CN105082989A - 机动车 - Google Patents
机动车 Download PDFInfo
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- CN105082989A CN105082989A CN201510264779.2A CN201510264779A CN105082989A CN 105082989 A CN105082989 A CN 105082989A CN 201510264779 A CN201510264779 A CN 201510264779A CN 105082989 A CN105082989 A CN 105082989A
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- 230000007246 mechanism Effects 0.000 claims description 14
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- 238000004146 energy storage Methods 0.000 claims description 8
- 238000010168 coupling process Methods 0.000 abstract description 19
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- 230000008878 coupling Effects 0.000 abstract description 16
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Classifications
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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
- B60K6/22—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
- B60K6/36—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 transmission gearings
- B60K6/365—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 transmission gearings with the gears having orbital motion
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- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
- B60K6/48—Parallel type
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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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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- B60W2710/00—Output or target parameters relating to a particular sub-units
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- B60W2710/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- General Engineering & Computer Science (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
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- Arrangement Of Transmissions (AREA)
Abstract
本发明涉及一种机动车,包括用于驱动机动车(1)的驱动机(4)、至少一个辅助马达(9)和至少一个差速器(8、25),所述差速器用于将由驱动机(4)产生并通过驱动轴(5)引导至差速器(8、25)的驱动差速器元件(14、26)的驱动力矩分配至两个输出轴(6、7)。机动车(1)包括能由控制设备(12)控制的离合器装置(10),所述离合器装置在第一离合状态下使辅助马达(9)直接或间接地与输出轴(7)耦联,由此根据通过辅助马达(9)施加的辅助转矩把驱动力矩分配至输出轴(6、7),所述离合器装置在第二离合状态下使辅助马达(9)直接地或间接地与驱动差速器元件(14、26)耦联。
Description
技术领域
本发明涉及一种机动车,包括用于驱动机动车的驱动机,至少一个辅助马达以及至少一个差速器,所述差速器用于把通过驱动机产生并通过驱动轴引导至差速器的驱动差速器元件(或者说减速器输入元件)的驱动力矩分配至两个输出轴。
背景技术
为了改进机动车的行驶特性,已知的是使用车辆系统,所述车辆系统在机动车的多个车桥之间,尤其是前轿和后桥之间,或者在机动车的车桥的车轮之间分配通过驱动机提供的转矩。差速器或差速传动机构实现了把转矩分配至输出轴,其中输出轴的不同的转速是可行的。在机动车中使用了大量不同类型的差速器,以便例如在车轮打滑时阻止转矩再分配至打滑的车轮。在此,已知了纯被动的系统,例如简单的锁止式差速器,然而也已知了,有针对性地对输出轴进行制动,以便改变转矩分配。
为了改进在输出轴之间的转矩分配的可调整性,也使用所谓的扭矩矢量系统(TorqueVectoringSystem),所述扭矩矢量系统可以通过由差速器把一部分驱动力矩直接地机械再分配至相应的输出轴而有针对性地在输出轴之间分配转矩。为此,输出轴例如通过液压或机电的离合器可与例如步进马达耦联,或者通过磁力离合器耦联至驱动轴。
这种用于调整转矩分配的系统的缺点在于,机制相对较复杂。这样增大了机动车的价格和重量。
此外已知了混合动力车辆,其使用电机以便提高内燃机的行驶效率。为此可以例如通过行星传动机构联接内燃机、电机和输出轴,由此把通过电机提供的转矩与内燃机的转矩叠加,从而可以移动内燃机的负荷点。这一方面可以用于提高行驶效率且另一方面可以用于减小内燃机的燃料消耗。
然而缺点还在于,由于电机以及其它组件而增大了机动车的重量和价格。
发明内容
因此,本发明的目的在于,给出一种相应改进的机动车,所述机动车实现了对机动车的不同车轮或车桥的受控转矩分配。
根据本发明,该目的通过前述类型的机动车实现,该机动车包括能由控制设备控制的离合器装置,所述离合器装置在第一离合状态下使辅助马达直接或间接地与输出轴耦联,由此根据通过辅助马达施加的辅助转矩把驱动力矩分配至输出轴,所述离合器装置在第二离合状态下使辅助马达直接地或间接地与驱动差速器元件耦联。
根据本发明,机动车的辅助马达既用于调整驱动力矩在不同的输出轴上的分配,也在离合器装置的第二离合状态下把辅助马达直接或间接地与驱动差速器元件耦联,以便提供额外的转矩,所述转矩随后可以通过差速器分配,或者以便通过辅助马达进行能量再生。在根据本发明的机动车中,辅助马达可以根据离合器装置的离合状态用于不同的功能。因此,例如可以在迅速驶过转弯时,离合器装置通过控制设备接入第一离合状态,在该第一离合状态中通过控制辅助马达实现了把驱动机的驱动力矩有针对性地分配至输出轴并进而分配至车轮。然而例如如果在基本上笔直的路段上进行加速或减速,则控制设备可以把离合器装置接入第二离合状态,从而辅助马达可以用于辅助驱动机或用于能量再生。
在此离合器装置可以在第一离合状态中使辅助马达与驱动差速器元件脱耦,并在第二离合状态中使辅助马达与输出轴脱耦。备选地,在第一离合状态中辅助马达可以与驱动差速器元件和与输出轴耦联,以及在第二离合状态中与输出轴脱耦。
相应的离合状态的确定可以通过控制设备基于多个机动车参数和通过检测设备检测到的环境参数进行。因此,例如可以检测加速踏板位置、机动车的横摆力矩、机动车的车轮转速等,离合状态可以基于这些参数确定。然而,控制设备也可以分析关于计划好的路线的信息、关于即将出现的行驶情况的驾驶员辅助系统信息等。补充地或备选地,也可以基于通过操纵元件检测的用户操纵来输入确定离合状态。例如,可以在越野行驶中通过用户确定第一离合状态,而在城市交通中确定第二离合状态。
