CN107074089B - Motor vehicle drive train - Google Patents

Motor vehicle drive train Download PDF

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Publication number
CN107074089B
CN107074089B CN201580055282.8A CN201580055282A CN107074089B CN 107074089 B CN107074089 B CN 107074089B CN 201580055282 A CN201580055282 A CN 201580055282A CN 107074089 B CN107074089 B CN 107074089B
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CN
China
Prior art keywords
kers
transmission
wheel
gear
clutch
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Expired - Fee Related
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CN201580055282.8A
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Chinese (zh)
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CN107074089A (en
Inventor
马克·史威尔
哈拉德·伊本
伊安·里查德·墨菲
阿诺德·塞奇
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Panchi Flywheel Co ltd
Magna PT BV and Co KG
Original Assignee
Panchi Flywheel Co ltd
Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co
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Publication of CN107074089A publication Critical patent/CN107074089A/en
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Publication of CN107074089B publication Critical patent/CN107074089B/en
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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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

The invention relates to a drive train (10) for a motor vehicle, comprising: a drive motor (12), the drive power of which can be conducted via a power path to the driven wheels (20); and a KERS energy accumulator (24) which can be connected to the power path via a KERS clutch arrangement (26). The power path has a dual clutch transmission (16) with two sub-transmissions (34, 36) each having a plurality of gear wheel sets (38, 40), wherein the KERS clutch arrangement (26) can be connected to the power path via a gear wheel (39) of one (38) of the gear wheel sets (38, 40) of the first and/or second sub-transmission (34, 36).

Description

Motor vehicle drive train
Technical Field
The invention relates to a drive train for a motor vehicle, comprising: a drive motor, the drive power of which can be conducted to the driven wheels via a power path; and a KERS (power recovery system) energy store, which is connected or connectable with the power path via a KERS clutch system.
Background
In the field of motor vehicle drive trains, a general classification is made into conventional drive trains with an internal combustion engine, hybrid drive trains with an internal combustion engine and an electric drive motor, and electric drive trains with only an electric motor as drive motor. In order to operate the electric motor as drive motor, an energy accumulator is provided, which is generally designed as a battery or capacitor, but can also be based on hydrogen, for example in combination with a fuel cell.
In all these drive trains, there may be a need to at least temporarily store kinetic energy during a braking process of the vehicle in order to be able to supply energy at a later point in time as driving energy. In drive trains with electric machines, it is known to operate them as generators during braking, wherein the electrical power is derived on the basis of kinetic energy, for example, in order to charge a battery. This type of kinetic energy recovery is also referred to as an electrical KERS system.
The electromechanical KERS system with high efficiency makes use of an electric machine which is at a high rotational speed during generator operation. The rotor of such a generator can also be used as a flywheel, with the proviso that the rotor can be decoupled from the power path. The kinetic energy stored in such a rotor can be converted, if required, either directly into driving kinetic energy again, but also into electrical energy, by the generator transitioning from idle operation to charging operation. In this case, for example, the accumulator or also the high-power capacitor can be charged.
A very old type of kinetic energy recovery according to the above basis is the so-called mechanical KERS, in which a rotating flywheel system is used as an intermediate energy accumulator. Such systems are nowadays of renewed interest with respect to electrical and electromechanical KERS systems, since the lifetime is almost unlimited, in any case with respect to accumulators such as accumulators and capacitors, which generally decay with time, generally correlated with the number of charge-discharge cycles performed.
A bus drive using a flywheel counterweight gyroscope is known from DE-C891503. Such drives are useful, in particular, when buses are often subjected to frequent speed changes. Such a drive comprises a flywheel-counterweight gyroscope capable of being loaded with mechanical energy. In addition, the drive train comprises an internal combustion engine. The internal combustion engine may drive the bus through a fluid clutch or hydraulic transformer, a transmission, and a steering shaft. The flywheel counterweight gyroscope arranged by utilizing a vertical shaft is connected with a transmission through a bevel gear transmission device and a hydraulic clutch or a converter. By alternately or simultaneously engaging the clutches or inverters, the vehicle can be driven either by the internal combustion engine or by the flywheel counterweight gyroscope, or by both. If necessary, an overrunning clutch may be interposed between the engine and the transmission. The energy of the flywheel counterweight gyroscope is extracted from the braking energy, either by providing the driving power of the internal combustion engine or by accelerating the gyroscope.
Current solutions using flywheel weighted accumulators generally include a Continuously Variable Transmission (CVT) that can be connected between the flywheel weighted accumulator and a drive train (e.g., a vehicle transmission). In this known drive train (DE102007033577a1), the connection of the flywheel counterweight accumulator to the power path also comprises a disconnect clutch. With a continuously variable transmission, it should be possible to design the flywheel mass accumulator to a high rotational speed of at least 30000 cycles/minute (Upm), preferably 60000 cycles/minute (Upm). This should be achieved in that the flywheel counterweight accumulator is compact in construction. The disconnect clutch may be provided to enable drag loss to be avoided or a park disconnect to be achieved.
Another mechanical KERS system with a continuously variable transmission is known from document DE102010062789a 1. A continuously variable transmission or other type of variator should be used to appropriately sum the drive power of the electric motor and the drive power from the flywheel counterweight accumulator.
