CN110712508B - 电驱动单元 - Google Patents

电驱动单元 Download PDF

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CN110712508B
CN110712508B CN201910431910.8A CN201910431910A CN110712508B CN 110712508 B CN110712508 B CN 110712508B CN 201910431910 A CN201910431910 A CN 201910431910A CN 110712508 B CN110712508 B CN 110712508B
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torque
vehicle
output
drive unit
input
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CN110712508A (zh
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李东旭
段诚武
C·J·李
L·郝
N·K·巴克纳
M·A·波特
F·萨米
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GM Global Technology Operations LLC
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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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
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    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/22—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
    • B60K6/26—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/023—Fluid clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
    • B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0826—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Abstract

提供一种电驱动单元，其具有与变矩器联接的电动马达‑发电机。还公开了使用该电驱动单元的车辆和机器以及使用该电驱动单元的方法。电动马达‑发电机可以配置为利用马达输出扭矩选择性地驱动可旋转轴，并且通过可旋转轴的旋转产生电力。电驱动单元还可包括变矩器，该变矩器具有由流体联接器分离的输入和输出。流体联接器可以被配置为选择性地使在输入处接收的扭矩倍增，使得输出处的驱动单元输出扭矩在电动马达‑发电机的至少预定转速范围内选择性地增加。

Description

电驱动单元
技术领域
本发明涉及电驱动器领域，特别涉及一种电驱动单元。
背景技术
电动马达在车辆中用作车辆的动力源的主要来源，例如在电池电动车辆(BEV)中，或者作为诸如内燃机之类的其他动力源的补充，例如在混合动力车辆中。与具有相当功率输出的内燃机相比，电动马达-发电机单元(MGU)通常在低马达速度下提供相对高的扭矩输出，并且因此MGU可用于为车辆提供“低端”功率。然而，MGU通常是车辆动力系的相对昂贵且重的部件，尤其是在期望更大的扭矩和/或功率输出的情况下更是如此。
因此，需要一种电驱动器，其提供所需的扭矩和功率输出，同时提供减轻的重量和成本。
