CN106604841A - 用于通过道路型混合动力车辆的多模式离合器 - Google Patents
用于通过道路型混合动力车辆的多模式离合器 Download PDFInfo
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- CN106604841A CN106604841A CN201580044732.3A CN201580044732A CN106604841A CN 106604841 A CN106604841 A CN 106604841A CN 201580044732 A CN201580044732 A CN 201580044732A CN 106604841 A CN106604841 A CN 106604841A
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- dynamical system
- axletree
- driven
- mode clutch
- motor
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- 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
- B60K6/22—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
- B60K6/38—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 driveline clutches
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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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- B60K6/26—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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- 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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- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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Abstract
一种多模式离合器可以适用于选择性地将前车轴和/或后车轴与相应的内燃机和电动机动力系连接和脱开,在通过道路的混合动力车辆中这些电动机动力系连接到这种前驱动车轴和后驱动车轴。例如,发动机可以是连接到前轮的前车轴驱动的动力系的一部分,而电动机可以是连接到后轮的单独的后车轴驱动的动力系的一部分,或者反之亦然。通过选择性断开未被有效地驱动的车轴,可以实现寄生损失的实时降低,这导致了更高的总体运行效率。多模式离合器提供了比标准摩擦离合器的使用更大的灵活性。每个多模式离合器可以提供四个不同的操作模式以适应各种各样的驾驶状况。例如,每当电动机未使用时,可能会发生后车轴的双转动自由转动。
Description
相关申请的交叉引用
本申请是要求在2014年8月22日提交的美国临时申请系列号62/040,701的优先权的35USC§371国家阶段申请。
技术领域
本发明总地涉及一种通过道路型混合动力车辆,该混合动力车辆具有燃烧发动机和电动机,该燃烧发动机驱动一个车轴,而该电动机独立地驱动第二车轴,并且本发明具体地涉及采用双动力源的这样一种混合动力车辆,该混合动力车辆具有至少一个多模式机械离合器,该离合器适合于使得两个车轴的至少一个从其相应的动力源脱开。
背景技术
混合动力车辆通常由燃烧发动机的燃烧和电动机提供动力。在“通过道路”的混合动力车辆中,单独地驱动至少两个车轴;该燃烧发动机配置成为一个车轴提供动力,而电动机配置成单独地和独立地为第二车轴提供动力。
图1是例如本领域已众所周知的示例性“通过道路”型混合动力车辆10的示意性图示。车辆10包括第一车轴12,其适合于通过第一差速器18驱动第一对车轮14、16。车辆10包括第二车轴20,其适合于通过第二差速器26驱动第二对车轮22、24。虽然这里示出的第一对车轮14、16可以是前轮且第二对车轮22、24可以是后轮,但根据给定车辆10的性质,任何一对车轮均可以构成车辆10的前轮或后轮。
车辆10包括前车轴动力系28,其包括通过摩擦离合器34与变速器(或齿轮箱)32联接的内燃机30。为此,变速器32包括输入(未示出),该输入适合于在变速器的最接近发动机30的端部处与摩擦离合器34接合以及从该摩擦离合器脱离。变速器32的内部齿轮和输出轴(均未示出)将发动机转矩经由摩擦离合器34从发动机30由驱动轴(未示出)传递至第一差速器18。在这里描述的通过道路的实施例中,动力系28配置成仅仅对第一车轴12及其相关联部件、包括第一差速器18提供动力。