DE102010009405a1 discloses an electromechanical KERS system in which an electric rotor is mechanically coupled to a shaft of a motor vehicle and a flywheel counterweight can be directly magnetically coupled to the rotor, if necessary.
Document DE3224982a1 discloses another drivetrain in which the drive power of the internal combustion engine and the drive power from the flywheel energy store can be superimposed by means of a hydrostatic torque converter and a freewheel device.
A drive train having a flywheel mass accumulator and a KERS clutch arrangement for connecting the flywheel mass accumulator to a power path is known from document WO2011/080512a 1. The KERS clutch configuration used herein includes a gear set on the accumulator side and a gear set on the power path side. The energy storage-side gear set and the power path-side gear set are coupled to one another by at least two disk clutches, which can be operated by means of suitable actuators. The power path is connected to the flywheel counterweight energy storage device via a gear set at different speed ratios depending on the engaged clutch. One of the speed ratios may be used to load the flywheel counterweight accumulator and the other speed ratio may be used to release the load from the flywheel counterweight accumulator.
Multiple clutches may also be used in different speed ratios for loading or unloading, respectively. Clutches designed as disk clutches can be designed as load-shifting clutches, so that a transition from one clutch to the other can be achieved without force interruption.
The power-path-side gear set is preferably connected to an input shaft of a motor vehicle transmission. The friction clutch is typically a normally open clutch.
In order to improve the efficiency of flywheel counterweight accumulators, it is known to arrange such flywheels in a housing and to evacuate the housing by means of a vacuum pump in order to keep aerodynamic losses at a minimum. A vacuum pump which can be used for this purpose is disclosed, for example, in document DE19620368C 1.
Finally, DE19923154B4 relates to a hydraulic actuating system for an automatic transmission, in which a pump is mechanically connected in a force-transmitting manner to a drive motor or transmission of the vehicle via a mechanical drive and via a free wheel. The mechanical drive and the electric motor are connected to a common drive shaft of the pump.
In order to operate the above-described KERS clutch arrangement, it is generally possible to use electrical, pneumatic or hydraulic actuators. In the case of hydraulic actuators, it is also known to use hydraulic fluid for actuating and also cooling clutches, in particular friction clutches.
Disclosure of Invention
Against this background, the object of the present invention is to provide an improved drive train for a motor vehicle.
The object is achieved in the drive train mentioned at the outset in that the power path has a dual clutch transmission with two sub-transmissions, each having a plurality of gear wheel sets, wherein the KERS clutch arrangement is connected or connectable to the power path via a gear wheel of one of the gear wheel sets of the first and/or second sub-transmission.
The dual clutch transmission can be designed for installation in a motor vehicle from the front/in the transverse direction, but can also be designed for installation in a motor vehicle in the longitudinal direction.
The gear wheels by means of which the KERS energy accumulator can be connected to the power path may be fixed wheels or loose wheels. In a variant, the KERS energy accumulator is connected to only one of the two subtransmissions. In a preferred embodiment, the sub-transmission to which the KERS energy accumulator is connected is preferably a KERS energy accumulator with a large gear step, for example with an odd number of gear steps. In an alternative embodiment, the KERS energy accumulator is connected to the two sub-transmissions via corresponding gear wheels.
The arrangement of the KERS energy accumulator and the KERS clutch arrangement can be arranged and mounted laterally, i.e., offset in the radial direction, on the housing of the dual clutch transmission, if appropriate in a separate KERS housing.
The KERS energy accumulator preferably comprises a flywheel, the rotational axis of which is preferably oriented parallel to the axis of the dual clutch transmission.
The drive train can be designed as a pure electric drive train, but a drive train in which the drive engine is formed by an internal combustion engine is preferred. The drive train may additionally comprise an electric motor in order to form a hybrid drive train.
The KERS energy store preferably has at least one flywheel. The flywheel is preferably designed for a maximum rotational speed of at least 10000 cycles/minute (Upm), in particular 20000 cycles/minute (Upm), in particular 30000 cycles/minute (Upm). Particularly preferably, the maximum rotational speed is at least 60000 cycles/min (Upm).
The diameter of the flywheel may be less than 500 mm. The flywheel may be housed in an accumulator housing that can be evacuated.
The connection of the KERS clutch arrangement to the power path can be carried out in particular at the input of the dual clutch transmission.
As long as the KERS energy accumulator is connected to the input of the dual clutch transmission, the speed ratio (gear step) of the dual clutch transmission can be used to optimize the operation of the KERS energy accumulator during loading and unloading of the load, so that the KERS energy accumulator can reach high rotational speeds as quickly as possible, for example, during loading of the load.
Thus, the object is perfectly solved.
According to a particularly preferred embodiment, the KERS clutch arrangement has an accumulator-side KERS gearset which is connected to the KERS accumulator and a transmission-side KERS gearset which is connected to a gear wheel of one of the gear gearsets of the first and/or second partial transmission, wherein the accumulator-side KERS gearset and the transmission-side KERS gearset are connected to one another by at least one KERS clutch.
Preferably, the two KERS gearsets are connected to each other by at least two KERS clutches. In this way, it is possible to configure further speed ratios between the KERS accumulator and the gear wheel as a function of the engagement of one of the KERS clutches, for example, in an optimized manner as a function of the load application process of the KERS accumulator or the load release process of the KERS accumulator.