在根据本发明的机动车中,尤其可以使用具有相应配属的辅助马达的多个差速器。尤其可以为机动车的每个被驱动的桥设置具有配属的辅助马达的单独的差速器。补充地或备选地,具有配属的辅助马达的一个另外的差速器可以用于把驱动力矩分配至不同的车桥,尤其是前轴和后桥。
离合器装置尤其可以设计用于形状配合(或者说形锁合)的耦联。在此,尤其可以规定通过离合器装置耦联的元件的同步。然而离合器装置也可以使用力配合(或者说力锁合)的耦联,液压的耦联等。
在此,驱动机可以是内燃机。补充地或备选地,辅助马达也可以是电机。在此,电机作为辅助马达尤其可以用在如下的机动车中:其具有大于30V,尤其是48V的车载电网电压。可选地,当在机动车中存在大于100V的电压的高压车载电网时,也可以使用电机作为辅助马达。辅助马达尤其可以是直流电机,由此在没有额外的变压器的情况下实现了机动车的车载电网上的工作。如果驱动机是内燃机以及辅助马达是电机,则在根据本发明的机动车中提供了机动车的混合动力功能性。
机动车可以包括具有配属的充电设备的储能设备,其中控制设备设计用于,在至少一个工作模式中操控离合器装置用于在第二离合状态中工作以及操控辅助马达和充电设备用于通过再生对储能设备进行充电。在此,辅助马达可以作为发电机工作以及充电设备尤其通过变压器连接马达和储能设备。因此,为机动车提供了机动车能量再生的工作模式。
在根据本发明的机动车中还可以把辅助马达用于辅助驱动机以及尤其也作为驱动机的替换用于驱动车轮。如果离合器装置处于第二离合状态中,则根据本发明的机动车尤其提供了混合动力车辆的功能性。
驱动轴可以通过锥齿轮传动装置与驱动差速器元件连接,其中锥齿轮传动装置的冠状齿轮与尤其设计为差速器壳体的驱动差速器元件连接。这种布置例如实现了:把作为差速器的行星传动机构耦联至输出轴并同时耦联至传统的传动系,所述输出轴配属于机动车的车轮且基本上沿车辆横向延伸,所述传动系具有沿车辆纵向的轴。该冠状齿轮可以与壳体螺栓连接、焊接或压接。
然而尤其有利的是,冠状齿轮通过由控制设备控制的另外的离合器装置与驱动差速器元件连接,该另外的离合器装置在第一离合状态中使冠状齿轮与驱动差速器元件耦联,以及在第二离合状态中使冠状齿轮与驱动差速器元件分开。该另外的离合器装置实现了:把驱动机与驱动差速器元件分开以及进而与差速器分开。这样尤其实现了,仅通过辅助马达驱动输出轴。在此,避免了在另外的驱动系统中的摩擦损失以及由驱动机引起的损失。
差速器可以设计为具有齿圈、太阳轮和至少一个行星轮的行星传动机构,所述齿圈尤其设计为行星传动机构的壳体,所述行星轮通过行星架支承。
在第一离合状态中,离合器装置可以把辅助马达和行星架耦联。在此,尤其可以把驱动轴与齿圈耦联,第一输出轴与至少一个行星轮耦联,以及第二输出轴与太阳轮耦联。辅助马达通过行星架耦联至输出轴允许了把辅助马达特别简单地机械耦联至输出轴。在此,尤其可以在小的结构空间消耗的同时实现辅助马达和输出轴之间的足够的传动比。
离合器装置有利地在第二离合状态中把辅助马达与齿圈耦联。这种耦联尤其通过单独的齿环、冠状齿轮等实现,所述齿环、冠状齿轮固定在齿圈上,即例如压接、焊接或螺栓连接在其上。如果辅助马达在第一离合状态中与行星架耦联,以及在第二离合状态中与齿圈耦联,则离合器装置可以直接布置在行星传动机构的区域中并设计为特别紧凑,因为齿圈和行星架在空间上直接相邻。
备选地,差速器可以设计为锥齿轮差速器(Kegeldifferential)或滚珠差速器(Kugeldifferential)。在此,在第一离合状态中,可以为了力矩分配使辅助马达通过侧轴、尤其通过一变速器与输出轴耦联。在第一离合状态中,辅助马达尤其可以既与输出轴耦联,也与驱动差速器元件耦联,尤其是与差速器壳体耦联。备选地,在第一离合状态中可以使辅助马达与驱动差速器元件分开。在第二离合状态中,尤其可以使所述侧轴与输出轴脱耦,因此所述侧轴空转。通过使辅助马达与驱动差速器元件耦联,可以把辅助马达用作发电机和/或用于支持驱动机的功率。像下文仍将详细说明的,驱动机还可以与差速器脱耦,从而实现了仅通过辅助马达驱动机动车或者在不进行驱动机制动的情况下实现再生运行。
离合器装置可以通过具有预定的传动系数的变速器与驱动差速器元件耦联。补充地或备选地,离合器装置也可以通过具有预定的传动系数的变速器与输出轴耦联。通过相应的用于与驱动差速器元件或输出轴连接的变速器可以使驱动轴或输出轴的转速或转矩匹配于辅助马达的转速范围或提供的转矩。