一般而言,在通过道路的车辆10中,不同于第一车轴12,第二或后车轴20由电动机40单独地且独立地提供动力。于是,电动机40通过可选的齿轮箱42驱动后轮22、24(以例如提供双速传动比能力),该可选的齿轮箱具有联接于第二差速器26的输出轴(未示出)。替代地,电动机40可具有直接地联接于第二差速器26的输出轴,用以提供单速驱动配置。与后车轴是单速还是双速无关,电动机40、包括第二差速器26和配置成驱动第二车轴20的其它部件可在这里称为后车轴动力系44。
逆变器50是对后车轴动力系44的辅助,该逆变器配置成用于将再生动力选择性地提供给可再充电电池52,该可再充电电池适合于对电动机提供动力。
所描述的混合动力车辆10的各部件可根据驱动条件而操作和/或控制,从而分别以不同的方式优化前车轴动力系28和后车轴动力系44的有效利用;即,内燃机30和电动机40。例如,在城市区域中进行停车和发动的组合和/或缓速驾驶期间,后部电动机驱动的动力系44可比前部内燃机动力系28利用程度更大,以至动力系44可在节省燃料的同时提供最大有效动力。然而,出于本领域技术人员可最佳理解的原因,在较少停车和发动并且以较高速度进行的高速公路驾驶期间,较大程度地利用动力系28可证明是最有效的。
在使用内燃机动力系28期间,摩擦离合器34接合和脱离以选择性地使得内燃机30连接于变速器32和从该变速器脱开,从而使得将来自发动机30的动力输送至前车轴12。与此同时,驱动前车轴12,可控制电动机40以将附加的动力提升提供给后车轴20,或者替代地使用由内燃机30供给的动力来对电池52进行再冲电。相反,在城市驾驶情况期间,摩擦离合器34可打开以使得发动机30从驱动前车轴12脱开,并且来自电池48的动力可由电动机40使用来经由后车轴20驱动车辆10。在后一驾驶状况期间,发动机30可完全地停止,和/或摩擦离合器34打开或脱离以保存燃料。然而,在车辆10瞬时加速期间,摩擦离合器34可再接合以提供更灵敏的加速,由此利用同时来自发动机30和电动机40的动力。在另一变型中,摩擦离合器34可打开或脱离以使得发动机30在减速期间脱开,从而使得电动机40可更有效地对电池48进行再冲电;即,不会产生由于发动机摩擦引起的动力损耗。
在摩擦离合器34于通过道路型混合动力车辆10中的目前已知布置下,处于其接合或闭合位置的摩擦离合器34配置成锁定前车轴动力系28以免前车轴在任一方向上转动。在摩擦离合器34的脱离或打开位置中,前车轴12在任一方向上自由地转动。此种布置可能在混合动力车辆10的操作中产生低效性。每当摩擦离合器34接合以在发动机30的动力下驱动车辆10时,或者在车辆10在发动机30和电动机40的组合动力下加速的同时,任何减慢发动机30可在前车轴动力系28减慢时产生转动损失,除非摩擦离合器34被致动打开以使得发动机30从变速器32脱开。
如果摩擦离合器34保持闭合,将会出现发动机转动损耗。后者可能对于期望进行发动机制动的情况中的这些车辆10是期望的。然而,在大多数混合动力车辆中,再生电池动力制动反而是优选的,从而通过逆变器50最有效地对可再充电电池52进行再通电。如果致动摩擦离合器34以脱开发动机30,可避免发动机转动损耗,但打开摩擦离合器仍保持转动损耗,因为面向的离合器板的相对较大表面积会经受油剪切,从而产生粘滞阻力。
此外,由于每当调用发动机30来将动力提供给从动轮14、16就须重新闭合摩擦离合器34,留下摩擦离合器34闭合的方案可能会抵消试图由混合动力车辆10所实现的高效性。于是,打开和闭合摩擦离合器34可能有效地抵消所试图实现的高效性,这是由于粘滞阻力和对应的打开离合器转动损耗以及用于致动摩擦离合器34所需的占空比增大。因此,存在用于在通过道路型混合动力车辆的动力源之间进行切换的改进策略的需求,其能增大能量效率而不会增大转动损耗。
发明内容
根据本发明的一个方面,一种混合动力车辆包括第一车轴和第二车轴,每个车轴均在其每个端部处具有从动轮。内燃机驱动的动力系选择性地可操作地连接于第一车轴,而电动机驱动的动力系独立地并且选择性地可操作地连接于第二车轴。多模式离合器配置成可操作地互连以下各者中的至少一者:(a)发动机驱动的动力系和第一车轴,以及(b)电动机驱动的动力系和第二车轴。
根据本发明的另一方面,该混合动力车辆进一步包括多模式离合器,其具有第一模式和第二模式,第一模式允许第一车轴和发动机驱动的动力系能在两个转动方向上彼此独立地转动,而在第二模式中,该多模式离合器将第一车轴可操作地联接于发动机驱动的动力系,以使得第一车轴和发动机驱动的动力系一起在一个方向上转动以及在相反方向上彼此独立地转动。
根据本发明的又一方面,该混合动力车辆进一步包括多模式离合器的第三模式,在第三模式中,该多模式离合器使得第一车轴可操作地联接于发动机驱动的动力系,以使得该第一车轴和发动机驱动的动力系在两个转动方向上一起转动。
根据本发明的又一方面,该混合动力车辆进一步包括控制器,该控制器可操作地连接于电动机驱动的动力系,且该控制器配置成将控制信号发送至电动机和内燃机,以在前动力系和后动力系之间的转换期间,组合地根据车辆速度和电动机速度来相对于内燃机的速度控制电动机的速度。
根据本发明的又一方面,该混合动力车辆的多模式离合器包括限定轴线的第一座圈、第二座圈、相对的成对棘爪以及致动器凸轮,其中,发动机驱动的动力系和电动机驱动的动力系以及第一车轴和第二车轴中的一者可操作地连接于第一座圈以便随其转动,该第二座圈绕同一轴线径向地设置并且绕该轴线周向地延伸,其中,动力系和车轴中的另一者可操作地连接于该第二座圈以便随其转动,该相对的成对棘爪可操作地连接于第一座圈并且能相对于该第一座圈移动,而该致动器凸轮适合于相对于该第二座圈移动。
