CN113710524A - 用于具有车轮所用的可转换直通式驱动的混合动力机动车辆的驱动系统和机动车辆 - Google Patents

用于具有车轮所用的可转换直通式驱动的混合动力机动车辆的驱动系统和机动车辆 Download PDF

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Publication number
CN113710524A
CN113710524A CN202080028859.7A CN202080028859A CN113710524A CN 113710524 A CN113710524 A CN 113710524A CN 202080028859 A CN202080028859 A CN 202080028859A CN 113710524 A CN113710524 A CN 113710524A
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China
Prior art keywords
gear
shaft
motor
rotationally
drive
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CN202080028859.7A
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马库斯·霍佩
托尔斯滕·皮珀
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • 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
    • B60K6/36—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 transmission gearings
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
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    • B60K6/36—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 transmission gearings
    • B60K6/365—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 transmission gearings with the gears having orbital motion
    • 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
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Abstract

本发明涉及一种用于混合动力机动车辆(31)的驱动系统(1)，该驱动系统包括：马达轴(4)，该马达轴旋转地联接或能够旋转地联接至内燃发动机(3)的输出轴(2)；第一电动马达(6)，该第一电动马达具有第一转子轴(5)并且该第一电动马达在主操作状态下被操作为发电机；第二电动马达(8)，该第二电动马达具有相对于第一转子轴(5)以径向偏置的方式布置的第二转子轴(7)并且该第二电动马达在主操作状态下被操作为驱动马达；驱动部分(10)，该驱动部分旋转地连接至第二转子轴(7)并且该驱动部分能够旋转地连接至机动车辆(31)的至少一个车轮(9a、9b)；以及变速器单元(11)，该变速器单元能够换挡并且该变速器单元操作性地安装在马达轴(4)、两个转子轴(5、7)以及驱动部分(10)之间。控制变速器单元(11)的换挡位置的换挡装置(12)操作性地安装在马达轴(4)、永久性旋转联接至第一转子轴(5)的第一齿轮(13)以及经由附加行星变速级(14)永久性旋转联接至第二转子轴(7)的第二齿轮(15)之间，使得换挡装置(12)在第一换挡位置时将马达轴(4)旋转地连接至第一转子轴(5)同时第二转子轴(7)与马达轴(4)旋转地断开联接，换挡装置在第二换挡位置时将马达轴(4)旋转地连接至第一转子轴(5)以及第二转子轴(7)，并且换挡装置在第三换挡位置时将两个转子轴(5、7)旋转地连接在一起同时马达轴(4)与两个转子轴(5、7)旋转地断开联接。本发明还涉及一种包括所述驱动系统(1)的机动车辆(31)。

