一个离合器从动盘,所述离合器从动盘能够彼此独立地直接或间接地被压靠承载盘或压靠与承载盘抗扭地连接的突起部,以便实现在相应的离合器从动盘和承载盘之间的摩擦配合。
为了能够将离合器单元以简单的且可靠的方式集成在传统的动力传动系结构中,承载盘能够轴向固定地且能转动地支承在内燃机的输出轴上或变速器单元的输入轴上或支承在与输出轴或输入轴抗扭地连接的突出部上。
尤其,承载盘持久地以驱动有效的方式与电机耦联。例如,承载盘经由皮带传动装置以驱动有效的方式与电机耦联。替选地,电机的转子能够——直接地或间接地经由与承载盘抗扭地连接的突起部——固定在承载盘上。
为了减弱通过内燃机产生的旋转运动的不平衡性,能够设有扭转减振器,其中第二离合器经由扭转减振器与内燃机耦联。在本实施形式中,扭转减振器的初级侧与内燃机的输出轴抗扭地连接,而扭转减振器的次级侧与第二离合器的输入件抗扭地耦联。抗扭减振器的次级侧和第二离合器的输入件能够抗扭地固定在轮毂上,所述轮毂能转动地支承在内燃机的输出轴上或支承在与输出轴抗扭地连接的突起部上。
代替单独的扭转减振器,能够设有扭转弹性的减振装置,所述减振装置集成到输入件中,以便能够吸收由内燃机产生的扭振。在所述实施形式中,具有减振装置的输入件尤其离合器从动盘与飞轮质量耦联,所述飞轮质量与内燃机的输出轴抗扭地连接。
为了紧凑地构造离合器单元,减振装置能够径向地设置在承载盘之内或设置在与承载盘抗扭地连接的突起部之内。飞轮质量也能够至少部分地设置在承载盘的内部中或设置在与承载盘抗扭地连接的突起部的内部中。
根据本发明的一个实施形式,电机是盘式转子电动机。所述设计方案的优点在于,这种电动机的转子能够构成为轻的进而具有小的惯性力矩。由于所述原因,盘式转子电动机能够相对快地加速和制动并且也在低转速时非常均匀地运转。
为了能够实现再生——即在机动车的制动过程中回收电能,电机构成为,使得其不仅能够作为电动机运行而且也能够作为发电机运行。
附图说明
在下文中,根据附图仅示例地借助于有利的实施形式阐述本发明。附图示出:
图1示出根据本发明的动力传动系的第一实施形式的示意图;
图2示出根据本发明的动力传动系的第二实施形式的示意图;
图3示出离合器单元的第一实施形式;以及
图4示出离合器单元的第二实施形式。
具体实施方式
图1示出动力传动系10,所述动力传动系包括内燃机12、电动机14和手动变速器16。动力传动系10还包括由机动车的驾驶员操纵的和将变速器16与电动机14耦联的离合器K1。所述离合器K1,尤其在启动和换挡状况中,由驾驶员例如通过离合器踏板18操作。此外,设有可选地将发动机12、14进行耦联的离合器K2。所述离合器K2由控制单元20控制,以便在驾驶员没有主动的辅助动作的情况下能够将内燃机12在需要时与电动机14以驱动有效的方式耦联。
动力传动系的一个替选的设计方案10’在图2中示出,其中踏板18和控制单元20由于概览性的原因未被示出。在动力传动系10’中,电动机14不同轴地而是与内燃机12平行错开地设置。因此,电动机14经由横向传动模块22结合到动力传动系10’中。由此,实现动力传动系10’的在轴向方向上的更紧凑的结构方式。在适当地选择几何关系时,能够将电机14固定在由离合器K1、K2构成的离合器模块K的壳体上或在动力传动系10’的其他组件上。能够包括皮带传动装置、链传动装置或齿轮组的横向传动模块22也能够实现传动,以便能够将由电动机14在适合的转速范围中产生的驱动力矩馈入到动力传动系10’中。上文所述的设计方案尤其适合于使用相对高转速的电机。
虽然动力传动系10、10’在电动机14的相对于相应的动力传动系10、10’的其余的组件的设置方式方面不同的,但是其工作原理是基本上相同的。
如果离合器K1闭合,那么在离合器K2打开时能够引起车辆的纯电地启动。此外——尤其在离合器K1打开时——能够将内燃机12在离合器K2闭合时借助于电动机14起动,例如以便实现由控制单元20控制的起动-停止-功能性。在速度更高时,能够是有利的是,仅主动地驱动内燃机12,以便提供用于推动车辆的驱动力矩。在此,即电动机14的转子14a一起运动。