The gear sets are mounted on shafts oriented parallel to a transmission shaft of the dual clutch transmission.
The KERS clutch may be a wet-running disk clutch. In two or more KERS clutches, the change from one clutch to another can be carried out under load.
In an alternative embodiment, the KERS clutch is formed by a hydrodynamic fluid clutch. This type of clutch also enables shifting under load.
The one or more KERS clutches are preferably arranged axially between the KERS gear set on the accumulator side and the KERS gear set on the transmission side.
According to a further preferred embodiment, the KERS gearwheel set on the energy store side has a KERS pinion connected to the KERS energy store, wherein the first KERS wheel of the KERS gearwheel set on the energy store side is in engagement with the KERS pinion and is connected to the input of a first KERS clutch, the output of which is connected to the first KERS wheel of the gearwheel set on the transmission side.
The terms "input" and "output" are only chosen for better distinction. It goes without saying that the two parts of the clutch can be used either as input or as output depending on the power flow.
In this case, it is particularly advantageous if the first KERS wheel of a gear set of the transmission is connected to a gear wheel of one of the gear sets of the first or second sub-transmission.
In this case, the first KERS wheel is directly engaged with the gear wheel, but can also be connected to the gear wheel via at least one intermediate gear.
In addition, it is advantageous if the KERS gear set on the energy store side has a second KERS wheel which is in engagement with its first KERS wheel (or alternatively with the KERS pinion) and is preferably connected to the input of a second KERS clutch, whose output is connected to the second KERS wheel of the KERS gear set on the transmission side. In this case, the second KERS wheel of the transmission-side KERS gearwheel set can be in engagement with the first KERS wheel of the transmission-side KERS gearwheel set, but also with the KERS pinion of the transmission-side KERS gearwheel set.
By this measure, the KERS clutch arrangement can have two (or more) KERS clutches which are arranged in a compact manner between the KERS accumulator and the gear wheels of the dual clutch transmission.
The KERS clutch configuration may have exactly two gearsets, namely a gearwheel set on the accumulator side and a gearwheel set on the transmission side.
In one variant, the KERS gearset on the transmission side is connected to the gear wheels of one of the gear gearsets of the first or second sub-transmission, wherein the KERS clutch arrangement has a further KERS gearset on the transmission side, which is connected to the KERS gearset on the energy store side by means of a further KERS clutch, wherein the further KERS gearset on the transmission side is connected to the other gear wheel of the gear gearsets of the first or second sub-transmission.
In this embodiment, it is particularly advantageous if the further gear wheel connected to the KERS gear set of the further transmission aspect is part of a gear set of the further sub-transmission.
In other words, it is preferred here that the KERS gearset on the one transmission side is connected to the gear wheels of one of the partial transmissions, whereas the KERS gearset on the other transmission side is connected to the gear wheels of the other partial transmission.
The connection between the gear sets and the respective gear wheels can be effected in a direct manner, as described, but also via intermediate wheels or the like.
In a variant, it is therefore advantageous if the KERS gearset on the transmission side or the KERS gearset on the other transmission side has an intermediate wheel which is in engagement with it and is connected to or in engagement with a gear wheel of the gear gearset.
In addition, it is generally advantageous for the dual clutch transmission to have an axial extent with a first axial end and a second axial end, wherein the KERS accumulator and the KERS clutch arrangement are arranged axially between the first and second ends of the dual clutch transmission.
By the above measures, it is possible to define the space required for installing the dual clutch transmission with the KERS extension in the axial direction. The axial length or extension of the extension formed by the KERS accumulator and the KERS clutch arrangement is preferably less than/equal to the axial extension of the dual clutch transmission.
In addition, it is advantageous overall if the drive train is designed for lateral installation in a motor vehicle, wherein the dual clutch transmission has a stepped transmission with an input shaft arrangement and two output shafts parallel thereto, wherein the KERS clutch arrangement can be connected to the power path via a gear wheel, which is mounted, preferably fixed, on the input shaft arrangement.
In this way, a compact design, in particular in the radial direction, is also possible during the transverse installation.
The KERS accumulator can be connected directly to the KERS gearset on the transmission side.
However, it is advantageous if the KERS energy accumulator has a characteristic torque converter or a transmission for changing the transmission rotational speed, which is connected to the KERS clutch arrangement, in particular to the KERS gear train on the energy accumulator side. The transmission can be embodied, for example, in the form of a planetary transmission.
In this case, it is advantageous if the rotational speed in the KERS clutch configuration is already significantly lower than the corresponding rotational speed of the KERS accumulator. Therefore, no special requirements are made for the bearing and meshing in the region of the KERS clutch arrangement, since the rotational speeds are similar to those of the other components in the dual clutch transmission.
In another embodiment, the KERS clutch structure is connected with the range wheel of one of the range gear sets by a speed change gear.
This embodiment can be combined with an embodiment in which the transmission is arranged between the KERS accumulator and the KERS clutch arrangement.
