CN113165502A - 用于混动传动系的同心轴混动装置、混动传动系、混动动力系和混动车辆 - Google Patents
用于混动传动系的同心轴混动装置、混动传动系、混动动力系和混动车辆 Download PDFInfo
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Abstract
本发明涉及一种用于混动传动系(41)的同心轴混动装置(1),其具有至少如下组件:‑电机(3),所述电机具有内燃机侧(4)和变速器侧(5),其中内燃机侧(4)能够与内燃发动机(7)的内燃机轴(6)同轴地以传递扭矩的方式连接;‑变速器(8),所述变速器具有变速器输入轴(9)和变速器输出轴(10),其中变速器输入轴(9)与电机(3)同轴设置地以传递扭矩的方式连接;‑从动连接装置(11),所述从动连接装置具有输入侧(12)和输出侧(13),其中从动连接装置(11)与电机(3)平行设置,其中输入侧(12)直接与变速器输出轴(10)以传递扭矩的方式连接,并且输出侧(13)能够直接与从动差速单元(14)以传递扭矩的方式连接。整个从动连接装置(11)与电机(3)轴向重叠地设置和/或轴向地设置在电机(3)的内燃机侧。
Description
技术领域
本发明涉及一种用于混动传动系的同心轴混动装置,一种用于混动动力传动系的具有作为3轴设计和2轴设计的这种同心轴混动装置的混动传动系,一种具有这种混动传动系的混动动力传动系,以及一种具有这种混动动力传动系的混合动力车辆。
背景技术
从现有技术中已知用于混合动力车辆的多个不同的混动动力传动系。在混动动力传动系中所提出的任务是,将数量明显增多的(驱动)组件安置在尽可能小的结构空间上。例如,从DE 10 2016 222 936 A1中已知具有CVT动力传动系的同心轴混动装置,其中CVT(英语为:continuous variable transmission,无级变速)是带传动装置。在同心轴混动装置中,电机与内燃机轴同轴地设置并且在那里用于至少一个如下任务:助推、起动、点火(冷启动)、发电机运行(根据发电机的类型)、再生(制动能量回收)和/或纯电行驶。同轴电机和内燃机轴在此经由共同的变速器与从动差速单元连接从而将扭矩根据需要传递到混合动力车辆的车辆驱动轮上。
尽管借助DE 10 2016 222 936 A1已经示出混动传动系的非常紧凑的实施方式,但是客户例如OEM[英语为:original equipment manufacturer(原始设备制造商);在车辆制造中将其理解成客户已知的品牌制造商]期望混动动力传动系进一步变小。
发明内容
以此为出发点,本发明基于如下目的,至少部分地克服从现有技术中已知的缺点。根据本发明的特征从独立权利要求中得出,在其从属权利要求中示出有利的设计方案。权利要求的特征能够以任意技术上有意义的方式和方法组合,其中对此也能引入出自下面的说明书的阐述以及出自附图的特征,这包括本发明的补充的设计方案。
本发明涉及一种用于混动传动系的同心轴混动装置,具有至少如下组件:
-电机,所述电机具有内燃机侧和变速器侧,其中内燃机侧能够与内燃发动机的内燃机轴同轴地以传递扭矩的方式连接;
-变速器,所述变速器具有变速器输入轴和变速器输出轴,其中变速器输入轴与电机同轴设置地以传递扭矩的方式连接;
-从动连接装置,所述从动连接装置具有输入侧和输出侧,其中从动连接装置与电机平行地设置,
其中输入侧直接地与变速器输出轴以传递扭矩的方式连接,并且输出侧能直接地与从动差速单元以传递扭矩的方式连接。
同心轴混动装置的特征尤其在于,整个从动连接装置与电机轴向重叠地设置和/或轴向地设置在电机的内燃机侧。
如果没有详细其他指示地使用轴向方向、径向方向或环周方向和相应的术语,在下文中参照分别在下文中提到的(旋转)轴线。在上面的和下面的说明书中使用的序数,只要没有详细地相反指示,就仅用于明确的可区分性并且不描绘示出的组件的顺序或优先次序。大于一的序数不引起强制性地必须存在另一这种组件。如果谈及减速或减速比,即减小比,那么在此表示转速,从而(相互地)表示扭矩传动,即扭矩的增大。
