CN110740890A - 用于具有超越离合器连接的前进挡的混合动力车辆的传动链和运行方法 - Google Patents

用于具有超越离合器连接的前进挡的混合动力车辆的传动链和运行方法 Download PDF

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CN110740890A
CN110740890A CN201880037438.3A CN201880037438A CN110740890A CN 110740890 A CN110740890 A CN 110740890A CN 201880037438 A CN201880037438 A CN 201880037438A CN 110740890 A CN110740890 A CN 110740890A
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transmission
overrunning clutch
forward gear
clutch
vehicle
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CN110740890B (zh
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W.沃格
J.齐默尔曼
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Volkswagen AG
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    • 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
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  • Engineering & Computer Science (AREA)
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  • Mechanical Engineering (AREA)
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Abstract

用于具有超越离合器连接的前进挡的混合动力车辆的传动链和运行方法。本发明涉及一种用于混合动力车辆的传动链，该混合动力车辆具有内燃机(VKM)、变速器(G)和电机(EM)，其中，所述电机(EM)布置在内燃机(VKM)和变速器(G)之间。传动链实现起来简单、成本低廉的和/或节省空间的方式是，变速器(G)包括至少一个超越离合器连接的、仅传递牵引力矩的前进挡(1GF)和至少一个无超越离合器的前进挡(2G)。通过简单且高效的方式，具有这种传动链的混合动力车辆可以运行的方式是，若挂入超越离合器连接的仅传递牵引力矩的前进挡(1GF)，并且车辆速度(vF)低于针对无超越离合器的前进挡(2G)的确定的挂入速度(v2G)，以及确定或满足至少一个存在推力矩的标准，则切换到无超越离合器的前进挡(2G)。

Description

用于具有超越离合器连接的前进挡的混合动力车辆的传动链 和运行方法
本发明涉及一种用于混合动力车辆的传动链，其具有权利要求1的前序部分的特征，并且涉及一种具有权利要求5的前序部分的特征的用于混合动力车辆的运行方法。
在混合动力车辆中，传动链(或者说动力总成或传动系)具有内燃机和电机。此外，混合动力车辆的传动链可以具有变速器。电机可以在混合动力车辆中布置或定位在传动链的不同部位上。
由DE102014209620A1已知一种用于混合动力车辆的驱动链，其包括内燃机、电机、变速器和仅传递牵引力矩的超越离合器。在此，电机布置在内燃机和变速器之间，其中，仅传递牵引力矩的超越离合器布置在内燃机和电机之间。建议的是，若在惯性行驶中当蓄电池完全充电时不能通过能量回收获得拖拽力矩，则接上附加的消耗器以便使消耗效率超过能量回收效率，或然后考虑车辆的制动。在具体的技术方案中，机械的耦连元件在扭矩流中平行于超越离合器布置，该超越离合器在惯性行驶中接合，以便利用或实现内燃机的拖拽力矩。