As long as the speed ratio transmission is arranged between the KERS clutch structure and the gear wheels, the KERS clutch can be designed for lower torques. In addition, there are fewer elements that cause losses between the inputs on the accumulator side of the KERS clutch structure and the KERS accumulator. Thereby, drag losses are reduced, such that: the KERS accumulator may accumulate kinetic energy over a longer period of time when one or more clutches of the KERS clutch structure are disengaged. However, the rotational speed in the region of the KERS clutch arrangement is higher in this case, which generally requires a higher machining quality.
The flywheel of the KERS accumulator typically has an outer diameter of less than/equal to 200 mm. The outer circumference has a circumferential speed close to the speed of sound at the high rotational speeds set (for example up to about 60000 cycles/min). Therefore, it is preferred that the flywheel can be rotated in a special sealed housing in a vacuum in order to minimize aerodynamic losses or air flow losses.
By the measure of connecting the KERS energy accumulator to the gear wheels of the dual clutch transmission via a KERS clutch arrangement, wherein the KERS clutch arrangement has at least one KERS clutch, in particular in the form of a disk clutch or a fluid clutch, it is not necessary to provide a continuously variable transmission for connecting the KERS energy accumulator. In this case, the actuation of the KERS clutch arrangement can be significantly simpler. Furthermore, a significant weight reduction can be achieved thereby.
The speed ratio between the driven wheel and the flywheel is preferably set as follows, and a limit operating point may exist. Even when decelerating to a very low vehicle speed, the flywheel should preferably be able to be loaded to its maximum rotational speed. In addition, it should be possible that the flywheel is relieved of load to achieve reasonably high vehicle speeds, for example speeds less than/equal to 100km/h or the like.
By connecting the KERS extension with the KERS energy accumulator and the KERS clutch arrangement to the transmission input side of the dual clutch transmission, the gear ratios of the transmission can be used together. Thus, the mechanical effort is minimized. Compared to a solution in which the KERS extension is connected to two sub-transmissions of the dual clutch transmission, a significant speed reduction can be achieved.
In order to achieve the high rotational speeds required by the flywheel, a transmission, for example in the form of a planetary gear set or a planetary transmission, or a part thereof, is connected upstream of the KERS energy accumulator. The components of such a transmission can be fixedly arranged in relation to the housing, for example.
In the case of two KERS clutches used in the KERS clutch configuration and connected to a sub-transmission with four gear steps (e.g., gear steps 1, 3, 5, 7), the flywheel can be used to drive the vehicle with a total of 8 different gear ratios.
As long as an intermediate wheel is provided, the intermediate wheel can bridge the wheel base between the components of the KERS system and the input side of the basic transmission.
The characteristic torque converter may have a planetary gear set as described. In this case, the planetary gear set can be designed with a fixedly arranged ring gear. However, the planetary gear sets can also be designed in an alternative manner, can be designed in multiple parts, or can be replaced by spur gear transmissions.
The intermediate wheels between the KERS clutch arrangement and the gear wheels of the dual clutch transmission can also be replaced by a combination of a plurality of spur gears or also by two wheels. The double wheels provide the possibility of selecting the type of engagement of the KERS gearwheel sets (other modules, other tilting angles) in different gear ratio steps or KERS clutch configurations in the operating engagement of the double clutch transmission.
By the above measures, it is possible to avoid the occurrence of NVH (noise, vibration, harshness) problems as necessary. For example, the engagement of the meshing parts in the gear sets of the dual clutch transmission can be optimized according to the use of the internal combustion engine, and the engagement of the KERS clutch structure (gear sets in the transmission) can be optimized in such a way that the operation of the torque direction change is isolated, which is independent of the optimization of the gear sets of the dual clutch transmission.
The KERS clutch configuration can be connected to an "odd number" of partial transmissions (with gear stages 1, 3, 5 and 7), but also to another partial transmission with an even number of gear stages. For example, in one of the variants described above, two KERS clutches can be provided in one clutch arrangement, which is connected to one of the subtransmissions. Another KERS clutch may be connected with another sub-transmission.
By this measure, a gear change in the dual clutch transmission can be achieved without interrupting the torque transmission to the KERS accumulator, in the presence of a connection means between the KERS accumulator and the respectively activated sub-transmission of the drive train.
As already mentioned, it is likewise conceivable for the KERS clutch to be connected in each case to one of the two partial transmissions of the dual clutch transmission.
The preferred purely mechanical KERS energy accumulator achieves: a part of the stored kinetic energy is stored in each case within the transmission system and is supplied to the drive again when required. In contrast to electric hybrid systems, there is no need to intervene too deeply in the other systems of the vehicle. In particular, no battery system has to be installed and no other space inside the vehicle has to be lost.
The achievable fuel consumption savings can be achieved in a very good proportion to the necessary expenditure (expenditure for components and the required vehicle periphery).
It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone without leaving the scope of the invention.
Drawings
Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description. Wherein:
FIG. 1 shows a schematic diagram of an embodiment of a powertrain according to the present invention;
FIG. 2 shows a schematic perspective view of another embodiment of a drive train according to the present invention;
FIG. 3 shows a schematic view of yet another embodiment of a powertrain according to the present invention;
FIG. 4 shows a schematic view of yet another embodiment of a powertrain according to the present invention;
FIG. 5 shows a schematic view of yet another embodiment of a powertrain according to the present invention;
FIG. 6 shows a schematic axial view of a drive train, such as the drive train in FIG. 3; and
fig. 7 shows a schematic partial illustration of a further embodiment of a drive train according to the invention.