在此提出的同心轴混动装置适合于在混动传动系中使用。同心轴混动装置包括电机,所述电机与内燃机轴,例如曲轴,同轴地设置并且能够与内燃机轴以传递扭矩的方式连接,即在使用中持久地连接或者(借助于分离离合器)可分离地连接。在一个实施方式中,在内燃机轴和电机的内燃机侧之间插入有至少一个用于使内燃机扭矩均匀化的设备,例如双质量飞轮和/或离心力摆。经由与内燃机轴以传递扭矩的方式连接,例如内燃发动机的扭矩在电机中能够由电机吸收(例如在发电机运行中),可以用扭矩补充地支持内燃机轴的扭矩(助推),或者可以将扭矩提供给内燃发动机,即起动内燃发动机(例如在自动启停装置中)或者甚至点火(冷启动)。
此外,在电机的变速器侧设有变速器,所述变速器的变速器输入轴与电机同轴地设置,并且以传递扭矩的方式与电机的变速器侧连接,以及(间接地或直接地)能够与内燃机轴以传递扭矩的方式连接。变速器的变速器输出轴与从动连接装置的输入侧连接。变速器能够实现根据需要地调整用于消耗器的转速或扭矩,所述扭矩由电机和/或内燃发动机输出。消耗器例如是至少一个车辆驱动轮,优选是具有至少两个车辆驱动轮的驱动车桥。
从动连接装置具有输入侧和输出侧,其中从动连接装置在其整体上平行于电机设置。在此,从动连接装置在其整体上相对于电机轴向重叠地设置和/或相对于电机在轴向上设置在内燃机侧,即从变速器观察在电机的下游设置。这表示,从动连接装置不延伸到变速器的区域中并且也不在变速器之间轴向地在变速器和电机之间设置。因此在这里,从动连接装置的输入侧直接地与变速器的变速器输出轴连接。输出侧直接地,即无需其他扭矩传递元件,能够与从动差速单元以传递扭矩的方式连接。这表示,在那里分别不插入扭矩传递元件,即例如不设有其他齿轮和其他传动链。
例如在DE 10 2016 222 936 A1中,差速从动轮(49)轴向地设置在带传动装置的输出侧的锥轮对和电机的定子之间(参见DE 10 2016 222 936 A1的图1),使得从中得出,带传动装置整体上必须轴向继续向外移动从而轴向结构长度明显更大。在DE 10 2016 222936 A1的图2中可见的是,差速从动轮(49)不能够与电机(20)轴向重叠地设置。在那里示出的差速从动轮(49)是在带传动装置的变速器输出轴和差速器之间形成最后的差速器侧的扭矩传递元件的轮。所述差速从动轮(49)因此对应于根据上述定义的从动连接装置的组件。
在一个实施方式中,从中得出的轴向缩短通过增大发动机轴线和变速器输出轴或其(从动侧的)旋转轴线的径向间距来获得。
在另一实施方式中,通过用于从动连接装置的所需的径向结构空间减小,不出现径向结构空间的增大或者甚至与上述解决方案相比减小结构空间。这例如通过如下方式实现:实现减小的转速传动比,即在从动连接装置的输出侧处存在与对于在车辆制造中的大多数应用常见的或适合的相比更高的转速。借此,与DE 10 2016 222 936 A1相比可以使用更少的齿轮和/或更小的齿轮。只要是不期望的,更高的转速可以通过如下方式被补偿,即从动差速单元包括另一减速级,尤其优选地包括行星齿轮传动装置。为此需要的附加的结构空间小或者能移置到如下部位,所述部位不引起径向的和轴向的结构空间增大或者与之前已知的解决方案相比整体上引起所需要的径向的和/或轴向的结构空间的减小。
此外,在同心轴混动装置的一个有利的实施方式中提出,变速器具有可变的传动比。
在此现在提出,变速器不是固定的传动级,而是具有可变的传动比。例如,变速器是可离散地换挡的变速器,例如所谓的具有多个离散的(正齿轮)传动级的换挡变速器。这种变速器能自动地或手动地换挡,其中对于大多数的混动应用,仅间接的手动的换挡规定是有意义的,因为电机和内燃发动机以及必要时另外设有的电驱动机的不同的运行状态的复杂性对驾驶员要求过高。
在同心轴混动装置的一个有利的实施方式中提出,变速器构成为带传动装置,所述带传动装置具有在一个变速器输入轴处的输入侧的锥轮对和在一个变速器输出轴处的输出侧的锥轮对,其中两个锥轮对借助于传动带机构以传动比连续可变的方式且以传递扭矩的方式彼此连接。
在此现在提出,变速器构成为带传动装置,即构成为CVT[英语为:continuousvariable transmission],例如连续可变的牵引机构变速器或构成为金属带变速器。这种带传动装置具有输入侧的锥轮对,所述输入侧的锥轮对与变速器的变速器输入轴以抗扭的方式连接。在从动差速单元中具有行星齿轮传动装置的一个实施方式中,令人惊讶地能够实现减小的扭矩传动比、并且优选地还能够实现减小的扩展,以便实现在从动连接装置的输出侧和变速器的变速器输入轴之间的小的径向间距,即使(可选地)在从动连接装置中的减速比减小。由此,能够实现在从动连接装置的输入侧和变速器的变速器输入轴之间的轴向间距的减小。因此,在两个锥轮对之间的较小的轴距是可行的。优选的减速比位于3.5(三点五)至4.5的扩展区域中。