虽然当转子14a适合地构造并且具有相对小的惯性力矩时,如盘式转子电动机的盘式转子,但是这不造成显著的效率损耗。如果能量被供给所述配置中的电动机14,那么所述电动机辅助内燃机12,由此例如能够有效地应对在功率要求中的峰值。
在需要时,电机14也能够用作发电机,例如在制动过程中。在此状态下,离合器K1闭合,而离合器K2打开。因此,防止在内燃机12中产生牵引损耗。因此,在动力传动系中存在的扭矩能够基本上完全地输送给以发电机模式运行的电机14中,所述电机将所述扭矩转换为电能进而制动车辆。在相反的状态中,即在离合器K2闭合并且离合器K1打开时,内燃机12能够在电机14的发电机运行中使用,以便为电池充电。应理解的是,基本上也在离合器K1闭合时,能够为蓄能器充电。在此情况下,内燃机12不仅驱动作为发电机工作的电机14而且也驱动车辆。
图3示出贯穿离合器模块K的一个实施形式的剖面,所述离合器模块在输入侧上与内燃机12的输出轴24连接。在输出侧上,所述离合器模块与手动变速器16的输入轴26连接。
发动机输出轴24抗扭地与双质量飞轮32的初级飞轮质量30和中间轴28连接以用于扭转减振。初级飞轮质量30经由减振元件34——例如弹簧——扭转弹性地与次级飞轮质量36耦联。次级飞轮质量36与轮毂38抗扭地连接,所述轮毂又能转动地支承在中间轴28上。轮毂38还抗扭地与离合器从动盘40连接,所述离合器从动盘是离合器K2的组成部分。在径向外部的区域中,离合器从动盘40设有摩擦衬片42,所述摩擦衬片能够借助于压板44被压靠轴向固定地设置的承载突起部46。
承载突起部46与承载盘48耦联或与所述承载盘一件式地构成,所述承载盘经由固定轴承50能转动地并且轴向固定地支承在中间轴28上。承载突起部46还具有齿耦联部52,未示出的皮带接合到齿耦联部中,所述皮带再建立与电机12的驱动有效的连接。应理解的是,代替皮带传动装置,其他的耦联形式也是可设想的,借助于所述耦联形式能够将相对于轴24、26平行地错开的电机12(见图2)结合到动力传动系10’中。代替齿耦联部52,也能够将盘式转子电动机的盘状的转子与承载突起部46或与承载盘48抗扭地连接,以便造成在所述组件和电机12之间持久的耦联。
最后,组件40、42、44、46和48形成离合器K2。所述离合器K2能够由作用到压板44上的促动杆54操纵,所述促动杆引导穿过承载盘48的相应的开口并且支承在支承销56上。所述杆54能够基本上在其两个运动方向上主动地被驱动。然而优选地,所述杆54是弹簧预紧的,使得杆54在其输出位置中经由压板44将摩擦衬片42压靠承载突出部46,以便建立在所述组件之间的摩擦配合。由此,内燃机12的输出轴24与电机14耦联。由于杆54支承在销56上,与杆54接触的促动活塞58——参照图3中的示图——向左运动,以便将压板44从摩擦衬片42松开进而离合器从动盘40与承载突起部46分离。由此,离合器K2打开。
促动活塞58是能液压促动的双中心分离装置60的组成部分。所述促动活塞例如与作用为控制单元20的“电源(Powerpack)”连接并且被自动地操纵。
除了促动活塞58以外,双中心分离装置60包括另一促动活塞58’,所述另一促动活塞经由促动杆54’与离合器K1的压板44’连接。当活塞58’在图3中向右运动时——尤其被动地由于杆54’的相应的弹簧预紧——,这造成:支承在销56’上的杆54’将压板44’压靠离合器从动盘40’的摩擦衬片42’进而摩擦衬片42’被压靠承载盘48。由此,建立在所述组件之间的摩擦配合,这造成:承载盘48——进而电机12——与变速器输入轴26耦联,因为离合器从动盘40’经由轮毂38’与变速器输入轴26抗扭地连接。相反,如果为了打开离合器K1,活塞58’在图3中向左运动——尤其当驾驶员操纵踏板18时(图1)——这造成:摩擦衬片42’与承载盘48松开,即变速器输入轴26与电机12脱耦。
在离合器K1、K2的促动机构的构造中要注意的是,销56、56’设置在承载片62上,所述承载片抗扭地与承载盘48连接。也就是说,所述组件还有杆54、54’与承载盘48共同旋转。因为双中心分离装置60抗扭地设置,所以在杆54、54’和活塞58或58’之间设有支承元件64,所述支承元件一方面确保所述组件在相对转动运动方面的退耦,然而所述支承元件另一方面提供轴向耦联,使得活塞58、58’的轴向运动被传递到杆54或54’上。