离合器装置尤其可以在第三离合状态中使辅助马达既与驱动差速器元件分开,也与输出轴分开。在这种情况下辅助马达与整个传动系脱耦。这种与传动系的脱耦一方面阻止了,当辅助马达既不为提供转矩工作、也不为再生工作时由于辅助马达导致的能量损失,另一方面由于该第三离合状态能特别简单地执行对辅助马达和其它电子元器件的保护功能。因此,实现了把控制设备设计为,当所检测到的差速器工作参数超过预定的限值时操控离合器装置以使之转换到第三离合状态。工作参数在此尤其可以通过机动车的传感器检测,然而工作参数也可以是辅助马达的参数,尤其当辅助马达是电机时。在此,工作参数尤其可以是输出轴之间的转速差或转矩差,或者转矩差或转速差的时间导数。在检测到的工作参数超过预定的限值时分开辅助马达尤其用于电气元件的过载保护。输出轴之间的高的转速差或转矩差或者该转速差或转矩差的在时间上的突然变化会使辅助马达本身或配属于辅助马达的电气元件,例如变压器或储能器承受极大负荷。这通过所述的转换至第三离合状态中来避免。
补充地或备选地,控制设备可以设计为,仅在输出轴之间的转速差超过另外预定的限值时以及在与辅助马达的工作状态相关的连接条件得到满足时,操控离合器装置以使之在第一耦联模式中工作。尤其当辅助马达工作时实现对转矩的有针对性的分配。在辅助马达为分配转矩而工作时,可以始终操控离合器装置以使之在第一耦联模式中工作。如果不是这种情况,则离合器装置可以在转速差低于另外预定的限值时切换至第三耦联模式。由此阻止了,输出轴之间最小的转速差(例如像在车辆负荷不均衡时始终出现的那样)导致了储能设备不断的充电和放电。因此,一方面保护了辅助马达,另一方面保护了电气元件,像变压器、电池等。
机动车可以具有另外的离合器装置,该另外的离合器装置在第一离合状态下使驱动机与驱动差速器元件耦联,以及在第二离合状态下使驱动机与驱动差速器元件分开。在此,尤其当离合器装置处于第二离合状态中时,则通过控制设备把该另外的离合器装置切换至第二离合状态。在这种情况下辅助马达可以在不进一步影响驱动机的情况下驱动输出轴。在此,避免了由于驱动机和传动系的其它部件导致的摩擦损失和其它损失。
附图说明
由下文的实施例以及所属的附图得到本发明的其它优点和细节。附图示出:
图1示意性示出根据本发明的机动车的实施例;
图2示意性示出根据本发明的机动车的另一个实施例的细节图,其中离合器装置处于第一离合状态中;
图3示意性示出图2中的细节图,其中离合器装置处于第二离合状态中,以及
图4示意性示出图2和3中的细节图,其中离合器装置处于第三离合状态中,
图5示意性示出图2至图4中的差速器的细节图,连同布置在差速器上的另外的离合器装置,以及
图6示意性示出根据本发明的机动车的另一个实施例的细节图。
具体实施方式
图1示意性示出具有左、右后轮2、3的机动车1,所述后轮在常规行驶运行中通过驱动机4驱动,该驱动机是内燃机。通过设计为行星传动机构的差速器8把由驱动机4经驱动轴5提供的驱动力矩分配至后轮2、3或者说分配至驱动后轮的输出轴6、7。
补充地,在机动车1中还设置有辅助马达9,该辅助马达是电机。通过辅助马达9可以根据离合器装置10的离合状态和另外的离合器装置11的离合状态提供不同的功能,它们可由控制设备12通过车辆总线预先规定。在机动车的第一工作模式中,驱动轴5通过该另外的离合器装置11与连接轴13耦联,所述连接轴又与差速器8的驱动差速器元件耦联。因此,驱动轴5与驱动差速器元件耦联,由驱动机4提供的驱动力矩通过差速器8分配至输出轴6、7。
辅助马达9通过离合器装置10既与输出轴7也与连接轴13进而与驱动差速器元件分开。在机动车的这种工作模式中,辅助马达9不起作用,且既不发生转矩矢量化,即有针对性地分配驱动机4的转矩至输出轴6、7,也不出现辅助马达9对驱动机4的辅助或再生。
例如如果处于困难的地形中或者为了稳定机动车而希望通过差速器8有针对性地分配转矩,则控制设备12操控离合器装置10,以使辅助马达9与输出轴7耦联。在此,需要在下面的讨论中假定,所有传动比具有传动系数1。像在下文仍将具体阐述的那样,这对于真正的机动车来说一般不适用。然而相应的规定简化了功能原理的描述。
例如应该假定:通过驱动轴5提供1000Nm的转矩。如果辅助马达9空转,则相应地向输出轴6和输出轴7各传输500Nm的转矩。如果此时通过辅助马达9产生了100Nm的转矩且通过离合器装置10叠加地传输至输出轴7,则总共传输至输出轴7的转矩为600Nm。然而由于差速器8的功能满足:输出轴6、7上的转矩总和等于由驱动轴5提供的1000Nm的转矩。因此,此时仅向输出轴6传输400Nm的转矩。在离合器装置10的所述第一离合状态下,通过辅助马达9的旋转方向和转矩确定:如何在输出轴6、7之间分配由驱动轴5传输至差速器8的转矩。