Description

用于具有车轮所用的可转换直通式驱动的混合动力机动车辆 的驱动系统和机动车辆
技术领域
本发明涉及用于混合动力机动车辆的驱动系统，其优选地实施为串联混合动力驱动器。驱动系统通常具有两个电动马达：主要用作发电机的第一电动马达和主要用作驱动马达的第二电动马达。驱动系统还具有变速器单元，变速器单元操作性地连接内燃发动机的输出轴、电动马达和输出侧驱动部分。本发明还涉及包括该驱动系统的机动车辆。
背景技术
根据现有技术，通用驱动系统早已为人所知。例如，DE 10 2017 206510A1公开了一种用于串联/并联混合动力车辆的变速器结构。
因此，可以实现“串联”混合动力的驱动系统已经是已知的，其中，执行内燃发动机到机动车辆的驱动车轮/车轮的直通式驱动。然而，根据现有技术已知的实施方式经常经历以下缺点中的至少一些缺点。机动车辆的最高速度受到根据现有技术已知的驱动系统的限制。因此，对应的车辆通常仅能实现大约180km/h的最高速度。这些驱动系统几乎不适合或者甚至不适合于更强的发动机和/或更高的车辆类别。另一个缺点是，已知驱动系统的现有变速器结构意味着当主驱动由内燃发动机提供时，两个电动马达均以最高速度旋转。因此，电动马达在高驱动速度下产生相对高的阻力损失。这进而意味着，必须在关于电动马达的最大旋转速度与最大车轮扭矩之间找到折衷设计。这也意味着，车辆仅能进行有限的拖车操作。此外，电动马达通常以不利于串联操作的齿轮比联接至内燃发动机。已知实施方式中的另一缺点是，两个前电动马达通常在轴向上彼此紧邻地布置成一排，这在内燃发动机的前横向设计的情况下、并且特别在小型车辆的情况下是有问题的。
发明内容
因此，本发明的目的是消除现有技术中已知的缺点，并且特别是提供一种具有提高的效率、允许高速行程并且是紧凑设计的驱动系统。
根据本发明，这通过权利要求1的主题来实现。因此，提供了一种用于诸如乘用车或卡车、公交车或另一种多用途车等混合动力车辆的驱动系统，该驱动系统包括：马达轴，该马达轴旋转地联接或能够旋转地联接至内燃发动机的输出轴；第一电动马达，该第一电动马达具有第一转子轴并且该第一电动马达在主操作状态下被操作为发电机；第二电动马达，该第二电动马达具有相对于第一转子轴以径向偏置的方式布置的第二转子轴并且该第二电动马达在主操作状态下被操作为驱动马达；驱动部分，该驱动部分旋转地连接至第二转子轴并且该驱动部分能够旋转地连接至机动车辆的至少一个车轮；以及变速器单元，该变速器单元能够换挡并且变速器单元操作性地安装在马达轴、两个转子轴以及驱动部分之间。此外，控制变速器单元的换挡位置的换挡装置操作性地安装在马达轴、永久性旋转联接至第一转子轴的第一齿轮以及经由附加行星变速级永久性旋转联接至第二转子轴的第二齿轮之间，使得换挡装置在第一换挡位置时将马达轴旋转地连接至第一转子轴同时第二转子轴与马达轴旋转地断开联接，换挡装置在第二换挡位置时将马达轴旋转地连接至第一转子轴以及第二转子轴，并且换挡装置在第三换挡位置时将两个转子轴旋转地连接在一起同时马达轴与两个转子轴旋转地断开联接。
这两个电动马达的转子轴的径向偏置使得驱动系统的轴向设计明显更加紧凑。该变速器单元还允许两个电动马达的比被彼此独立地选择。此外，内燃发动机与主要用作发电机的第一电动马达之间的优化映射匹配通过单独的齿轮级来促进。所提供的换挡装置继续提供允许机动车辆更有效地操作的系统。因此，更高的速度、例如250km/h的最高速度也是可能的。此外，形成牵引马达/驱动马达的第二电动马达能够容易地在更高的速度下“卸载”，以避免阻力损失。此外，第二电动马达能够容易地设计为用于最大车轮扭矩，其中，车轮扭矩也可以配置成用于拖车操作。