根据本发明的又一方面,该混合动力车辆进一步包括第一可选择的致动器凸轮位置,该第一可选择的致动器凸轮位置对应于多模式离合器的第一模式,该致动器凸轮接合成对相对的棘爪以防止这些棘爪接合第二座圈并且允许第一座圈独立于第二座圈而同时在第一转动方向和第二转动方向上转动。
根据本发明的又一方面,该混合动力车辆进一步包括第二可选择的致动器凸轮位置,其对应于多模式离合器的第二模式,其中,第一座圈在第一转动方向上的转动致使成对相对棘爪的第一棘爪接合该第二座圈并且由此将第一座圈和第二座圈锁定在一起以免在第一转动方向上转动,并且第一座圈在第二转动方向上的转动致使该成对相对棘爪的第二棘爪接合该第二座圈并且由此将该第一座圈和第二座圈锁定在一起以免在第二转动方向上转动。
由本专利的权利要求书来限定附加的方面。
附图说明
图1是目前已知的通过道路型混合动力车辆的示意图示,此种类型的混合动力车辆具有将内燃机连接于变速器的摩擦离合器;
图2是根据本发明的包含多模式离合器的通过道路型混合动力车辆的示意图示;
图3同时是在图2所示通过道路型混合动力车辆中示意地示出的多模式离合器的一个可能实施例的一部分的立体图和剖视图;
图4是图3所示多模式离合器的一个可能实施例的一部分的放大侧视图,其中移除靠近内部的座圈板以露出内部布局,并且致动器凸轮处于单向锁定、单向解锁位置;
图5是图4所示同一部分的视图,但致动器凸轮如图所示处于双向解锁位置;
图6是图4和图5所示同一部分的视图,但致动器凸轮如图所示处于双向锁定位置;
图7是详述各个前车轴动力系的操作配置的第一图表;
图8是详述各个后车轴动力系的操作配置的第二图表;以及
图9是详述可用在图2所示通过道路型混合动力车辆中的示例性电子控制单元和相关联部件的流程图。
具体实施方式
虽然以下描述针对多个实施例,但这里的每个实施例仅仅旨在是示例性的。这里并未阐述的多个替代实施例同样可根据本发明来实施,并且这些实施例也可落在限定保护范围的所附权利要求的范围内。此外,在权利要求中所述的术语并不旨在例如隐含地或以其它方式有所限制,以具有单个具体的含义。
现参照图2,根据本发明执行的通过道路型混合动力车辆110的实施例的示意图示包括第一车轴112,其适合于通过第一差速器118来驱动一对从动前轮114、116。车辆110包括第二车轴120,其适合于通过第二差速器126驱动第二对车轮122、124。虽然所示出的第一对车轮114、116可以是前轮且第二对车轮122、124可以是后轮,但根据给定车辆110的性质,任何一对车轮均可以构成车辆110的前轮或后轮。
车辆110包括适合于驱动前车轴112的前车轴动力系128。动力系128包括与变速器(或齿轮箱)132联接的内燃机130,其通过变矩器134而由发动机驱动。多模式离合器136置于变速器132和差速器118之间。下文详细地描述多模式离合器136及其操作。在所示的配置中,发动机转矩从发动机130传递通过变矩器134并且最终经由第一差速器118通过第一车轴112。在这里描述的通过道路的实施例中,动力系128配置成仅仅对第一车轴112及其相关联部件、包括第一差速器118提供动力。
通过道路型混合动力车辆110包含第二车轴120,其由电动机140单独地且独立地提供动力。通过这样地配置,电动机140通过可选的齿轮箱142选择性地驱动后轮122、124,该可选的齿轮箱具有联接于第二差速器126的输出轴(未示出)。替代地,电动机140可具有直接地联接于第二差速器126的输出轴,用以提供单速驱动配置。与后车轴是单速还是双速无关,电动机140、包括第二差速器126和配置成驱动第二车轴120的其它部件可在这里称为后车轴动力系144。
第二多模式离合器138置于齿轮箱142和差速器126之间,该第二多模式离合器类似于前车轴动力系128的多模式离合器136操作。逆变器和可再充电电池(均未在图2中示出)也与后车轴动力系144相关联,并且具有与已参照图1所描述的那些功能相类似的功能,包括在电动机140和可再充电电池之间传递电力。
现参照图3,图2所示的通过道路型混合动力车辆110的前部多模式离合器136和后部多模式离合器138可替代通常用在通过道路型混合动力车辆10中的摩擦型离合器34而使用。实际上,本领域技术人员将意识到的是,在包含多模式离合器136、138的情形下,离合器34可由图2中示出的简单变矩器134所替代。
多模式离合器136、138可具有在由Papania于2013年1月30日提交的标题为“多模式离合器模块(Multi-Mode Clutch Module)”的美国临时申请系列号61/758,356中说明并且描述的类型,该申请的内容通过引用明确地结合于本文中。
多模式离合器136可与多模式离合器138相同并且与其类似地工作。因此,为了简洁起见,将仅仅参照所说明实施例中的前车轴来描述多模式离合器136、138。本领域技术人员会意识到的是,多模式离合器136、138可包含内部从动毂150和外部壳体152,该内部从动毂能可操作地连接于内燃机130的输出轴(未示出)用于随其转动,且该外部壳体能可操作地连接于变速器轴(未示出)用于随其转动。替代地,本领域技术人员会理解的是,从动毂150能可操作地连接于变速器轴,且外部壳体152可连接于输出轴。从动毂150可容纳周向隔开的轮齿154的阵列,这些轮齿适合于将第一内座圈156固定于从动毂150用于随其转动。如所披露的那样,内座圈156在物理上由第一和第二隔开的内座圈板156A、156B构成。夹在成对内座圈板156A、156B之间的第二外座圈158定位成允许内座圈156和外座圈158之间的相对转动,并且外座圈158可操作地联接于外部壳体152用于随其转动。