此时,控制设备12通过未示出的传感器监控差速器的多个工作参数。在满足保护条件时,控制设备12操控离合器装置10以转换至第三离合状态中,该第三离合状态使辅助马达9既与输出轴7也与驱动轴5分开。一方面当辅助马达9未被操控用于产生转矩且同时输出轴6、7之间的转速差低于预定的限值时,满足保护条件。通过这种做法避免了对配属于辅助马达9的储能设备进行持续的充电和放电,由此保护了辅助马达9和配属的电子装置。另一方面当辅助马达9的转速超过预定的限值时(这同时也表示,输出轴6和7之间的转速差极大),满足保护条件。因此可以阻止损坏辅助马达9。
如果需要在机动车1的行驶期间进行能量再生,以便对机动车1中的储能器进行充电或者如果需要利用辅助马达9的辅助转矩来支持内燃机4,则控制设备12操控离合器装置10,以便使离合器装置处于第二离合状态。在第二离合状态中,离合器装置10使辅助马达9与输出轴7脱耦,以及使辅助马达与辅助轴13耦联,并进而与驱动差速器元件耦联。在该离合状态中,在总转矩通过差速器8分配至输出轴6、7之前,把驱动机4的转矩与辅助马达9的转矩相加。在此,辅助马达可以通过控制设备12如此操控,即辅助马达对连接轴13和进而驱动轴5进行制动,由此进行能量再生。另一方面,辅助马达9可以通过控制设备12如此操控,即辅助马达增大通过驱动轴5提供的转矩,从而例如在机动车加速时提供较大的转矩。补充地,在离合器装置10的这种离合状态中,所述另外的离合器装置11也可以使驱动轴5与差速器8分开。在这种情况下,机动车1的驱动可以仅通过辅助马达9进行。
图2示出另一机动车的细节图,其中既实现了转矩受控地分配至后轮2、3也实现了辅助马达9工作以用于辅助未示出的驱动机或用于再生。辅助马达并非通过离合器装置10直接耦联到驱动轴5或输出轴7,而是通过离合器装置10与差速器8的不同的组成部分耦联。差速器8在此设计为行星传动机构,其中行星传动机构包括驱动差速器元件14,即齿圈,所述驱动差速器元件设计为行星传动机构的壳体,其中未示出的太阳轮以及未示出的行星轮环绕运行,所述行星轮通过行星架15支承。太阳轮在此与输出轴6耦联,行星轮与输出轴7耦联。
在行星传动机构的壳体上布置有冠状齿轮16,所述冠状齿轮通过为未示出的另外的离合器装置与驱动差速器元件14,即壳体耦联,该另外的离合器装置实现了壳体与冠状齿轮的脱耦,以便把差速器与未示出的驱动机分开。冠状齿轮16形成了锥齿轮传动装置的一部分,通过该锥齿轮传动装置使差速器8与驱动轴5耦联。
为了能把辅助马达9耦联至驱动差速器元件14,还把额外的齿环17与驱动差速器元件14螺栓连接。另一方面为了能把辅助马达9与行星架15耦联并进而与输出轴7耦联,行星架15也具有齿环。
离合器装置10包括磁片件,所述磁片件不可旋转地支承在一轴上,辅助马达9能使所述轴转动。片件18在此能由于未示出的磁体的磁场而沿着轴移动。如果不存在磁场,则片件18处于图4中示出的中间位置。在图2中通过未示出的控制设备如此操控磁体,即像箭头21示出的那样,使片件朝齿轮19的方向移动,所述齿轮通过变速器22与行星架15耦联。在图2中示出的离合状态中,辅助马达9通过片件18、齿轮19、变速器22和行星架15与输出轴7耦联。
在该离合状态中,像对图1已经阐述的那样,可以通过辅助马达的转矩影响经由驱动轴5输入差速器8的转矩向输出轴6、7的分配。有利地,在合适地选择辅助马达9和驱动轴7之间的传动比的情况下便可以由相对较弱的辅助马达9强烈影响转矩的分配。
辅助马达9是在机动车的48V的车载电网上工作的电机,所述电机可以提供最大14Nm的转矩。下面应该假定,通过驱动轴把250Nm输入差速器8。在驱动轴5和行星传动机构8之间规定了1比4的传动比。因此,通过差速器8总共把1000Nm的转矩分配至输出轴6和7。辅助马达9和输出轴7之间的传动比借助于变速器22总共规定为1比35,因此通过提供了14Nm的辅助马达9可以把490Nm传输至输出轴7。
由于差速器8的功能,输出轴6、7上的转矩和必须为通过驱动轴5得到的1000Nm的转矩。同时,输出轴6上的转矩必须等于输出轴7上的转矩和通过辅助马达9得到的转矩的总和。通过这两个条件可以确定,借助于所述参数总共把745Nm的转矩传输至输出轴6,以及255Nm的转矩传输至输出轴7。即可以通过具有最大14Nm的转矩的相对较弱的辅助马达9规定由差速器8对转矩分配的极强的移动(Verlagerung)。