其他的有利实施方式通过从属权利要求来要求保护并且在下面更详细地说明。
如果两个电动马达关于其转子轴整体上彼此径向地偏置，则驱动系统的轴向设计特别紧凑。
此外，有利的是，行星变速级由行星子齿轮系形成，行星子齿轮系的太阳齿轮永久性直接连接至第二转子轴，支承若干行星齿轮的行星架连接至与第二齿轮啮合接合的中间齿轮，并且齿圈能够布置/支承成借助于制动装置固定至车辆框架。这允许对第二电动马达进行智能控制。
如果驱动部分优选地设计为差动变速器的输入齿轮，则变速器单元以特别紧凑的方式实现。
因此，驱动部分有利地具有与第二齿轮直接啮合接合的齿。因此，实现了驱动部分与第二齿轮的直接联接。
根据另一优选实施方式，替代性地有利的是，驱动部分具有与中间齿轮直接啮合接合的齿，该中间齿轮旋转地联接至第二转子轴，其中，中间齿轮继续旋转地联接至第二齿轮。中间齿轮优选地与驱动部分直接啮合接合。
在这方面，特别有利的是，第二电动马达以其转子轴径向地布置在马达轴与驱动部分之间。因此，第二电动马达也优选地在径向上位于第一转子轴与驱动部分之间。
在上下文中，还已经发现节省安装空间的是，中间齿轮相对于壳体经由滚动轴承支承，其中，滚动轴承轴向(优选地完全)插入到中间齿轮的径向上在其齿(该齿与驱动部分和第二齿轮啮合接合)内的中空空间中。滚动轴承还优选地支承在壳体的轴向突出部上。
还有利的是，中间齿轮直接形成行星子齿轮系的行星架的一体部件。
此外，有利的是，换挡装置具有滑动套筒，该滑动套筒在每个换挡位置中经由止动单元被阻挡，并且以可移位的方式被直接接纳在第一齿轮中。因此，换挡装置智能地集成在第一齿轮内。
还有利的是，在每个换挡位置中，滑动套筒以与第一齿轮旋转固定的方式被永久性接纳。
如果滑动套筒具有能够联接至马达轴上的第一变速器区域的第一连接区域和能够联接至第二齿轮上的第二变速器区域的第二连接区域，则换挡装置简单且节省空间。这便于组装。
此外，本发明涉及一种(混合动力)机动车辆，该机动车辆包括根据本发明的根据上述实施方式中的至少一个实施方式的驱动系统，其中，驱动部分旋转地联接至机动车辆的车轮。
如果内燃发动机以内燃发动机的输出轴横向于(机动车辆的)纵向车辆轴线的方式布置，并且/或者驱动部分旋转地连接至驱动桥的车轮，则确保了机动车辆的特别有效的设计。
因此，换句话说，根据本发明，用于混合动力车辆的结构通过提供具有对车轮的直接驱动的串联混合动力来实现。内燃发动机经由轴(马达轴)连接至换挡元件(换挡装置)。换挡元件的另外的输入/输出相应地联接至第一齿轮和第二齿轮。内燃发动机可以经由第一齿轮和第三齿轮联接至发电机。内燃发动机也可以经由第二齿轮和另一齿轮(驱动部分)联接至差速器或机动车辆的车轮。差速器或机动车辆的车轮进而可以联接至电(驱动)机，其中，该联接经由行星齿轮系、另一齿轮(中间齿轮)、第二齿轮和提供驱动部分的齿轮在将第二齿轮用作中间齿轮的情况下来实现。行星齿轮系(行星子齿轮系)按如下方式联接：齿圈作为制动器操作；行星架连接至称为中间齿轮的另一齿轮，并且太阳齿轮连接至电机。代替第二齿轮，称为中间齿轮的另一齿轮也可以用作与驱动部分的连接齿轮。
附图说明
现在将参照附图对本发明进行详细地说明，结合附图还示出各种示例性实施方式。
在附图中：
图1示出了根据本发明的根据第一示例性实施方式的驱动系统的示意性截面图，其中，可以清楚地观察到将内燃发动机和两个电动马达联接至差速齿轮的驱动部分的变速器单元的结构，
图2示出了根据本发明的根据第二示例性实施方式的驱动系统的示意性截面图，该第二示例性实施方式与第一示例性实施方式在联接至第二电动马达的中间齿轮的布置方面大致不同，
图3示出了图1和图2的各个驱动系统中的根据优选的示例性实施方式实现的换挡装置的纵向截面图，其中，指定换挡装置的换挡位置的滑动套筒位于第一移位位置中，在该第一移位位置中，中心马达轴旋转地连接至与第一电动马达联接的第一齿轮，
图4示出了对可以由图1和图2的驱动系统提供的不同操作状态进行图示的框图，
图5示出了换挡装置的与图3类似的纵向截面图，其中，滑动套筒处于与图3相比有所改变的第二移位位置，在该第二移位位置中，马达轴和联接至第二电动马达的第二齿轮均旋转地连接至第一齿轮，