发明内容
在至少一些示例性说明中，提供了一种电驱动单元，其具有电动马达-发电机，电动马达-发电机被配置为利用马达输出扭矩选择性地驱动可旋转轴并且从可旋转轴的旋转产生电力。电驱动单元还可包括变矩器，该变矩器具有由流体联接器分离的输入和输出。输入可以联接到可旋转轴，使得施加到输入的输入扭矩基本上等于马达输出扭矩。流体联接器可以被配置为选择性地使在输入处接收的扭矩倍增，使得输出处的驱动单元输出扭矩在电动马达-发电机的至少预定转速范围内选择性地增加。
可选地，变矩器包括闭锁离合器，闭锁离合器被配置为选择性地防止输入和输出的转速之间的滑动。
在一些示例中，电驱动单元还可包括由变矩器的输出驱动的输出轴。
在电驱动单元的其他示例中，驱动单元可包括电动马达-发电机，电动马达-发电机被配置为利用马达输出扭矩选择性地驱动可旋转轴并且从可可旋转轴的旋转产生电力。电驱动单元还可包括变矩器，变矩器具有由流体联接器分离的输入和输出。在这些示例中，输入可以直接联接到可旋转轴，其中流体联接器被配置为选择性地倍增在输入处接收的扭矩，使得输出处的驱动单元输出扭矩在电动马达-发电机的至少预定的转速范围内选择性地增加。
可选地，变矩器可包括闭锁离合器，闭锁离合器被配置为选择性地防止输入和输出的转速之间的滑动。
电驱动单元的一些示例性方法可包括由变矩器的输出驱动的输出轴。
可选地，变矩器的输入可以直接联接到可旋转轴以与其同步旋转。
还提供了包括上述电驱动单元中的任一个的车辆的示例性说明。示例性车辆可以是电池电动车辆，其中电驱动单元被配置为向车辆的车辆传动系提供动力。在其他示例中，车辆可以是具有内燃发动机的混合动力车辆，内燃发动机被配置为向车辆的车辆传动系提供动力或者为车辆产生电力。
在车辆的一些示例中，电驱动单元可以是车辆的专用动力系，其中变矩器输入仅由电动马达-发电机驱动。
还提供了示例性说明，其涉及具有电驱动单元的机器，如上所述。
还提供了一种方法的示例，所述方法包括提供一种电动马达-发电机，电动马达-发电机被配置为选择性地(a)利用马达输出扭矩驱动可旋转轴并且(b)从可旋转轴的旋转产生电力。所述方法还可包括将基本上等于来自所述可旋转轴的所述马达输出扭矩的输入扭矩施加到联接到所述可旋转轴的变矩器输入，所述变矩器输入通过流体联接器与变矩器输出分离。所述方法可以进一步包括将驱动单元扭矩从变矩器输出传递到最终驱动单元，并且将在变矩器输入处接收的扭矩倍增，以在电动马达-发电机的至少第一电动转速范围内增加输出处的驱动单元扭矩。
一些示例性方法还可以包括在电动马达-发电机的高于马达-发电机的第一转速范围的第二转速范围内均衡来自变矩器输入到变矩器输出的扭矩。在这些示例中，通过临时固定变矩器输入和输出以与闭锁离合器一起旋转，可以使扭矩从变矩器输入到变矩器输出均衡。
在一些示例性方法中，在车辆从停止发动期间，扭矩可以在变矩器上倍增。
一些示例性方法还可以包括在车辆发动之前的车辆停止期间使马达空转。
在至少一些示例性方法中，在车辆发动之前的车辆停止期间，扭矩变换器输入可以保持在零以上的第一转速。
附图说明
在下文中将结合附图来描述本发明的一个或多个实施例，其中相同的标号表示相同的元件，并且其中：
图1是根据一个示例的用于车辆或机器中的电驱动器的变矩器的局部剖视图；
图2A是根据一个示例方法的具有用于图1的电驱动器的变矩器的混合动力车辆和动力系的示意图；
图2B是具有用于图1的电驱动器的变矩器的另一示例混合动力车辆和动力系的示意图；
图2C是根据另一示例的具有用于图1的电驱动器的变矩器的混合动力车辆和动力系的示意图；
图2D是根据一个示例方法的具有用于图1的电驱动器的变矩器的机器的示意图；
图3A是根据一个示例的马达扭矩相对于马达速度的曲线图，包括用于图1的电驱动器的示例性变矩器；
图3B是根据示例的轴扭矩相对于车辆速度的曲线图，包括用于图1的电驱动器的示例性扭矩变换器；
图4是根据一个示例方法，与先前的马达-发电机单元的方法相比，图1的电驱动器的示例性变矩器的变矩器涡轮扭矩相对于输出速度的曲线图。
图5是与采用与本文的示例性说明一致的电驱动单元的车辆相比，具有与先前方法一致的马达-发电机单元的车辆的加速测试期间的轴功率和车辆速度的曲线图；以及
