CN112368167A - 用于电力驱动式机动车辆的传动系的驱动单元以及配备有所述驱动单元的驱动总成和机动车辆 - Google Patents

用于电力驱动式机动车辆的传动系的驱动单元以及配备有所述驱动单元的驱动总成和机动车辆 Download PDF

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Publication number
CN112368167A
CN112368167A CN201980041053.9A CN201980041053A CN112368167A CN 112368167 A CN112368167 A CN 112368167A CN 201980041053 A CN201980041053 A CN 201980041053A CN 112368167 A CN112368167 A CN 112368167A
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drive unit
drive
motor vehicle
power electronics
housing
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CN201980041053.9A
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Inventor
史蒂芬·莱曼
安德里亚斯·特赫肯舒
尼古拉·格拉曼
克里斯汀·斯里弗瑞
安德里亚斯·贝塞尔
格雷戈·米勒
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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Abstract

本发明涉及一种驱动单元和一种驱动总成以及一种机动车辆。所述驱动单元(100)包括第一电机(110)和第二电机(120)以及输出轴(140)，其中所述第二电机(120)的转子(121)连接到所述输出轴(140)以共同旋转，并且其中所述驱动单元(100)还包括分离离合器(150)，通过所述分离离合器，所述第一电机(110)的转子(111)能够连接到所述输出轴(140)，其中所述驱动单元(100)还包括用于控制所述两个电机(110,120)中的至少一个电机的电力电子设备(1)以及用于实现冷却剂(31)的流动的流动系统(30)，并且所述驱动单元(100)作为所述流动系统(30)中的部件还包括热交换器(40)，所述冷却剂(31)能够借助于所述热交换器而被冷却。所述驱动单元和所述驱动总成构成允许以有效的方式并且以较低的空间需求来控制各个总成的设备。

Description

用于电力驱动式机动车辆的传动系的驱动单元以及配备有所 述驱动单元的驱动总成和机动车辆
技术领域
本发明涉及一种用于电力驱动式机动车辆的传动系的驱动单元，并且涉及一种包括根据本发明的驱动单元的驱动组件。本发明还涉及一种配备有所述驱动总成的机动车辆。
背景技术
DE 10 2015 222 692 A1、WO 2017 084 888 A1、DE 10 2015 222 694 A1和WO2017 084 889 A1描述了一种用于操作混合动力车辆的驱动装置以驱动驱动轮的方法，其中该驱动装置包括内燃发动机、联接到内燃发动机的第一电机、第二电机、蓄电池以及内燃发动机与驱动轮之间的主离合器。
DE 10 2015 222 692 A1和WO 2017 084 888 A1描述了驱动装置以三种运行模式(即纯电动运行、串联混合动力运行或并联混合动力运行)中的一种运行模式运行，其中在从第一运行模式改变为第二运行模式期间提供的牵引驱动转矩对应于在改变之前和之后提供的牵引驱动转矩之间的能够适当选择的曲线。
