CN112566807A - Hydraulic system and drive unit - Google Patents

Hydraulic system and drive unit Download PDF

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Publication number
CN112566807A
CN112566807A CN201980053185.3A CN201980053185A CN112566807A CN 112566807 A CN112566807 A CN 112566807A CN 201980053185 A CN201980053185 A CN 201980053185A CN 112566807 A CN112566807 A CN 112566807A
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CN
China
Prior art keywords
hydraulic system
clutch
electric machine
valve
clutch actuator
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Pending
Application number
CN201980053185.3A
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Chinese (zh)
Inventor
M·格伦茨霍伊泽
R·维勒克
M·格雷特勒
C·迈尔
A·帕尔门
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication date
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Publication of CN112566807A publication Critical patent/CN112566807A/en
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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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/26—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
    • 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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0476—Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3483—Parking lock mechanisms or brakes in the transmission with hydraulic actuating means
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission
    • F16H63/483—Circuits for controlling engagement of parking locks or brakes
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0227—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices
    • F16D2048/0233—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation
    • F16D2048/0245—Electrically driven rotary pumps
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
    • F16D2048/0275—Two valves arranged in parallel, e.g. one for coarse and the other for fine control during supplying or draining fluid from the actuation cylinder
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H2061/0037—Generation or control of line pressure characterised by controlled fluid supply to lubrication circuits of the gearing
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The present invention relates to a hydraulic system for supplying at least one electric motor with fluid for effecting cooling and actuation of clutch means. The invention further relates to a drive unit for an electrically driven vehicle drive train. The hydraulic system (1) comprises a volume flow source (10), in particular a pump, as well as an electric motor (110,120) to be cooled and a clutch actuator (3) for actuating the clutch device (2), and a switching device (21), by means of which a fluid volume flow from the volume flow source (10) is supplied to the electric motor (110,120) and the clutch actuator (3) in succession.

Description

Hydraulic system and drive unit
Technical Field
The invention relates to a hydraulic system for supplying at least one electric machine, in particular an electric machine of a hybrid module, with a fluid for cooling at least one rotating part of the electric machine and for actuating a clutch device. The present invention also relates to a drive unit for a drive train of an electrically driven motor vehicle, in particular a hybrid motor vehicle, with a hydraulic system according to the invention.
More particularly, the present invention relates to a hydraulic actuator that may be used in a series hybrid transmission.
Background
Drive devices for hybrid vehicles are known from the prior art, which devices essentially comprise an internal combustion engine, a first electric machine and a second electric machine.
For this purpose, DE 102015222690 a1, DE 102015222691 a1 and WO 2017084887 a1 describe control methods for such drives, during which the drive can be operated in a plurality of operating modes.
A series hybrid mode is mainly described in DE 102015222690 a1, in which transmission torque is produced by the second electric machine and the internal combustion engine drives the first electric machine to generate electric energy. A description is given of how the internal combustion engine operates at an operating point, for which the overall efficiency of the drive device depends on the efficiency of the internal combustion engine and the efficiency of the first electric machine.
In documents DE 102015222691 a1 and WO 2017084887 a1, a performance-oriented and consumption-oriented mode is described, wherein each mode depends on the conditions. The condition includes increasing the target drive value to an intermediate value between an engine threshold value representing a maximum drive value in a parallel hybrid mode in which only the engine produces transmission torque and a parallel hybrid mode threshold value representing a maximum drive value in a parallel boost hybrid mode of the engine.
DE 102015222692 a1, WO 2017084888 a1, DE 102015222694 a1 and WO 2017084889 a1 describe a method for operating a drive of a hybrid vehicle and thus for driving drive wheels, for which the drive comprises an internal combustion engine, a first electric machine coupled to the internal combustion engine, a second electric machine, a battery and a main clutch between the internal combustion engine and the drive wheels.
DE 102015222692 a1 and WO 2017084888 a1 describe that the drive device is operated in one of three operating modes, namely an electric-only mode, a series hybrid mode or a parallel hybrid mode, wherein the transmission torque provided when switching from the first operating mode to the second operating mode corresponds to a suitably selectable profile between the transmission torques provided before and after the switching.
DE 102015222694 a1 and WO 2017084889 a1 disclose that a gearbox is also arranged between the internal combustion engine and the drive wheels.
In addition, the documents mentioned describe a hybrid vehicle having a hybrid drive.
DE 102016213318 a1 discloses a method in the form of a hysteresis control for maintaining a pressure level of a hydraulic fluid in a hydraulic actuator device, in particular a pressure level above a target pressure value assigned to an operating point, for which a hydraulic cylinder is connected to a source of volume flow via a hydraulic fluid-filled pressure line in the hydraulic actuator device and the operating point corresponds to the position of the actuator device.
WO2012/113368a1 discloses a hydraulic device, in particular for actuating a clutch, having a hydraulic working cylinder which is arranged in the vicinity of the clutch and to which the working cylinder is connected via a hydraulic line to a source of volumetric flow. The volume flow of the volume flow source can be influenced by a control unit as a function of signals emitted by sensors assigned to the hydraulic devices. The volume flow source is formed by a combination or unit arranged in one common housing and containing an electric motor and a pump.