由DE102010023093B4已知一种用于混合动力车辆的传动链，其包括内燃机、电机、变速器和超越离合器。在此，变速器布置在内燃机和电机之间，其中，超越离合器布置在变速器和电机之间或布置在内燃机和变速器之间。超越离合器在此可设计成优选能换挡的，并且可以在第一转动方向“打开”和与第一转动方向相反的第二转动方向“封闭”之间换挡。
但现有技术中已知的驱动链和运行方法仍然不是最佳设计的。因此，现有技术中已知的驱动链大多数具有复杂的、成本高的和/或耗费空间的变速器。此外，附加的部件，如尤其是机械式的耦连元件和复杂的部件，如在多个功能之间可切换的超越离合器，大多数成本高和/或需要附加的结构空间。此外可以通过接上附加的消耗器，以便在惯性行驶中当蓄电池完全充电时由能量回收产生拖拽力矩，一般只实现一个小的制动力矩和/或几乎不能合理利用附加消耗的能量。当惯性行驶中在蓄电池完全充电的情况下通过车辆的制动产生拖拽力矩时，充分利用制动。此外，运行方法大多数情况下与传动链的构造，例如内燃机、电机和变速器以及其它部件例如超越离合器的对应的具体布置严重地相互依赖，因此不能容易地传递到不同构造的传动链上。
因此，本发明所要解决的技术问题是，这样地设计并且改进开头所述的用于混合动力车辆的传动链和用于该传动链的运行方法，使得传动链可以简单、成本低廉和/或节省空间地实现并且可以通过简单且高效的方式运行。
该技术问题通过具有权利要求1的特征的用于混合动力车辆的传动链以及具有权利要求5的特征的用于具有这种传动链的混合动力车辆的运行方法解决。在此，传动链具有内燃机、变速器和电机。电机在此发挥作用地布置在内燃机和变速器之间。
变速器在此具有尤其至少一个超越离合器连接的(freilaufgeschalteten或称为超越离合器使能的、超越离合器启动的)、仅传递牵引力矩的前进挡和至少一个无超越离合器的(freilauffreien或称为超越离合器无关的)前进挡。
通过将传递牵引力矩的超越离合器(Freilauf，也称为单向离合器、自由轮离合器)(尤其是以越速离合器的功能)用作单独的尤其是较低的挡位(例如第一前进挡)的换挡元件，例如代替1/N-换挡单元，可以简单、成本低廉和/或节省空间地生产和实现变速器，尤其是可以优化变速器的生产。例如通过使用用于配有超越离合器的挡位的超越离合器可以省去滑动套筒、变速叉(1/N)、阀门、活塞、位移传感器和/或机壳孔。
变速器尤其可以具有至少一个超越离合器连接的仅传递牵引力矩的低的尤其是第一前进挡和至少一个无超越离合器的较高的尤其是第二前进挡。
在一种技术方案中，传动链具有功能上有效作用地布置在内燃机和电机之间的离合器，尤其是KO-离合器。
在另一个技术方案中，变速器设计成多挡变速器和/或双离合器变速器。变速器例如可以设计成双离合器变速器，该双离合器变速器具有通过第一变速器离合器可耦连的第一部分变速器和通过第二变速器离合器可耦连的第二部分变速器。在此，尤其是至少一个超越离合器连接的仅传递牵引力矩的例如低的尤其是第一前进挡可以配给第一部分变速器和/或通过第一变速器离合器耦连。至少一个无超越离合器的例如更高的，尤其是第二前进挡可以在此尤其配给第二部分变速器和/或通过第二变速器离合器耦连。
配有超越离合器的挡位仅可以传递牵引力矩并且不能传递尤其是推力矩，这可以导致在例如所述第一挡位中、例如在爬行、停止-&-前进、调轨时“驾驶行为改变”。这可以现在通过具有权利要求5的特征的运行方法以简单且高效的方式解决。
在此运行方法尤其设计用于具有传动链的混合动力车辆，其具有内燃机、变速器和电机，其中，电机布置在内燃机和变速器之间，如之前所述。
尤其是在该方法中，若挂入超越离合器连接的、仅传递牵引力矩的例如变速器的较低的(尤其是)第一前进挡、并且同时车辆速度低于针对变速器的无超越离合器的、例如更高的、(尤其是)第二前进挡的确定的挂入速度并且确定或满足至少一个存在推力矩的标准，则切换到无超越离合器的例如更高的、(尤其是)第二前进挡。