Detailed Description
An embodiment of a drive train for a motor vehicle is schematically illustrated in fig. 1 and generally indicated at 10. The drive train 10 comprises a drive engine 12, which may be designed, for example, as an internal combustion engine, but may also be formed by a hybrid drive unit. In addition, the drive train 10 has a friction clutch arrangement 14, which is connected on the input side to the drive engine 12 and on the output side to a transmission arrangement 16. The output of the transmission arrangement 16 is connected to a differential 18, by means of which the drive power can be distributed to the driven wheels 20L, 20R.
Thus, a power path, indicated at 22 in fig. 1, is provided from the drive engine 12 to the driven wheels 20L, 20R.
The drive train 10 further comprises: a KERS energy accumulator 24, which can be designed as a purely mechanical kinetic energy accumulator in the form of a flywheel; and a KERS clutch structure 26. The KERS accumulator 24 is connected to the power path 22 by means of a KERS clutch arrangement 26.
Here, the friction clutch structure 14 is formed by a double clutch structure, having a first friction clutch 30 and a second friction clutch 32. The friction clutches 30, 32 may be designed as actuation and release clutches, respectively. The friction clutch may be designed as a dry friction clutch or as a wet friction clutch.
The transmission structure 16 includes: a first sub-transmission 34, for example, corresponding to an odd number of gear stages; and a second sub-transmission 36, which corresponds, for example, to an even-numbered gear stage and, if appropriate, to a reverse gear stage. The two sub-transmissions 34, 36 form a dual clutch transmission. The input of the first sub-transmission 34 is connected to the output of the first friction clutch 30. The input of the second sub-transmission 36 is connected to the output of the second friction clutch 32. The outputs of the two sub-transmissions 34, 36 are connected to the differential 18. The power path 22 is also divided into two parallel power paths 22a, 22b by the division into a sub-transmission and two friction clutches.
The first sub-transmission 34 has a plurality of gear sets 38, which respectively correspond to the gear stages. One of the gear sets has a gear wheel 39.
In a corresponding manner, the second sub-transmission 36 includes a plurality of speed gear sets 40.
As schematically shown in fig. 1, the KERS clutch arrangement 26 is connected or connectable to the power path 22a via a gear wheel 39 of the first sub-transmission 34.
The drive train 10 further includes a housing structure 42. The housing structure 42 includes a transmission housing 44 and a clutch housing 46 axially connected thereto. Additionally, the housing structure 42 may include a KERS housing 48 within which the KERS accumulator 24 and the KERS clutch structure 26 may be housed. Here, the KERS housing 48 may be at least partially spaced relative to the internal cavity of the transmission housing 44. At least the components of the KERS clutch structure 26, in particular the gear sets of the KERS clutch structure 26, may also be accommodated inside the transmission housing 44. It is also possible that the KERS housing 48 and the transmission housing 44 share a common fluid sump such that the components included therein operate with the same fluid (e.g., vehicle transmission oil, particularly ATF (automatic transmission fluid) oil).
The KERS housing 48 can be arranged in particular radially adjacent to the transmission housing 44. In this case, the rotational axis of the KERS energy accumulator can be oriented parallel to the axis of the transmission structure 16.
Although it is generally conceivable for the flywheel of the KERS energy accumulator 24 to be accommodated together with the KERS clutch arrangement 26 within the KERS housing 48, it is preferred if the flywheel of the KERS energy accumulator 24 has a separate energy accumulator housing 50, within which a KERS wheel 52 (flywheel) is rotatably mounted. The accumulator housing 50 is sealed in such a way that it can be evacuated by means of a vacuum pump in order to reduce the aerodynamic losses of the KERS wheel 52.
The KERS accumulator 24 can be designed in such a way that the rotational axis of the KERS wheel 52 is directly connected to the input of the KERS clutch arrangement 26. However, it is preferred that the shafts of the KERS wheel 52, as shown in fig. 5, be connected to the input of the KERS clutch arrangement 26 via a transmission (for example in the form of a planetary transmission, in particular a planetary gear set 54). As a result, the KERS wheel 52, which is designed for very high rotational speeds (e.g., up to 60000 cycles/min), can be connected to the input element of the KERS clutch arrangement 26 more rationally than if the rotational speed of the input element could be significantly reduced. The planetary gear set 54 may have, for example, a ring gear, which may be fastened to a housing (e.g., a KERS housing or an accumulator housing).
The KERS clutch structure 26 has a KERS gear set 60 on the accumulator side and a KERS gear set 62 on the transmission side. The accumulator-side KERS gear set 60 comprises an accumulator-side KERS pinion 64, which is connected in a rotationally fixed manner to the KERS accumulator 24 (the shaft of the KERS wheel 52 or the output of the planetary gear set 54). In addition, the accumulator-side KERS gear train 60 has an accumulator-side first KERS wheel 66 and an accumulator-side second KERS wheel 68, which are in engagement with the accumulator-side KERS pinion 64.
In a corresponding manner, the transmission-side gear set 62 has a transmission-side KERS pinion 70, which is in engagement with a first transmission-side KERS wheel 72 and a second transmission-side KERS wheel 74.