此外在同心轴混动装置的一个有利的实施方式中提出,从动连接装置的输入侧借助于(第一)分离离合器与变速器输出轴可分离地以传递扭矩的方式连接。
在所述实施方式中,从动连接装置在其整体上持久地与从动差速单元共同转动地构成或者能够完全与内燃发动机和/或电机的扭矩传递脱耦。借此例如在纯发电机运行中以高的效率是可行的。纯发电机运行是内燃发动机与从动差速单元和在此还有从动连接装置脱耦,并且为了产生电能借助于同轴电机运行。从动连接装置在其整体上没被一起拖动。如果设有另一电驱动机,所述另一电驱动机经由从动差速单元的另一输入端配置用于将扭矩输出给至少一个从动轴,那么该第一分离离合器是尤其有利的。
在同心轴混动装置的一个有利的实施方式中提出,第一分离离合器配置成以形状配合的方式传递扭矩。
在此提出,第一分离离合器是形状配合的分离离合器,例如爪式离合器或所谓的楔形离合器。楔形离合器具有毂锥和(倒圆)多边形的携动锥,优选地构成为具有对应的容纳锥,容纳锥构成为固体弹簧。在这种楔形离合器中,相对转速可从20U/min[每分钟二十转]切换直至30U/min,因为接合没有纯形状配合地而是力配合地形成。电机在可形状配合地闭合的第二分离离合器中例如在内燃发动机运行时才与内燃机轴同步。在该情况下,设有用于内燃发动机的单独的起动器。
在这种可形状配合地闭合的第一分离离合器中,从动连接装置的输入侧能够仅在转速足够同步时才将变速器的变速器输出轴以传递扭矩的方式彼此连接。这是尤其简单的,如果在电机的内燃机侧处朝向内燃机轴附加地设有第二分离离合器,使得变速器输出轴与从动连接装置的输入侧的转速同步仅必须借助同轴电机进行。内燃发动机必要时可以借助于这种构成为摩擦离合器的第二分离离合器滑移地以传递力矩的方式、即机械调节地同步和连接。
替选地,第一分离离合器单独是足够的并且在同心轴混动装置中不设有另外的例如第二分离离合器。在另一实施方式中,设有至少一个另外的或仅一个不同地设置的分离离合器,例如在从动差速单元和从动连接装置的输出侧之间的分离离合器。
此外在同心轴混动装置的一个有利的实施方式中提出,电机的内燃机侧能借助于(第二)分离离合器与内燃发动机的内燃机轴以传递扭矩的方式连接,其中第二分离离合器与电机同轴地并且轴向重叠地设置。
在此现在提出,电机的内燃机侧能借助于(第二)分离离合器与内燃机轴以传递扭矩的方式连接,使得一方面能够中断在电机和内燃机轴之间的扭矩传递,并且另一方面借此能够中断在内燃机轴和从动差速单元之间的扭矩传递。电机在此优选持久地同步运行地以传递扭矩的方式与变速器输入轴连接。
这种第二分离离合器例如是摩擦离合器,使得滑移运行是可行的,其中例如借此可以容易地实现内燃发动机的起动或甚至点火,即在低温下的冷启动。
在一个优选的实施方式中,第二分离离合器居中地设置在电机的转子之内。替选地,第二分离离合器设置在转子的和必要时定子的径向外部。
此外,在同心轴混动装置的一个有利的实施方式中提出,电机的内燃机侧能借助于自由轮与内燃发动机的内燃机轴以传递扭矩的方式连接,其中自由轮与电机同轴地并且轴向重叠地设置。
在一个实施方式中,替代(第二)分离离合器设有自由轮,使得仅在内燃发动机的扭矩输出时才可能将扭矩传递到变速器输入轴上,并且在扭矩走向相反时内燃发动机脱耦。在此,因此设有用于内燃发动机的单独的起动器。
在一个优选的实施方式中,自由轮居中地设置在电机的转子之内。替选地,自由轮设置在转子的和必要时定子的径向外部。
在同心轴混动装置的一个有利的实施方式中提出,第二分离离合器配置成形状配合地传递扭矩。
在此提出,第二分离离合器是形状配合的分离离合器,例如爪式离合器或所谓的楔形离合器。
替选地,借助可形状配合地闭合的第二分离离合器也可实现起动或点火,其中那么适合于控制电机的输出的扭矩以及输出的转速的控制电子装置基于内燃机轴的转速检测来执行同步。在所述实施方式中,第二分离离合器与电机以及与变速器输入轴的一部分轴向重叠地且同轴地设置。
根据另一方面,提出一种用于混动动力传动系的混动传动系,具有至少如下组件:
-根据上述的实施方式的同心轴混动装置;和
-具有第一从动轴和第二从动轴的从动差速单元,
其中从动连接装置包括至少一个刚性的齿轮级并且变速器的变速器输出轴与从动差速单元的从动轴中的至少一个从动轴平行设置。