图6是根据一个示例的操作具有变矩器的电驱动单元的方法的过程流程图。
具体实施方式
根据本文的示例性说明，电驱动单元(例如，电动马达-发电机)可以与包括流体联接器的变矩器配对，变矩器被配置为选择性地在期望的马达-发电机的速度范围内倍增马达-发电机单元的扭矩。以这种方式，至少部分地依赖于马达-发电机的车辆或发电机可以采用相对较小或功率较小的马达-发电机，部分地依赖于变矩器的扭矩倍增特性以在车辆起动期间或者在更低的马达速度下提供足够的扭矩，同时减小马达-发电机的整体尺寸和成本。更具体地，通过在较低的马达速度下用变矩器倍增扭矩，与先前的方法相比，可以使用具有较低功率输出(以及相应的较小尺寸、重量和/或成本)的马达-发电机。与较大的马达-发电机相比，较高马达速度下的性能也不会受到影响，因为电动马达-发电机的主要限制因素通常是低速扭矩要求，而不是高速功率输出。示例性电驱动器可采用具有闭锁离合器的变矩器以防止输入和输出元件之间的滑动，从而当不需要扭矩倍增时(例如，在较高的马达速度下)允许跨越变矩器消除滑动。虽然增加变矩器可能需要用于诸如固定发电机的车辆或机器的不同操作方法，但是示例性电驱动系统的整体驾驶性能保持相对平稳，并且至少等于其中没有变矩器的先前的电驱动单元的方法。
结合本文的电驱动单元公开的一些示例性变矩器可以直接联接到由电动马达-发电机驱动的可旋转轴。出于本公开的目的，当变矩器的输入被直接驱动使得可旋转轴和变矩器的输入一起形成或以其他方式直接接触和同心时，变矩器直接联接到可旋转轴。在由马达-发电机直接驱动的变矩器输入的另一示例中，可旋转轴通过固定传动装置联接到变矩器输入。在其他示例性说明中，变矩器输入联接到可旋转轴，使得施加到变矩器输入的输入扭矩基本上等于马达输出扭矩。在其他示例中，电驱动单元用作容纳的动力系，即，通过变矩器单独向功率传动系提供推进力，并且无需变矩器直接由另一个功率源(例如IC发动机)驱动。
示例性电驱动器可以用于使用电动马达-发电机来提供电力的任何应用中。如本文所公开的电驱动器可特别适用于扭矩输出要求-尤其是在低马达速度下-优先于峰值功率输出的任何应用。采用与所公开示例一致的电驱动器的示例性车辆可包括仅依靠电动马达-发电机来为车辆推进提供动力的电池电动车辆(BEV)，或混合动力车辆，即采用内燃(IC)发动机作为马达-发电机单元的替代或补充的推进装置的车辆。示例性电驱动器也可以用于重型车辆应用，例如公共运输车辆、建筑设备、农业设备，仅作为示例。另外，诸如可以为磨机、输送机或工厂提供的固定发电机之类的机器可以受益于与具有变矩器的示例性电驱动器相关联的优点。因此，对于本文公开的实施例的潜在应用通常没有限制。
现在转向图1，将更详细地描述例如用于车辆或机器的电驱动单元的示例性说明。如图1中所示，示例性电驱动单元100可包括与变矩器104联接的马达-发电机单元(MGU)102。MGU102可包括固定用于围绕可旋转轴108旋转的转子106。例如，在与电驱动单元100相关联的车辆的滑行期间，MGU 102可选择性地驱动可旋转轴108或从轴108的旋转产生电力。
可旋转轴108可以在与MGU 102相对的端部处固定到变矩器104，使得轴108的旋转转动变矩器104的输入。例如，如图1所示，变矩器输入可以是泵110，其通过流体联接器驱动涡轮112。变矩器104的泵/输入110通过流体联接器与变矩器的涡轮/输出112分离。变矩器可以具有本文未详细描述但是众所周知的附加部件，其被配置为促进变矩器104内的流体流动，以便管理输入110和输出112之间的流体联接。仅作为示例，变矩器104可具有形成在变矩器104内的定子或其他特征，用于通过流体联接器选择性地将输入110和输出112联接以一起旋转。变矩器104可包括离合器113或用于选择性地将输入110和输出112锁定在一起以便一起旋转而没有滑动的其他装置。例如，当变矩器104达到输入110和输出112的阈值转速时，可以致动离合器113以使输入110和输出112的转速同步，和/或一般性地消除输入和输出112之间的滑动。