The first KERS wheel 66 on the accumulator side and the first KERS wheel 72 on the transmission side preferably have the same rotational axis. In a corresponding manner, the second KERS wheel 68 on the accumulator side and the second KERS wheel 74 on the transmission side have the same rotational axis.
A first KERS clutch 76 is arranged between the first KERS wheel 66 on the energy store side and the first KERS wheel 72 on the transmission side. In a corresponding manner, a second KERS clutch 78 is connected between the second KERS wheel 68 on the accumulator side and the second KERS wheel 74 on the transmission side.
The gearbox-side KERS gearset 62 can be connected to the power path 22 of the drive train 10, in particular to the gear wheel 39, either directly by means of one of the wheels mentioned above or by means of the pinions 70, 72, 74. In the preferred embodiment (shown in fig. 1), the transmission-side KERS gear set 62 is connected to the gear wheel 39 via an intermediate wheel 80 (or two intermediate wheels).
The speed ratios of the first and second KERS wheels are preferably different, so that different speed ratios between the KERS accumulator 24 and the power path 22 of the drive train 10 can be configured depending on the engagement of the KERS clutch 76 or 78. For example, the first KERS clutch 76 may be used, in particular, to load the KERS accumulator 24, and the second KERS clutch 78 to release the load, or vice versa.
In fig. 2, a further embodiment of the drive train 10 is shown in schematic form in a perspective schematic representation. In this case, it can be seen that the housing arrangement 42, together with the transmission housing 44 and the clutch housing 46, has an axial extent which extends from the end of the clutch housing 46 facing the drive engine 12 to the end of the transmission housing 44 facing away from the drive engine 12.
Fig. 2 also shows that the arrangement composed of the KERS accumulator 24 and the KERS clutch arrangement 26 is arranged, viewed axially, between the ends of the housing arrangement 42, i.e. has an axial extension 84 which is smaller than/equal to the axial extension 82 of the housing arrangement 42.
The combination of the transmission arrangement 16 with the two sub-transmissions and the combination of the friction clutch arrangement 14 with the two friction clutches is also commonly referred to collectively as a dual clutch transmission, so that the axial extension 82 can also be in terms of the axial length of the dual clutch transmission, which in this case comprises a friction clutch arrangement.
In the following fig. 3 and 6, further embodiments of the drive train are described, which in terms of construction and operating principle may be generally identical to the drive train 10 of fig. 1. Accordingly, like elements are shown with like reference numerals. The differences are mainly explained later.
In fig. 3, a drive train 10' is shown, which is designed for installation into a motor vehicle from the front/in the transverse direction. The sub-transmissions 34, 36 have a common input shaft arrangement 90 consisting of an inner shaft and a hollow shaft. The sub-transmissions 34, 36 comprise, parallel to the input shaft arrangement 90, a first output shaft 92 and a second output shaft 94, which are connected via an output gear set 96(FD1, FD2) to the differential 18, not shown in detail in fig. 3.
On the first output shaft 92, loose wheels for the forward gear stages 1, 7 of the first sub-transmission 34 and loose wheels for the gear stages 6 and 2 of the second sub-transmission 26 are arranged. On the second output shaft 94, loose wheels for the forward gear stages 3 and 5 of the first sub-transmission 34 and loose wheels for the forward gear stage 4 and the reverse gear stage R of the second sub-transmission 36 are arranged. A parking lock wheel P is also fixedly provided on the second output shaft 94 between the output gear set 96 and the loose wheel for the reverse gear stage.
The KERS accumulator 24 with the planetary gear set 54 is constructed identically to the drive train 10 in fig. 1. The KERS clutch structure 26' is slightly different from the KERS clutch structure of fig. 1. Since the accumulator-side KERS gear set 60' has an accumulator-side KERS pinion 64, which is in engagement with the accumulator-side first KERS wheel 66. However, the second KERS wheel on the energy accumulator side does not engage with the KERS pinion, but rather with the first KERS wheel on the energy accumulator side. The first and second KERS wheels 72, 74 on the transmission side are in engagement with one another in a corresponding manner, and the first KERS wheel on the transmission side is in direct engagement with the intermediate wheel 80.
Intermediate wheel 80 is connected to gear wheel 39, which is formed by the gear wheel set for forward gear stages 5 and 7. Precisely, the gear wheel 39 is a fixed wheel which is fixedly arranged on an inner shaft of the input shaft arrangement 90 and with which a loose wheel on the first output shaft 92 for the forward gear stage 7 engages, and likewise with a loose wheel on the second output shaft 94 for the forward gear stage 5. Accordingly, a KERS connection 38 is provided which extends from the KERS clutch arrangement 26' via the gear wheel 39 on the inner shaft of the input shaft arrangement 90, via one of the gear sets of the first sub-transmission 34, to the first or second output shaft and from there to the output gear set 96. Here, it is shown that forward gear stage 1 is engaged, so that KERS power is transmitted to output shaft 92 via the gear set for forward gear stage 2.
Fig. 4 shows another embodiment of a drive train 24 ", which is substantially identical in construction and operating principle to the drive train 10' of fig. 3. Accordingly, like elements are identified by like reference numerals. In the following, the differences are mainly explained. Fig. 4 does not show the input shaft arrangement 90 and the output shaft 92 for the sake of overview illustration.