在多模式离合器136、138的本文设计中,致动器凸轮160置于内座圈板156A、156B的一个和外座圈158之间,用以绕从动毂150和外部壳体152的公共轴线转过预定角度,以控制各对相对棘爪162、164的运动,这将在下文进行进一步描述。棘爪162、164的套组捕获且由此保持在内座圈板156A、156B之间,以允许分别保持在蝶形孔166、168内的棘爪162、164在经受致动器凸轮160的控制下进行有限的角向运动。在每个套组中,组合的棘爪162和对应的孔166是类似的,但与组合的棘爪164和对应的孔168相对地定向。多模式离合器136、138的各元件容纳在外部壳体152内。多个隔开的孔170适合于接纳铆钉(未示出),用以提供内座圈板156A和156B的每个相对于另一个的牢固且刚性的固定。
在图4至图6中示出多模式离合器136、138的各部件,以说明多模式离合器136、138的各种操作模式,用以控制发动机130的输出轴和变速器轴之间的相对转动。首先参见图4,外座圈158通过为外座圈158的内周缘提供周向隔开的凹槽172而配置成适应与棘爪162、164的相互作用,每个周向隔开的凹槽均由成对径向地向内突出的轮齿174所限定并且定位在这些成对径向地向内突出的轮齿174的之间。凹槽172和轮齿174配置成使得在缺少致动器凸轮160的情形下,当从动毂150和内座圈156相对于外部壳体152和外座圈158沿图4中所示的顺时针方向转动时,每个棘爪162的趾端176进入凹槽172的一个并且由对应的轮齿174接合,以致使输出轴122和变速器轴128一起转动。类似地,当从动毂150和内座圈156相对于外部壳体152和外座圈158沿逆时针方向转动时,每个棘爪164的趾端178进入凹槽172的一个并且由对应的轮齿174接合,以致使输出轴122和变速器轴128一起转动。
在致动器凸轮160的内部周界内,该致动器凸轮包含策略地定位的周向隔开凹口(在此称为槽180)的阵列,这些凹口由突部(在此称为凸轮齿182)所限定并且位于这些突部之间。槽180和凸轮齿182适合于分别与棘爪162、164相互作用,以控制它们在孔166、168内的运动,并且如将要描述地那样设置在凹槽172内并且由轮齿174接合。致动器凸轮160可进一步包括致动器凸片184或可由多模式离合器致动器(仅仅在图9中示意地示出)所接合的其它合适构件或表面,其能够致使致动器凸轮160移动过其转动范围而移至图4-6中所示的位置。致动器装置可以是能够移动致动器凸轮160的任何合适致动机构,例如诸如在上述Papania参考文献中示出的液压致动器、螺线管致动器、气动致动器或可操作地联接于致动器凸轮并且能够将致动器凸轮160转动至多个位置的其它合适的装置。在所说明的实施例中,致动器凸片184可设置在穿过外座圈的槽186内,并且致动器凸轮160的转动可由第一限位表面188和第二限位表面190所限制,该第一限位表面在图4中示出的位置处接合致动器凸片184,而该第二限位表面在图6中示出的位置处接合致动器凸片184。
棘爪162、164不对称地成形并且在倒置方向上是相同的。相对的棘爪162、164的每个分别可动地保持在内座圈板156A和156B的其自身的蝶形棘爪孔166、168内。每个个别的棘爪162、164的趾端176、178分别经由弹簧192径向地向外促动。每个弹簧192均具有基部194以及成对弹簧臂196和198。弹簧臂196承靠于棘爪162的底部,而弹簧臂198承靠于棘爪164的底部,各自在不受致动器凸轮160的凸轮齿182阻挡时、促使相应的趾端176、178与外座圈158的轮齿174接合。从图4中将意识到的是,轴向地延伸的铆钉199用于将内座圈板156A、156B固定在一起。铆钉199延伸穿过内座圈板156A、156B的每个中的孔170,以将内座圈板156A、156B刚性地保持在一起,且由此确保抵抗相对于内座圈板156A、156B的任何相对转动。代替铆钉199,在本发明的范围内也可采用其他接合紧固件来固定内座圈板156、156B。
应意识到的是,致动器机构最终控制致动器凸片184,其再使得致动器凸轮160在多个不同的角向位置之间移动。因此,轴向地保持在经铆接的内座圈板156A、156B之间的棘爪162、164的定位由致动器凸轮160抵抗弹簧192的力而直接地控制。在图4中,致动器凸片184如图所示由致动器机构定位在第一角向地向右可选择位置中,其代表第一单向锁定、单向解锁或打开模式。在该位置中,致动器凸轮24的槽180和凸轮齿182定位成,使得棘爪162的趾端176由凸轮齿182阻挡与凹槽172接合,且由此与外座圈158的内部上的轮齿174接合。这样,使得内座圈156能够相对于外座圈158自由转动,并且由此当内座圈156和从动毂150相对于外座圈158和外部壳体152顺时针转动时、提供超驰状态。然而,相反,致动器凸轮160的位置允许棘爪164的趾端178能够由于弹簧臂198的偏置力进入致动器凸轮24的槽180,并且由此直接地接合外座圈158的轮齿174,从而一旦内座圈156和从动毂150经受驱动、或者逆时针转动运动就将内座圈156和外座圈158锁定在一起,由此致使从动毂150和外部壳体152一起转动。
图5说明由致动器机构布置在第二中间可选择位置中的致动器凸片184,该第二中间可选择位置代表多模式离合器136、138的双向解锁或打开模式。在该位置中,致动器凸轮160的槽180和凸轮齿182定位成防止两个棘爪162、164的趾端176、178进入致动器凸轮160的槽180,并且维持从外座圈158的轮齿174脱离。在阻挡棘爪162、164与轮齿174接合的情形下,使得内座圈156和从动毂150能够在沿顺时针方向或者逆时针方向进行相对转动的期间、相对于外座圈158和外部壳体152自由地转动。