在此现在提出3轴设计的混动传动系,其中包括根据上述的实施方式的同心轴混动装置。
此外,混动传动系包括从动差速单元,借助于所述从动差速单元能够根据需要将由电机和内燃发动机导入的扭矩传递到共同的输出车桥的至少一个第一从动轴和第二从动轴上。从动轴例如与左侧的和右侧的车辆驱动轮以传递扭矩的方式连接。从动差速单元在此考虑对不同转速和扭矩的需求,例如在混合动力车辆转弯行驶时,并且防止混动传动系或其组件的张紧或至少一个车辆驱动轮的由驱动扭矩造成的打滑。
在此现在提出,从动连接装置包括至少一个刚性的齿轮级,其中这种刚性的齿轮级包括至少两个齿轮,即至少一个齿轮对或链传动装置。这具有如下优点,可以实现另一减速连同借助于同心轴混动装置的变速器进行的减速。通过如下方式,即设有至少一个齿轮对,变速器输出轴与从动差速单元的至少一个从动轴径向间隔开地、即平行错开地设置。由此,与随后描述的2轴设计相比,在同心轴混动装置的变速器输入轴和从动差速单元之间出现更大的径向间距。在一个优选的实施方式中,仅两个彼此啮合的齿轮,即唯一的齿轮对,由齿轮级所包括或者形成齿轮级,其中可能承担相对高的输出转速,所述输出转速可借助于在从动差速单元中的减速器、优选行星齿轮传动装置补偿。
根据另一方面,提出一种用于混动动力传动系的混动传动系,具有至少如下组件:
-根据上述的实施方式的同心轴混动装置;和
-具有第一从动轴和第二从动轴的从动差速单元,
其中从动连接装置和变速器的变速器输出轴与从动差速单元的至少一个从动轴同轴地设置。
在此现在提出2轴设计的混动传动系,其中包括根据上述的实施方式的同心轴混动装置。
在混动传动系的所述实施方式中,变速器输出轴与从动差速单元的从动轴中的至少一个从动轴同轴地设置,使得同心轴混动装置的变速器输出轴构成为穿通轴或空心轴。由此,实现在从动差速单元的至少一个从动轴中的轴线和变速器输入轴之间的径向间距的显著减小。因为在此现在取消借助于齿轮级进行的另一减速,如其在前面的3轴设计中所描述的那样,所以有利的是,从动差速单元构成有减速的行星齿轮传动装置,所述行星齿轮传动装置能够对于这种混动传动系的大多数应用情况至少补偿较小的减速。
此外在混动传动系的一个有利的实施方式中提出,从动差速单元朝向从动连接装置包括用于对带传动装置的输出转速进行减速的行星齿轮传动装置。
行星齿轮传动装置具有小的(附加的)轴向结构长度,即与齿轮级相比或者在借助对应的多个彼此轴向设置的齿轮级的多级行星齿轮传动装置实现的较大的传动比的情况下。同时,行星齿轮传动装置也仅具有(与相同减速比的齿轮对相比)小的径向伸展。例如,行星齿轮传动装置具有与从动差速单元的差速器大致相同的径向伸展。
在该实施方式中,优选地,从动差速单元与内燃发动机轴向重叠地并且在电机的内燃机侧设置,即从变速器观察在电机下游。由此,实现在从动差速单元的至少一个从动轴的轴线和同心轴混动装置的变速器输入轴之间的径向间距额外减小。
此外在混动传动系的一个有利的实施方式中提出,从动差速单元包括正齿轮差速器。
在该有利的实施方式中,从动差速单元包括正齿轮差速器,所述正齿轮差速器在其构造和尺寸方面类似于二级的行星齿轮传动装置,并且需要大致相同的、通常径向略微更小的结构空间。在正齿轮差速器的一个实施方式中,唯一的行星架形成(共同的)扭矩输入端并且两个太阳轮分别对从动轴形成扭矩输出端。由环绕的行星架保持的行星齿轮由两组行星齿轮构成,使得第一组与第一从动轴的第一太阳轮并且第二组与第二从动轴的第二太阳轮以传递扭矩的方式连接。两组行星齿轮此外以传递扭矩的方式彼此连接。在正齿轮差速器的轮构成为齿轮的实施方式中,以传递扭矩的方式彼此连接的轮彼此啮合。因此,在一个从动轴处的转速下降造成在另一从动轴处的成比例的转速增加,并且反之亦然。这种正齿轮差速器的特征在于其在传递扭矩方面的紧凑性。此外,这种正齿轮差速器可简单地与在上游连接的行星齿轮传动装置连接,并且这在尤其小的结构空间需求下如此。
在一个实施方式中,从动差速器仅由一个差速器、优选正齿轮差速器构成。在另一实施方式中,仅附加地设有唯一的、优选单级的行星齿轮传动装置。
根据另一方面,提出一种混动动力传动系,所述混动动力传动系具有:内燃发动机,所述内燃发动机具有内燃机轴;至少一个消耗器和根据上述的实施方式的混动传动系,其中为了借助于混动传动系进行的扭矩传递,内燃机轴与至少一个消耗器以可变的传动比优选可分离地连接。
