CN111196142B - 车辆驱动系的具有扭矩转换器馈通件启动的发动机断开离合器 - Google Patents

车辆驱动系的具有扭矩转换器馈通件启动的发动机断开离合器 Download PDF

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CN111196142B
CN111196142B CN201910502529.6A CN201910502529A CN111196142B CN 111196142 B CN111196142 B CN 111196142B CN 201910502529 A CN201910502529 A CN 201910502529A CN 111196142 B CN111196142 B CN 111196142B
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clutch
transmission
engine
motor
piston
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CN111196142A (zh
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D·A·威尔顿
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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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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Abstract

本发明题为“车辆驱动系的具有扭矩转换器馈通件启动的发动机断开离合器”。公开了发动机断开离合器、制造/使用此类离合器装置的方法以及具有经由断开离合器与变速器和马达联接/分离的发动机的车辆。车辆包括具有与变速器传动装置连接的输入轴和将该传动装置与车辆的车轮连接的输出轴的变速器。扭矩转换器泵外壳驱动地连接到车辆的牵引马达。涡轮以与叶轮流体连通的方式安装在泵外壳的内部。涡轮轴将涡轮连接到变速器的输入轴。断开离合器的离合器轮毂驱动地连接到车辆的发动机并选择性附接到泵外壳。通过将油从变速器的油槽抽出通过涡轮轴通道和泵外壳口部并进入离合器轮毂腔中，该断开离合器选择性地将发动机连接到马达和变速器。

Description

车辆驱动系的具有扭矩转换器馈通件启动的发动机断开离 合器
背景技术
本公开整体涉及机动车辆动力系。更具体地，本公开的方面涉及用于混合动力电动动力系的发动机断开离合器装置和伴随的控制逻辑部件。
当前生产的机动车辆诸如现代汽车最初配备有用来推进车辆并为该车辆的车载电子器件供电的动力系。在汽车应用中，例如，车辆动力系大体由原动机代表，该原动机通过手动或自动换挡的多速变速器将驱动动力传递到车辆的最终驱动系统(例如，差速器、车轴、车轮等)。由于往复活塞型内燃机(ICE)组件的即时可用性以及相对便宜的成本、轻量性和总效率，汽车在过去由往复活塞型内燃机(ICE)组件提供动力。作为一些非限制性示例，此类发动机包括二冲程和四冲程压缩点火(CI)柴油发动机、四冲程火花点火(SI)汽油发动机、六冲程架构和旋缸发动机。另一方面，混合动力电动车辆和全电动车辆利用可替代动力源来推进车辆，并且因此最小化或消除对牵引动力的基于化石燃料的发动机的依赖。
全电动车辆(FEV)—俗称为“电动汽车”—是一类电力驱动的车辆配置，该电力驱动的车辆配置从动力系系统完全移除内燃机和伴随的外围部件，仅依靠电动牵引马达来推进并支撑附件负载。基于ICE的车辆的发动机、燃料系统和排气系统用FEV中的电动马达、牵引电池组以及电池冷却和充电电子器件来进行替换。相比之下，混合动力车辆动力系采用多种牵引动力源以推进车辆，最常见的是操作内燃机组件以及电池供电的或燃料电池供电的电动马达。例如，混合动力电动车辆(HEV)大体配备有ICE组件和通常呈现马达/发电机单元(MGU)的形式的电机(E-machine)，ICE组件和电机单独或协同地操作以生成牵引动力。由于混合动力车辆能够从除发动机之外的源获得它们的动力，因此当该车辆由电动马达推进时，HEV中的发动机可全部或部分地关闭。