DE 10 2015 222 694 A1和WO 2017 084 889 A1公开了在内燃发动机与驱动轮之间还布置有变速器。
此外，相应的引用文献描述了一种具有混合动力驱动装置的混合动力车辆。
现有技术中反复描述的混合动力车辆包括内燃发动机、第一电机和第二电机、至少一个驱动轮、主离合器以及第一离合器和第二离合器。主离合器布置在内燃发动机与驱动轮之间，第一离合器设置在第一电机与内燃发动机的输出轴之间，并且第二离合器设置在第二电机与驱动轮之间。
根据DE 10 2017 128 289.0(尚未公开)，已知一种用于混合动力车辆的传动系的驱动单元，该驱动单元具有内燃发动机、第一电机、第二电机、第一传动级以及第一电机和/或第二电机的驱动轴。此外，该驱动单元包括变速器子单元，相应的电机的驱动轴经由该变速器子单元联接到或能够联接到车轮驱动轴。第二传动级联接到副轴单元，其中该副轴单元具有整体式离合器并且进一步连接到车轮驱动轴，使得内燃发动机可以根据该离合器的位置经由第二传动级联接到车轮驱动轴。
DE 10 2017 127 695.5(也未公开)公开了一种用于混合动力车辆的传动系，该传动系具有变速器输入轴，该变速器输入轴经由第一部分传动系与第一电机和内燃发动机呈操作关系以传递转矩，并且经由第二部分传动系与第二电机呈操作关系以传递转矩。第二电机永久性地连接到变速器输入轴以便传递转矩，并且第一电机和内燃发动机可以以可联接的方式连接到变速器输入轴以传递转矩。第一电机和/或第二电机可以被设计成被冷却。如果借助于来自车辆冷却回路的水冷却或借助于来自变速器的变速器油的油冷却来实现冷却，则是特别优选的。此外，所使用的分离离合器也可以被设计为油冷式多片离合器。
DE 10 2017 114 395.5(尚未公开)公开了一种电驱动装置，该电驱动装置具有壳体并且具有用于产生驱动转矩的电驱动机，该电驱动机布置在壳体中并且借助于冷却剂来冷却。该电驱动装置还具有电子单元，该电子单元在壳体上被定位成使得由电子单元产生的热量可以传递到壳体中的冷却剂。因此，为此使用的冷却系统可以从电子单元吸收热量并供应该热量以例如在冷却器或热交换装置中进行冷却。
为冷却电驱动机而提供的冷却剂也可以用于冷却电力电子设备。
WO 2015/078464 A1公开了一种用于混合动力驱动单元的混合动力模块，其中该混合动力模块可以借助于具有电力电子设备的电力电子设备模块来运行。电力电子设备模块布置在混合动力模块的部件上。特别地，规定电力电子设备与混合动力模块周围的外部和/或混合动力模块的内部隔绝。进一步规定冷却剂从电力电子设备部件的壳体的凸缘吸收热量并将热量输送走。
WO 2015/078465 A1公开了一种用于混合动力驱动单元的混合动力模块，其中冷却剂流可以流过该混合动力模块，该冷却剂流也可以流过用于运行该混合动力模块的电力电子设备模块。因此，可以避免针对混合动力模块和电力电子设备模块使用单独的冷却剂流。
发明内容
本发明的目的是提供一种用于电力驱动式机动车辆的传动系的驱动单元和一种配备有该驱动单元的驱动总成，以及一种配备有该驱动总成的机动车辆，这既满足了小空间需求又实现了节能运行。
该目的通过根据权利要求1所述的根据本发明的驱动单元和根据权利要求9所述的根据本发明的驱动总成以及根据权利要求10所述的机动车辆来实现。在从属权利要求2至8中列出了该驱动单元的有利实施例。
可以任何技术上有用的方式来组合权利要求的特征，包括在以下描述中给出的说明以及包括本发明的附加实施例的附图的特征。