变矩器104可以选择性地通过输入110和输出112之间的流体联接器使扭矩输出倍增。施加到输入110的输入扭矩可以基本上等于通过轴108旋转传递到输入110的MGU 102的马达输出扭矩。输入110和输出112之间的流体联接，特别是在MGU 102的相对低的转速下，可以使在输入110处接收的扭矩倍增，使得输出112的驱动单元输出扭矩增加。如下面将进一步讨论的，扭矩变换器上的扭矩的倍增，即从输入110到输出112的这种倍增在低速范围中可能特别有用，例如当使用变矩器104从从停止发动车辆。因此，与马达-发电机直接驱动输出的先前方法(即，没有变矩器)相比，在MGU 102的至少预定转速范围内的该扭矩倍增可允许使用相对较小的MGU 102。
驱动单元100可以以任何方便的方式提供旋转输出。如图1中所示，变矩器104可具有由变矩器104的输出112驱动的输出轴114。在一个示例中，输出轴114固定成与输出112一起旋转。输出轴114又可以例如通过轴114的端部处的齿轮116驱动车辆传动系、最终驱动单元等。
现在转到图2A-2D，更详细地描述了用于电驱动单元100的示例应用。在图2A-2C中，示意性地示出了车辆200a、200b和200c，其具有以各种方式使用的电驱动单元100。如图2A和2B所示，电池电动车辆(BEV)200a和200b均采用电驱动单元100作为车辆200a、200b的唯一推进源。因此，每个MGU 102通过变矩器104驱动车辆200a、200b的车辆传动系202。传动系202可包括最终驱动单元、轴和任何其他齿轮、变速器等，其便于使用电驱动单元100为车辆200a、200b提供推进。传动系202可以驱动车辆的前轮204a、204b，如图2A结合车辆200a所示，或驱动车辆的后轮204c、204d，如图2B结合车辆200b所示。
在图2C所示的另一示例中，车辆200c采用电驱动单元100作为相对于传动系202和/或后轮204c、204d的唯一推进源。然而，车辆200c是具有用于前轮204a、204b的专用传动系或动力系的混合动力车辆。更具体地，车辆200c包括内燃(IC)发动机208，其驱动与车辆200c的前轮204a、204b相关联的最终驱动单元210。车辆200c还包括第二马达-发电机单元(MGU)206，其为前轮204a、204b提供推进，作为由IC发动机208提供的替代或补充。因此，车辆200c可以采用电驱动单元100，通过传动系202驱动后轮204c、204d，或者作为替代或补充通过传动系210提供给前轮204a、204b(使用IC发动机208和/或MGU 206)。
现在转向图2D，示出了使用一个或多个电驱动单元100a、100b、100c、100d(统称为100)的固定发电机300。虽然示出了四个电驱动单元100，但是应该理解，可以根据给定应用的需要提供任何数量的电驱动单元100。固定发电机300可以提供旋转运动作为其输出，例如，通过组合一个或多个电驱动单元100在变速器(未示出)中的出力，或者可以从电驱动单元100的旋转功率产生电力或其他能量。
现在转到图3A和3B，更详细地解释示例性电驱动单元100的操作，以及MGU 102和变矩器104的某些因素如何影响设计考虑因素。图3A示出了作为不同尺寸/功率输出马达-发电机单元的比较的第一马达-发电机单元MGU S和第二马达-发电机单元MGU L的马达扭矩输出相对于马达速度的关系。通常，更大或更强大的马达-发电机单元在较低的马达速度下将具有较高的扭矩输出，但是在较高的马达速度下具有较低的峰值扭矩输出。另外，对于较小的马达-发电机单元，扭矩输出开始减小的马达速度更高。
因此，图3A示出了较大的马达-发电机MGU L具有较高的马达扭矩输出τL直到阈值速度m SL。换句话说，较大的马达-发电机MGU L从停止或零马达速度提供更大的扭矩。在曲线图上的点302处，较大的马达MGU L的扭矩输出在进一步增加的马达速度时减小，通常之后在较高的马达速度下提供恒定功率(和减小的扭矩)。相比之下，较小的马达-发电机MGUS最初具有较低的马达扭矩输出τS，但是它能够将该扭矩输出维持在比较大的马达-发电机单元的相对较高的阈值马达速度m SS。在曲线图上的点304处，在较高马达速度下的恒定功率之后，随着马达速度的进一步增加，较小的马达MGU S的扭矩输出减小。