图6示出了换挡装置的与图3类似的纵向截面图，其中，滑动套筒采取第三移位位置，与图5相比，在该第三移位位置中，马达轴与第一齿轮和第二齿轮旋转地断开联接，
图7示出了在根据图2的第二示例性实施方式中使用的齿轮系的立体图，其中，驱动部分、中间齿轮、第一齿轮、第二齿轮和第三齿轮被示出为彼此啮合接合，以及
图8示出了图7中所示的中间齿轮与壳体之间的轴承区域的更详细的纵向截面图。
附图在实质上仅是示意性的并且仅用于理解本发明。相同的元件设置有相同的附图标记。各种示例性实施方式的不同特征原则上也可以彼此自由组合。
具体实施方式
结合图1，首先根据优选的第一示例性实施方式图示了根据本发明的驱动系统1。驱动系统1集成在混合动力机动车辆中，机动车辆由附图标记31指示。具体地，在该实施方式中还示出了机动车辆31的驱动桥32(此处是前桥，替代性地也可以是后桥)，其中，驱动桥32的车轮9a、9b可以经由驱动系统1的各种机器(内燃发动机3和电动马达6、8)来驱动。在该实施方式中，驱动系统1的内燃发动机3位于优选的前横向布置中，其中，内燃发动机3的纵向轴线，即内燃发动机3的输出轴2(曲轴)的(第一)旋转轴线43a，在这种情况下垂直于机动车辆31的纵向轴线(车辆纵向轴线)横向定向。
根据作为串联混合动力驱动器的驱动系统1的设计，驱动系统1除了内燃发动机3之外还具有两个电动马达6、8。第一电动马达6在图1中被标记为“发电机”，并且因此在主操作状态下被用作发电机。然而，第一电动马达6原则上可以作为驱动马达连接，例如用于纯电动反向运转。消耗由第一电动马达6产生的电力的第二电动马达8被设置为驱动马达/牵引马达。
两个电动马达6、8以其转子轴5、7的旋转轴线43b、43c在径向方向上彼此偏置的方式布置。第一电动马达6具有能够绕(第二)旋转轴线43b旋转地安装的第一转子轴5。第二电动马达8具有能够绕(第三)旋转轴线43c旋转地安装的第二转子轴7。第一电动马达6作为整体布置，即还与其定子和其转子一起布置，为清楚起见在此未示出第一电动马达的定子，第一电动马达的转子相对于定子可旋转地布置并以旋转固定的方式连接至第一转子轴5，第一电动马达相对于整个第二电动马达8与其定子和其转子一起在第二旋转轴线43b的径向方向上偏置，第二电动马达的转子相对于定子可旋转地布置并且以旋转固定的方式连接至第二转子轴7。两个电动马达6、8还相对于内燃发动机3的输出轴2的第一旋转轴线43a径向偏置。沿着车辆的纵向轴线观察，第一旋转轴线43a位于第二旋转轴线43b与第三旋转轴线43c之间。
为了转换图4中所指示的驱动系统1的不同操作状态，在内燃发动机3/输出轴2、两个电动马达6、8及其两个转子轴5、7以及驱动系统1的驱动部分10之间设置有变速器单元11。变速器单元11实现为手动变速器，并且可以移动到不同的换挡位置以实现各种操作状态。变速器单元11能够由换挡装置12控制，下面参照图3、图5和图6对换挡装置进行更详细地描述。
变速器单元11具有中心布置的马达轴4(也以简化术语称为轴)，该马达轴以旋转固定的方式联接至输出轴2，或者由输出轴2的区域直接提供。马达轴4与输出轴2同轴布置、并且因此以能够绕共同的第一旋转轴线43a旋转的方式布置。变速器单元11还具有第一齿轮13，该第一齿轮以旋转固定的方式永久性连接/联接至第一转子轴5。第一齿轮13与马达轴4同轴布置。第一齿轮13被设计为中空轴齿轮，并且在径向上从外侧可旋转地安装在马达轴4上。对于第一齿轮13与第一转子轴5的旋转固定连接/联接，设置有另一(第三)齿轮42，该另一(第三)齿轮以旋转固定的方式布置在第一转子轴5上并与第一齿轮13啮合接合。第三齿轮42也被认为是变速器单元11的一部分。
此外，变速器单元11具有用于联接至第二转子轴7的第二齿轮15。第二齿轮15在马达轴4的轴向方向上、即当沿着第一旋转轴线43a观察时邻近于第一齿轮13布置。第二齿轮15也实现为中空轴齿轮，并且在径向上从外侧可旋转地安装在马达轴4上。