本发明提供了一种用于电力驱动式机动车辆、特别是混合动力车辆的传动系的驱动单元。该驱动单元包括第一电机和第二电机以及输出轴，其中第二电机的转子连接到输出轴以共同旋转，并且其中该驱动单元还具有分离离合器，利用该分离离合器，第一电机的转子连接到或能够连接到输出轴以传递转矩。此外，该驱动单元包括用于控制两个电机中的至少一个电机的电力电子设备，以及用于实现冷却剂的流动以至少部分地冷却电力电子设备的流动系统，其中该驱动单元作为流动系统的一部分还包括热交换器，冷却剂可以在该热交换器中被冷却。
这样，可以以有效的方式冷却电力电子设备。对于相应电机的控制连接件，电力电子设备具有对应的连接件，这些连接件优选地被设计用于高压接触。
两个电机优选地相对于彼此同轴布置，但是本发明不排除两个电机的旋转轴线轴向平行布置。
流动系统优选地被配置为将油作为冷却剂输送，但是不应排除使用其他介质。
流动系统被设计成使得冷却剂被引导到电力电子设备附近或被引导通过电力电子设备，使得热量可以从电力电子设备被传递到冷却剂。然后，加热到较高温度的冷却剂被供给到热交换装置或热交换器，在该热交换装置或热交换器中，冷却剂可以将热量尤其释放给第二流体，该第二流体也流过热交换器。
分离离合器是可切换的离合器，该可切换的离合器可以从断开状态切换到闭合状态，反之亦然。分离离合器位于两个电机之间的转矩传递路径中。
该驱动单元可以被设计成使得牢固地连接到第一电机的转子的第一轴径向布置在牢固地连接到第二电机的转子的输出轴内部。
第一轴可以被设计成被分开，即呈中心空心轴的形式，在该中心空心轴上，经连接以共同旋转的毂布置在一些区域中，该毂也连接到第一电机的转子以共同旋转。
因此，分离离合器的径向内侧可以连接到第一电机上的毂以共同旋转，并且分离离合器的径向外侧可以连接到输出轴，该输出轴连接到第二电机的转子以共同旋转。
此外，该驱动单元可以具有变速器，该变速器与驱动单元的输出轴(也称为变速器输入轴)操作性连接，使得由输出轴提供的转矩或由输出轴实现的旋转运动可以经由变速器被逐步增大或逐步减小地引导到机动车辆的另一个变速器单元，或者也可以被直接传递到机动车辆的驱动轮。该变速器可以包括差动变速器或这样设计。变速器可以包括第一齿轮，该第一齿轮与输出轴上的外齿啮合。因此，第一齿轮在驱动单元中实现传动级。该第一齿轮可以联接到变速器的副轴以共同旋转，该副轴的外齿又与差动变速器的输入齿轮啮合，从而实现第三传动级。
该驱动单元优选地包括壳体，在该壳体中，两个电机至少布置在一些区域中，其中电力电子设备布置在壳体的径向外侧上。这意味着，电力电子设备布置在驱动单元的壳体的外侧上，具体地，是相对于两个电机中的至少一个电机的旋转轴线径向地布置。
在驱动单元的另一个有利实施例中，规定电力电子设备被配置为控制两个电机。电力电子设备以对应的方式电连接到两个电机。
为了最佳地集成到具有驱动单元的机动车辆的冷却系统中，规定流动系统具有流体接口，用于将流动系统连接到待配备或配备有驱动单元的机动车辆的冷却系统。该流体接口使得可以将离开热交换器的冷却剂转移到机动车辆的冷却系统并将其供给到该冷却系统中，使得驱动单元的冷却系统整体集成到配备有该驱动单元的机动车辆的冷却系统中。
电力电子设备可以进一步被配置为控制转子位置传感器和/或温度传感器，以确定两个电机中的至少一个电机中的温度。以对应的方式，用于与这些传感器接触的连接件设置在电力电子设备上。这些连接件优选地被设计用于低压范围。
流动系统可以进一步被设计成使得冷却剂也可以被供给到分离离合器，以用于冷却和/或润滑目的。
在一个另选实施例中，规定流动系统和分离离合器被布置和设计成使得冷却剂可以从流动系统被供给到分离离合器，以用于对该分离离合器进行液压致动的目的。
电力电子设备优选地包括电子设备壳体和至少一个连接元件，利用该至少一个连接元件，电子设备壳体机械地固定到驱动单元的壳体上。
根据本发明，不应该排除另外的中间层(诸如密封元件)位于连接元件与电子设备壳体和/或连接元件与驱动单元的壳体之间。
连接元件优选地针对每个电机设置并且位于相应电机的径向外侧。