It is also known to cool electric machines, which are designed primarily as wet motors, by means of a hydraulic system in order to be able to operate them in an optimum temperature range and thus in an optimum efficiency range.
Hybrid vehicles, which are repeatedly described in the prior art, comprise an internal combustion engine, a first and a second electric machine, at least one drive wheel, a main clutch and a first and a second clutch. For this purpose, a main clutch is arranged between the internal combustion engine and the drive wheels, a first clutch is arranged between the first electric machine and the output shaft of the internal combustion engine, and a second clutch is arranged between the second electric machine and the drive wheels.
Disclosure of Invention
In view of this, it is an object of the invention to provide a hydraulic system and a drive unit equipped with such a hydraulic system, by means of which an electric drive can be cooled and operated at low cost, with energy and space saving, in particular in conjunction with an internal combustion engine.
This object is achieved by a hydraulic system according to claim 1 of the present invention and by a drive unit according to claim 11 of the present invention. Advantageous embodiments of the hydraulic system are specified in the dependent claims 2-10.
The features of the claims can be combined in any technically reasonable manner and method, wherein reference is also made to the description in the following description and to the features in the drawings, which comprise supplementary embodiments of the invention, for this purpose.
The invention relates to a hydraulic system for supplying at least one electric machine, in particular an electric machine of a hybrid module, with a fluid in order to cool at least one rotating part in the electric machine and to actuate a clutch device, in particular a clutch device of the hybrid module. The hydraulic system comprises a source of volumetric flow, in particular a pump, as well as an electric motor to be cooled and a clutch actuator for actuating the clutch device. The hydraulic system also has a switching device by means of which the fluid volume flow from the volume flow source is supplied in turn to the electric motor or to the clutch actuator.
In this case, it is not to be excluded that the switching device is arranged accordingly, so that the cooling of the electric machine and the clutch actuator can also be provided at the same time.
The primary function of the invention is therefore to cool the electric machine and the secondary function is clutch actuation.
This results in the pump being designed for the volume flow required for the cooling function. The pressure level for the clutch actuation is then derived from this volume flow. This gives a low-pressure system which is designed for pressures in the range of about 10 bar.
Furthermore, it is advantageous to design the hydraulic system,
it comprises a control device which is set in a targeted manner such that it can correspondingly control the switching device in order to supply the motor or the clutch actuator in turn. In this case, the control device can also be designed as a regulating device.
The control device should advantageously be provided for this purpose such that the changeover device switches over from cooling the electric machine to supplying the clutch actuator when the fluid pressure at the clutch actuator falls below a defined lower threshold value; and the switching means will switch from supplying the clutch actuator to cooling the electric machine when the fluid pressure at the clutch actuator rises above a prescribed upper threshold value.
Accordingly, the control device is provided to execute the hysteresis control. In this case, the clutch actuator can press the actuated clutch device too much to reduce the average hydraulic pressure level.
This means that the clutch device is pressed with a higher maximum force than necessary for transmitting the maximum torque, and the hydraulic device segments are then connected via the valve positions. Although the clutch actuator can now ensure cooling again, the pressure in the clutch section and thus the torque that can be transmitted across the clutch device will decrease due to leakage losses. Once the transferable torque drops below the lower threshold, the clutch branch is reconnected to the volume flow source and the pressure is increased again. By this control it is ensured that undesirable slip on the clutch device does not occur, but at the same time the pressure level in the system is kept low for cooling most of the time. In a hybrid vehicle equipped with the hydraulic system according to the invention, therefore, valuable energy can be saved by means of the linear influence of the pressure on the energy consumption of the pump or of the volumetric flow source.
In this respect reference should also be made to the disclosure in DE 102016213318 a1, the subject of which is a method for maintaining a hydraulic pressure level in a hydraulic actuating device, in particular a pressure level above a target pressure value assigned to an operating point.
The disclosure of this document is hereby expressly incorporated in the present application if pressure regulation is concerned.
In one embodiment of the switching device, it is provided that the device is a first reversing valve, in particular a two-position three-way valve. The valve can be designed as a so-called seat valve or as a slide valve.
In an advantageous embodiment, the hydraulic system can also have a pressure relief device for the targeted pressure relief at the clutch actuator, for which purpose the pressure relief device is essentially a second directional control valve. The second switching valve may be, in particular, a two-position two-way valve.
For the purpose of pressure reduction at the clutch actuator, provision can also be made for the pressure reduction device to be used as a drainage device for draining off fluid, wherein for this purpose the hydraulic system advantageously has a storage device for receiving the drained fluid and/or for supplying a sufficient amount of fluid to the cooling device or the clutch actuator.
In particular, it is provided that the first switching valve is a two-position, two-way valve, and that a non-return valve is arranged between the switching valve and the clutch actuator in order to prevent a volume flow from the clutch actuator to the first switching valve.
In an alternative embodiment, it is provided that the first reversing valve is a two-position, three-way valve and the volume flow source is a pump which can be operated in opposite directions, wherein a first output side of the pump is fluidically connected to the first reversing valve for a first flow direction and a second output side of the pump is fluidically connected to the pressure reduction device for a second flow direction. A non-return valve is arranged between the second output side of the pump and the storage device to prevent backflow to the storage device.