混动动力传动系配置用于,将由内燃发动机和/或同轴电机提供的扭矩根据需要进行传递以供使用,即在考虑需要的转速和需要的扭矩的条件下。将在上文中描述的带传动装置用作为变速器是尤其有利的,因为在小的结构空间上可实现大的传动扩展或者对于要求的传动扩展仅需要非常小的结构空间。相反地,由例如一个车辆驱动轮引入的惯性能量的吸收借助于带传动装置可转移到同轴电机上用于再生和/或借助对应配置的混动动力传动系转移到内燃发动机上用于发动机制动。此外,在一个优选的实施方式中,设有至少一个另外的电驱动机,所述电驱动机与同心轴混动装置并行地运行或与同心轴混动装置脱耦地运行。
在此提出的混动动力传动系轴向尤其紧凑地构造并且此外优选地在径向上尤其紧凑地构造,其中可以实现关于混动机器、即内燃发动机和同轴电机的运行状态的大的自由度。
根据另一方面,提出一种混合动力车辆,所述混合动力车辆具有至少一个车辆驱动轮,借助于根据上述的实施方式的混动动力传动系可驱动所述车辆驱动轮。
恰恰在混合动力车辆中,轴向的和/或径向的结构空间由于大量的驱动组件是尤其小的,因此尤其有利的是,使用优选具有带传动装置的混动动力传动系。
所述问题在根据欧洲分类的小型车等级的轿车中变得尖锐。在小型车等级的轿车中所使用的成套设备相对于较大车辆等级的轿车不明显减小。但在小型车中可供使用的结构空间明显更小。在此处提出的具有上述混动动力传动系的混合动力车辆中,需要小的结构空间,使得混动动力传动系不仅在其空间需求方面、而且也在其在总转速范围上的效率方面超过传统的混动动力传动系。
轿车与根据例如大小、价格、重量和功率的车辆等级相关联,其中所述定义根据市场需求持续变化。在美国市场中,根据欧洲分类的小型车和微型车等级的车辆归属于次紧凑型车等级,而在英国市场其归属于超级迷你或城市车等级。微型车等级的实例是大众up!或雷诺Twingo。小型车等级的实例是阿尔法罗密欧MiTo、大众Polo、福特Ka+或雷诺Clio。小型车等级中的已知的全混动是宝马i3、奥迪A3 e-tron或丰田Yaris Hybrid。
附图说明
在上文中描述的本发明在下文中在相关的技术背景下参照所述的附图详细阐述,所述附图示出优选的设计方案。本发明通过纯示意图不以任何方式受限,其中要注意的是,附图不是符合比例的并且不适合于定义大小关系。附图示出:
图1示出3轴设计的混动传动系的剖面图;
图2示出具有前桥驱动的混动动力传动系的混合动力车辆;和
图3示出具有后桥驱动的混动动力传动系的混合动力车辆。
具体实施方式
图1示出混动传动系41的同心轴混动装置1和从动差速单元14的一个有利的实施方式的剖面图,其中在视图中在左边,同轴电机3的内燃机侧4作为具有插接齿部的轴能与内燃机轴6,优选借助于双质量飞轮43(参见图2或图3),持久地以传递扭矩的方式连接。至内燃机轴6的扭矩传递在该实施方式中可借助于第二分离离合器42中断。内燃机轴6仅间接地经由电机3的转子29从而与电机3的变速器侧5连接。第二分离离合器42在此构成为摩擦片离合器,所述摩擦片离合器居中地设置在电机3的转子29之内。电机3的转子29由定子28电磁驱动并且将其扭矩直接经由变速器侧5,例如经由插接齿部,继续传递到变速器8的变速器输入轴9上,所述变速器在此可选地构成为带传动装置20。
变速器8的变速器输出轴10在此(可选地)经由第一分离离合器19可分离地与从动连接装置11的输入侧12连接,其中第一分离离合器19在此构成为爪式离合器或楔形离合器。视图示出(借助虚线表明地),电机3,即转子29和定子28,可以轴向更长地构造,以便可以输出更大扭矩和/或更有效地输出扭矩。
从动连接装置11在此以3轴设计构成并且具有齿轮级16,所述齿轮级具有(可选的)唯一的齿轮对,其中因此输入侧12由变速器侧的正齿轮34形成,以及输出侧13由轴连接部或差速输入轴36形成,从动侧的正齿轮35与所述差速输入轴以抗扭的方式连接。从动连接装置11的输出侧13在此与从动差速单元14经由太阳轮40经由多个在环绕的行星架39中保持的行星齿轮38进而经由行星架39减速地与差速器连接,所述差速器在此构成为正齿轮差速器24,所述行星齿轮在固定的齿圈37上运行。正齿轮差速器24配置用于根据需要将扭矩传递到左边的从动轴17和右边的从动轴18上(在此未示出,参见图2或图3)。