在这种情况下，连接元件有利地还实现驱动单元的壳体相对于电力电子设备的流体密封，或者用于使管线元件从电力电子设备通向相应的电机的密封。相应地，连接元件密封电力电子设备所处的或电力电子设备所包围的干燥环境，以及由壳体所包围的内部形成的潮湿区域。
驱动单元的壳体可以具有用于管线元件的其他接口或衬套，用于控制液压系统、致动器系统和/或机电运行的驻车锁。
电力电子设备以相应的方式安装，即通过将布置在电力电子设备的壳体上的连接元件沿径向方向放置在驱动单元的壳体上，或者通过将电力电子设备的壳体沿径向方向放置在布置在驱动单元的壳体上的连接元件上。
此外，电力电子设备可以具有至少一个控制接口，用于连接机动车辆的控制装置和/或蓄能器，诸如电池。根据要连接的装置(诸如将配备根据本发明的驱动单元的机动车辆的控制装置)的数量，优选地提供多个此类控制接口。
在一个优选实施例中，驱动单元的流动系统至少部分地由壳体中的通道形成。根据本发明的驱动单元的这种配置满足了相应小的空间需求，因为在这些部分中不需要设置附加管线元件。
本发明的另一方面是一种驱动总成，该驱动总成具有根据本发明的驱动单元并且具有内燃发动机，该内燃发动机尤其间接地联接到或能够联接到第一电机的转子上以共同旋转。
内燃发动机经由第一轴连接或经由另一个联接装置连接到第一轴，在必要时中间插入振动阻尼器。
此外，根据本发明的驱动总成可以包括变速器或车轮驱动装置的输入元件，其中内燃发动机经由该驱动单元机械地连接到或能够机械地连接到该变速器或经由该驱动单元的分离离合器机械地连接到或能够机械地连接到该车轮驱动装置的输入元件。在一个有利的实施例中，该驱动总成包括至少一个车轮驱动轴，该车轮驱动轴经由变速器连接到驱动单元的输出轴，使得由输出轴实现的旋转运动可以通过变速器传递到车轮驱动轴。
另外，在内燃发动机与连接到第一电机的转子以共同旋转的第一轴之间，根据本发明的驱动总成可以具有第一传动级，以用于将由内燃发动机实现的旋转运动的速度转换到第一轴上的目的。
内燃发动机的输出元件可以是阻尼器单元或用于断开和闭合内燃发动机与驱动单元之间的转矩传递路径的离合器，或者阻尼器单元和离合器的组合。此外，输出元件可以具有内部齿合齿轮作为部件，该内部齿合齿轮与第一轴的外齿啮合，从而实现第一传动级。
本发明的另一方面是一种机动车辆，该机动车辆具有根据本发明的驱动总成以及机动车辆冷却系统，驱动单元的流动系统经由流体接口流体地联接到该机动车辆冷却系统。
附图说明
下文基于相关的技术背景并且参考示出优选实施例的相关附图上述发明进行详细说明。本发明绝不受纯粹的示意性附图的限制，但是应该指出的是，附图中示出的实施例不限于示出的尺寸。在附图中：
图1：以剖视图示出了根据本发明的驱动单元，
图2：以透视图示出了根据本发明的驱动单元，
图3：以透视图示出了图2中所示的驱动单元的细节，
图4：示出了电力电子设备的平面图，
图5：以透视图单独示出了电力电子设备，
图6：以透视图示出了组装之前的根据本发明的驱动单元和电力电子设备，并且
图7：示出了根据本发明的驱动单元的剖视图。
具体实施方式
图1示出了用于电力驱动式机动车辆、特别是混合动力车辆的传动系的驱动单元100，该驱动单元具有第一电机110和第二电机120，这两个电机均布置在共同的旋转轴线101上。第一电机110的转子111与旋转轴线101同轴布置，并且还与第二电机120的转子121同轴布置。第一电机110的定子112以及第二电机120的定子122被容纳在驱动单元100的壳体102中。
第一电机的转子111连接到第一轴130以共同旋转。第二电机120的转子121连接到输出轴140以共同旋转，该输出轴也可以称为变速器输入轴。
此外，驱动单元100包括分离离合器150，利用该分离离合器，第一电机110以及因此连接到第一轴130(该第一轴连接到第一电机110的转子111以共同旋转)的内燃发动机能够连接到或连接到输出轴以传递转矩。