The hydraulic system is preferably designed for a pressure range of maximally 10 bar. The hydraulic circuit should preferably be designed with low leakage. For this purpose, storage means are provided for receiving the returned fluid and for forming a reservoir for the fluid which is required again.
The hydraulic system according to the invention may also have a so-called integral actuator, which comprises the control device as a compact constructional unit, and an electric motor for driving the source of volume flow. The electric motor is connected in particular to a control device using a control technique, so that the control device can control the electric motor as a function of the volumetric flow source. For this purpose, the electric motor can be integrated in a valve plate which is part of the integral actuator. Furthermore, pressure sensors and the valves mentioned can be integrated into the integral actuator 80. The control device is then connected directly to the valve to be actuated, preferably by plug-in contact.
The hydraulic system may furthermore have a coupling device, in particular a separating clutch, for transmitting torque from the connected internal combustion engine and/or at least one electric machine to the output element, with a clutch actuator of the hydraulic system being provided for actuating the coupling device and being in fluid connection therewith.
The electric machine is provided as part of the hybrid module to provide torque when delivering electrical energy to drive the vehicle or assist an attached internal combustion engine in this manner, and/or to provide torque when generating torque on the electric machine to operate in a generator-driven mode and to provide electrical energy in this manner. The torque generated at the electric machine can be generated by a connected internal combustion engine or by the drive train or wheels of the motor vehicle, so that its kinetic energy is partially converted into electrical energy by means of the electric machine.
Hybrid modules for hybrid drive are correspondingly equipped with a clutch device and an internal combustion engine, the torque of which can be transmitted directly to the output element of a drive train of a motor vehicle equipped with the clutch device.
The output element is preferably designed accordingly, so that the input element of the gearbox or wheel drive can be connected thereto.
The actuator can have an integrated electronic control device and/or integrated valves.
The pressure control of the clutch device can be effected via the clutch actuator and/or via a corresponding valve, which is provided for pressure relief.
In a further advantageous embodiment of the hydraulic system according to the invention, the system comprises a hydraulic parking lock which can be or is already fluidically connected to the volume flow source via a third switching valve, so that the hydraulic parking lock can be actuated during operation of the volume flow source.
Depending on the operation of the volume flow source and the switching position of the third directional control valve, a rotary motion can thus be locked in the drive train of a vehicle equipped with the hydraulic system.
The hydraulic parking lock is preferably designed to lock in the normal state.
When the motor vehicle and the associated hydraulic system are operating, a corresponding fluid pressure can be applied, so that the hydraulic parking lock is continuously pressurized and is transferred into the open state and held there.
The third reversing valve is preferably a two-position, four-way valve which is connected to the side of the volume flow source on which the actuating line or the clutch device connected thereto is also provided.
Another aspect of the invention relates to a drive unit for a drive train of an electrically driven motor vehicle, in particular a hybrid motor vehicle, having a hydraulic system according to the invention and a first electric machine and a second electric machine and an output shaft which likewise serves as a transmission input shaft, wherein the rotor of the second electric machine is connected in a rotationally fixed manner to the output shaft, while the rotor of the first electric machine and an internal combustion engine, which is connected to a first shaft, which is connected in a rotationally fixed manner to the rotor of the first electric machine, can be connected or connected to the output shaft by means of a separating clutch in order to achieve torque transmission.
The drive unit is preferably designed as a hybrid module and comprises an input element for the rotationally fixed coupling of an internal combustion engine, so that the internal combustion engine and the first electric machine are rotationally coupled or can be coupled to one another.
In particular, it is provided that only one separating clutch is included in the drive unit designed as a hybrid module.
For this purpose, the hydraulic system according to the invention is provided to cool at least one of the two electric machines and to actuate the clutch device via the clutch actuator.
In particular, two electric machines are arranged in series. In a preferred embodiment, it is provided that the rotors of the two electric machines or their axes of rotation are arranged coaxially. In addition to cooling the motor, the volume flow used for this purpose can also be used for cooling the rotary bearing of the drive system.
A disconnect clutch is a switchable clutch that can be switched from an open state to a closed state and vice versa.
The drive unit can be designed accordingly, so that the first shaft, which is fixedly connected to the rotor of the first electric machine, is arranged radially inside the output shaft, which is fixedly connected to the rotor of the second electric machine. For this purpose, the first shaft can be designed in segments, i.e., as a centrally extending hollow shaft, on which a rotationally fixed hub is arranged in part, which in turn is rotationally fixed to the rotor of the first electric machine. The radially inner side of the separating clutch can then be connected in a rotationally fixed manner to the hub on the first electric machine, and the radially outer side of the separating clutch can be connected to an output shaft which is connected in a rotationally fixed manner to the rotor of the second electric machine.
Furthermore, the drive unit may have a gearbox which is operatively connected to an output shaft of the drive unit, which output shaft also serves as a gearbox input shaft, so that the torque provided by the output shaft or the rotational movement effected by the output shaft can be transmitted via the gearbox to another gearbox unit of the motor vehicle in an upgraded or downgraded manner, or also directly to the drive wheels of the motor vehicle.