The KERS clutch arrangement 26 ″ here comprises an accumulator-side KERS gear set 60 ″ which is constructed identically to the KERS gear set 60' in fig. 3.
The KERS clutch arrangement 26 ″ also includes a first transmission-side KERS gear set 62 ″ having a transmission-side KERS wheel 74 ″ on the same rotational axis as the second accumulator-side KERS wheel 68. In this case, the transmission-side KERS wheel of the first transmission-side KERS gear set 62 ″ is connected to the gear wheel 39 via one intermediate wheel 80 ″ or more than one intermediate wheel, wherein the gear wheel, as in the embodiment of fig. 3, may be the fixed wheel of the input shaft arrangement 90 for the forward gear stages 5 and 7.
The KERS clutch structure 26 ″ also includes a second KERS gear set 100 in the embodiment of fig. 4 in the transmission aspect. The second KERS gear set 100 on the transmission side has a further KERS wheel 72 "on the transmission side, which is on the same rotational axis as the first KERS wheel 66 on the transmission side. The other KERS wheel 72 "on the transmission side is connected via a further intermediate wheel (or further intermediate wheels) 102 to the other gear wheel 39". The further gear wheel 39 "may be, for example, a fixed wheel of the input shaft arrangement 90 corresponding to the forward gear stages 4 and 6.
In summary, it is preferable if the gear wheels 39, 29 ″ each correspond to a further sub-transmission, as in the embodiment shown. Thereby, two parallel KERS connections 98 and 104 can be realized, as it is schematically shown in fig. 4.
A first KERS clutch 76 "is arranged between the accumulator-side KERS wheel 66 and the transmission-side KERS wheel 72" and is connected thereto. A second KERS clutch 78 "is arranged between the accumulator-side KERS wheel 68 and the transmission-side KERS wheel 74" and is connected thereto.
Fig. 5 shows a further embodiment of a drive train 10' ″ which is substantially identical in construction and operating principle to the drive train 10 ″ of fig. 4. Accordingly, like elements are identified by like reference numerals. The differences are mainly explained below.
In the drive train 10 '″, the KERS clutch arrangement 26' ″ comprises a third KERS wheel 108 on the energy store side, which is in engagement with the second KERS wheel 68 on the energy store side. In addition, the first kes gear set 62 "'on the transmission side includes a third kes wheel 110 on the transmission side, which is in engagement with the second kes wheel of the first kes gear set 62"' on the transmission side.
A third KERS clutch 112 is arranged and connected between the third KERS wheel 108 on the energy store side and the third KERS wheel 110 on the transmission side. Accordingly, the KERS clutch arrangement 26' ″ makes it possible to connect 98 the KERS of the first sub-transmission 34 via two different speed ratios, i.e., either by closing the friction clutch 78 or by closing the friction clutch 112. In contrast, for the KERS connection 104 to the second sub-transmission, in the described embodiment and also in the embodiment of fig. 4, only the KERS clutch 76 is provided. In one variant, however, it is conceivable to provide a further KERS clutch for the KERS connection 104, which can be connected in the power flow, for example, via a fourth KERS wheel on the accumulator side and a fourth KERS wheel on the transmission side, which clutch is in engagement with the KERS wheels 66, 72, for example.
As can also be seen in fig. 5, the KERS accumulator 24 "' can also be connected directly to one of the KERS wheels on the accumulator side, in this case to the third KERS wheel 108 on the accumulator side. However, it is also possible to connect the second KERS wheel 68 on the accumulator side or, in the case of fig. 3 and 4, the first KERS wheel 66 on the accumulator side, in such a way that: the KERS accumulators 24' ″ are arranged coaxially with the respective KERS wheels on the accumulator side. As in the previous embodiments, the KERS accumulator 24' ″ has: an accumulator housing 50 "', in which the KERS wheel is arranged; and a speed ratio transmission 54 "', for example in the form of a planetary gear set.
Fig. 6 shows an axial view of the drive train 10' of fig. 1 in schematic form, wherein the illustration can refer in the same way to the drive train of fig. 3 to 5.
It can be appreciated that the powertrain 10' has an input shaft arrangement 90 and first and second output shafts 92, 94. The first output shaft 92 and the second output shaft 94 are each in engagement with an input of the differential 18.
The KERS energy accumulator 24 is held in engagement with a wheel fixedly arranged on the input shaft arrangement 90 via an intermediate wheel 80. Alternatively, the KERS energy accumulator can also be connected directly to the wheel of the input shaft arrangement, as shown at 24 in fig. 6IVAs shown.
Alternatively, it is of course also possible for the KERS energy accumulator 24 or the intermediate wheel 80 to be connected to a gear wheel mounted on one of the output shafts 92, 94. In any case, it is preferred that the KERS accumulator 24 is connected to the input of the dual clutch transmission, so that for the connection between the KERS accumulator 24 and the driven wheels 20L, 20R at least a part of the speed ratios of the dual clutch transmission can be applied, in order to be able to optimally adjust the respective operating points.