在示出的实施方式中,形成变速器8的带传动装置20构成有内燃机侧的锥轮对21和从动侧的锥轮对22,所述锥轮对借助于传动带机构23以传动比连续可变的方式且以传递扭矩的方式彼此连接。内燃机侧的锥轮对21(在视图的左边)具有内燃机侧的行程轮30和(在视图的右边)具有内燃机侧的固定轮31,并且在相反的定向上,从动侧的锥轮对22具有从动侧的固定轮32(在视图的左边)和从动侧的行程轮33(在视图的右边)。在视图中,示出锥轮对21、22的分别径向靠外设置的、即彼此背离的部分,其具有大的转速减速,具有最大的转速减速,使得因此在那里在内燃机侧的行程轮30和内燃机侧的固定轮31之间的轴向间距是最大的,并且在从动侧的固定轮32和从动侧的行程轮33之间的固定间距是最小的。分别在内侧上,即在分别朝向另一锥轮对21、22的侧上,示出最小的减速位置,使得因此在此在内燃机侧的行程轮30和内燃机侧的固定轮31之间的轴向间距是最小的并且在从动侧的固定轮32和从动侧的行程轮33之间的轴向间距是最大的。所述示图仅用于改进的可视性并且不是真正的运行状态。两个锥形轮对21、22在此可选地静液压地被操作,其中当静液压的压力低于预定的限值时,可选地为了在从动侧的锥轮对22中在静液压的压力失效时防止返回,复位储能器44确保最大减速,复位储能器在此构成为螺旋压缩弹簧。
在图2中示出具有混动动力传动系25的混合动力车辆2,混动动力传动系包括2轴设计的混动传动系41,混动传动系在此可选地配置成前桥驱动器。简化地,在此示出左边的从动轴17和右边的从动轴18,用于驱动左边的车辆驱动轮26或右边的车辆驱动轮27,其中这通常是转向轮,其中对应的转向杆也像其他组件一样在此仅为了更清楚未示出。混动传动系41在此包括变速器8,在此构成为带传动装置20,此外还包括从动差速单元14以及第一分离离合器19,所述从动差速单元包括行星齿轮传动装置15和正齿轮差速器24,所述第一分离离合器与从动轴17、18同轴地设置。变速器8的变速器输出轴10构成为穿通轴或空心轴,使得右边的从动轴18朝向右边的车辆驱动轮27引导穿过从动侧的锥轮对22。电机3借助于第二分离离合器24,例如摩擦离合器,在此借助于双质量飞轮43,与在此作为双缸示出的内燃发动机7的内燃机轴6可分开地连接。在其余方面参照图1的描述,其示出一个实施方式中的同心轴混动装置1,除了从动连接装置11和变速器输出轴10的实施方案之外在此能使用所述实施方式。
在图3中示出具有混动动力传动系25的混合动力车辆2,其中混动传动系41在此可选地配置成后桥驱动器。要注意的是,不仅在图3中示出的混动传动系41、而且在图2中示出的混动传动系41分别可作为前桥驱动器以及作为后桥驱动器使用。在该实施方式中,现在因此示出3轴设计的混动传动系41,其中第一分离离合器19处于从动连接装置11的输入侧12之前并且从动连接装置11包括(唯一的)齿轮级16,例如像在图1中示出的那样。变速器8在此纯可选地是具有有限数量的传动挡位的可离散换挡的换挡变速器。在其余方面,混动传动系41例如像在图2中那样构成,使得参照那里的描述。
借助在此提出的同心轴混动装置或混动传动系,在确保在同轴电机的功能方面高的自由度的条件下提出轴向紧凑的构造和优选此外径向紧凑的构造。
附图标记说明
1同心轴混动装置 2混合动力车辆 3电机 4内燃机侧 5变速器侧 6内燃机轴 7内燃发动机 8变速器 9变速器输入轴 10变速器输出轴 11从动连接装置 12输入侧 13输出侧 14从动差速单元 15行星齿轮传动装置 16齿轮级 17左侧的从动轴 18右侧的从动轴19第一分离离合器 20带传动装置 21内燃机侧的锥轮对 22从动侧的锥轮对 23传动带机构 24正齿轮差速器 25混动动力传动系 26左侧的车辆驱动轮 27右侧的车辆驱动轮 28定子 29转子 30内燃机侧的行程轮 31内燃机侧的固定轮 32从动侧的固定轮 33从动侧的行程轮 34变速器侧的正齿轮 35从动侧的正齿轮 36差速器输入轴 37齿圈 38行星齿轮 39行星架 40太阳轮 41混动传动系 42第二分离离合器 43双质量飞轮 44复位储能器。
Claims (10)
1.一种用于混动传动系(41)的同心轴混动装置(1),具有至少如下组件:
-电机(3),所述电机具有内燃机侧(4)和变速器侧(5),其中所述内燃机侧(4)能够与内燃发动机(7)的内燃机轴(6)同轴地以传递扭矩的方式连接;
-变速器(8),所述变速器具有变速器输入轴(9)和变速器输出轴(10),其中所述变速器输入轴(9)与所述电机(3)同轴设置地以传递扭矩的方式连接;