通过切换到无超越离合器的例如更高的尤其是第二前进挡可以产生拖拽力矩，该拖拽力矩例如可以用于例如通过内燃机的联动来能量回收和/或制动。拖拽力矩例如可以通过由电机的能量回收和/或通过内燃机的联动产生。
在一种技术方案中，超越离合器连接的仅传递牵引力矩的尤其是低的前进挡是变速器的第一前进挡和/或无超越离合器的(尤其是)更高的前进挡是变速器的第二前进挡。
在另一种技术方案中，通过切换到无超越离合器的例如更高的尤其是第二前进挡，拖拽力矩通过用于能量回收和/或用于制动车辆的电机和/或用于制动车辆的内燃机产生。
在另一种技术方案中，使用存在平衡油门踏板位置，也就是说存在未操作的油门踏板作为存在推力矩的标准。
在另一种备选的或附加的技术方案中，将存在车辆速度不等于零，作为存在推力矩的标准。
在另一种备选的或附加的技术方案中，使用存在车辆的倾斜，尤其是下坡，作为存在推力矩的标准。例如可以确定存在倾斜，尤其是下坡，借助传感器和/或车轮负载转移装置和/或路线信息和/或尤其是导航系统的地图数据。例如可以识别到存在车辆的倾斜，尤其是下坡，当在一个确定的时间期限内倾斜平均地大于一个确定的例如以百分数形式的倾斜极限值。
在另一种备选的或附加的技术方案中，使用在超越离合器之前和之后存在转速差，作为存在推力矩的标准。
存在推力矩的前述标准可以例如单独地或相互组合地利用。
在另一个技术方案中，超越离合器连接的仅传递牵引力矩的例如低的尤其是第一前进挡在规定的停留时间内保持不变并且当在经过规定的停留时间之后仍然确定或满足至少一个存在推力矩的标准时，也就是说仍然存在惯性行驶和/或(在停留时间内)超过它的一个确定的极限值，才切换到无超越离合器的例如更高的尤其是第二前进挡。
在方法的范围内，基本上通常在存在推力矩时，超越离合器连接的仅传递牵引力矩的例如低的尤其是第一前进挡可以切换到无超越离合器的例如更高的尤其是第二前进挡。
但在具体的技术方案中，确定车辆的蓄电池的充电时间。例如可以考虑蓄电池的“SOC”，用于决定使用车辆的电机和/或制动器，尤其是车轮制动器的延迟。
例如在蓄电池不完全充电的情况下切换到无超越离合器的例如更高的尤其是第二前进挡，以便通过由电机的能量回收获得的拖拽力矩制动车辆。
在蓄电池完全充电的情况下，例如车辆可以通过车辆的制动器，例如车轮制动器制动。在此，所述超越离合器连接的、仅传递牵引力矩的、例如低的(尤其是)第一前进挡可以保持不变或被切换到无超越离合器的例如更高的尤其是第二前进挡。通过切换到无超越离合器的例如更高的(尤其是)第二前进挡，在此至少一个由内燃机导致的拖拽力矩可以被一起用于制动车辆，并且以这种方式减少车辆制动器的耗损。
在另一种技术方案中-尤其是其中传动链在内燃机和电机之间具有离合器，尤其是K0-离合器-离合器，尤其是KO-离合器为了借助电机的能量回收而打开和/或为了借助内燃机产生的拖拽力矩制动车辆而关闭。
在另一种技术方案中，若没有确定或不能满足存在推力矩的标准，也就是说不确定推力矩，则超越离合器连接的仅传递牵引力矩的例如低的，尤其是第一前进挡保持不变，并且若车辆速度低于针对无超越离合器的例如更高的尤其是第二前进挡的一个确定的挂入速度，则重新确定是否存在或满足至少一个存在推力矩的标准。
因此，避免开头所述缺点并且实现相应的优点。
存在按本发明的传动链和按本发明的运行方法以有利的方式和方法设计并且改进的多种可能。为此首先参考权利要求1和权利要求5后续的权利要求。下面根据附图和对应的说明进一步阐述按本发明的传动链和按本发明的运行方法的优选技术方案。在附图中示出：
图1是按本发明的用于混合动力车辆的传动链的技术方案的示意图，和
图2是按本发明的用于具有如图1所示的传动链的混合动力车辆的运行方法的技术方案的示意图。