存在三个基本的混合动力车辆动力系架构：并联式混合动力配置、串联式混合动力配置、以及串-并联式(“动力分配式”)混合动力配置。例如，串联式混合动力架构从电动马达获得所有牵引动力，并且因此消除发动机和最终驱动构件之间的任何驱动机械连接。在这种情况下，该发动机仅作用为可再生能源，从而驱动对车辆的车载牵引电池组进行充电的发电机。在并联式混合动力架构中，发动机和马达/发电机组件各自与动力变速器并因此与车辆的车轮具有驱动机械联接。如名称所暗示，串-并联混合动力架构组合来自并联式混合动力动力系和串联式混合动力动力系两者的特征。在仅使用汽油和仅使用电的操作模式下，根据期望的车辆速度、总体车辆动力需求和电池的荷电状态(SOC)，马达和发动机独立地或共同地(并联地或串联地)工作。
采用自动变速器的车辆动力系常常在内燃机和多速变速器之间插入一个液力扭矩转换器以控制两者间旋转动力的传送。扭矩转换器被设计来选择性地将动力从发动机传输到驱动系以进行车辆推进，并且当车辆车轮和变速器齿轮停止时允许曲轴旋转而不导致发动机停止。替换手动变速器的机械离合器，标准的扭矩转换器(TC)用作与以下的流体联接器：连接到发动机的输出轴的流体叶轮、连接到变速器的输入轴的涡轮、以及插置在叶轮和涡轮之间以在它们相应的流体体积之间调控流体流的定子。液压泵调节扭矩转换器外壳内的流体压力以调控从叶轮到涡轮的旋转能的转移。叶轮和涡轮之间的速度上的大的差值导致叶轮扭矩的扭矩倍增，例如当车辆在发动机运转状态下从静止加速时。
一些扭矩转换器配备有离合器机构，该离合器机构被接合以在发动机曲轴和变速器输入轴的速度几乎相等时将它们刚性地连接，例如以避免不希望的滑动和合成效率损失。发生系统“滑动”是因为：相对于扭矩转换器中的涡轮，叶轮的旋转速度固有地不同。发动机输出端和变速器输入端之间的大的滑动百分比影响车辆的燃油经济性；采用扭矩转换器离合器(TCC)有助于减少发动机和变速器之间的滑动。TCC用于将在发动机的输出端处的叶轮机械地锁定到变速器的输入端处的涡轮，使得发动机输出端和变速器输入端以相同的速度旋转。TCC的应用可由动力系控制模块(PCM)控制，以在某些操作条件下(例如，在换挡期间)改变离合器接合力，以消除在期望扭矩流中断时的瞬态期过程中的非期望的扭矩波动和发动机速度变化。
许多可用类型的并联式混合动力动力系中的一种是P2架构，该P2架构可由单个发动机、自动动力变速器和单个马达/发电机单元来代表，该单个马达/发电机单元以并联动力流连通方式“侧面附接”到发动机和变速器。分离离合器机械地插置在发动机和马达/发电机之间，与上文讨论的TCC不同，该分离离合器将发动机与MGU和变速器两者驱动地断开，使得MGU可独立地操作来推进车辆。P2架构通过消除对附加的MGU的使用和降低变速器的复杂性来帮助降低针对相应的混合动力动力系的系统成本。P2架构还有助于消除再生制动操作期间的发动机摩擦，并允许马达/发电机以较高的速度旋转，同时回收更多的能量。
发明内容
本文公开了用于车辆驱动系的发动机断开离合器、使用此类离合器装置的混合动力动力系架构、用于制造此类离合器装置的方法和用于操作此类离合器装置的方法、以及配备有通过中间分离离合器装置可操作地联接到多速变速器和电动牵引马达/与多速变速器和电动牵引马达分离的内燃机(ICE)的机动车辆。以举例而非限制的方式，提出了具有“K0”发动机断开离合器的P2并联式混合动力动力系，该“K0”发动机断开离合器具有扭矩转换器(TC)馈通件启用和停用。此K0离合器选择性地将ICE组件与/从自动多速动力变速器和电动马达/发电机单元(MGU)连接和断开。不同于它们的常规TCC对应件，K0离合器位于变速器壳的外部，例如，从钟形外壳突出，封装在发动机和变速器之间。虽然K0离合器的控制主体位于变速器的外部，但K0离合器启动是经由位于变速器壳内部的液压控制系统来控制的。液压控制系统从变速器油槽抽出变速器油，将油引导通过阀主体、变速器壳和定子轴中的互连通道，进入涡轮轴中，然后使油穿过扭矩转换器的泵盖，并且将油引导离开变速器并进入离合器主体中，以启动K0离合器。K0离合器停用是通过将变速器油排出通过这些相同的路线段来实现的。