在图6中,致动器凸片184如图所示处于第三角向地向左可选择位置中,其代表多模式离合器136、138的双向锁定模式。在此种配置中,致动器凸轮160定位成使得两个棘爪162、164的趾端176、178能分别在弹簧臂196、198的偏置力下进入致动器凸轮160的槽180,并且如上所述由外座圈158的轮齿174接合,以将内座圈156和从动毂150锁定于外座圈158和外部壳体152用于随其转动,而与内座圈156和从动毂150的转动方向无关。尽管这里描述并且说明了多模式离合器136、138的一个特定实施例,但本领域技术人员会理解的是,多模式离合器的替代配置也是可能的,其提供除了双向锁定和双向解锁模式以外的操作模式或位置,包括单向锁定、单向解锁模式,并且发明人也设想到将此种替代的多模式离合器实施在根据本发明的通过道路型混合动力车辆110中。
这里说明并且描述的多模式离合器136、138的配置是示例性的,并且本领域技术人员会理解的是,多模式离合器136、138的替代配置可实施在车辆110中并且被发明人所设想到。例如,根据车辆110的操作需求,通过改变致动器凸轮160和/或外座圈158的凹槽172和轮齿174的配置,可实施图4-6的所说明模式的各种组合。这些车辆需求可并不同时需要图4所示的单向锁定、单向解锁模式和图6所示的双向锁定模式。在这些情形下,凸轮齿182和致动器凸片184可配置成将多模式离合器(124)布置在图5所示的双向解锁模式中和图4和6所示模式的所要求一个模式。此外,可能需要或期望提供单独的单向锁定、单向解锁模式来用于两个转动方向,以使得在一个模式中,当内座圈156如附图中所观察地那样顺时针转动时,棘爪162进入外座圈158,并且在另一模式中,当内座圈156逆时针转动时,棘爪164进入外座圈158。
附加地,内座圈156、外座圈158以及棘爪162、164之间的关系可根据需要而改变,以交替地锁定和解锁内座圈156和外座圈158。例如,孔166、168且由此棘爪162、164可定位在外座圈158上,且内座圈156可设有对应的结构,用以在需要锁定内座圈156和外座圈158时接合棘爪162、164。此外,可设想的是棘爪162、164可能够通过交替的运动路径来移动成与他们的对应锁定结构接合和脱离与他们的对应锁定结构接合,其中,致动器凸轮160和多模式离合器致动器135配置成沿着所需要的运动路径来移动棘爪162、164。例如,棘爪162、164可径向地或轴向地在锁定位置和解锁位置之间移动,而非在所说明的实施例中所示出地那样通过转动。
还可设想的是,作为这里所说明和描述的多模式离合器136、138的替代,其它多模式离合器也可实施在通过道路型混合动力车辆110中,并且能够操作以根据需要来联接和解耦输出轴和变速器轴,以实施针对车辆110的动力控制策略。替代离合器的示例可在2000年5月16日授予Showalter的标题为“加速敏感双重超驰离合器(Acceleration SensitiveDouble Overrunning Clutch)”的美国专利No.6,062,361、2000年7月25日授予Kremer等人的标题为“用于辊子型双向单向离合器机构的顺应性保持架(Compliant Cage for aRoller-Type Bi-Directional One-Way Clutch Mechanism)”的美国专利No.6,092,634、2001年9月18日授予Burgman等人的标题为“可选择的单向离合器组件(Selectable One-Way Clutch Assembly)”的美国专利No.6,290,044、2004年6月8日授予Yuergens的标题为“具有选择性致动的双向离合器组件(Two-Way Clutch Assembly having SelectiveActuation)”的美国专利No.6,745,880;2004年12月21日授予Blair等人的标题为“双向四模式离合器(Bi-Directional Four-Mode Clutch)”的美国专利No.6,832,674、2004年11月9日授予Thomas的标题为“双向轴向地施加的棘爪离合器组件(Bi-Directional AxiallyApplied Pawl Clutch Assembly)”的美国专利No.6,814,201以及2011年11月8日授予Eisengruber的标题为“可控或可选择的双向超驰联接组件(Controllable or SelectableBi-Directional Overrunning Coupling Assembly)”的美国专利No.8,051,959,每个专利均明确地并入作为参考。
配置成受控从而以多种联接模式来操作的附加的替代棘轮、弹簧、辊子和球珠也被发明人设想为用在根据本发明的通过道路型混合动力车辆110中,以控制输出轴和变速器轴的联接并且实施针对车辆110的内燃机130和电动机140的动力分布策略。对于此类替代的离合器,发明人可设想的是,本领域技术人员会能够以这里所披露的方式在相应的输出轴和变速器轴之间可操作地联接离合器,并且可操作地连接离合器的模式切换致动机构,以控制之后描述的元件,从而控制致动机构用以在离合器的可用操作模式之间转换,并且控制下文所描述的车辆110中的动力变速器。