图1示出，用于混合动力车辆的传动链具有内燃机VKM、变速器G和电机EM。在此，电机EM有效作用地布置在内燃机VKM和变速器G之间。变速器G在此具有至少一个超越离合器连接的仅传递牵引力矩的前进挡1GF和至少一个无超越离合器的前进挡2G。在此，变速器G具有尤其是至少一个超越离合器连接的仅传递牵引力矩的低的前进挡1GF和至少一个无超越离合器的高的前进挡2G。至少一个超越离合器连接的仅传递牵引力矩的前进挡1GF可以尤其是变速器G的第一前进挡，至少一个无超越离合器的前进挡1G可以尤其是变速器G的第二前进挡。
图1示出，传动链还在内燃机VKM和电机EM之间具有离合器K0，尤其是所谓的“K0-离合器”。通过打开该离合器K0，可以将内燃机VKM与传动链，尤其是与电机EM和变速器G分开。打开该离合器K0，尤其是-例如取决于内燃机VKM的空转转速地-在挂入挡位时，例如在挂入无超越离合器的第二前进挡2G时，尤其是在低于其挂入速度的情况下进行。为了借助电机EM的能量回收可以尤其是打开离合器K0，以便更高效地能量回收。为了借助由内燃机VKM产生的拖拽力矩制动车辆，离合器K0可以尤其闭合，以便更高效地制动车辆并且尤其是降低车辆制动器的耗损。
变速器G可以设计成尤其是多挡变速器，例如双离合器变速器。若变速器G是双离合器变速器，则变速器G可以具有尤其是通过第一变速器离合器可耦连的第一部分变速器和通过第二变速器离合器可耦连的第二部分变速器。在此，例如至少一个超越离合器连接的仅传递牵引力矩的例如第一前进挡1GF可以配属于第一部分变速器和/或通过第一变速器离合器耦连。至少一个无超越离合器的例如第二前进挡2G可以在此尤其是配给第二部分变速器和/或通过第二变速器离合器耦连。可以存在其它的前进挡和/或后退挡。
图2以流程图形象地说明按本发明的用于具有如图1所示的传动链的混合动力车辆的运行方法的技术方案。
图2示出，在前进行驶时，例如在行驶模式D中，若挂入超越离合器连接的仅传递牵引力矩的例如低的尤其是变速器G的第一前进挡1G，则确定在车辆速度VF低于针对无超越离合器的例如更高的尤其是第二前进挡2G的确定的挂入速度V2G时，是否存在或满足至少一个存在推力矩的标准，尤其是也即确定是否对于车辆存在惯性行驶。
既可以在离合器K0打开时也可以在离合器K0闭合时来确定是否车辆速度VF低于针对无超越离合器的尤其是第二前进挡2G的确定的挂入速度V2G并且是否存在或满足至少一个存在推力矩的标准。
若变速器G设计成双离合器变速器并且超越离合器连接的仅传递牵引力矩的尤其是第一前进挡1G配给第一部分变速器并且无超越离合器的尤其是第二前进挡2G配给第二部分变速器，则可以在挂入超越离合器连接的仅传递牵引力矩的前进挡1G时闭合第一变速器离合器并且打开第二变速器离合器。
图2形象地说明，可以用作存在推力矩的标准的是存在平衡的(或中立的)油门踏板位置FP(FP＝N？)和/或存在车辆速度VF不等于零(VF(At)+0？)和/或存在车辆的下坡(下坡？)。存在车辆的下坡可以主要根据有关车轮负载转移的信息来确定。在此，当在一个确定的时期内斜度(或倾角)平均地大于一个确定的例如以百分数形式的斜度极限值时可以识别到例如存在下坡。
必要时超越离合器连接的仅传递牵引力矩的尤其是第一前进挡1G在规定的停留时间内At保持不变，并且当在经过规定的停留时间At之后仍然存在或确定至少一个存在推力矩的标准和/或(在停留时间内)超过它的一个确定的极限值，才切换到无超越离合器的尤其是第二前进挡2G。
图2形象地说明，如果(是)满足一个或多个这些标准，则切换到无超越离合器的尤其是第二前进挡2G。然后由于切换到无超越离合器的尤其是第二前进挡2G，则通过电机EM产生拖拽力矩，用于能量回收并且用于制动车辆，尤其也在低于针对无超越离合器的尤其是第二前进挡2G的一个确定的挂入速度V2G的情况下进行。若在此离合器KO是打开的，则拖拽力矩仅通过电机EM产生。因此，可以实现尤其是较高的能量回收。若离合器KO是闭合的，则可以通过内燃机VKM的联动增大拖拽力矩并且以较低能量回收的成本实现车辆更强的减速。
图2还形象地说明，如果没有确定或不能满足存在推力矩的标准(否)，则超越离合器连接的仅传递牵引力矩的尤其是第一前进挡1G保持不变，并且该方法递归地重复，其中重新确定，车辆速度VF是否低于针对无超越离合器的尤其是第二前进挡2G的一个确定的挂入速度V2G，并且是否存在或满足至少一个存在推力矩的标准。