在此处示出的实施例中，第一轴130被设计成两部分，即由中心空心轴132和定位在该空心轴132上并与其连接以共同旋转的毂133组成，其中毂133也以固定的方式连接到第一电机110的转子111。
毂133形成分离离合器150的径向内侧151或牢固地连接到分离离合器150的该输入侧。
分离离合器150的径向外侧152(该径向外侧实现分离离合器150的输出侧)连接到输出轴140以共同旋转。
分离离合器150是可切换的离合器，该可切换的离合器可以从断开状态切换到闭合状态，反之亦然。为此，将致动系统153分配给分离离合器150。
这样，当分离离合器150闭合时，转矩可以从第一轴130传递到输出轴140，反之亦然。
因此，在此处示出的实施例中，规定两个电机110、120串联布置，其中两个电机110、120的转子111、121或它们的旋转轴线同轴布置。
第一轴130或其中心空心轴132在输出轴140内部径向地行进，由此驱动单元100所需的总体积可以保持较小。
此外，此处示出的驱动单元100包括变速器160，该变速器与驱动单元100的输出轴140(也称为变速器输入轴)操作性连接，使得由输出轴140提供的转矩或由输出轴140实现的旋转运动可以经由变速器160被逐步增大或逐步减小地引导到机动车辆的另一个变速器单元，或者也可以被直接传递到机动车辆的驱动轮。
在此处示出的实施例中，该变速器160包括差动变速器170。
此外，变速器160包括第一齿轮161，该第一齿轮与输出轴140上的外齿141啮合。因此，通过第一齿轮161在驱动单元100中实现第二传动级162。该第一齿轮161联接到齿轮160的副轴163以共同旋转，该副轴的外齿164又与差动齿轮170的输入齿轮171啮合，从而实现第三传动级172。
驱动单元100是根据本发明的驱动总成200的类似所示的实施例的一部分。
该驱动总成200还具有内燃发动机(此处未示出)，该内燃发动机在连接到示出的连接件210时经由第一轴130联接到第一电机110的转子111以共同旋转，或者通过中间插入另一个联接件联接到其上。
所示的驱动总成200被设计成使得在用于内燃发动机(此处未示出)的连接件210与连接到第一电机110的转子111以共同旋转的第一轴130之间形成第一传动级142，以用于将由内燃发动机或其连接件210实现的旋转运动的速度传递到第一轴130的目的。
为此，提供了内燃发动机的输出元件220，该输出元件可以具有阻尼器单元221或用于断开和闭合内燃发动机与驱动单元100之间的转矩传递路径的离合器222，或者阻尼器单元221和离合器222的所示组合。
此外，输出元件220包括内部齿合齿轮223作为部件，该内部齿合齿轮与第一轴130的外齿131啮合，从而实现第一传动级142。
可以看出，在此处示出的示例性实施例中，输出元件220的旋转轴线与驱动单元100的旋转轴线101横向偏移。
这样，由内燃发动机(此处未示出)产生的旋转运动可以经由输出元件220和第一传动级142在第一轴130上被引导，使得位于其上的第一电机110的转子111可以被设置为处于旋转运动以便用作发电机。
当分离离合器150闭合时，所施加的旋转运动(可能由电动机驱动件通过第一电机110放大)可以从第一轴130传递到输出轴140。由于第二电机120的转子122共同旋转地连接到输出轴140，因此由第二电机120提供的转矩也可以被施加到输出轴140。
另选地，当分离离合器150断开时，仅第二电机120可以单独运行以便使输出轴140旋转。
输出轴140的旋转运动经由其外齿141被引导到所连接的齿轮160的第一齿轮161，在其中实现第二传动级162。
转矩或旋转运动从第一齿轮161被引导到副轴163，经由输入齿轮171从该副轴被供给到差动变速器170。
转矩从差动变速器170被传递到车轮驱动轴(此处未示出)，或者在必要时被传递到另一个变速器以逐步增大或减小转矩或速度。