在图2中示出的车辆110的实施例中,设想两个多模式离合器136、138的使用。第一多模式离合器136用作第一或前动力系128的一部分,而第二多模式离合器138用在第二或后动力系144中。替代地,本发明包含将仅仅一个多模式离合器用在车辆110中,例如将单个前部多模式离合器136用在第一动力系128中,同时替代多模式离合器138,将简单的摩擦或爪式离合器用在后动力系144中。相反,单个后部多模式离合器138可用在第二或后动力系144中,同时替代多模式离合器136将简单的摩擦或爪式离合器用在前动力系128中。虽然可能不一定是理想的,根据上文替代地描述配置中任一配置的至少一个多模式离合器的使用可通过减小其中一些系统寄生阻力来提供至少一定程度的效率改进。
现在参照图7,操作图表概述了结合到前车轴动力系128中的上述多模式离合器136的各种配置。正如所披露的那样,多模式离合器136可位于变速器132的壳体(未示出)的内部,物理地并置在齿轮箱(未示出)和第一差速器118之间。此种配置会允许经由电磁致动系统或者经由电液压致动系统来控制该多模式离合器。如果采用电液压的方式,变速器流体可用作控制油来源。
根据图7的图表,多模式离合器136(在图表中标记成“MMCM”、由于本发明的多模式离合器136、138可安装成部件或“模块”,因而作为“多模式离合器模块”的缩写)可包含以下控制模式,由此提供高于任何已知的现有技术配置的较大灵活性:
1)在内燃机推进车辆110的同时,多模式离合器136可锁定在前车轴112的两个转动位置中。此种锁定/锁定配置(图6)提供同时用于前车轴112的向前和向后转动的主动接合,并且有利地用于倒档档位配置,以及在下坡的同时用于具有发动机制动可用性(替代提供电池动力再生)的灵活性。
2)在电动机推进车辆110的同时,发动机可关闭,且多模式离合器136可在前车轴112的两个转动方向上(图5)打开。这会在仅仅电动机操作的过程中显著地减小寄生损耗。
3)在发动机从打开向关闭转换的过程中,在电动机推进车辆110的情形下,多模式离合器136可在两个转动方向上(图5)打开,再次显著地减小寄生阻力。
4)在发动机从关闭到打开的转换期间,当电动机推进车辆时,多模式离合器136可以在驱动转动方向上是锁定的,而在非驱动转动方向(图4)上是打开的,特别地如所实现的同步速度一样。允许在一个方向上自由转动的这种配置将允许发动机经受超驰状况,比如在下坡时可能发生的状况。同时,在驱动方向上锁定允许发动机将速度从零增加到用于驱动车辆的前车轴的发动机转换的同步速度目标。一旦发动机正在驱动车辆,多模式离合器136就会切换到图6的锁定-锁定模式。
现在参照图8,第二操作图概述了可结合到后车轴动力系144中的上述多模式离合器138的各种配置。多模式离合器138被设想成电机械地来操作,因为通常没有适当调节的液压流体源设置在后车轴位置。
根据图8的图表,多模式离合器138可以结合以下的控制模式,再次提供比任何已知现有技术的配置更大的灵活性:
1)当电动机140或正在推进车辆或正在使电池动力再生时,多模式离合器138可以在后车轴120的两个转动方向上都是锁定的。在两个方向上(图6)的锁定允许电动机驱动车辆或经由逆变器传输其能量以实现再生制动。
2)当电动机140关闭时,随着发动机推进车辆,多模式离合器138可以配置成在两个转动方向(图5)上都是打开的,以避免否则会由后车轴动力系144的部件产生的寄生阻力。
3)在电动机从打开到关闭的转换期间,当发动机开始推进车辆时,多模式离合器138可以配置成在两个方向上都是打开的,再次以减小寄生阻力。
4)在电动机140从关闭到打开的转换期间,当发动机开始推进车辆时,多模式离合器138可以配置成在驱动方向上是锁定的,而当电动机速度从零增加到目标同步速度时在非驱动方向上是打开的。
图9示出了控制器200的一个示例性配置,控制器200可以在通过道路型混合动力车辆110中实施,以有效地控制内燃机130和电动机140的相应的前车轴和后车轴操作,以在各种驱动和操作状况下提供动力来驱动车辆110。根据车辆110的操作状况,控制器提供多模式离合器136、138的集成操作,用于选择性地进入图4的单向锁定和单向解锁模式、图5的双向解锁模式和图6的双向锁定模式。控制器200可以包括用于执行特定程序的微处理器202,这些特定程序控制和监测与车辆110相关联的功能,其包括本发明内容的范围之外的功能。微处理器202包括存储器204,比如只读存储器(ROM)206,其用于存储一个或多个程序,和随机存取存储器(RAM)208,其可以用作执行存储器204中存储的程序中使用的工作存储区域。
虽然本文中示出了微处理器202,但是也有可能并想到使用其它的电子部件,比如微控制器、专用集成电路(ASIC)芯片、或任何其它集成电路设备。虽然本文中示出并参考了用于车辆110的单个控制器200,但是本领域的技术人员将会理解到本文中描述的各种处理功能可以在多个控制结构上来实现。为了本申请的目的,控制器200可以共同地指代本文中所讨论的控制策略的性能,即使当在多个控制设备上实现时。
控制器200电连接到通过道路型混合动力车辆110(图2)的控制元件,以及用于命令车辆110的操作和用于监控其性能的多个输入设备。因此,控制器200可以电连接到输入设备,该输入设备将控制信号提供给控制器200,控制器200可以包括用于电动机140的速度控制器210,比如由操作者所操纵的油门踏板或加速器,用于测量车辆110的实际道路速度的车辆速度传感器212,比如测量输出轴的转动速度的转动式速度传感器。通过举例方式,用于后车轴动力系的子控制器包括电动机140,控制器200可以配置成电连接到输出设备,控制信号被传输到这些输出设备并且控制器200可以从这些输出设备接收控制信号,比如,例如车辆110的电动机140、传动装置132、发动机130、以及与后车轴相关联的多模式离合器致动器135,再次仅是通过举例方式。