鉴于上述情况，用马达-发电机单元为车辆供电的一个挑战是在低马达/车辆速度下满足峰值扭矩要求，同时还在更高的马达/车辆速度下提供尽可能平坦的扭矩曲线。通过将MGU 102与变矩器104配对并使用变矩器104的扭矩倍增特性以在较低的马达速度下提供增加的扭矩，可以减少这种折衷。因此，可以采用相对较小的MGU 102，其在较低的马达速度下提供足够的扭矩输出，同时还具有相对平坦的扭矩曲线，并且在较高的马达速度下具有足够的峰值功率输出。
应当注意，当使用电驱动器100的车辆暂时停止，或者车辆将要从停止位置发动时，MGU102可能需要“空转”。这是由于需要保持变矩器104转动的输入110大致低于变矩器104的失速速度。相反，依赖于马达-发电机单元的传统车辆通常可以允许马达-发电机单元完全停止。通过以低于变矩器104的失速速度的相对低速m SI转动MGU 102，电驱动单元100可以准备好响应车辆驾驶员的需求以驱动车辆。更具体地，根据驾驶员的要求，MGU 102可以增加速度，从而随着输入100的速度增加，通过流体联接立即接合变矩器104的输出112。以这种方式，示例性电驱动器100可以向车辆200的传动系202提供推进。
通过以这种方式“空转”MGU 102，如图3A所示，电驱动单元100的所得扭矩输出曲线(由虚线表示MGU S+TC表示)可在低车辆速度处提供大大增加的扭矩输出，同时还在较高的马达速度下提供相对平坦的整体扭矩曲线。更具体地，当车辆从停止加速时(即，MGU 102以“空转”速度m SI转动)，MGU的扭矩输出被变矩器104倍增，从而导致更高的扭矩量可用于推进车辆200。另外，随着MGU 102的马达速度增加，变矩器104的输入110和输出112的速度最终可以通过离合器113同步或锁定，此时电驱动器100的扭矩输出基本上与MGU 102(图3A中的MGU S)的相同。
现在转向图3B，可以看出，当与马达-发电机单元(例如，MGU 102)配对时，不同的变矩器104可以提供不同的扭矩曲线特性。通常，与具有较低扭矩倍增能力的其他类似扭矩变换器相比，具有更大扭矩倍增能力的变矩器可以更大程度地增加MGU 102的扭矩输出。因此，与MGU 102配对的三个不同的变矩器104可以沿着它们各自的轴扭矩曲线提供给定车速v S的三个不同水平的轴扭矩，如MGU S+TC 1，MGU S+TC 2和MGU S+TC 3的虚线所示。然而，每个都提供比MGU 102本身更大的轴扭矩(即，没有扭矩变换器104的倍增效应)，并且在低的怠速时车速也提供比较大的马达-发电机单元MGU L自身(即，没有变矩器104的倍增效应)更大的轴扭矩。通常，希望在低速时提供与大型马达-发电机单元(MGU L)一样多的初始扭矩。
现在转到图4，与没有变矩器的马达-发电机单元相比，示出了与本文的示例一致的电驱动单元的示例。在图4中，示出了对于不同尺寸的两个不同马达-发电机单元(即，较大的马达-发电机单元MGU L和较小的马达-发电机单元MGU S)的输出扭矩相对于马达/涡轮机速度的比较。与图3A中提供的示例一样，较小的MGU S提供的扭矩输出最初(即，在较低的马达速度下)低于较大的MGU L的扭矩输出，并且在较高的马达速度下具有较高的功率水平(在所示的示例中，大约4500RPM)。与较小的MGU S相比，采用变矩器(即“MGU S+TC 1”，“MGU S+TC 2”和“MGU S+TC 3”)的三个示例电驱动器中的每一个都在较低速度下提供更大的输出扭矩，尽管不是如同较大的MGU L一样，在马达输出速度较低时图表的“功率损耗”区域表示。然而，采用扭矩变换器的示例性电驱动器各自提供的功率超过较大MGU L在较高速度下提供的功率，如图中在较高马达输出速度下的“增益功率”区域所示。在图5所示的示例中，较小的MGU S的尺寸比较大的MGU L小约40％，具有类似的重量和成本的减少。通常，可以实现马达-发电机单元的尺寸减小使得较小的马达-发电机单元和变矩器可以提供足够水平的低端扭矩，例如，以满足较低马达速度的扭矩要求(例如，“最大扭矩要求”)。