所示的驱动总成200可以实现多种驱动状态，诸如单独运行内燃发动机以驱动机动车辆，或者添加第二电机和/或第一电机，以及在运行内燃发动机和/或第二电机期间同时运行第一电机的发电机，以及单独运行第二电机，或者恢复运行第一电机和/或第二电机。
图2以透视图示出了驱动单元，其中可以清晰地看到，电力电子设备1径向布置在壳体102外侧上并且位于电子设备壳体3中，该电子设备壳体由盖4封闭。
电池连接件6位于电力电子设备1上，从而形成用于连接蓄能器的控制接口。
在电子设备壳体3的盖4中，提供了车辆控制单元(此处未示出)的连接件5，该连接件特别可以被设计作为所谓的CAN连接件。因此，车辆控制单元的这种连接件5也是用于控制与机动车辆(根据本发明的驱动单元将集成在其中)的连接的控制接口。
还提供了机械地连接到电力电子设备1的热交换器40，该热交换器可以被设计作为热交换装置。
图3再次以透视图示出了电力电子设备，其中冷却剂连接件50在此处清晰可见，其形成用于将电力电子设备连接到冷却系统的流体接口。该冷却剂连接件50包括壳体102的入口51以用于冷却剂的入口，以及壳体102的出口52以用于冷却剂的出口。
图4从上方示出了处于组装状态的电力电子设备，其中分配给第一电机的第一连接元件10以及分配给第二电机的第二连接元件20在此处清晰可见。这些连接元件10、20用于机械连接，并且在必要时还用于将电力电子设备1流体密封在壳体102上。
在图5中可以更清晰地看到连接元件10、20，该图以透视图示出了电力电子设备1。此处可以看出，两个连接元件10、20布置在电子设备壳体3的下侧，其中这两个连接元件通过第一径向密封件11和第二径向密封件21与电子设备壳体3隔绝。
此外，从图5中可以看到组装方向60，该组装方向指示在组装期间将电子设备单元1沿径向方向放置在驱动单元100的壳体102上。
图6基本上示出了组装过程，其中此处还指示了组装方向60，以便示出在组装期间沿壳体102的径向外侧103的径向方向接近电力电子设备1，其中径向方向应被理解为是垂直于旋转轴线101的方向。
还可以看出，当沿着组装方向60进行该运动时，第二连接元件20与壳体102中的插座105接合，形成连接元件20的相对密封表面。
图7以通过驱动单元100的剖面示出了流动系统30。该流动系统由流动路径32限定，该流动路径通过壳体102中的通道104。
冷却剂31被引导通过这些通道104。
可以看出，冷却剂31通过入口51进入壳体102，然后通过入口33进入电力电子设备1或进入电子设备壳体3。在那里，冷却剂31流过电子设备壳体并通过出口34返回壳体102中的通道。
冷却剂31从那里进入热交换器40，在该热交换器中，由冷却剂31吸收的热量优选地被释放给另外的流体，该流体在此处未示出并且也流过热交换器40。
此后，冷却剂31可以被传递(以未示出的方式)到其中集成有驱动单元的机动车辆的冷却系统。
本发明的驱动单元和配备有该驱动单元的驱动总成构成允许以有效的方式并且以较低的空间需求来控制驱动单元的各个总成的设备。
附图标记列表
1 电力电子设备
2 控制连接件
3 电子设备壳体
4 电子设备壳体的盖
5 车辆控制单元的连接件
6 电池连接件
10 第一连接元件
11 第一径向密封件
20 第二连接元件
21 第二径向密封件
30 流动系统
31 冷却剂
32 流动路径
33 电力电子设备的入口
34 电力电子设备的出口
40 热交换器
50 冷却剂连接件
51 壳体的入口
52 壳体的出口
60 组装方向
100 驱动单元
101 旋转轴线
102 壳体
103 壳体的径向外侧
104 壳体中的通道
105 插座
110 第一电机
111 第一电机的转子
112 第一电机的定子
120 第二电机
121 第二电机的转子
122 第二电机的定子
130 第一轴
131 第一轴的外齿
132 中心空心轴
133 毂