本领域的技术人员将会理解到本文中提供的所描述的输入设备、输出设备和控制器200的操作仅仅是示例性的,并且根据本发明内容附加和可替代的设备可以在通过道路型混合动力车辆110中实现成监控车辆110的操作,以及由车辆110的操作所提供的输入,并且实现成控制发动机130、电动机140、前车轴和后车轴多模式离合器136、138和车辆110的其它系统,以在各种驾驶状况下确保所期望的车辆性能。
工业实用性
通过道路型混合动力车辆110内的多模式离合器136、138的集成可以允许将摩擦离合器34直接替换为图1的混合动力车10。多模式离合器136、138可以提供上面讨论的至少三种操作模式,其包括单向锁定和单向解锁模式(图4),其中多模式离合器136、138锁定在一个方向上并且在相反的方向上自由转动;双向解锁模式(图5),其中多模式离合器136、138在两个方向上都自由转动;和双向解锁锁定模式(图6),其中多模式离合器136、138在两个方向上都是锁定的。
基于期望的和/或经历的车辆操作状况,控制器200可以配置成经由多模式离合器致动器135致使多模式离合器136、138,以在可用的操作模式之间的交替。利用发动机130的动力和/或电动机140以驱动车辆110并且为了实现该策略用以选择性地接合多模式离合器136、138的可用模式,用于操作发动机130、电动机140和多模式离合器136、138的特定策略可以改变,这取决于车辆110的操作要求和设计车辆110中做出的决定。用于最大化车辆110的燃料效率的最优策略可以考虑图7和8中提供的所示的示例。提供下文阐述的示例以说明利用由多模式离合器136、138提供的固有灵活性的各种选择。
如上所述,将通过道路型混合动力车辆110中的多模式离合器136、138实现为先前已知的摩擦离合器34的替代品可以改进车辆110的效率。正如一个示例,多模式离合器136、138可以通过减少转动损失改进通过道路型混合动力车辆110的系统效率,这可以在多模式离合器136、138处于图4的单向锁定和单向解锁位置中时实现以当车辆作惯性运行或减速时允许传动轴相对于输出轴自由转动。
此外,虽然关于车辆110仅描述并描绘了两个操作的多模式离合器136、138,可替换的实现方式可以配置成在每个轴上包括至少两个多模式离合器。例如,这种离合器的两个可以安置在每个轴112和120上。在一个这样的配置中,一对前车轴多模式离合器的一个将位于每个前车轴车轮114、116与第一差速器118之间,而第二对多模式离合器的一个将位于每个后车轴车轮122、124与第二差速器126之间,这仅示出了多模式离合器使用的潜在灵活性的一个示例。
Claims (20)
1.一种混合动力车辆,其包括:
第一车轴和第二车轴;
每个车轴均在其每个端部处具有从动轮;
内燃机驱动的动力系,其选择性地可操作地连接到所述第一车轴;
电动机驱动的动力系,其独立地且选择性地可操作地连接到所述第二车轴;以及
多模式离合器,其配置成可操作地互连以下各者中的至少一者:
所述发动机驱动的动力系和所述第一车轴,以及
所述电动机驱动的动力系和所述第二车轴。
2.根据权利要求1所述的混合动力车辆,其中所述多模式离合器具有第一模式和第二模式,所述第一模式允许所述第一车轴和所述发动机驱动的动力系在两个转动方向上都彼此独立地转动,在所述第二模式中,所述多模式离合器将所述第一车轴可操作地联接到所述发动机驱动的动力系,以使得所述第一车轴和所述发动机驱动的动力系一起在一个方向上转动并在相反的方向上彼此独立地转动。
3.根据权利要求1所述的混合动力车辆,其中所述多模式离合器具有第三模式,在所述第三模式中,所述多模式离合器可操作地将所述第一车轴联接到所述发动机驱动的动力系,以使得所述第一车轴和所述发动机驱动的动力系一起在两个转动方向上都转动。
4.根据权利要求1所述的混合动力车辆,其进一步包括第二多模式离合器,其中所述第一多模式离合器配置成可操作地将所述发动机驱动的动力系和所述第一车轴互连,并且所述第二多模式离合器配置成可操作地将所述发动机驱动的动力系和所述第二车轴互连。
5.根据权利要求4所述的混合动力车辆,其进一步包括控制器,所述控制器可操作地连接到所述电动机驱动的动力系,所述控制器配置成将控制信号传送到所述电动机和所述内燃机,以在动力系之间的转换期间组合地根据车辆速度和电动机速度、来相对于所述内燃机的速度控制所述电动机的速度。
6.根据权利要求5所述的混合动力车辆,其中所述控制器配置成当所述第一动力系正在推进所述车辆时,致使所述第一动力系在所述第一车轴的两个转动方向上都是锁定的。
7.根据权利要求5所述的混合动力车辆,其中所述控制器配置成当所述第二动力系正在推进所述车辆时,致使所述第一动力系在两个转动方向上都是打开的。
8.根据权利要求5所述的混合动力车辆,其中所述控制器配置成在所述第一动力系中的动力从打开转换到关闭期间,致使所述第一动力系的所述多模式离合器在所述第一车轴的两个转动方向上都是打开的;且
其中所述控制器配置成当所述第一动力系正在从关闭到打开转换时,致使所述第一动力系的所述多模式离合器在所述第一车轴的所述驱动转动方向上是锁定的,并且在所述第一车轴的所述非驱动转动方向上是打开的。
9.根据权利要求5所述的混合动力车辆,其中所述控制器配置成当所述电动机正在推进所述车辆时,致使所述第二动力系的所述多模式离合器在所述后车轴的两个转动方向上都是锁定的;且