离合器模块K的上文所述的实施形式的优点在于,所述离合器模块能够以简单的方式代替传统的双质量飞轮和起动元件,安装在内燃机12的输出轴24和手动变速器16的输入轴26之间,而不需要大规模地在结构上改变传统使用的构件。此外,双质量飞轮32也能够尽可能地对应于传统的构型。例如,能够设有起动齿圈66,所述起动齿圈通过单独的起动机(未示出)用于内燃机的起动。
因为承载盘48在轴向方向上在第一离合器K1和第二离合器K2之间设有相应的组件,并且因为承载盘48经由固定轴承50轴向固定地支承在中间轴28上,所以有利地在承载盘48的两侧上得出在轴向方向上短的公差链。
图4示出离合器模块的一个改变的实施形式K’,所述实施形式大部分对应于离合器模块K。然而,代替双质量飞轮32设有飞轮质量68,所述飞轮质量由于其相对于根据图3的初级飞轮质量30的更小的外半径构成为比所述初级飞轮质量更坚固的。飞轮质量68一件式地与中间轴28’构成,所述中间轴抗扭地与轮毂38’’连接。代替离合器模块K的离合器从动盘40设有减振的离合器从动盘40’’。离合器从动盘40’’包括通过减振元件34’扭转弹性地彼此耦联的初级盘40a’’和次级盘40b’’。
上文所述的构造与双质量飞轮32基本上相同地实现。但是,参与的组件能够实现在径向方向上更紧凑的结构方式,使得飞轮质量68能够至少部分地并且离合器从动盘40’’完全地在轴向方向上设置在承载盘48的承载突起部46之内。
次级盘40’’——如离合器模块K的离合器从动盘40——设有摩擦衬片42。离合器K1的其他组件以及离合器K2和与离合器K1、K2相关联的促动机构等同于离合器模块K的相应的组件。
附图标记列表
10,10’ 动力传动系
12 内燃机
14 电机
14a 转子
16 手动变速器
18 踏板
20 控制单元
22 横向传动模块
24 发动机输出轴
26 变速器输入轴
28,28’ 中间轴
30 初级飞轮质量
32 双质量飞轮
34,34’ 减振元件
36 次级飞轮质量
38,38’,38’’ 轮毂
40,40’,40’’ 离合器从动盘
40a’’ 初级盘
40b’’ 次级盘
42,42’ 摩擦衬片
44,44’ 压板
46 承载突起部
48 承载盘
50 轴承
52 齿耦联部
54,54’ 促动杆
56,56’ 销
58,58’ 促动活塞
60 双中心分离装置
62 承载片
64 支承元件
66 起动齿圈
68 飞轮质量
K1,K2 离合器
K 离合器模块
Claims (18)
1.一种机动车的动力传动系,具有:内燃机(12)、电机(14)、变速器单元(16),尤其是手动变速器,和离合器单元(K),所述离合器单元(K)包括能由所述机动车的驾驶员操纵的第一离合器(K1)和能由控制单元(20)自动地操纵的第二离合器(K2),其中所述电机(14)能通过所述第一离合器(K1)与所述变速器单元(16)以驱动有效的方式耦联,并且其中所述内燃机(12)能通过所述第二离合器(K2)与所述电机(14)以驱动有效的方式耦联。
2.根据权利要求1所述的动力传动系,
其特征在于,
所述内燃机(12)的输出轴(24)的旋转轴线和所述电机(14)的转子(14a)的旋转轴线彼此平行错开地或同轴地设置。
3.根据权利要求1或2所述的动力传动系,
其特征在于,
所述第一离合器(K1)和所述第二离合器(K2)能够通过与所述离合器(K1,K2)同轴设置的双中心分离装置(60)操纵,所述双中心分离装置尤其能够液压地或机电地来促动。
4.根据上述权利要求中的至少一项所述的动力传动系,
其特征在于,
所述第一离合器(K1)和所述第二离合器(K2)是干式离合器。
5.根据上述权利要求中的至少一项所述的动力传动系,
其特征在于,
所述离合器单元(K)包括承载盘(48),所述承载盘是所述第一离合器和所述第二离合器(K1或K2)的功能组成部分。
6.根据上述权利要求中的至少一项所述的动力传动系,
其特征在于,
所述离合器单元(K)包括承载盘(48),所述承载盘在轴向方向上设置在所述第一离合器和所述第二离合器(K1或K2)之间。
7.根据权利要求5或6所述的动力传动系,
其特征在于,