140 输出轴
141 输出轴的外齿
142 第一传动级
150 分离离合器
151 分离离合器的径向内侧
152 分离离合器的径向外侧
153 致动系统
160 变速器
161 第一齿轮
162 第二传动级
163 副轴
164 副轴的外齿
170 差动变速器
171 输入齿轮
172 第三传动级
200 驱动总成
210 内燃发动机的连接件
220 输出元件
221 阻尼器单元
222 离合器
223 内部齿合齿轮

Claims (10)

1.一种用于电力驱动式机动车辆、特别是混合动力车辆的传动系的驱动单元(100)，所述驱动单元具有第一电机(110)和第二电机(120)以及输出轴(140)，其中所述第二电机(120)的转子(121)连接到所述输出轴(140)以共同旋转，并且其中所述驱动单元(100)还包括分离离合器(150)，通过所述分离离合器，所述第一电机(110)的转子(111)能够连接到或连接到所述输出轴(140)以传递转矩，其特征在于，所述驱动单元(100)还包括用于控制所述两个电机(110,120)中的至少一个电机的电力电子设备(1)以及用于实现冷却剂(31)的流动以至少部分地冷却所述电力电子设备(1)的流动系统(30)，其中所述驱动单元(100)作为所述流动系统(30)中的部件还包括热交换器(40)，所述冷却剂(31)能够借助于所述热交换器而被冷却。
2.根据权利要求1所述的驱动单元，其特征在于，所述驱动单元具有壳体(102)，在所述壳体中，所述两个电机(110,120)至少布置在一些区域中，其中所述电力电子设备(1)布置在所述壳体(102)的径向外侧(103)上。
3.根据前述权利要求中任一项所述的驱动单元，其特征在于，所述电力电子设备1被配置为控制两个电机(110,120)。
4.根据前述权利要求中任一项所述的驱动单元，其特征在于，所述流动系统(30)具有流体接口，用于将所述流动系统(30)连接到待配备或配备有所述驱动单元(100)的机动车辆的冷却系统。
5.根据前述权利要求中任一项所述的驱动单元，其特征在于，所述电力电子设备(1)进一步被配置为控制转子位置传感器和/或温度传感器，以确定所述两个电机(110,120)中的至少一个电机中的温度。
6.根据权利要求2至5中任一项所述的驱动单元，其特征在于，所述电力电子设备(1)包括电子设备壳体(3)和至少一个连接元件(10,20)，利用所述至少一个连接元件，所述电子设备壳体(3)机械地固定到所述驱动单元(100)的所述壳体(102)上。
7.根据前述权利要求中任一项所述的驱动单元，其特征在于，所述电力电子设备(1)具有至少一个控制接口，用于连接机动车辆的控制装置和/或蓄能器，诸如电池。
8.根据前述权利要求中任一项所述的驱动单元，其特征在于，所述流动系统(30)至少部分地由所述壳体(102)中的通道(104)形成。
9.一种驱动总成，所述驱动总成具有根据权利要求1至8中任一项所述的驱动单元(100)并且具有内燃发动机，所述内燃发动机联接到或能够联接到所述第一电机(110)的所述转子(111)以共同旋转。
10.一种机动车辆，所述机动车辆包括根据权利要求9所述的驱动总成以及机动车辆冷却系统，所述驱动单元(100)的所述流动系统(30)经由所述流体接口流体地联接到所述机动车辆冷却系统。
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KR20210022562A (ko) 2021-03-03
DE112019003073A5 (de) 2021-05-20
US11951974B2 (en) 2024-04-09
WO2019242800A1 (de) 2019-12-26

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