The gearbox may comprise or be designed as a differential gearbox. For this purpose, the gearbox may comprise a first gear wheel which meshes with external teeth on the output shaft. In this way, the first gear wheel realizes the second transmission stage in the drive unit. The first gear wheel is then coupled in a rotationally fixed manner to a drive shaft of the gearbox, the outer toothing of which in turn meshes with an input gear wheel of the differential gearbox, whereby a third gear stage is realized.
The drive unit can also be designed accordingly, so that
The system comprises a first flow system for circulating a first liquid through the drive unit to at least partially cool the at least one electric motor and a second flow system for circulating a second liquid.
The first flow system and the second flow system are then arranged and designed accordingly, so that heat can be transferred from the first liquid in the first flow system to the second liquid in the second flow system.
Another embodiment of the invention is a drive unit having a drive unit according to the invention and having an internal combustion engine which is or can be coupled to the rotor of the first electric machine in a rotationally fixed manner.
The drive is advantageously designed such that the first transmission stage is arranged between the internal combustion engine and a first shaft, which is connected in a rotationally fixed manner to the rotor of the first electric machine, in order to transmit the rotational speed of the rotary motion effected by the internal combustion engine to the first shaft.
The output element of the internal combustion engine can then be a damper unit or also a clutch for opening and closing the torque transmission path between the internal combustion engine and the drive unit, or also as a combination of a damper unit and a clutch.
Furthermore, the output element can have an internal gear as a component, which meshes with the external toothing of the first shaft and thus implements the first transmission stage.
In another embodiment, the drive device further comprises at least one wheel drive shaft which is connected to the output shaft of the drive unit via a gearbox, so that a rotational movement effected by the output shaft can be transmitted to the wheel drive shaft via the gearbox.
Drawings
The above invention will be explained in detail below in the context of the relevant art with reference to the relevant drawings, which are intended to show advantageous embodiments. The purely schematic drawing does not impose any limitation on the invention, it being noted here that: the embodiments shown in the drawings are not limited to the dimensions shown. Wherein
FIG. 1: a graph with a torque curve is shown,
FIG. 2: a velocity-time diagram, in which the velocity is plotted against time,
FIG. 3: according to a first embodiment of the hydraulic system according to the invention,
FIG. 4: according to a second embodiment of the hydraulic system according to the invention,
FIG. 5: according to a third embodiment of the hydraulic system according to the invention,
FIG. 6: according to a fourth embodiment of the hydraulic system according to the invention,
FIG. 7: according to a fifth embodiment of the hydraulic system according to the present invention,
FIG. 8: according to a sixth embodiment of the hydraulic system according to the invention,
FIG. 9: according to a seventh embodiment of the hydraulic system according to the invention,
FIG. 10: two perspective views of the monolithic actuator are shown,
FIG. 11: according to an eighth embodiment of the hydraulic system according to the invention,
FIG. 12: according to a ninth embodiment of the hydraulic system according to the invention,
FIG. 13: according to a tenth embodiment of the hydraulic system according to the invention,
FIG. 14: according to an eleventh embodiment of the hydraulic system according to the present invention,
FIG. 15: drive unit with a hydraulic system according to the invention.
Detailed Description
In fig. 1, a hysteresis control is shown, which can be performed with the hydraulic system according to the invention. As shown in fig. 1, the variation of the torque M with time t is shown at this time. A curve can be seen which forms a lower threshold 70 after a linear increase. Furthermore, a second curve is shown in linear increase plus superposition, which curve represents the upper threshold 71 in each time interval. The lower threshold value 70 corresponds to the required clutch torque Mn and the upper threshold value 71 corresponds to the adjusted clutch torque Mr. It can be seen that the torque M is adjusted accordingly over time t, so that the torque corresponding to the lower threshold value 70 is increased in the shortest time until it reaches the value of the adjusted clutch torque Mr or the upper threshold value 71. After which the torque M can drop again, i.e. in the so-called lag time tH. During this lag time tH, the fluid provided by the volumetric flow device may be used to cool one or more motors.
Thus, by this control, the differential clutch torque Md is achieved between the adjusted clutch torque Mr and the required clutch torque Mn.
Especially when looking together with fig. 2 shown below, it can be seen that the volumetric flow source or pump only needs to be operated when the torque M needs to be increased above the required clutch torque Mn, i.e. until the upper threshold value 71 is reached.
The basic structure of the hydraulic system 1 according to the invention is shown in fig. 3. In the embodiment shown here, it comprises a clutch actuator 3 in the form of a so-called CSC (concentric slave cylinder), which is mechanically connected to a clutch device 2 to be actuated. The hydraulic system 1 furthermore comprises a cooling line 4 which is in fluid connection with the source 10 of the volume flow and leads to the device to be cooled, for example an electric motor. The hydraulic system 1 furthermore comprises an actuation line 5 which is likewise fluidically connected to the volume flow source 10 and leads to the hydraulically actuated clutch actuator 3. A switching device 21, which in the embodiment shown here is designed as a first directional control valve 30, is arranged fluidically between the volumetric flow source 10 and the device to be cooled or the clutch actuator 3. Downstream of the first flow direction 12, in which the switching device 21 or the first switching valve 30 is implemented, it is connected to the first output side 11 of the volume flow source 10. In the embodiment shown here, the first direction valve 30 is a two-position, three-way valve. The cooling line 4 is connected to a first output of the first direction valve 30, while the actuation line 5 is connected to a second output of the first direction valve 30. On the input side, a volume flow source 10 or pump is fluidly connected to the storage device 60 via a suction filter 72, in order to supply fluid from the storage device 60 to the cooling line 4 or the actuating line 5 by means of the switching device 21.