所述第一离合器和所述第二离合器(K1或K2)分别具有至少一个离合器从动盘(40,40’,40’’),所述离合器从动盘能够彼此独立地压靠所述承载盘(48),以便实现在相应的所述离合器从动盘(40,40’,40’’)和所述承载盘(48)之间的摩擦配合。
8.根据权利要求5至7中的至少一项所述的动力传动系,
其特征在于,
所述承载盘(48)轴向固定地并且能转动地支承在所述内燃机(12)的输出轴(24)上或支承在所述变速器单元(16)的输入轴(26)上或支承在与所述输出轴(24)或所述输入轴(26)抗扭地连接的突起部(28,28’)上。
9.根据权利要求5至8中的至少一项所述的动力传动系,
其特征在于,
所述承载盘(48)永久地以驱动有效的方式与所述电机(14)耦联。
10.根据权利要求9所述的动力传动系,
其特征在于,
所述承载盘(48)经由皮带传动装置与所述电机(14)耦联。
11.根据权利要求9所述的动力传动系,
其特征在于,
所述电机(14)的转子(14a)固定在所述承载盘(48)上或固定在与所述承载盘(48)抗扭地连接的突起部(46)上。
12.根据上述权利要求中的至少一项所述的动力传动系,
其特征在于,
所述第二离合器(K2)经由扭转减振器(32)与所述内燃机(12)耦联,其中所述扭转减振器(32)的初级侧(30)与所述内燃机(12)的输出轴(24)抗扭地连接,并且其中所述扭转减振器(32)的次级侧(36)与所述第二离合器(K2)的输入件(40)抗扭地耦联。
13.根据权利要求12所述的动力传动系,
其特征在于,
所述扭转减振器(32)的次级侧(36)和所述第二离合器(K2)的所述输入件(40)抗扭地固定在轮毂(38)上,所述轮毂以能转动的方式支承在所述内燃机(12)的所述输出轴(24)上或支承在与所述输出轴(24)抗扭地连接的突起部(28)上。
14.根据权利要求1至11中的至少一项所述的动力传动系,
其特征在于,
所述第二离合器(K2)的输入件(40’’),尤其离合器从动盘具有扭转弹性的减振装置(40a’’,40b’’,34’),以便能够吸收由所述内燃机(12)产生的扭振,其中所述输入件(40’’)与飞轮质量(68)耦联,所述飞轮质量与所述内燃机(12)的输出轴(24)抗扭地耦联。
15.根据权利要求14所述的动力传动系,
其特征在于,
所述减振装置(40a’’,40b’’,34’)径向地设置在所述承载盘(48)之内或设置在与所述承载盘(48)抗扭地连接的突起部(46)之内。
16.根据权利要求14或15所述的动力传动系,
其特征在于,
所述飞轮质量(68)至少部分地设置在所述承载盘(48)的内部中或设置在与所述承载盘(48)抗扭地连接的突起部(46)的内部中。
17.根据上述权利要求中的至少一项所述的动力传动系,
其特征在于,
所述电机(14)是盘式转子电动机。
18.根据所述权利要求中的至少一项所述的动力传动系,
其特征在于,
所述电机(14)能够作为电动机和作为发电机运行。
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CN115038887A (zh) * | 2020-02-04 | 2022-09-09 | 株式会社法雷奥凯佩科 | 混合动力驱动模块 |
CN115038887B (zh) * | 2020-02-04 | 2024-06-11 | 株式会社法雷奥凯佩科 | 混合动力驱动模块 |
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WO2013004552A1 (de) | 2013-01-10 |
US9221460B2 (en) | 2015-12-29 |
DE112012002790A5 (de) | 2014-03-13 |
CN103826894B (zh) | 2016-06-22 |
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US20150038290A1 (en) | 2015-02-05 |
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