本公开的发动机断开离合器配置中的至少一部分的附带的好处包括消除专用于控制K0离合器的操作的辅助控制主体和单独的油料供应的动力系架构。除了消除专用的控制主体和油料供应之外，所公开的系统、方法和装置还消除任何相关联的流体路由和专用封装空间。这样做，驱动系系统消除潜在的阀门和螺线管泄漏以及与修复此类泄漏相关联的附带的品质保证问题。通过使用现有的变速器油泵和油料供应来控制K0离合器，所公开的动力系架构有助于最小化动力系系统的复杂性和成本，同时降低车辆总重并伴随地提供具有控制油的较不复杂的引导和排放的更有效的子系统。
本公开的方面涉及配备有具有扭矩转换器馈通件启动和停用能力的发动机断开离合器装置的混合动力电动动力系。例如，本文提出了用于具有多个车轮、发动机和电动马达的机动车辆的车辆驱动系。发动机和电动马达能够独立地和/或协同地操作来驱动车轮中的一个或多个车轮以由此推进机动车辆。驱动系包括变速器、插置在发动机和变速器之间的扭矩转换器和用于选择性地将发动机与/从变速器和马达连接和断开的发动机断开离合器。变速器包括变速器外壳、连接至变速器外壳的油槽和设置在变速器外壳内部的传动装置。变速器输入轴将传动装置与扭矩转换器驱动地连接，并且变速器输出轴将变速器传动装置与车辆的车轮中的至少一个车轮驱动地连接。
继续上述示例，扭矩转换器包括驱动地连接到马达的泵外壳，并且包括通过其限定(第一)流体口的泵盖。叶轮附接到泵外壳的泵壳，并且涡轮安装在泵外壳内部与叶轮串联动力流流体连通。具有内部(第一)流体通道的涡轮轴将涡轮驱动地连接到变速器的输入轴。发动机断开离合器包括离合器轮毂，该离合器轮毂例如通过扭振减振阻尼器和挠性板驱动地连接到发动机。离合器凸缘从离合器轮毂突出并选择性地附接到泵外壳。离合器轮毂包括填充腔，该填充腔通过在泵外壳中的流体口流体地连接到涡轮轴通道。通过将油从变速器油槽抽出、通过涡轮轴通道和泵盖口部并进入离合器轮毂的腔中，使发动机断开离合器选择性地启动(或停用)以将发动机与(从)马达和变速器连接(或断开)。
本公开的其他方面涉及配备有具有扭矩转换器馈通件启动和停用能力的发动机断开离合器装置的电力驱动机动车辆。如本文所用，术语“机动车辆”可包括任何相关的车辆平台，诸如客运车辆(HEV、BEV、PHEV等)、商用车辆、工业车辆、履带式车辆、越野车辆和全地形车辆(ATV)、摩托车、农用装备、船、飞机等。在一个示例中，机动车辆包括具有操作地附接到车身的多个车轮的车身。安装在车身的发动机舱内部的内燃机包括输出ICE组件生成的扭矩的曲轴。也安装到车身上的电动牵引马达包括输出马达生成的扭矩的马达支撑轮毂。机动车辆上还配备有多速动力变速器，该多速动力变速器附接到车身并包括具有将变速器油储存在其中的油槽的变速器外壳。周转传动装置被储存在变速器外壳的内部并连接到变速器输入轴。变速器输出轴将变速器的传动装置与车辆的车轮中的一个或多个车轮驱动地连接。
以上示例中的机动车辆还包括液力扭矩和发动机断开离合器，这两者均插置在ICE组件和变速器之间。扭矩转换器包括泵外壳，该泵外壳附接到变速器外壳并驱动地连接到马达的马达支撑轮毂。叶轮附接到泵外壳的泵壳部分，并且涡轮安装在泵外壳的泵盖内与叶轮流体连通。涡轮轴将涡轮驱动地连接到变速器输入轴，而定子轴将定子和泵壳附接到变速器外壳。泵外壳通过其限定(第一)流体口，并且涡轮轴在其中限定(第一)流体通道，该(第一)流体通道流体地连接到该口部和变速器的油槽。发动机断开离合器被制造成具有驱动地连接到发动机的离合器轮毂和与离合器轮毂一体形成、紧固或其它方式刚性地附接到离合器轮毂的离合器凸缘。离合器凸缘能够例如通过交织的摩擦板和反作用板的离合器组件选择性地刚性地附接到泵外壳。离合器轮毂包括通过泵外壳中的口部流体地连接到涡轮轴中的通道的内部腔。通过将油从变速器油槽抽出、以使其通过涡轮轴通道和泵盖口部并进入离合器轮毂的腔中，发动机断开离合器选择性地启动以将发动机与马达和变速器连接。
本公开的附加方面涉及用于制造和使用本公开的发动机断开离合器装置、驱动系、动力系和车辆中的任一者的方法。在一个示例中，提出了一种用于组装机动车辆的驱动系的方法。此代表性方法以任何次序以及与上文和下文所公开的选项和特征中的任一者组合地包括：提供变速器，该变速器具有油槽、传动装置、与传动装置连接的变速器输入轴和变速器输出轴；通过变速器输出轴将变速器传动装置与车辆的车轮中的一个或多个车轮驱动地连接；提供扭矩转换器，该扭矩转换器具有通过其限定第一口部的泵外壳、附接到泵外壳的叶轮、安装在泵外壳内部与叶轮流体连通的涡轮、以及限定第一通道的涡轮轴；将泵外壳驱动地连接到马达；通过涡轮轴将涡轮驱动地连接到变速器输入轴；提供发动机断开离合器，该发动机断开离合器包括离合器轮毂和附接到离合器轮毂并被配置为选择性地附接到泵外壳的离合器凸缘，该离合器轮毂包括腔；将离合器轮毂驱动地连接到发动机；以及通过泵外壳中的第一口部将离合器轮毂的腔流体地连接到涡轮轴中的第一通道，其中通过将油从变速器油槽抽出通过第一通道和第一口部并进入离合器轮毂的腔中，选择性地启动发动机断开离合器以将发动机连接到马达和变速器。