-从动连接装置(11),所述从动连接装置具有输入侧(12)和输出侧(13),其中所述从动连接装置(11)与所述电机(3)平行地设置,其中所述输入侧(12)能够直接地与所述变速器输出轴(10)以传递扭矩的方式连接,并且所述输出侧(13)能够直接地与从动差速单元(14)以传递扭矩的方式连接,
其特征在于,
整个从动连接装置(11)与所述电机(3)轴向重叠地设置和/或轴向地设置在所述电机(3)的内燃机侧。
2.根据权利要求1所述的同心轴混动装置(1),
其中所述变速器(8)具有可变的传动比,
优选地构成为带传动装置(20),所述带传动装置具有在所述变速器输入轴(9)处的输入侧的锥轮对(21)和在所述变速器输出轴(10)处的从动侧的锥轮对(22),其中这两个锥轮对(21,22)借助于传动带机构(23)以传动比连续可变的方式且以传递扭矩的方式彼此连接。
3.根据权利要求1或2所述的同心轴混动装置(1),
其中所述从动连接装置(11)的输入侧(12)借助于第一分离离合器(19)与所述变速器输出轴(10)可分离地以传递扭矩的方式连接,其中优选地,所述第一分离离合器(19)配置成以形状配合的方式传递扭矩。
4.根据上述权利要求中任一项所述的同心轴混动装置(1),
其中所述电机(3)的所述内燃机侧(4)能够借助于第二分离离合器(42)和/或借助于自由轮与内燃发动机(7)的内燃机轴(6)以传递扭矩的方式连接,其中所述第二分离离合器(42)和/或所述自由轮与所述电机(3)同轴地并且轴向重叠地设置,其中优选地,所述第二分离离合器(42)配置成以形状配合的方式传递扭矩。
5.一种用于混动动力传动系(25)的混动传动系(41),具有至少如下组件:
-根据上述权利要求中任一项所述的同心轴混动装置(1);和
-从动差速单元(14),所述从动差速单元具有第一从动轴和第二从动轴,
其中所述从动连接装置(11)包括至少一个刚性的齿轮级(16)并且所述变速器(8)的变速器输出轴(10)与所述从动差速单元(14)的从动轴(17,18)中的至少一个从动轴平行地设置。
6.一种用于混动动力传动系(25)的混动传动系(41),具有至少如下组件:
-根据权利要求1至4中任一项所述的同心轴混动装置(1);和
-从动差速单元(14),所述从动差速单元具有第一从动轴和第二从动轴,
其中所述从动连接装置(11)和所述变速器(8)的变速器输出轴(10)与所述从动差速单元(14)的从动轴(17,)中的至少一个从动轴同轴地设置。
7.根据权利要求5或6所述的混动传动系(41),其中所述从动差速单元(14)朝向所述从动连接装置(11)包括用于使带传动装置(20)的输出转速减速的行星齿轮传动装置(15)。
8.根据权利要求5至7中任一项所述的混动传动系(41),
其中所述从动差速单元(14)包括正齿轮差速器(24)。
9.一种混动动力系(25),具有:内燃发动机(7),所述内燃发动机具有内燃机轴(6);至少一个消耗器(26,27)和根据权利要求5至8中任一项所述的混动传动系(41),其中为了传递扭矩,所述内燃机轴(6)借助于所述混动传动系(41)与所述至少一个消耗器(26,27)以可变的传动比优选可分离地连接。
10.一种混合动力车辆(2),具有至少一个车辆驱动轮(26,27),所述车辆驱动轮能够借助于根据权利要求9所述的混动动力系(25)驱动。
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US20110024997A1 (en) * | 2009-07-29 | 2011-02-03 | Yaksich Theodore G | Self-tightening chuck with a radial lock |
DE102010032007A1 (de) * | 2009-07-22 | 2011-03-24 | Audi Ag | Hybrid-Antriebsvorrichtung für Kraftfahrzeuge |
US20140113766A1 (en) * | 2012-10-19 | 2014-04-24 | Kubota Corporation | Hybrid Vehicle |
DE102013220672A1 (de) * | 2012-10-22 | 2014-04-24 | GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) | Elektrisch verstellbares getriebe für ein fahrzeug |