其中所述控制器配置成当所述发动机正在推进所述车辆时且当所述电动机关闭时,致使所述第二动力系的所述多模式离合器在所述第二车轴的两个转动方向上都是打开的。
10.根据权利要求5所述的混合动力车辆,其中所述控制器配置成当所述发动机正在启动以推进所述车辆时且在所述电动机从打开到关闭的转换期间,致使所述第二动力系的所述多模式离合器在两个转动方向上都是打开的;且
其中所述控制器配置成当所述发动机正在推进所述车辆时且在所述电动机从关闭到打开转换期间致使所述第二动力系的所述多模式离合器在所述驱动方向上是锁定的,并且在所述非驱动方向上是打开的。
11.一种多模式离合器系统,其配置成在混合动力车辆中提供操作灵活性,所述多模式离合器系统包括:
第一车轴和第二车轴;
每个车轴均在其每个端部处具有从动轮;
内燃机驱动的动力系,其选择性地可操作地连接到所述第一车轴;
电动机驱动的动力系,其独立地且选择性地可操作地连接到所述第二车轴;以及
多模式离合器,其配置成可操作地互连以下各者中的至少一者:
所述发动机驱动的动力系和所述第一车轴,
所述电动机驱动的动力系和所述第二车轴;以及
控制器,其配置成选择性地接合所述动力系中的至少一者与所述车轴中的至少一者以及使二者脱开。
12.根据权利要求11所述的多模式离合器系统,其中所述多模式离合器具有第一模式和第二模式,所述第一模式允许所述第一车轴和所述发动机驱动的动力系在两个转动方向上彼此独立地转动,在所述第二模式中,所述多模式离合器将所述第一车轴可操作地联接到所述发动机驱动的动力系,以使得所述第一车轴和所述发动机驱动的动力系一起在一个方向上转动并在相反的方向上彼此独立地转动。
13.根据权利要求11所述的多模式离合器系统,其中所述多模式离合器具有第三模式,在所述第三模式中,所述多模式离合器可操作地将所述第一车轴联接到所述发动机驱动的动力系,以使得所述第一车轴和所述发动机驱动的动力系一起在两个转动方向上都转动。
14.根据权利要求11所述的多模式离合器系统,其进一步包括第二多模式离合器,其中所述第一多模式离合器配置成可操作地将所述发动机驱动的动力系和所述第一车轴互连,并且所述第二多模式离合器配置成可操作地将所述电动机驱动的动力系和所述第二车轴互连。
15.根据权利要求14所述的多模式离合器系统,其进一步包括控制器,所述控制器可操作地连接到所述电动机驱动的动力系,所述控制器配置成将控制信号传送到所述电动机和所述内燃机,以在动力系之间的转换期间组合地根据车辆速度和电动机速度、来相对于所述内燃机的速度控制所述电动机的速度。
16.根据权利要求15所述的多模式离合器系统,其中所述控制器配置成当所述第一动力系正在推进所述车辆时,致使所述第一动力系在所述第一车轴的两个转动方向上都是锁定的。
17.根据权利要求15所述的多模式离合器系统,其中所述控制器配置成当所述第二动力系正在推进所述车辆时,致使所述第一动力系在两个转动方向上都是打开的。
18.根据权利要求15所述的多模式离合器,其中所述控制器配置成在所述第一动力系中的动力从打开到关闭的转换期间,致使所述第一动力系的所述多模式离合器在所述第一车轴的两个转动方向上都是打开的;且
其中所述控制器配置成当所述第一动力系正在从关闭转换到打开时,致使所述第一动力系的所述多模式离合器在所述第一车轴的所述驱动转动方向上是锁定的,并且在所述第一车轴的所述非驱动转动方向上是打开的。
19.根据权利要求15所述的多模式离合器,其中所述控制器配置成当所述电动机正在推进所述车辆时,致使所述第二动力系的所述多模式离合器在所述后车轴的两个转动方向上都是锁定的;且
其中所述控制器配置成当所述发动机正在推进所述车辆时且在所述电动机关闭时,致使所述第二动力系的所述多模式离合器在所述第二车轴的两个转动方向上都是打开的。
20.根据权利要求15所述的多模式离合器,其中所述控制器配置成当所述发动机正在启动以推进所述车辆时且在所述电动机从打开到关闭的转换期间,致使所述第二动力系的所述多模式离合器在两个方向上都是打开的;且
其中所述控制器配置成当所述发动机正在推进所述车辆时且在所述电动机从关闭到打开的转换期间,致使所述第二动力系的所述多模式离合器在所述驱动方向上是锁定的,并且在所述非驱动方向上是打开的。
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- 2015-08-19 CN CN201580044732.3A patent/CN106604841A/zh active Pending
- 2015-08-19 WO PCT/US2015/045791 patent/WO2016028836A1/en active Application Filing
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Also Published As
Publication number | Publication date |
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DE112015003345T5 (de) | 2017-04-13 |
US10434863B2 (en) | 2019-10-08 |
WO2016028836A1 (en) | 2016-02-25 |
US20170240038A1 (en) | 2017-08-24 |
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