上述发明内容并非旨在表示本公开的每一个实施方案或每一方面。相反，前述发明内容仅提供本文所阐述的新颖概念和特征中的一些的实例。通过以下结合附图和所附的权利要求对示出的用于执行本公开的示例和代表性模式进行的详细描述，本公开的上述特征和优点以及其它特征和附带的优点将显而易见。此外，本公开明确地包括上文和下文提出的元件和特征的任何和所有组合和子组合。
附图说明
图1是根据本公开的方面的具有动力系的代表性混合动力电动机动车辆的示意图，该动力系具有通过发动机断开离合器驱动地连接到多速动力变速器的发动机组件和马达/发电机单元。
图2是根据本公开的方面的代表性变速器、液力扭矩转换器、发动机断开离合器和扭振减振阻尼器组件的选定部分的横截面侧视图。
本公开可适用于各种变型和另选形式，并且一些代表性实施方案以举例的方式在附图中示出并将在本文中进行详细描述。然而，应当理解，本公开的新颖方面不限于在以上列举的附图中示出的特定形式。相反，本公开旨在涵盖如所附权利要求中所包含的落在本公开的范围内的所有变型、等同形式、组合、子组合、排列、分组和另选形式。
具体实施方式
本公开容许许多不同形式的实施方案。本公开的代表性实施方案在附图中示出并且将在本文中进行详细描述，其中应理解，这些实施方案是作为所公开的原理的实例而不是本公开的广泛方面的限制来提供。在那样的种程度上，例如在摘要、引言、发明内容和具体实施方式部分中有所描述却未在权利要求中明确阐述的要素和限制不应通过暗示、推论或以其它方式单个地或共同地并入权利要求中。
出于本详细描述的目的，除非特别放弃保护：否则单数包括复数，并且反之亦然；词语“和”和“或”应既是连接性的又是分离性的；词语“任何”和“全部”均应意指“任何和全部”；并且词语“包括”、“含有”、“包含”、“具有”等应各自意指“包括但不限于”。此外，诸如“约”、“几乎”、“基本上”和“大约”等的逼近的词语可在以下意义上在本文中使用：例如，“处于、接近、或几乎处于”或“在……的0％-5％内”或“在可接受的制造公差内”或它们的任何逻辑组合。最后，诸如在前部、在后部、内侧、外侧、右侧、左侧、竖直、水平、向上、向下、前、后、左、右等的方向形容词和副词可以相对于机动车辆，诸如当车辆在正常行驶表面上操作性地取向时，机动车辆的向前行驶方向。
现在参见附图，其中贯穿若干视图，类似的附图标号是指类似的特征，在图1中示出了代表性汽车的示意图，该代表性汽车总体上以10指定，并且出于讨论的目的在本文中被描绘为具有并联式P2混合动力-电动动力系的客运车辆。具体地，示出的动力系大体由单个发动机12和单个马达14组成，单个发动机12和单个马达14单独地并且协同地操作以通过液压动力扭矩转换器(TC)18将牵引动力传输到多速动力变速器16，从而驱动车辆的最终驱动系统11的一个或多个车轮20。示出的汽车10(在本文中也简称为“机动车辆”或“车辆”)仅仅是一种示例性应用，利用该示例性应用可实践本公开的新颖方面和特征。同样地，将本发明的概念实现为P2混合动力动力系架构也应当理解为本文所公开的新颖概念的示例性应用。这样，应当理解，本公开的方面和特征能够应用于其它车辆动力系配置并且用于任何逻辑上相关类型的机动车辆。最后，仅示出了车辆的选定部件并且将在本文中对其进行更详细的描述。然而，下文讨论的车辆和动力系可包括许多附加的和另选的特征以及例如用于执行本公开的各种方法和功能的其它熟知的周边部件。