附图标记列表
VKM 内燃机
G 变速器
EM 电机
K0 KO-离合器
1GF 超越离合器连接的仅传递牵引力矩的第一前进挡
2G 无超越离合器的第二前进挡
VF 车辆速度
V2G 用于第二前进挡的挂入速度
FP 油门踏板位置
N 油门踏板的平衡位置

Claims (14)

1.一种用于混合动力车辆的传动链，该传动链具有内燃机(VKM)、变速器(G)和电机(EM)，其中，所述电机(EM)布置在内燃机(VKM)和变速器(G)之间，其特征在于，所述变速器(G)具有至少一个超越离合器连接的、仅传递牵引力矩的前进挡(1GF)和至少一个无超越离合器的前进挡(2G)。
2.按权利要求1所述的传动链，其特征在于，所述变速器(G)具有至少一个超越离合器连接的、仅传递牵引力矩的、低的尤其是第一前进挡(1GF)和至少一个无超越离合器的、较高的、尤其是第二前进挡(2G)。
3.按权利要求1或2所述的传动链，其特征在于，所述传动链具有布置在内燃机(VKM)和电机(EM)之间的KO-离合器(K0)。
4.按前述权利要求之一所述的传动链，其特征在于，所述变速器(G)构造为多挡变速器和/或双离合器变速器。
5.一种用于混合动力车辆的运行方法，该混合动力车辆具有按前述权利要求之一所述的传动链，其特征在于，若超越离合器连接的、仅传递牵引力矩的、尤其是低的变速器前进挡(1GF)被挂入，并且车辆速度(VF)低于针对无超越离合器的、尤其较高的变速器的前进挡(2G)的确定的挂入速度(V2G)，以及至少一个存在推力矩的标准被确定或满足，则切换到无超越离合器的、尤其是较高的前进挡(2G)。
6.按权利要求5所述的运行方法，其特征在于，通过切换到无超越离合器的前进挡(2G)，则通过电机产生拖曳力矩用于能量回收和制动车辆，和/或，通过内燃机产生拖曳力矩用于制动车辆。
7.按权利要求5或6所述的运行方法，其特征在于，作为存在推力矩的标准使用的是
-存在平衡油门踏板位置，和/或
-存在车辆速度不等于零，和/或
-存在车辆的倾斜，尤其是下坡和/或
-在超越离合器之前和之后存在转速差。
8.按前述权利要求之一所述的运行方法，其特征在于，所述超越离合器连接的、仅传递牵引力矩的前进挡(1GF)在规定的停留时间内保持不变，并且在至少一个存在推力矩的标准在经过规定的停留时间之后仍然存在或满足时才保持不变和/或在超过它的一个确定的极限值时才切换到无超越离合器的前进挡(2G)。
9.按前述权利要求之一所述的运行方法，其特征在于，确定车辆的蓄电池的充电时间，
其中，在蓄电池不完全充电的情况下切换到无超越离合器的前进挡(2G)，以便通过由电机能量回收产生的拖拽力矩制动车辆，和/或
其中，在蓄电池完全充电的情况下通过制动器制动车辆。
10.按前述权利要求之一所述的运行方法，其特征在于，在内燃机(VKM)和电机(EM)之间的传动链具有KO-离合器(K0)，其中，所述KO-离合器(K0)被打开用于借助电机(EM)的能量回收，和/或所述KO-离合器(K0)被闭合用于借助由内燃机(VKM)产生的拖拽力矩制动车辆。
11.按前述权利要求之一所述的运行方法，其特征在于，当在一个确定的时间期限内倾斜平均地大于一个确定的倾斜极限值时，识别到存在车辆的倾斜，尤其是下坡。
12.按前述权利要求之一所述的运行方法，其特征在于，当存在推力矩的标准没有被确定或满足时，超越离合器连接的仅传递牵引力矩的前进挡(1GF)保持不变，并且一旦车辆速度(VF)低于针对无超越离合器的前进挡(2G)的确定的挂入速度(V2G)时，则重新确定是否存在或满足至少一个存在推力矩的标准。
13.按前述权利要求之一所述的运行方法，其特征在于，所述超越离合器连接的仅传递牵引力矩的前进挡(1GF)是变速器(G)的较低的、尤其是第一前进挡，并且所述无超越离合器的前进挡(2G)是变速器(G)的更高的、尤其是第二前进挡。
14.按前述权利要求之一所述的运行方法，其特征在于，所述变速器(G)构造为多挡变速器和/或双离合器变速器。
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