US20160082821A1 (en) * | 2013-05-16 | 2016-03-24 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Drive train for a hybrid motor vehicle |
DE102016222936A1 (de) * | 2016-11-21 | 2018-05-24 | Schaeffler Technologies AG & Co. KG | CVT-Antriebsstrang |
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JP3691718B2 (ja) * | 2000-03-22 | 2005-09-07 | ジヤトコ株式会社 | ハイブリッド車両の変速機ユニット |
US6484834B2 (en) * | 2001-03-14 | 2002-11-26 | New Venture Gear, Inc. | Electric drive motor axle with integrated reduction and differential gearset |
DE102009032286B4 (de) * | 2008-12-18 | 2022-01-05 | Schaeffler Technologies AG & Co. KG | Stirnraddifferenzial mit positiver und negativer Profilverschiebung an den Sonnenrädern |
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- 2019-11-18 WO PCT/DE2019/100985 patent/WO2020119850A1/de active Application Filing
- 2019-11-18 CN CN201980075890.3A patent/CN113165502A/zh active Pending
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DE102010032007A1 (de) * | 2009-07-22 | 2011-03-24 | Audi Ag | Hybrid-Antriebsvorrichtung für Kraftfahrzeuge |
US20110024997A1 (en) * | 2009-07-29 | 2011-02-03 | Yaksich Theodore G | Self-tightening chuck with a radial lock |
US20140113766A1 (en) * | 2012-10-19 | 2014-04-24 | Kubota Corporation | Hybrid Vehicle |
DE102013220672A1 (de) * | 2012-10-22 | 2014-04-24 | GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) | Elektrisch verstellbares getriebe für ein fahrzeug |
US20160082821A1 (en) * | 2013-05-16 | 2016-03-24 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Drive train for a hybrid motor vehicle |
DE102016222936A1 (de) * | 2016-11-21 | 2018-05-24 | Schaeffler Technologies AG & Co. KG | CVT-Antriebsstrang |
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DE102018132021A1 (de) | 2020-06-18 |
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