图3示出离合器装置10的第二离合状态。片件21在磁场作用下压到齿轮20上,所述磁场与图2中存在的磁场相反。在这种情况下,由辅助马达9提供的转矩通过齿环17传输至驱动差速器元件14。通过相应地确定变速器元件的尺寸,传动比在此等于1比20。如果在此使用上文所述的具有最大14Nm的转矩的辅助马达,则为输出轴6、7提供了280Nm的总转矩,由此为两个输出轴6、7中各传输140Nm的转矩。由于该额外的转矩例如可以明确改善机动车的加速过程中的动力学性能。补充地,离合器装置在第二离合状态中的工作实现了纯电动行驶运行。为此,尤其可以通过另外的离合器装置使冠状齿轮16与驱动差速器元件14脱耦。因此,驱动机完全与差速器8脱耦并进而与输出轴6、7脱耦。
如果需要经常使用这种纯电动行驶运行,则可以有利地设计略微较强的辅助马达9,例如具有最大50Nm的转矩,由此对应于前述的换算在纯电动行驶运行中能为每个车轮提供直至500Nm的转矩。
因此,在图3示出的离合器装置9的第二离合状态中,实现了再生运行,其中尤其在机动车制动时获得用于对储能设备进行充电的能量。为此辅助马达9通过控制设备如此操控,即辅助马达用作发电机。
图4示出第三离合状态中的离合器装置10,其中不存在用于移动片件18的外部磁场。在这种情况下,片件18通过未示出的复位元件返回中间位置,在中间位置中片件既不接触齿轮19也不接触齿轮20。在这种状态下,辅助马达9完全与差速器8以及进而与输出轴6、7脱耦,机动车仅通过驱动机驱动,其中不发生转矩向输出轴6、7的主动调整分配。
图5示出图2至4中示出的差速器8的细节图,其中示出了另外的离合器装置23。在差速器8的驱动差速器元件14上,即在壳体上除了齿环17外还固定设置了环29。在环29上设置了另外的离合器装置23,以便使环29与和冠状齿轮16牢固连接的环30耦联。通过该另外的离合器装置23的线性位移可以使环29与环30耦联,因此驱动差速器元件14能与冠状齿轮16耦联。如果环29、30通过该另外的离合器装置23分开,则冠状齿轮16也与驱动差速器元件14分开。因此,实现了差速器8与驱动轴5的完全脱耦。
图6示意性示出根据本发明的机动车的第三实施例的细节图,其中锥齿轮差速器用作差速器25。在这种情况下驱动差速器元件26是差速器25的壳体。壳体通过环29、30以及另外的离合器装置23可以与锥齿轮传动装置的冠状齿轮16连接,因此驱动差速器元件26能与驱动轴5耦联。与参考图2至5描述的结构的重要区别在于,辅助马达9耦联至输出轴7或差速器25。在第一离合状态中,辅助马达9通过齿轮24、变速器22、离合器装置的第一离合器元件28和齿轮27与输出轴7耦联。在第二离合状态中,辅助马达9通过齿轮24、变速器22、内置在变速器22中的、离合器装置的离合器元件31和齿环17与驱动差速器元件26,即与锥齿轮差速器的壳体耦联。
在离合器装置的第一离合状态中,离合器元件28使辅助马达9与输出轴7连接,而离合器元件31使辅助马达9与驱动差速器元件26分开。在第二离合状态中,离合器元件31使辅助马达9与驱动差速器元件26连接,离合器元件28使辅助马达9与输出轴7分开。
在机动车的一备选的实施方案中,还可以通过固定的连接替换离合器元件31。在这种情况下,在第一离合状态中,输出轴7和驱动差速器元件26都与辅助马达9连接。
基于离合器装置10和另外的离合器装置11、23的离合状态能够利用在图1至6中示出的机动车实现多种工作方式。如果驱动机4通过另外的离合器装置11、23与差速器8、25耦联,则当离合器元件10在第一离合状态中工作时实现了转矩矢量化,当离合器装置在第二离合状态中工作时实现了通过辅助马达9支持驱动机4或者把辅助马达9用作驱动系-发电机,以及当离合器装置10在第三离合状态中工作时实现辅助马达9与传动系的完全脱耦。
如果另外的离合器装置11、23使驱动机4与差速器8分开,则当离合器装置在第一离合状态中工作时即使驱动机4脱耦也实现了转矩矢量化。当离合器装置在第二离合状态中工作时,可以实现机动车的纯电动驱动或者纯再生运行,同时机动车的传动系不一起被驱动。
Claims (15)