在图1示出了带有原动机的代表性车辆动力系系统，该原动机诸如可重新起动的内燃机(ICE)组件12，该内燃机(ICE)组件12通过多速自动动力变速器16驱动地连接至最终驱动系统11的驱动轴15。发动机12优选地通过发动机曲轴13(或“发动机输出构件”)经由扭矩将动力传送至变速器16的输入侧。根据示出的示例，ICE组件12旋转发动机驱动的(第一)扭振减振阻尼器组件26并且通过扭振减振阻尼器组件26旋转发动机断开离合器28，如将在下文中进一步详细描述的。此发动机断开离合器28在操作性地接合时将经由阻尼器26从ICE组件12接收到的扭矩传输至TC18的输入结构。继而，变速器16适于接收、选择性地调控来自发动机12的牵引动力并且将来自发动机12的牵引动力分配到车辆的最终驱动系统11(在本文中由驱动轴15、后差速器22和一对后车轮20表示)，并由此推进混合动力车辆10。图1的动力变速器16、液压动力扭矩转换器18和分离离合器28共享用于供应传动流体的共同变速器油盘或“油槽”32以及用于提供足够的液压以启动变速器16、TC 18和离合器28的元件的共享变速器泵34。
ICE组件12用于独立于马达14例如以“仅发动机”操作模式或与马达14合作例如以“马达增压”操作模式来推进车辆10。在图1中所描绘的示例中，ICE组件12可以是任何可用的或此后开发的发动机，诸如二冲程或四冲程压缩点火柴油发动机或四冲程火花点火汽油或混合燃料发动机，该发动机易于适于典型地以某一每分钟转数(RPM)来提供它的可用动力输出。虽然未在图1中明确地描绘，但是应当了解，最终驱动系统11可呈现任何可用配置，包括前轮驱动(FWD)布局、后轮驱动(RWD)布局、四轮驱动(4WD)布局、全轮驱动(AWD)布局等。
图1还描绘了电动马达/发电机单元14或其它合适的牵引马达，其通过马达支撑轮毂29(或“马达输出构件”)和扭矩转换器18操作性地连接到电动液压变速器16的输入轴17(或“变速器输入构件”)。马达/发电机单元14可直接联接到TC输入轴上或者刚性地安装到扭矩转换器18的外壳部分。电动马达/发电机单元14由与转子23外接且同心的环形定子21构成。电力通过电导体或或电缆27提供至定子21，这些电导体或或电缆27在合适的密封且绝缘的馈通件(未示出)中穿过马达外壳。相反地，电力可(例如经由再生制动)从MGU 14提供至车载牵引电池组30。示出的驱动系部件中的任一者的操作可由车载或远程车辆控制器(诸如可编程电子控制单元(ECU)25)来控制。虽然示出为P2混合动力电动架构，其中单个马达与单个发动机组件处于并联动力流连通，但是车辆10可采用包括PS、P1、P3和P4混合动力动力系的其它动力系配置，这些动力系配置中的任一者均能够适用于HEV、PHEV、增程式混合动力车辆、燃料电池混合动力车辆等。
动力变速器16可使用差速传动装置24以例如在通过可变元件发送它的动力的全部或一部分时实现变速器输入轴17和变速器输出轴19之间的选择性可变扭矩和速度比。差速传动装置的一种形式是周转行星齿轮装置。行星传动装置提供紧凑性和行星传动装置子组的所有构件之间的不同扭矩和速度比的优点。传统上，液压致动的扭矩形成装置诸如离合器和制动器(术语“离合器”用于参考离合器和制动器两者)能够选择性地接合以启动前述齿轮元件，以用于在变速器的输入轴和输出轴之间形成所需的正向和反向速度比。虽然被设想为8-速自动变速器，但动力变速器16能够任选地呈现其它合适的配置，包括无级变速器(CVT)架构、自动化手动变速器等。
如上面所指出的那样，ECU 25被构造和编程用于除了其它之外控制发动机12、马达14、变速器16、TC18和离合器28的操作。控制模块、模块、控制器、控制单元、电子控制单元、处理器和其任何排列可被限定为意指以下中的一者或多者的任何一种或不同的组合：逻辑电路、专用集成电路(ASIC)、电子电路、执行一个或多个软件或固件程序或例程的(无论是常驻的、远程的还是两者的组合)中央处理单元(例如，微处理器和相关联的存储器和存储装置(例如，只读、可编程只读、随机存取、硬盘驱动、有形等))、组合逻辑电路、输入/输出电路和装置、适当的信号调节和缓冲电路、以及提供所描述功能的其它部件。软件、固件、程序、指令、例程、代码、算法和类似术语可被限定为意指任何控制器可执行指令集，包括校准和查找表。ECU可被设计成具有执行来提供所需功能的一组控制例程。控制例程诸如由中央处理单元执行，并且可操作以监测来自感测装置和其它联网控制模块的输入，并且执行控制和诊断例程以控制装置和致动器的操作。例程可实时、连续地、系统地、偶发地和/或以规则的间隔(例如在持续的车辆使用或操作期间，每100微秒、3.125毫秒、6.25毫秒、12.5毫秒、25毫秒和100毫秒等)执行。另选地，例程可在车辆10的操作期间响应于事件的发生率来执行。