第二齿轮15经由中间齿轮20连接至行星变速级14。行星变速级14还旋转地连接至第二转子轴7。特别地，如从图1可以看出，与第二齿轮15啮合的中间齿轮20以旋转固定的方式直接连接至行星变速级14的形成行星子齿轮系16的行星架19。变速器单元11的行星子齿轮系16还具有太阳齿轮17，该太阳齿轮以旋转固定的方式直接连接至第二转子轴7。沿着周向方向分布并可旋转地安装在行星架19上的若干行星齿轮18与太阳齿轮17啮合接合。继续与行星齿轮18啮合的齿圈21与制动装置22配合。固定至壳体、即固定至车辆框架的制动装置22在其启用状态下将齿圈21相对于车辆框架保持。在制动装置的停用状态下，能够使齿圈21相对于车辆框架自由旋转，使得制动装置22旋转地释放齿圈21。
此外，在第一示例性实施方式中，第二齿轮15与驱动部分10旋转固定连接/啮合接合。驱动部分10具有与第二齿轮15啮合接合的齿24。驱动部分10此处被设计为驱动桥32的差速齿轮23的输入齿轮。因此，驱动部分10还永久性地旋转连接至所示的机动车辆31的两个车轮9a、9b。
根据本发明，换挡装置12操作性地插入在马达轴4与两个转子轴5、7、即联接至转子轴5、7的两个齿轮13和15之间。图3中更详细地示出的换挡装置12原则上被设计成使得在其第一换挡位置时换挡装置将马达轴4旋转地联接/连接至第一转子轴5，同时第二转子轴7与马达轴4(以及第一转子轴5)旋转地断开联接(图3)。在换挡装置12的第二换挡位置时，马达轴4旋转地连接/联接至第一转子轴5和第二转子轴7两者(图5)。在换挡装置12的第三换挡位置时，两个转子轴5、7彼此旋转地连接/联接，同时马达轴4与两个转子轴5、7旋转地断开联接(图6)。
换挡装置12至少部分地直接集成在第一齿轮13中。换挡装置12具有滑动套筒26，该滑动套筒被接纳在第一齿轮13中，以便能够沿着中心第一旋转轴线43a轴向移位。通过使该滑动套筒26移位到不同的移位位置中，可以提供换挡装置12的在图3、图5和图6中所图示的不同换挡位置。滑动套筒26具有主体44，该主体以可移位的方式被直接接纳在接纳孔45中，该接纳孔呈第一齿轮13内的通孔的形式。滑动套筒26还以旋转固定的方式直接联接至第一齿轮13。滑动套筒26具有与马达轴4和第二齿轮15上的各个变速器区域28、30相互作用的内齿46。除了主体44之外，滑动套筒26还具有与主体相关联的滑动部分47，该滑动部分连接至杆元件38的第一端部39a。滑动部分47具有朝向其径向外侧的接纳轮廓40，第一端部39a以形状配合的方式接合在该接纳轮廓中。滑动部分47附接至主体44。实现为轴向齿/锯齿的内齿46连续地引入滑动部分47和主体44中。
杆元件38是杆机构37的一部分，该杆机构用于将提供为线性马达的致动器36联接至滑动套筒26。杆元件38相对于枢转点41可旋转地/枢转地支承在壳体48上。杆元件38的与第一端部39a相反的第二端部39b与致动器36处于直接操作关系。因此，滑动套筒26在其移位位置上能够由致动器36调节。
滑动套筒26具有第一连接区域27，此处该第一连接区域是内齿46的第一齿区域。第一连接区域27可以在旋转方向上以形状配合的方式联接至马达轴4的部分上的第一变速器区域28(也实现为带齿区域)。在图3所示的第一换挡位置(对应于滑动套筒26的第一移位位置)中，通过第一变速器区域28在第一连接区域27中的啮合接合，马达轴4以旋转固定的方式连接至第一齿轮13。图5示出了换挡装置12的第二换挡位置(对应于滑动套筒26的第二移位位置)，其中，第一连接区域27以旋转固定的方式连接至第一变速器区域28，并且滑动套筒26的第二连接区域29(也实现为齿区域)以与第二齿轮15的第二变速器区域30(也实现为齿区域)旋转固定的方式定位。在第一连接区域27优选地由滑动部分47实现时，第二连接区域29优选地由主体44直接实现。根据换挡装置12的在图6中所示的第三换挡位置(对应于滑动套筒26的第三移位位置)，两个齿轮13和15最终以旋转固定的方式彼此连接，其中，马达轴4与第一齿轮13旋转地断开联接，并且因此也与第二齿轮15旋转地断开联接。因此，滑动套筒26与其第一连接区域27断开与第一变速器区域28的啮合接合。