1.一种机动车,包括用于驱动机动车(1)的驱动机(4)、至少一个辅助马达(9)和至少一个差速器(8、25),所述差速器用于将由驱动机(4)产生并通过驱动轴(5)引导至差速器(8、25)的驱动差速器元件(14、26)的驱动力矩分配至两个输出轴(6、7),其特征在于,机动车(1)包括能由控制设备(12)控制的离合器装置(10),所述离合器装置在第一离合状态下使辅助马达(9)直接或间接地与输出轴(7)耦联,由此根据通过辅助马达(9)施加的辅助转矩把驱动力矩分配至输出轴(6、7),所述离合器装置在第二离合状态下使辅助马达(9)直接地或间接地与驱动差速器元件(14、26)耦联。
2.根据权利要求1所述的机动车,其特征在于,驱动机(4)是内燃机。
3.根据权利要求1或2所述的机动车,其特征在于,辅助马达(9)是电机。
4.根据权利要求3所述的机动车,其特征在于,机动车(1)包括具有配属的充电设备的储能设备,其中控制设备(12)设计用于:在至少一个工作模式中操控所述离合器装置(10)以使之在第二离合状态中工作并且操控辅助马达(9)和充电设备以通过再生对储能设备进行充电。
5.根据前述权利要求中任一项所述的机动车,其特征在于,驱动轴(5)通过锥齿轮传动装置与驱动差速器元件(14、26)连接,其中,锥齿轮传动装置的冠状齿轮(16)与——尤其设计为差速器(8、25)的壳体的——驱动差速器元件(14、26)连接。
6.根据权利要求5所述的机动车,其特征在于,冠状齿轮(16)通过由控制设备(12)控制的另外的离合器装置(23)与驱动差速器元件(14、26)连接,该另外的离合器装置在第一离合状态中使冠状齿轮(16)与驱动差速器元件(14、26)耦联,而在第二离合状态中使冠状齿轮(16)与驱动差速器元件(14、26)分离。
7.根据前述权利要求中任一项所述的机动车,其特征在于,差速器(8)设计为具有齿圈、太阳轮和至少一个行星轮的行星传动机构,所述齿圈尤其设计为行星传动机构的壳体,所述行星轮通过行星架(15)支承。
8.根据权利要求7所述的机动车,其特征在于,所述离合器装置(10)在第一离合状态中使辅助马达(9)与行星架(15)耦联。
9.根据权利要求7或8所述的机动车,其特征在于,所述离合器装置(10)在第二离合状态中使辅助马达(9)与齿圈耦联。
10.根据前述权利要求中任一项所述的机动车,其特征在于,所述离合器装置(10)通过具有预定的传动系数的变速器(22)与输出轴(7)耦联。
11.根据前述权利要求中任一项所述的机动车,其特征在于,所述离合器装置(10)通过具有预定的传动系数的变速器与驱动差速器元件(14、26)耦联。
12.根据前述权利要求中任一项所述的机动车,其特征在于,所述离合器装置(10)在第三离合状态中使辅助马达(9)不仅与驱动差速器元件(14、26)分开、而且与输出轴(7)分开。
13.根据权利要求12所述的机动车,其特征在于,控制设备(12)设计为,在所检测到的差速器(8、25)工作参数超过一预定的限值时操控离合器装置(10)以使之切换至第三离合状态。
14.根据权利要求12或13所述的机动车,其特征在于,控制设备(12)设计为:仅在输出轴(6、7)之间的转速差超过了另一预定的限值时以及在与辅助马达(9)的工作状态相关的连接条件得到满足时,操控离合器装置(10)以使之在第一离合模式中工作。
15.根据前述权利要求中任一项所述的机动车,其特征在于,所述机动车包括另外的离合器装置(11、23),该另外的离合器装置在第一离合状态下使驱动机(4)与驱动差速器元件(14、26)耦联,该另外的离合器装置在第二离合状态下使驱动机(4)与驱动差速器元件(14、26)分开。
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Also Published As
Publication number | Publication date |
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DE102014007940A1 (de) | 2015-11-26 |
EP2946963A1 (de) | 2015-11-25 |
EP2946963B1 (de) | 2020-01-22 |
US20150336453A1 (en) | 2015-11-26 |
CN105082989B (zh) | 2018-04-17 |
US9636988B2 (en) | 2017-05-02 |
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