FIG. 7 shows a drive train 10VIs substantially identical in construction and operating principle to the powertrain 10' of fig. 3. Accordingly, like elements are identified by like reference numerals. In the following, the differences are mainly explained.
The KERS accumulator 24 includes a speed ratio transmission 54 in the powertrain 10', while in the powertrain 10VMiddle, KERS accumulator 24VWithout such a transmission, the accumulator housing 50 is rotatably supportedVThe KERS wheel in (1) is directly connected to one of the wheels of the KERS gear set on the accumulator side. In this connection, the KERS clutch arrangement 26 is preferably usedVA speed ratio transmission 54 is arranged between the gear wheel 39V. Precisely, the transmission 54V (which can likewise be designed as a planetary transmission or as a simple planetary gear set) is arranged coaxially with the countershaft 116, with the transfer wheel 118 being arranged fixedly onOn the layshaft, the transfer gear 118 is in engagement with the KERS gear set 62 on the transmission side. Additionally, the speed ratio transmission 54VIs connected with an intermediate wheel 80 which is connected with the gear wheel 39 of one of the gear wheel sets, for example exactly as shown in fig. 3.
In other words, the speed ratio transmission 50VMay be arranged either in the power flow direction between the KERS wheel and the KERS clutch arrangement or between the KERS clutch arrangement and the gear wheel of one of the gear wheel sets.

Claims (12)

1. A drive train (10) for a motor vehicle, having: a drive motor (12), the drive power of which can be conducted via a power path to driven wheels (20); and a KERS accumulator (24) which has a flywheel and can be connected to the power path via a KERS clutch arrangement (26),
it is characterized in that the preparation method is characterized in that,
the power path has a dual clutch transmission (16) with two sub-transmissions (34, 36) each having a plurality of gear wheel sets (38, 40), wherein the KERS clutch arrangement (26) can be connected to the power path via a gear wheel (39) of one (38) of the gear wheel sets (38, 40) of the first and/or second sub-transmission (34, 36).
2. Drive train according to claim 1, characterized in that the KERS clutch arrangement (26) has: an accumulator-side KERS gear set (60) connected to the KERS accumulator (24); and a transmission-side KERS gear set (62) which is connected to a gear wheel (39) of one of the gear sets (38, 40) of the first and/or second partial transmissions (34, 36), wherein the energy-storage-side KERS gear set (60) and the transmission-side KERS gear set (62) can be connected to one another by means of at least one KERS clutch (76, 78; 78'; 78; 112).
3. Drive train according to claim 2, characterized in that the energy-storage-side KERS gear set (60) has a KERS pinion (64) which is connected to the KERS energy storage (24), wherein the first KERS wheel (66) of the energy-storage-side KERS gear set (60) is in engagement with the KERS pinion (64) and is connected to an input of a first KERS clutch (76), the output of which is connected to the first KERS wheel (72) of the transmission-side KERS gear set (62).
4. A drive train according to claim 3, wherein the first KERS wheel (72) of the KERS gear set (62) on the transmission side is connected with the gear wheel (39).
5. A drive train according to claim 3 or 4, wherein the KERS gear set (60) on the one hand has a second KERS wheel (68) which is in engagement with a first KERS wheel (66) of the KERS gear set on the other hand.
6. A drive train according to one of claims 2 to 4, characterized in that the KERS gear set (62) on the transmission side is connected to the gear wheel (39) of one of the gear sets (38, 40) of the first or second sub-transmission (34; 36), wherein the KERS clutch arrangement (26) has a KERS gear set (100) on the other transmission side which is connected to the KERS gear set (60) on the energy store side by means of a further KERS clutch and the KERS gear set (100) on the other transmission side is connected to the other gear wheel.
7. A drive train according to claim 6, characterized in that the further gear wheel (39 ") to which the KERS gear set (100) of the further transmission aspect is connected is part of a gear set of a further sub-transmission (36).
8. A drive train according to any one of claims 2 to 4, characterized in that the KERS gear set (62; 100) on the transmission side or on the other transmission side has an intermediate wheel (80; 102) in engagement therewith, which is connected to a gear wheel (39; 39 ") of the gear set.
9. A driveline as claimed in any one of claims 1 to 4, characterised by a dual clutch transmission (16) having an axial extension (82) with a first axial end and a second axial end, wherein the KERS accumulator (24) and the KERS clutch structure (26) are arranged axially between the first and second ends of the dual clutch transmission.
10. A drive train according to one of claims 1 to 4, characterized in that the drive train is designed for lateral installation in a motor vehicle, wherein the dual clutch transmission (16) has a stepped transmission with an input shaft arrangement (90) and two output shafts (92, 94) parallel to the input shaft arrangement, wherein the KERS clutch arrangement (26) can be connected to the power path via a gear wheel (39; 39 "), which is supported on the input shaft arrangement (90).
11. The drivetrain according to one of claims 1 to 4, characterized in that the KERS accumulator (24) has a speed ratio gearbox (54) which is connected to the KERS clutch arrangement (26).
12. A driveline as claimed in any one of claims 1 to 4, characterised in that the KERS clutch arrangement is connected to a gear wheel (39) of one of the gear gearsets via a speed change transmission.
CN201580055282.8A 2014-10-13 2015-10-12 Motor vehicle drive train Expired - Fee Related CN107074089B (en)

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