In the flow path between the clutch actuator 3 and the storage device 60, a second switching valve 50 is arranged, which in the embodiment shown here is a two-position, two-way valve 52. In this case, the second directional control valve 50 is likewise designed as a pressure reduction device 51.
The control device 20 is connected by control technology to the volume flow source 10 and to the first and second directional control valves 30, 50 in order to actuate or adjust these elements according to the respective requirements for cooling or actuating the clutch actuator 3.
During operation of the volumetric flow source 10, it delivers fluid from the reservoir 60 to the switching device 21. Depending on the position of the switching device 21, the pumped fluid is either supplied to the cooling line 4 or via the actuating line 5 to the clutch actuator 3 for actuating the clutch device 2. When the clutch actuator 3 is reset, fluid can again flow back to the reservoir 60, depending on the position of the second directional valve 50. It can be seen that the electric machine can thus be supplied with fluid in sequence for cooling or for actuating the clutch actuator 3. A small volume flow source 10 must be provided in a corresponding manner or relatively little energy must be applied in order to maintain cooling and lubrication in the hybrid drive and to ensure the required contact pressure for transmitting the required clutch torque.
The first switching valve 30 shown here is a seat valve, which has a seat at least in the clutch branch. The second direction valve 50 is preferably closed in the non-energized state, however, the invention is not limited in this respect, so that the second direction valve 50 can also be designed as a valve which is open when not energized.
In fig. 4-9, a different embodiment or variant of the hydraulic system 1 is shown compared to the embodiment shown in fig. 3, so that in the following the different points of the embodiments shown in fig. 4-9 will mainly be considered.
In particular, when integrating the hydraulic system into a transmission, the suction line, which is connected on the input side to the volume flow source 10, should be prevented from idling. For this purpose, as shown in fig. 4, an additional idle protection 73 is provided between the reservoir 60 and the volume flow source 10. As shown in fig. 4, the idle protection 73 may be a fixed component of the suction filter 72 therebelow. Alternatively, the idle protection 73 can also be integrated directly in the housing surrounding the volumetric flow source 10, see fig. 5. This has the advantage of a small number of components to be assembled.
In a further alternative embodiment of the hydraulic system, as shown in fig. 6, provision is made for the first check valve 40 to be arranged in the flow path between the storage means 60 in the volume flow source 10. For example, the first check valve 40 may be a flap check valve.
In contrast to the variant shown in fig. 3, fig. 7 shows an embodiment in which the two directional control valves 30, 50 are designed as two-position, three-way valves.
In the embodiment shown in fig. 8, the first switching valve 30 is designed as a two-position, three-way valve 31, and the second switching valve 50 is a two-position, two-way valve 52. In the flow path between the switching device 21 and the clutch actuator 3, this valve is combined as a slide valve with the second non-return valve 41, which can be realized at low cost. The second switching valve 50 can be designed as a proportional seat valve in order to controllably release the pressure from the clutch actuator 3.
In the embodiment variant shown in fig. 9, the second reversing valve 50 is again designed as a two-position, two-way valve 52, and, as in the embodiment described in fig. 8, there is a second non-return valve 41. It is further provided that the volume flow source 10 can be fed in both directions, so that a second flow direction 14 can be realized on the second output side 13 of the volume flow source 10. In order to achieve a volume flow in the first flow direction 12 when the volume flow source 10 is in operation, the cooling line 4 can be correspondingly supplied with fluid and thus cooled; and actuates the clutch actuator 3 in the manner described after the switching of the switching device 21. During operation of the switching volume flow source 10, it can deliver fluid via the second output side 13 in the second flow direction 14, thus ensuring a direct supply of fluid to the clutch actuator 3 depending on the switching position of the second directional control valve 50. The first check valve 40 prevents fluid from flowing back into the suction filter 72 or the reservoir 60. In this embodiment, the second directional valve 50 is preferably hydraulically actuated, so that an electromagnet for actuating the valve can be omitted. The second switching valve 50 is designed as a seat valve, the piston of which can be equipped with a seal without this increasing the risk of malfunction because of the friction generated, because the force provided by the hydraulic pressure is significantly greater than the force required to move the piston and the force that can be provided by means of an electromagnet.
Another aspect of the invention is the possible compact design of the hydraulic system and the connected set in the integral actuator 80, which is shown in the two perspective views of fig. 10. The integral actuator 80 comprises a control device 20 and a valve plate 81 mechanically connected thereto, in which a motor can be integrated for driving the volumetric flow source. An adapter plate 82 is arranged opposite the control device 20, in which adapter plate or on which the volumetric flow source 10 can be or is mechanically connected.
Furthermore, pressure sensors and the valves mentioned can be integrated into the integral actuator 80. The control-related connection between the control device 20 and the valve to be actuated can be effected directly on the control device 20 by means of plug-in contacts. Such a compact unit can be tested individually in a simple manner and assembled in a simple manner.