结合图3、图5和图6，还可以看出的是，设置有止动单元25，以将滑动套筒26支承在特定的移位位置。止动单元25也集成在第一齿轮13中。止动单元25具有止动元件34，该止动元件以能够在径向上移位的方式布置在第一齿轮13中并且与滑动套筒26中的止动轮廓33配合。止动元件34将滑动套筒26以相对于第一齿轮13抵抗移位的方式支承在滑动套筒的特定的移位位置中。
还如图3、图5和图6中所示，在实施方式中，马达轴4以典型的方式相对于壳体48可旋转地安装。在相对于壳体48支承马达轴4的两个支承轴承49之间，第一和第二两个齿轮13、15在马达轴4的外侧安装成能够相对旋转。第二齿轮15/第二变速器区域30位于第一齿轮13的第二轴向侧35b上，该第二轴向侧背离朝向第一轴向侧35a布置的第一变速器区域28。
因此，根据本发明，图4中所图示的操作状态可以通过驱动系统1来实现。在图4中，“燃烧器”一般指联接至内燃发动机3的马达轴4，“发电机”指的是第一齿轮13，而“输出”指的是第二齿轮15。在典型的串联驱动模式下(在换挡装置12的第一换挡位置时)，内燃发动机3驱动第一电动马达6，该第一电动马达进而为第二电动马达8以电力的方式供应驱动能量。第二电动马达8向车轮9a、9b施加扭矩。第一电动马达6用于产生对应的电能，该电能暂时储存在电池中。通过(利用来自电池的电力)操作第二电动马达8来执行内燃发动机3断开联接的电驱动状态(根据换挡装置12的第三换挡位置的电驱动状态)。内燃发动机或混合动力驱动通常发生在换挡装置12的第二换挡位置，因为内燃发动机3、第一电动马达6和第二电动马达8均联接至第一齿轮13。静止充电通常也发生在第一换挡位置。
结合图2，示出了根据本发明的第二实施方式，其基本上根据第一示例性实施方式提供。因此，为简洁起见，将仅讨论这两个示例性实施方式之间的区别。如在图2中可以看到的，第二齿轮15现在不再与驱动部分10直接啮合接合，而是经由中间齿轮20与驱动部分10间接旋转连接。
因此，中间齿轮20现在与驱动部分10以及第二齿轮15直接啮合接合。在该上下文中，还应参照图7和图8，其示出了中间齿轮20的更详细的连接。图7示出了中间齿轮20具有(其齿53的)两个齿轮啮合区域50a、50b，这两个齿轮啮合区域彼此周向偏置。第一齿轮啮合区域50a在马达轴侧与第二齿轮15啮合接合。第二齿轮啮合区域50b与驱动部分10啮合接合。驱动部分10和第二齿轮15的互不相同的直径导致在操作期间两个齿轮啮合区域50a、50b上的不同载荷。特别地，在内燃发动机3被启用并驱动发电机/第一电动马达6并且第二电动马达8经由行星子齿轮系16驱动中间齿轮20的操作状态(第二换挡位置)下，高扭矩被传递到对应的齿轮啮合区域50a、50b的齿面。在第三换挡位置时，第二齿轮15通常无负载旋转(/仅产生阻力扭矩)，使得驱动扭矩仅经由第二齿轮啮合区域50b传递。
换句话说，中间齿轮20形成具有两个齿轮啮合区域50a、50b的驱动小齿轮。如上所述，中间齿轮20直接联接至用作牵引马达的第二电动马达8。因此，当沿着齿轮系观察时，中间齿轮20居中地/在内侧定位在两个间隔开的齿轮(驱动部分10与第二齿轮15)之间。
结合图8，还图示了中间齿轮20与以旋转固定的方式连接至中间齿轮的行星架19一起在壳体48(变速器壳体)上的优选安装。中间齿轮20安装成经由第一滚动轴承51相对于该壳体48旋转。中间齿轮20具有中空空间52，该中空空间径向定位在中间齿轮的齿53内侧，并且第一滚动轴承51插入/接纳在该中空空间中。已经发现，如果第一滚动轴承51的轴承外圈54形成为中间齿轮20的一体部分，则是一种紧凑的解决方案。在该实施方式中，第一滚动轴承51的轴承内圈55甚至直接形成为壳体48的一体突出部56。替代性地，在其他实施方式中，突出部56由与壳体48分开形成的元件、比如从壳体48突出的带螺纹螺栓的区域替换。
在其他实施方式中，如图7所示，轴承外圈54与中间齿轮20分开形成，并且在径向上从内侧、在中空空间52内径向连接至中间齿轮20。因此，轴承内圈55也与壳体48分开形成，并固定至突出部56。
此外，从图8可以看到的是，中间齿轮20是进一步连接至行星架19的轴的一体部分。在该轴上安装有另一第二滚动轴承57，该第二滚动轴承相对于第一滚动轴承51轴向偏置。