现在参考图5，提供车辆加速性能和轴功率输出的示例，比较具有采用传统马达-发电机单元用于推进的传动系的车辆，以及采用与如图1和2A-2D所示示例一致的电驱动单元的类似车辆。在图5所示的示例中，在全开油门(WOT)测试模拟期间，将具有较大马达-发电机单元MGU L的车辆与具有25％较小马达-发电机单元MGU S的相同车辆进行比较。与前面的示例一样，实现了马达成本和重量的减少，其大小与尺寸差异大致成比例。
从图5中的轴功率的比较可以看出，较小的马达-发电机单元MGU S和变矩器(“MGUS+TC”)最初提供更大的轴功率，稍后被更大的马达-发电机MGU L短时间超越，并且最终在高速时提供更大的轴功率。具有电驱动器100的车辆(即MGU S+TC)的加速性能通常反映了轴功率的差异，具有基本相同的加速时间(即，6.76秒的0-96kph时间)。因此，尽管在中档加速度和轴功率中进行了最小的折衷，但是与较大的电动马达-发电机单元相比，示例性电驱动器通常可以提供更大的低速扭矩和高速功率两者。
已经提供了上述示例，说明MGU尺寸减小25％和40％。其他尺寸减小可能是可能的，并且通常仅受变矩器104的能力和在怠速时或其他较低的马达速度下的扭矩输出的要求的限制。另外，应该注意的是，用于车辆的马达-发电机单元在较高速度下的峰值功率要求通常不受变矩器104的影响，因为变矩器通常在较高速度下被锁定或同步以减少/消除滑差。
现在转到图6，将更详细地描述用于操作具有变矩器的电驱动器的示例过程600。过程600可以在框610开始，其中提供电动马达-发电机。例如，如上所述，可以提供MGU 102，其配置为利用马达输出扭矩选择性地驱动可旋转轴，例如可旋转轴108。另外，MGU 102可以配置为从可旋转轴108的旋转产生功率，例如，其可以存储在车辆电池(未示出)中。然后，过程600可以进行到框620。
在框620处，可将基本上等于可旋转轴的马达输出扭矩的输入扭矩施加到变矩器输入。例如，如上所述，MGU 102可以利用马达输出扭矩驱动可旋转轴108，该马达输出扭矩被传递到变矩器104的输入110。变矩器输入110可以通过流体联接器与变矩器输出112分离，并且被配置为选择性地使经过变矩器104的扭矩倍增。
前进到框630，可以通过变矩器输出将驱动单元扭矩施加到车辆的最终驱动单元。例如，如上所述，变矩器104的输出112可以直接或间接地驱动车辆(例如车辆200)的最终驱动单元202。因此，在车辆200的操作期间，电驱动单元100例如，可以为车辆100提供推进，单独或者与其他推进功率源诸如内燃机一起提供推进。然后，过程600可以进行到框640。
在框640处，马达-发电机单元可以空转，例如在从车辆停止期间或在从停止发动车辆之前。例如，在具有电驱动单元100的车辆200停止时，MGU 102可以继续转动，即，旋转可旋转轴108，从而保持变矩器104转动的输入110低于变矩器104的失速速度。因此，MGU102和变矩器104的这种“空转”实际上类似于使用诸如由变矩器提供的流体联接器以允许车辆空转的内燃机。变矩器输入110可以由MGU 102(或者就此而言，任何其他设备)维持在大于零的第一转速。
前进到框650，在变矩器输入处接收的扭矩可以例如通过变矩器104倍增，以在电动马达-发电机的至少第一转速范围内增加输出处的驱动单元扭矩。例如，如上所述，在车辆或MGU 102的相对低的速度下，与单独的MGU 102相比，变矩器104可以倍增MGU 102的扭矩输出以向车辆提供增强的加速度。变矩器的扭矩的倍增在从停止发动车辆或者在MGU102的低车辆和/或速度下加速时可以是特别有利的。然后，过程600可以进行到框660。
在框660处，来自变矩器输入到变矩器输出的扭矩可以在电动马达-发电机的高于电动马达-发电机的第一转速范围的第二转速范围内被均衡。例如，如上所述，在使用电驱动单元100对车辆200进行初始加速之后，在较高的马达速度下，可能需要锁定变矩器104的输入110和输出112以消除穿过流体联接器的滑动。在一个示例中，变矩器104可以采用离合器113，该离合器113通常以相同的转速将变矩器104的输入110和输出112固定。然后，过程600可以终止。