Fig. 11 and 12 show further variants of the hydraulic system 1 according to the invention.
In this case, the second reversing valve is omitted, but only the first reversing valve 30 and the volume flow source 10 need be provided, which can be operated with reverse steering. The volume flow source 10 shown in fig. 11 and 12 therefore has a first output side 11 and a second output side 13, so that a first flow direction 12 and a second flow direction 14 in the opposite direction can be achieved. The volume flow source 10 therefore also has a switching device 21, which can be switched accordingly, so that fluid can be supplied both to the cooling line 4 and to the actuating line 5 for actuating the clutch actuator 3. Furthermore, the two embodiments shown in fig. 11 and 12 also comprise a third check valve 42 and a fourth check valve 43. In this way, the second switching valve 50 can be dispensed with, since all functions can be performed with the volume flow source 10 being reversed, and no fluid needs to be returned to the storage device 60. For this purpose, the non-return valves 40, 41, 42, 43 are designed for a low pressure drop. In the embodiment shown in fig. 11, the first switching valve 30 acts as a so-called shut-off valve, with which the clutch actuator 3 for the storage device can be taught.
Other embodiments of the hydraulic system variants shown in fig. 11 and 12 are shown in fig. 13 and 14.
In this case, a hydraulic parking lock 90 is essentially added, which is fluidically coupled to the volume flow source 10, i.e., via a third directional control valve 20.
The hydraulic parking lock 90 comprises a catch 94 which, when actuated hydraulically, can engage in a locking tooth 95 of a rotating part of a drive unit, which is equipped with a hydraulic system.
The hydraulic parking lock 90 comprises a piston-cylinder unit 96, which is fluidically coupled to the third directional control valve 92 via a parking lock line 91, for which a translational movement of the piston-cylinder unit 96 can be transmitted to a catch 94 of the hydraulic parking lock 90.
The hydraulic parking lock 90 is preferably designed to be locked in the normal state.
When the motor vehicle and the associated hydraulic system are operating, a corresponding fluid pressure can be applied, so that the hydraulic parking lock 90 is continuously pressurized and is transferred into the open state and held there.
The third switching valve 92 is preferably a two-position, four-way valve which is connected to the side of the volume flow source 10 on which the actuating line 5 or the coupling device 2 connected thereto is also arranged.
The third switching valve 92 is accordingly integrated, so that the piston-cylinder unit 96 can be emptied into the storage device 60.
In the actuated position, the piston-cylinder unit 96 is connected to the volume flow source 10, so that the parking lock 90 is actively designed.
During this time, the hydraulic system branch to the clutch device 2 is in the locked position or open in the direction of the storage device 60.
Once the hydraulic parking lock mechanism 90 is engaged, this state is maintained by the holding magnet 97. The hydraulic parking lock 90 will automatically adjust back to the unlocked state as long as the holding magnet 97 is not energized
For a controllable engagement of the hydraulic parking lock 90, the volume flow source 10 can first release the load of the holding magnet 97 via the third switching valve 92 and then controllably output the fluid.
The state of the hydraulic parking lock 90 may be monitored by a stroke sensor.
The hydraulic system can also be designed such that the drain line connected to the piston/cylinder unit 690 is fluidically connected to the cooling line 4, so that, in the event of a failure of the holding magnet 97, the hydraulic parking lock 90 can be kept open and the vehicle can be kept free under suitable pressure conditions by means of the return pressure of the cooling line 4.
Fig. 15 shows a drive unit 100 for a drive train of an electrically drivable motor vehicle, in particular a hybrid motor vehicle, having a first electric machine 110 and a second electric machine 120, which are arranged on a common axis of rotation 101. The rotor 111 of the first electric machine 110 is arranged coaxially with the rotation axis 101 and the rotor 121 of the second electric machine 120.
The two electric machines 110,120 can be cooled by the hydraulic system 1 according to the invention or the actuating system 153 can be braked as a clutch actuator 3 by the hydraulic system 1 according to the invention.
The stator 112 of the first motor 110 and the stator 122 of the second motor 120 are positioned in the housing 102 of the drive unit 100.
The rotor 111 of the first electric machine is connected to the first shaft 130 in a rotationally fixed manner.
The rotor 121 of the second electric machine 120 is connected in a rotationally fixed manner to an output shaft 140, which can also serve as a transmission input shaft.
The drive unit 100 also comprises a separating clutch 150, by means of which the first electric machine 110 and an internal combustion engine, which is connected to the first shaft 130 and is connected in a rotationally fixed manner to the rotor 111 of the first electric machine 110, can be connected or connected to the output shaft for torque transmission.
The drive unit according to the invention can therefore also be driven as a series hybrid, with the possibility of passing the connected internal combustion engine through to the wheels in a motor vehicle equipped with the internal combustion engine.
In the embodiment shown here, the first shaft 130 is of two-part design, namely, it is formed by a centrally extending hollow shaft 132 and a hub 133 which is arranged on the hollow shaft 132 and is connected to it in a rotationally fixed manner, for which purpose the hub 133 is in turn fixedly connected to the rotor 111 of the first electric machine 110.
The hub 133 forms the radially inner side 151 of the separator clutch 150 or is fixedly connected to this input side of the separator clutch 150.