图2是在图1中呈现的代表性P2混合动力电动动力系的选定部分的横截面侧视图图解。图1和图2的液压动力扭矩转换器组件18操作为用于将发动机12和马达14与动力变速器16的内部周转传动装置24操作性地连接的流体联接器。扭矩转换器组件18包括带有叶片的TC叶轮36、带有叶片的TC涡轮38、定子40、TC闭锁离合器42和闭锁(第二)扭振减振阻尼器组件44。为了保护这些部件，该扭矩转换器组件18被构造有TC泵外壳，该TC泵外壳主要由变速器侧环形泵壳46限定，该变速器侧环形泵壳46例如经由电子束焊接、金属惰性气体电弧焊或活性气体保护电弧焊、激光焊接等等固定地附接到发动机侧环形泵盖48以使得在它们之间形成工作液压流体室。
叶轮36(在本领域中也称为“泵”)与涡轮38处于串联动力流流体连通。定子40插置在叶轮36和涡轮38之间，该定子40选择性地改变从涡轮38返回到叶轮36的流体流，使得返回流体有助于而不是阻碍叶轮36的旋转。通过TC泵盖48、壳46和叶轮36从曲轴13到涡轮38的发动机扭矩的传送是通过TC内部流体腔中的液压流体(诸如变速器油)的搅拌激发进行的。更具体地，保持在泵壳46和内罩47之间的叶轮叶片45的旋转导致液压流体向外朝向涡轮38环形地引导。当这发生伴有足够的力来克服旋转的惯性阻力时，与叶轮叶片45同轴取向并保留在内罩47和涡轮壳51之间的涡轮叶片49开始与叶轮36一起旋转。离开涡轮38的流体流经由定子40被引导回叶轮36中。位于涡轮38的流体出口区段和叶轮36的流体入口区段之间的定子40以与叶轮旋转相同的方向将流体流从涡轮38重新引导到叶轮36，从而导致扭矩倍增。
同样设置在扭矩转换器组件18的外壳内的是在泵壳46和涡轮壳51之间可旋转地支撑定子40的一对轴向推力轴承53。定子40经由可操作来防止定子40以低扭矩转换器速度旋转的自由轮型滚柱式离合器55连接到定子轴60。在较高的扭矩转换器速度下，离开涡轮38的液压流体的方向发生改变，从而导致定子40使滚柱式离合器55超速运转并在管状定子轴60上自由旋转。叶轮36固定到帽形泵轮毂57，该帽形泵轮毂57通过其接收并与定子轴60和涡轮轴62两者同轴对准。涡轮壳51铆接、焊接或以其它方式刚性地固定到涡轮轮毂67，该涡轮轮毂67例如通过花键接口固定地安装到涡轮轴62上。作为TC组件的扭矩传输输出构件，涡轮轴62从变速器的钟形外壳37穿过流体密封分隔壁(在所提供的视图中不可见)，并进入变速器的润湿外壳61中以固定地接合变速器输入轴17并且由此将扭矩从TC18传输至储存在润湿外壳61内的周转传动装置24。
双质量飞轮50经由螺栓连接安装到发动机轮毂52上来将发动机的曲轴13(图1)驱动地连接到扭振减振阻尼器组件26。为了抵消跨曲轴13传输的扭转振动和共振振动，扭振减振阻尼器组件26通过径向滚柱式轴承54可旋转地处于在双质量飞轮50上，并且通过周向细长的螺旋压缩弹簧56或其它合适的偏压构件来使激发扭矩衰减。扭振减振阻尼器组件26继而穿过隔板58中的中心通孔并且例如通过花键接合来刚性地附接到离合器轮毂31以用于与发动机断开离合器28共同旋转。封装在发动机12和变速器16之间，此隔板58在其一侧刚性地附接到发动机的气缸壳体35并且在其相反侧刚性地附接到变速器的钟形外壳37(例如，通过螺栓59)。马达支撑轮毂29可旋转地安装在离合器轮毂31上，并且例如通过螺栓59刚性地附接到TC泵盖48，使得能够在其间传送旋转动力。并且如上所述，扭矩转换器18操作为用于将发动机12和马达14驱动地连接到变速器16的流体联接器。TC锁定离合器42能够选择性地致动以将叶轮36直接连接或“锁定”到涡轮38，使得发动机曲轴13、马达支撑轮毂29和变速器输入轴17可以相同的速度旋转。锁定扭振减振阻尼器组件44大体用来在操作期间使变速器16与由发动机12和马达14生成的不需要的扭转隔离，并且(如果需要)在启动和关闭操作期间选择性地辅助马达14消除发动机压缩脉冲。