与图2相比，两个电动马达6、8现在还相对于第一旋转轴线43a沿相反的方向布置，其中，第二电动马达8与行星子齿轮系16一起布置成比第一电动马达6更靠近驱动桥32。
换句话说，根据本发明的驱动系统1实现了以下优点：250km/h的最高速度的设计是可能的。以更高的速度卸载牵引马达8以减少阻力损失是可能的。可以将牵引马达8设计成用于最大车轮扭矩和更高速度下的卸载。还可以为拖车操作设计最大车轮扭矩。由于根据本发明的变速器结构11中的电动马达6、8的轴向平行布置，两个电动马达6、8的齿轮比彼此独立，这意味着从燃烧器3到发电机6的齿轮比可以自由选择，并且不再与燃烧器3与最终驱动器10之间的齿轮比有关系。由于单独的齿轮级，这使得燃烧器3与发电机6之间的优化映射匹配容易得多。7.电动马达6、8轴向平行布置，而不是同轴地布置在彼此后面，这便于两个电动马达6、8中的一者断开联接。根据电动马达6、8的使用(大直径与小直径或轴向长设计与轴向短设计)，因此还可以实现显著的安装空间优势，特别是对于小型车辆的前横向设计可以实现显著的安装空间优势。另一优点是电助推模式，在该电助推模式中，可以在没有燃烧器3的情况下经由两个电动马达6、8驱动。
在优选实施方式中，内燃发动机3(ICE)经由轴4连接至换挡元件12(换挡装置)。换挡元件12的另外两个输入或输出分别连接至齿轮13和15。ICE 3可以经由齿轮13和齿轮42联接至发电机6。ICE 3可以经由齿轮15和10联接至差速器23，即联接至车轮9a、9b。牵引马达8可以经由行星齿轮组14和齿轮20、15和10联接至差速器23，即联接至车轮9a、9b。此处，齿轮15用作中间齿轮。行星齿轮组14按如下方式连接：齿圈21：制动器22(固定抵靠)；行星架19：齿轮20；太阳齿轮17：牵引马达8。在串联驱动模式下，ICE 3连接至发电机6，发电机进而电连接至牵引马达8。如上所述，这经由行星齿轮组14和齿轮20、15、10驱动车轮9a、9b。该操作状态对于正向行进和反向行进是可能的。还可以经由纯电池模式反向运行。这里，发电机6用作附加的“牵引马达”，并经由齿轮42、13、15和10连接至车轮9a、9b。同时，牵引马达8经由行星齿轮组14和齿轮13、15和10连接至车轮9a、9b。在该操作状态下，ICE 3不与车轮9a、9b连接(ICE 3关闭或者在空闲模式下运行)。在燃烧模式下，ICE 3经由换挡元件12与齿轮15和10连接至车轮9a、9b。在这种情况下，牵引马达8也经由齿轮20和行星变速级14连接至车轮9a、9b，但是可以通过打开制动器22在任何速度下断开连接。另一操作状态是静止充电。此处，如串联模式中那样，ICE经由齿轮13和42连接至发电机6并产生电能，电能被储存在电池中。
图2示出了混合动力结构1的另一实施方式。在这种情况下，齿轮20用作中间齿轮，而不是图1中的齿轮15。上述功能也可以全部通过该结构提供。
附图标记说明
1 驱动系统
2 输出轴
3 内燃发动机
4 马达轴
5 第一转子轴
6 第一电动马达
7 第二转子轴
8 第二电动马达
9a 第一车轮
9b 第二车轮
10 驱动部分
11 变速器单元
12 换挡装置
13 第一齿轮
14 行星变速级
15 第二齿轮
16 行星子齿轮系
17 太阳齿轮
18 行星齿轮
19 行星架
20 中间齿轮
21 齿圈
22 制动装置
23 差速齿轮
24 齿
25 止动单元
26 滑动套筒
27 第一连接区域
28 第一变速器区域
29 第二连接区域
30 第二变速器区域
31 机动车辆
32 驱动桥
33 止动轮廓
34 止动元件
35a 第一侧
35b 第二侧
36 致动器
37 杆机构
38 杆元件
39a 第一端部
39b 第二端部
40 接纳轮廓
41 枢转点
42 第三齿轮
43a 第一旋转轴线
43b 第二旋转轴线
43c 第三旋转轴线
44 主体
45 接纳孔
46 内齿
47 滑动部分
48 壳体
49 支承轴承
50a 第一齿接合区域
50b 第二齿接合区域
51 第一滚动轴承
52 中空空间
53 齿
54 轴承外圈
55 轴承内圈
56 突出部
57 第二滚动轴承。