The radially outer side 152 of the separating clutch 150 forms the output side of the separating clutch 150 and is connected in a rotationally fixed manner to the output shaft 140.
The disconnect clutch 150 is a switchable clutch that can be switched from an open state to a closed state and vice versa. For this purpose, the disconnect clutch 150 is assigned to an actuating system 153.
This allows torque to be transferred from the first shaft 130 to the output shaft 140 and vice versa when the disconnect clutch 150 is closed.
In the embodiment shown here, it is therefore provided that the two electric machines 110,120 are arranged in series, wherein the rotors 111, 121 of the two electric machines 110,120 or their axes of rotation are arranged coaxially.
The first shaft 130 or its centrally running hollow shaft 132 now runs radially inside the output shaft 140, as a result of which the overall required installation volume of the drive unit 100 can be reduced.
Furthermore, the drive unit 100 shown here comprises a gearbox 160 which is operatively connected to an output shaft 140 of the drive unit 100, which output shaft also serves as a gearbox input shaft, so that the torque provided by the output shaft 140 or the rotary motion effected by the output shaft 140 can be transmitted via the gearbox 160 either incrementally or incrementally to another gearbox unit of the motor vehicle or else directly to the drive wheels of the motor vehicle.
In the embodiment shown here, the gearbox 160 comprises a differential gearbox 170.
Furthermore, the gearbox 160 comprises a first gear wheel 161 which meshes with the external toothing 141 on the output shaft 140. In this way, the first gear wheel 161 realizes the second gear stage 162 in the drive unit 100. The first gear 161 is now coupled in a rotationally fixed manner to a drive shaft 163 of the gearbox 160, whose outer teeth 164 in turn mesh with an input gear 171 of the differential gearbox 170, so that a third gear stage 172 is realized.
In the embodiment of the drive device 200 also shown here, the drive unit 100 is a constituent part thereof.
The drive 200 also has an internal combustion engine, not shown here, which is coupled in a rotationally fixed manner via the first shaft 130 to the rotor 111 of the first electric machine 110 when connected to the illustrated interface 210, or which can be coupled with the interposition of a further clutch.
The illustrated drive 200 is designed accordingly such that a first transmission stage 142 is formed between a connection 210 for an internal combustion engine (not illustrated here) and the first shaft 130, which first shaft 130 is connected in a rotationally fixed manner to the rotor 111 of the first electric machine 110, in order to transmit the rotational speed of the rotary motion effected by the internal combustion engine or its connection 210 to the first shaft 130.
For this purpose, an output element 220 of the internal combustion engine is provided, which element may have a damper unit 221 or a clutch 222 for opening and closing a torque transmission path between the internal combustion engine and the drive unit 100, or a combination of the damper unit 221 and the clutch 222 as shown.
Furthermore, the output element 220 comprises an internal gear 223 as a component, which meshes with the external toothing 131 of the first shaft 130 and thus implements the first transmission stage 142.
It can be seen that in the embodiment shown here, the rotational axis of the output element 220 is laterally offset with respect to the rotational axis 101 of the drive unit 100.
In this way, the rotational movement generated by the internal combustion engine (not shown here) can be transmitted via the output element 220 and the first transmission stage 142 to the first shaft 130, so that the rotor 111 of the first electric machine 110 located thereon can be set into rotational movement to operate as a generator.
When the separator clutch 150 is closed, the resulting rotational movement can be transmitted from the first shaft 130 to the output shaft 140, possibly augmented by an electric motor drive via the first electric machine 110 if necessary. The torque provided by the second electric machine 120 can likewise be applied to the output shaft 140 on the basis of the rotationally fixed connection of the rotor 122 of the second electric machine 120 to the output shaft 140.
Alternatively, when the disconnect clutch 150 is open, only the second motor 120 can be operated alone to rotate the output shaft 140.
The rotational movement of the output shaft 140 is transmitted via its outer toothing 141 to the first gear wheel 161 of the connected gearbox 160, which now realizes the second gear stage 162.
Torque or rotational motion is transferred from the first gear 161 to the transfer shaft 163, from there through the input gear 171 of the differential gearbox 170.
Torque is transmitted from the differential gearbox 170 to a wheel drive shaft, not shown here, or from another gearbox, if necessary, to increase or decrease the torque or the rotational speed.
The illustrated drive 200 makes it possible to achieve a plurality of driving states, for example, a single operation of the internal combustion engine for driving the motor vehicle, or also an operation with the connection of the second electric machine and/or the first electric machine, and, when the internal combustion engine and/or the second electric machine is operated, the first electric machine is operated in a simultaneous generator drive mode and the second electric machine is operated alone or in a regenerative operation of the first electric machine and/or the second electric machine.
In general, according to the invention, a hydraulic system and a drive unit equipped with such a system are provided which ensure a cost-effective and efficient operation of at least one electric machine in a minimum installation space, in particular in the case of an interconnection to an internal combustion engine.