继续参考图2，所示的驱动系布局允许发动机选择性地驱动地连接到马达14和变速器16，并且在需要时从马达14和变速器16两者选择性地断开。如图所示，发动机断开离合器28(在本文中也称为“K0离合器”)可操作来在启动状态和停用状态之间来回转换以将离合器28与/从马达支撑毂轮29锁定和解锁，并因此将离合器28与/从TC泵盖48锁定和解锁。离合器28被制造成具有盘形的离合器凸缘33，该离合器凸缘33从离合器轮毂31径向地向外突出并与离合器轮毂31一体形成、焊接在离合器轮毂31上或以其它方式刚性地附接到离合器轮毂31。离合器组件64是可压缩的以将离合器凸缘33摩擦地锁定到马达支撑轮毂29，从而在发动机12与马达14和扭矩转换器18两者之间提供驱动机械连接。离合器组件64由与一系列相互平行的盘形摩擦板65交织的一系列相互平行的盘形反作用板63构成。根据示出的配置，反作用板63例如通过卡环71刚性地安装到马达支撑轮毂29的环形着落部分69；另一方面，摩擦板65刚性地位于离合器凸缘33的环形着落部分73中的配合狭槽内。另选的配置可任选地将摩擦板65安装到马达支撑轮毂29，并且将反作用板63安装到离合器凸缘33。
用于将发动机断开离合器28锁定到马达支撑轮毂29和泵盖48以便与之共同旋转的离合器组件64的压缩通过液压致动活塞66实现。例如，马达支撑轮毂29被制造成具有内部活塞室75，在该内部活塞室75内，活塞66在停用位置和启动位置之间沿着大体直线的路径往复平移(在图2中从左到右和从右到左)。活塞阻挡件68被封装在活塞66和离合器凸缘33的着落部分73之间，刚性地位于马达支撑轮毂29上。此活塞阻挡件68位于活塞66的路径中，从而限制活塞66的总行进距离。这样做时，活塞阻挡件68阻止活塞66接触离合器凸缘33。夹置在活塞66和阻挡件68之间的螺旋压缩型回位弹簧70用于将活塞66朝向活塞的停用位置偏压远离活塞阻挡件68。活塞阻挡件68的外径周向表面连续地邻接活塞66的内径表面，而活塞阻挡件68的内径表面同时邻接马达支撑轮毂29；此邻接接合限定了在活塞66和活塞阻挡件68之间的阻挡件室77。当马达支撑轮毂29旋转时，室77充满油；这样，等量的离心加压油放置在活塞66的两侧以帮助确保作用于活塞接合侧上的任何剩余油的离心力将不会无意地接合活塞66并适用分离离合器28。
图2中示出的驱动系架构采用变速器油的TC馈通件以可控制地启动和停用K0离合器28。具体地，扭矩转换器18的TC泵外壳包括刚性地附接到环形泵盖48的圆柱形前盖79。如图所示，前盖79插入到K0离合器28中以置于其上并流体密封到离合器轮毂31。虽然示出的是刚性附接在一起的离散部件，但是泵盖48和前盖79可一体形成为一体的单件式结构。中心(第一)流体口81延伸通过TC泵外壳的前盖79，将K0离合器28的在离合器轮毂31内的内部填充腔85与在涡轮轴62内纵向延伸的一对长形(第一)通道83流体连接。定子轴60具有通过其接收涡轮轴62的内部孔87；涡轮轴62设置有将每一个流体通道83与内部孔87流体连接的(第三)流体口89。另一个(第四)流体口91将涡轮轴的内部通道83与TC填充室流体连接，以用于选择性地致动TC锁定离合器42。马达支撑轮毂29包括一个或多个(第一)流体导管93，该流体导管93通过被限定为通过离合器轮毂31的圆柱形壁的(第二)流体口95将活塞室75与离合器轮毂31的内部的腔85流体连接。
继续以上关于K0离合器TC馈通件启动的讨论，图2的发动机断开离合器28由ECU25(或其它类似的合适的车辆控制器装置、控制模块或逻辑电路)选择性地启动，ECU 25将命令信号传输到变速器泵34以朝向储存在变速器钟形外壳37中的部件对来自变速器油槽32的油进行加压和馈送。变速器油从油槽32抽出并通过定子轴60中的内部孔87离开润湿外壳61。此油从定子轴的内部孔87穿过，通过延伸穿过涡轮轴62的圆柱形壁的流体口89，并进入纵向伸长的通道83中。油离开涡轮轴62的远端中的开口，通过TC泵外壳的前盖79中的流体口81穿过泵盖48，并进入离合器轮毂31内的填充腔85中。加压的变速器油从填充腔85离开，通过离合器轮毂流体口95和支撑轮毂导管93，并进入活塞室75中。一旦此室75充满，活塞66就朝向离合器凸缘33被推动到活塞的启动位置(图2的右侧)。然后，活塞66将接合并压靠离合器组件64，从而导致反作用板63和摩擦板65彼此摩擦接合。当K0离合器28完全接合时(即，在反作用板63和摩擦板65之间不存在滑动时)，离合器凸缘33摩擦地联接到马达支撑轮毂29的着落部分69以使得这两个部件一致地旋转。