Claims (10)

1.一种用于混合动力机动车辆(31)的驱动系统(1)，所述驱动系统包括：马达轴(4)，所述马达轴旋转地联接或能够旋转地联接至内燃发动机(3)的输出轴(2)；第一电动马达(6)，所述第一电动马达具有第一转子轴(5)并且所述第一电动马达在主操作状态下被操作为发电机；第二电动马达(8)，所述第二电动马达具有相对于所述第一转子轴(5)以径向偏置的方式布置的第二转子轴(7)并且所述第二电动马达在所述主操作状态下被操作为驱动马达；驱动部分(10)，所述驱动部分旋转地连接至所述第二转子轴(7)并且所述驱动部分能够旋转地连接至所述机动车辆(31)的至少一个车轮(9a、9b)；以及变速器单元(11)，所述变速器单元能够换挡并且所述变速器单元操作性地安装在所述马达轴(4)、所述两个转子轴(5、7)以及所述驱动部分(10)之间，控制所述变速器单元(11)的换挡位置的换挡装置(12)操作性地安装在所述马达轴(4)、永久性旋转联接至所述第一转子轴(5)的第一齿轮(13)以及经由附加行星变速级(14)永久性旋转联接至所述第二转子轴(7)的第二齿轮(15)之间，使得所述换挡装置(12)在第一换挡位置时将所述马达轴(4)连接至所述第一转子轴(5)而所述第二转子轴(7)与所述马达轴(4)旋转地断开联接，在第二换挡位置时将所述马达轴(4)旋转地连接至所述第一转子轴(5)以及所述第二转子轴(7)，并且在第三换挡位置时将所述两个转子轴(5、7)旋转地连接在一起同时所述马达轴(4)与所述两个转子轴(5、7)旋转地断开联接。
2.根据权利要求1所述的驱动系统(1)，其特征在于，所述行星变速级(14)由行星子齿轮系(16)形成，所述行星子齿轮系(16)的太阳齿轮(17)永久性直接连接至所述第二转子轴(7)，支承若干行星齿轮(18)的行星架(19)连接至与所述第二齿轮(15)啮合接合的中间齿轮(20)，并且齿圈(21)能够布置成借助于制动装置(22)固定至车辆框架。
3.根据权利要求1或2所述的驱动系统(1)，其特征在于，所述驱动部分(10)设计为差速齿轮(23)的输入齿轮。
4.根据权利要求1至3中的一项所述的驱动系统(1)，其特征在于，所述驱动部分(10)具有齿(24)，所述齿(24)与所述第二齿轮(15)直接啮合接合。
5.根据权利要求1至4中的一项所述的驱动系统(1)，其特征在于，所述驱动部分(10)具有齿(24)，所述齿(24)与旋转联接至所述第二转子轴(7)的所述中间齿轮(20)直接啮合接合，并且其中，所述中间齿轮(20)还旋转联接至所述第二齿轮(15)。
6.根据权利要求1至5中的一项所述的驱动系统(1)，其特征在于，所述换挡装置(12)具有滑动套筒(26)，所述滑动套筒(26)在每个换挡位置中经由止动单元(25)被阻挡，并且以可移位的方式被直接接纳在所述第一齿轮(13)中。
7.根据权利要求1至6中的一项所述的驱动系统(1)，其特征在于，在每个换挡位置中，所述滑动套筒(26)以与所述第一齿轮(13)旋转固定的方式被永久性接纳。
8.根据权利要求1至7中的一项所述的驱动系统(1)，其特征在于，所述滑动套筒(26)具有能够联接至所述马达轴(4)上的第一变速器区域(28)的第一连接区域(27)和能够联接至所述第二齿轮(15)上的第二变速器区域(30)的第二连接区域(29)。
9.一种机动车辆(31)，所述机动车辆包括根据权利要求1至8中的一项所述的驱动系统(1)，其中，所述驱动部分(10)旋转地联接至所述机动车辆(31)的车轮(9a、9b)。
10.根据权利要求9所述的机动车辆(31)，其特征在于，所述内燃发动机(3)以所述内燃发动机的输出轴(2)横向于车辆纵向轴线的方式布置，并且/或者所述驱动部分(10)旋转地连接至驱动桥(32)的车轮(9a、9b)。
CN202080028859.7A 2019-04-16 2020-02-25 用于具有车轮所用的可转换直通式驱动的混合动力机动车辆的驱动系统和机动车辆 Pending CN113710524A (zh)

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