Description of the reference numerals
1 hydraulic system 2 clutching device 3 clutch actuating element 4 cooling line 5 actuating line 10 volume flow source 11 first output side 12 first flow direction 13 second output side 14 second flow direction 20 control device 21 switching device 30 first change over valve 31 two position three way valve 32 two position two way valve 40 first check valve 41 second check valve 42 third check valve 43 fourth check valve 50 second change over valve 51 pressure reduction device 52 two position two way valve 60 storage device 70 lower threshold 71 upper threshold 72 suction filter 73 idle running protection 80 integral actuator 81 valve plate 82 catch disc 90 hydraulic parking lock device 91 parking lock line 92 third change over valve 94 catch 95 hydraulic parking lock device 91 parking lock line 92 clutch torque Mn adjusted clutch torque Mr Speed t time tH lag time 100 drive unit 101 axis of rotation 102 housing 110 first electric machine 111 first electric machine rotor 112 first electric machine stator 120 second electric machine 121 second electric machine rotor 122 first shaft 131 first shaft outer teeth 132 extending centrally hollow shaft 133 hub 140 output shaft 141 output shaft outer teeth 142 first gear stage 150 disconnect clutch 151 radially inner side of disconnect clutch 152 brake system 160 gearbox 161 first gear 162 second gear stage 163 drive shaft 164 drive shaft outer teeth 170 differential gearbox 171 input gear 172 third gear stage 200 drive 210 internal combustion engine interface 220 output element 221 damper unit 222 internal gear engaging gear 223

Claims (11)

1. A hydraulic system (1) for supplying at least one electric machine (110,120), in particular an electric machine of a hybrid module, with a fluid for cooling at least one rotating part of the electric machine (110,120) and for actuating a coupling device (2), in particular a coupling device of a hybrid module, comprises a source (10), in particular a pump, of a volume flow, and the electric machine (110,120) to be cooled and a clutch actuator (3) for actuating the coupling device (2),
a switching device (21) is provided, by means of which the fluid volume flow from the volume flow source (10) is supplied to the electric motors (110,120) or the clutch actuators (3) in succession.
2. Hydraulic system according to claim 1, characterized in that the system comprises a control device (20) which is set up in a targeted manner such that it can control the switching device (21) accordingly, in order to supply the electric machine (110,120) or the clutch actuator (3) in turn.
3. The hydraulic system as claimed in claim 2, characterized in that the control device (20) is set in a targeted manner such that the changeover device (21) will switch from cooling the electric machine (110,120) to supplying the clutch actuator (3) when the fluid pressure at the clutch actuator (3) falls below a defined lower threshold value (70); when the fluid pressure at the clutch actuator (3) rises above a predetermined upper threshold value (71), the switching device (21) switches from supplying the clutch actuator (3) to cooling the electric machines (110, 120).
4. Hydraulic system according to any of the preceding claims, characterized in that the switching device (21) is a first directional valve (30), in particular a two-position, three-way valve (31).
5. The hydraulic system as claimed in one of the preceding claims, characterized in that the hydraulic system (1) has a pressure relief device (51) for the targeted pressure relief at the clutch actuator (3), for which purpose the pressure relief device (51) is essentially a second directional control valve (50).
6. Hydraulic system according to one of claims 4 and 5, characterized in that the first direction valve (30) is a two-position, two-way valve (32) and that between the direction valve and the clutch actuator (3) a non-return valve (40) is arranged for preventing a volume flow from the clutch actuator (3) to the first direction valve (30).
7. Hydraulic system according to claim 5, characterized in that the first direction-changing valve (30) is a two-position, three-way valve (31) and the source of volume flow (10) is a pump which can be operated in opposite directions of rotation, wherein a first output side (11) of the pump is fluidly connected to the first direction-changing valve (30) for achieving the first flow direction (12) and a second output side (13) of the pump is fluidly connected to the pressure reducing device (51) for achieving the second flow direction (14),
furthermore, a non-return valve (41) is arranged between the second outlet side (13) of the pump and the storage device (60) in order to prevent a backflow into the storage device (60).
8. A hydraulic system according to any one of claims 2 to 7, characterized in that the system comprises one integral actuator (80) comprising, as a compact constructional unit, the control device (20) and an electric motor for driving the source of volumetric flow (10).
9. Hydraulic system according to any of the preceding claims, characterised in that the system has a clutch device (2), in particular a disconnect clutch, for transmitting torque from the connected internal combustion engine and/or at least one electric machine (110,120) to the output element (220), in which case a clutch actuator (3) of the hydraulic system (1) is provided for actuation of the clutch device (2) and is in fluid connection therewith.
10. Hydraulic system according to any one of the preceding claims, characterized in that the system comprises a hydraulic parking lock (90) which is fluidly connectable or fluidly connectable to the source of volumetric flow (10) via a third directional control valve (92) such that the hydraulic parking lock (90) can be actuated during operation of the source of volumetric flow (10).
11. Drive unit (100) for a drive train of an electrically driven motor vehicle, in particular a hybrid vehicle, comprising a hydraulic system (1) according to one of claims 9 and 10 and a first electric machine (110) and a second electric machine (120) and an output shaft (140), wherein the rotor (121) of the second electric machine (120) is connected in a rotationally fixed manner to the output shaft (140), while the rotor (111) of the first electric machine (110) can be connected or is connected to the output shaft (140) for torque transmission by means of a coupling device (2) designed as a separating clutch.
CN201980053185.3A 2018-08-28 2019-08-22 Hydraulic system and drive unit Pending CN112566807A (en)

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