图2的发动机断开离合器28至少部分地通过将变速器油排回通过它最初被引入的相同流体路径(例如，在前述段落中讨论的流体移动按相反顺序进行)而被选择性地停用。当将油从活塞室75排放时，回位弹簧70将活塞66朝向活塞的停用位置(图2中的左侧)偏压远离活塞阻挡件68。此外，变速器油可从油槽32抽出，通过次级通道99和马达支撑轮毂29中的一个或多个(第二)流体导管97，并进入阻挡件室77中。通过将油传输到阻挡件室77中，发动机断开离合器28被选择性地停用以将发动机12与马达14、TC 18和变速器16断开。填充阻挡件室77将生成足够的液压以推动活塞66远离离合器凸缘33并由此使活塞66与离合器组件64脱离。
已参考所示的实施方案对本公开的方面进行了详细的描述；然而，本领域的技术人员将认识到，在不脱离本公开的范围的情况下可对本公开进行许多修改。本公开不限于本文所公开的精确构造和组成；通过前述描述变得明显的任何和所有修改、改变和变型均在由所附权利要求限定的本公开的范围内。此外，本发明的概念明确包括前述元件和特征的任何和所有组合和子组合。

Claims (9)

1.一种用于机动车辆的驱动系，所述机动车辆包括多个车轮、发动机和电动马达，所述发动机和所述电动马达各自能够操作来驱动所述车轮中的至少一个车轮以由此推进所述机动车辆，所述驱动系包括：
变速器，所述变速器包括油槽、传动装置、与所述传动装置连接的变速器输入轴、以及被配置为将所述传动装置与所述车轮中的至少一个车轮驱动地连接的变速器输出轴；
扭矩转换器，所述扭矩转换器包括通过其限定第一口部并被配置为驱动地连接至所述马达的泵外壳、附接至所述泵外壳的叶轮、以与所述叶轮流体连通的方式安装在所述泵外壳内的涡轮、以及限定第一通道并将所述涡轮驱动地连接至所述变速器输入轴的涡轮轴；和
发动机断开离合器，所述发动机断开离合器包括离合器轮毂和从所述离合器轮毂突出的离合器凸缘，所述离合器轮毂被配置为驱动地连接到所述发动机，所述离合器凸缘被配置为选择性地附接到所述泵外壳，所述离合器轮毂包括经由所述泵外壳中的所述第一口部流体地连接至所述涡轮轴中的所述第一通道的腔，通过从所述变速器油槽接收油通过所述第一通道和所述第一口部并进入所述离合器轮毂的所述腔中，使所述发动机断开离合器选择性地启动以由此将所述发动机连接到所述马达和所述变速器；
马达支撑轮毂，所述马达支撑轮毂被配置为在其上安置所述马达，所述马达支撑轮毂包括活塞室、设置在所述活塞室中的活塞、以及流体地连接到所述活塞室以到达所述离合器轮毂的所述腔的第一导管，其中选择性地启动所述发动机断开离合器还包括将油从所述腔传输通过所述第一导管进入所述活塞室中以由此将所述活塞朝向所述离合器凸缘转换到启动位置。
2.根据权利要求1所述的驱动系，其中所述发动机断开离合器包括第二口部，所述第二口部被限定为穿过所述离合器轮毂的圆柱形壁并将所述离合器轮毂的所述腔流体地连接到所述马达支撑轮毂的所述第一导管。
3.根据权利要求1所述的驱动系，其中所述马达支撑轮毂可旋转地安装在所述离合器轮毂上并刚性地附接到所述泵外壳。
4.根据权利要求1所述的驱动系，还包括安装到所述马达支撑轮毂或所述离合器凸缘中的一者的多个摩擦板以及安装到所述马达支撑轮毂或所述离合器凸缘中的另一者的多个反作用板，其中填充所述活塞室使所述活塞压靠并摩擦地接合所述摩擦板和所述反作用板。
5.根据权利要求1所述的驱动系，其中所述马达支撑轮毂还包括被配置为邻接所述活塞并由此限制所述活塞的行进距离的活塞阻挡件。
6.根据权利要求5所述的驱动系，其中所述马达支撑轮毂限定位于所述活塞阻挡件和所述活塞之间的阻挡件室以及将所述阻挡件室与流体地连接到所述油槽的次级通道流体地连接的第二导管，其中通过将油从所述油槽传输通过所述第二导管并到达所述阻挡件室以由此将所述活塞远离所述离合器凸缘转换到停用位置，使所述发动机断开离合器被选择性地停用以将所述发动机与所述马达和所述变速器断开。
7.根据权利要求5所述的驱动系，其中所述马达支撑轮毂还包括将所述活塞朝向停用位置偏压远离所述活塞阻挡件的回位弹簧。
8.根据权利要求1所述的驱动系，其中所述扭矩转换器还包括管状定子轴，所述管状定子轴具有通过其接收所述涡轮轴的内部孔，所述涡轮轴包括将所述第一通道与所述内部孔流体地连接的第三口部，其中选择性地启动所述发动机断开离合器还包括将油从所述油槽抽出通过所述管状定子轴的所述内部孔并进入所述涡轮轴的所述第一通道中。
9.根据权利要求8所述的驱动系，其中所述扭矩转换器还包括安装在所述管状定子轴上并插置在所述叶轮和所述涡轮之间的定子，并且其中所述涡轮安装在所述涡轮轴上。
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