应理解，前述内容是对本发明的一个或多个实施例的描述。本发明不限于本文公开的特定实施例，而是仅由下面的权利要求限定。此外，前面描述中包含的陈述涉及特定实施例，并且不应被解释为对本发明范围的限制或权利要求中使用的术语的定义，除非以上明确定义术语或短语。对于本领域技术人员来说，各种其他实施例以及对所公开的实施例的各种改变和修改将是清楚的。所有这些其他实施例、改变和修改旨在落入所附权利要求的范围内。
如在本说明书和权利要求书中所使用的，术语“例如”、“例”、“如同”、“诸如”和“如”，并且动词“包含”、“具有”、“包括”，及其他动词形式，当与一个或多个部件或其他项目的列表一起使用时，每个都被解释为开放式的，这意味着该列表不应被视为排除其他附加部件或项目。其他术语应使用其最广泛的合理含义来解释，除非它们用于需要不同解释的上下文中。

Claims (10)

1.一种电驱动单元，包括：
电动马达-发电机，被配置为选择性地(a)利用马达输出扭矩驱动转子，所述转子与所述电动马达-发电机同轴安装，以及(b)从所述转子的旋转产生电力：以及
变矩器，具有由流体联接器分离的输入和输出，所述输入机械地联接到所述转子，使得所述转子与所述输入固定以便一起旋转，并且所述电动马达-发电机通过所述转子直接驱动所述输入，并且施加到所述输入的输入扭矩基本上等于所述马达输出扭矩，其中，所述流体联接器被配置为选择性地倍增在输入处接收的扭矩，使得所述输出处的驱动单元输出扭矩在所述电动马达-发电机的至少预定转速范围内选择性地增加。
2.根据权利要求1所述的电驱动单元，其中所述变矩器包括闭锁离合器，所述闭锁离合器被配置为选择性地防止所述输入和所述输出的转速之间的滑动。
3.根据权利要求1所述的电驱动单元，还包括由所述变矩器的所述输出驱动的输出轴。
4.一种包括根据权利要求1所述的电驱动单元的车辆，其中所述车辆是电池电动车辆和燃料电池车辆中的一种，其中所述电驱动单元被配置为向所述车辆的车辆传动系提供动力。
5.一种包括根据权利要求1所述的电驱动单元的车辆，其中所述车辆是混合动力车辆，所述混合动力车辆具有内燃发动机，所述内燃发动机被配置为向所述车辆的车辆传动系提供动力或者为所述车辆产生电力。
6.一种包括根据权利要求1所述的电驱动单元的车辆，其中所述电驱动单元是所述车辆的专用动力系，其中所述变矩器输入仅由所述电动马达-发电机驱动。
7.一种机器，包括根据权利要求1所述的电驱动单元。
8.一种电驱动单元，包括：
电动马达-发电机，被配置为选择性地(a)利用马达输出扭矩驱动转子，所述转子与所述电动马达-发电机同轴安装，以及(b)从所述转子的旋转产生电力；以及
变矩器，具有由流体联接器分离的输入和输出，所述输入直接联接到所述转子并且与所述转子同轴安装，使得所述转子与所述输入固定以便一起旋转，其中，所述流体联接器被配置为选择性地倍增在输入处接收的扭矩，使得所述输出处的驱动单元输出扭矩在所述电动马达-发电机的至少预定转速范围内选择性地增加。
9.一种包括根据权利要求8所述的电驱动单元的车辆，其中所述车辆是电池电动车辆和燃料电池车辆中的一种，其中所述电驱动单元被配置为向所述车辆的车辆传动系提供动力。
10.一种电驱动单元的操作方法，包括：
(a)提供一种电动马达-发电机，其被配置为选择性地(a)利用马达输出扭矩驱动转子，以及(b)从所述转子的旋转产生电力，所述转子与所述电动马达-发电机同轴安装；以及
(b)将基本上等于来自所述转子的所述马达输出扭矩的输入扭矩施加到机械地联接到所述转子并且与所述转子固定以便旋转的变矩器输入，使得所述电动马达-发电机通过所述转子直接驱动所述输入，所述变矩器输入通过流体联接器与变矩器输出分离；
(c)将驱动单元扭矩从所述变矩器输出传递到最终驱动单元；以及
(d)倍增在所述变矩器输入处接收的扭矩，以在所述电动马达-发电机的至少第一转速范围内增加输出处的所述驱动单元扭矩。
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