CN1275790C - 动力传动系统 - Google Patents

动力传动系统 Download PDF

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Publication number
CN1275790C
CN1275790C CNB021084645A CN02108464A CN1275790C CN 1275790 C CN1275790 C CN 1275790C CN B021084645 A CNB021084645 A CN B021084645A CN 02108464 A CN02108464 A CN 02108464A CN 1275790 C CN1275790 C CN 1275790C
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China
Prior art keywords
motor
drive system
combustion engine
power drive
power
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Expired - Fee Related
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CNB021084645A
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English (en)
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CN1378924A (zh
Inventor
托马斯·佩尔斯
迪克·赖茨
马丁·迪尔泽
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Luke Asset Management Co ltd
Schaeffler Technologies AG and Co KG
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LuK Lamellen und Kupplungsbau GmbH
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Publication of CN1378924A publication Critical patent/CN1378924A/zh
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
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    • 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
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    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract

本发明涉及具有内燃机及至少具有发电机及电动机功能的电机以及变速箱的动力传动系统，用于驱动机动车，该变速箱具有多个可根据工作状态选择的变速级，它至少包括下列运行状态：在牵引运行中该机动车由内燃机和/或电机驱动，在惯性行驶中，至少一部分由机动车减速形成的动能被转换成电能和/或转动能量及至少短时地存储在至少一个用于存储该能量形式的相应构型的储能器中，在冷起动阶段中，未由工作加热的内燃机借助电机起动，在热起动阶段中，由工作加热的内燃机借助电机或转动的飞轮质量起动，该电机或飞轮与内燃机在传动上相连接。本发明还提供一种相应的适配的机动车运行方法，具有更好的效率。

Description

动力传动系统
技术领域
本发明涉及用于机动车在不同工作状态下前进运动的动力传动系统，其中该动力传动系统包括：至少一个内燃机，至少一个与该内燃机相连接的、具有发电机及电动机功能的电机，及至少一个设在内燃机与至少一个驱动轮之间的变速箱，该变速箱具有多个可根据工作状态选择的变速级。
背景技术
根据该定义的动力传动系统通常被称为混合动力传动系统，其中装有该混合动力传动系统的机动车可用内燃机和/或电机驱动。此外在专门的实施形式中，这种机动车在制动时动能被传递到电机上，在转换为电能后被存储在储能器中。
这种类型的混合动力传动系统通常仅在这样的情况下才具有竞争力，即它具有极佳的效率，及相对传统的设有节能型发动机如柴油机、尤其是带直接喷射的柴油机的机动车具有相应的节能潜力。
发明内容
因此，本发明的任务是，提出一种混合的动力传动系统，它比公知的混合动力传动系统具有更好的效率，在机动车减速时可更好地利用动能，及在一定的工作范围中内燃机和/或电机的运行具有更好的效率。此外，本发明的任务是，提供一种相应的与这些实施形式适配的机动车运行方法。
该任务将通过一种用于机动车在不同工作状态下前进运动的动力传动系统来解决，它包括：至少一个内燃机，至少一个与该内燃机相连接的、具有发电机及电动机功能的电机，及至少一个设在内燃机与至少一个驱动轮之间的变速箱，该变速箱具有多个可根据工作状态选择的变速级，它至少包括下列运行状态：
a)在牵引运行中该机动车由内燃机和/或电机驱动，
b)在惯性行驶中，至少一部分由机动车减速形成的动能被转换成电能和/或转动能量及至少短时地存储在至少一个用于存储该能量形式的相应构型的储能器中，
c)在冷起动阶段中，未由工作加热的内燃机借助电机起动，
d)在热起动阶段中，由工作加热的内燃机借助电机或转动的飞轮质量起动，该电机或飞轮与内燃机在传动上相连接。
根据本发明的该混合动力传动系统不仅设有在机动车减速过程中回收的动能转换成电能，而且将根据机动车的运行状态使回收的动能以电能形式和/和机械能量、如转动能量形式存储。在此情况下，不同的运行状态可以是由不同速度开始的减速过程，在不同速度时减速可能中止或一直导致机动车的停止，此外可包括所需减速的强度量值。其中动能在一定惯性行驶中转换成电能-通常称为能量回收，在其它工况中动能将转换成纯机械能或以组合的方式进行，由此譬如一个飞轮吸收机械能及作为转动能量存储，而电机将另一部分动能转换成电能及存储到一个电储能器如一个高效率蓄电池、高效率电容器和或类似储能器中。应理解，对此相应地设计了必要的大功率电子装置。
此外电机及机械能量回收所需的飞轮应适配于可获得的最大能量。例如，在中等级别的机动车上电机和/或相应的飞轮被设定在3至25KW的回收能量、最好为5至15KW的回收能量上。通过在机动车中提供保持最小距离的相应装置及充分的预设驾驶方式则可采用与机动车的公知常用制动完全不同的机动车能量回收，但有利的尤其是，在紧急状态及快速制动过程时设置附加的制动装置。在此情况下有利的是，减速过程通过能量回收及必要时借助传统的制动装置并通过公用的控制装置来检验及控制，其中承担功能交叠的机动车控制及调节的控制装置也承担机动车的其它功能、如发动机控制功能。此外当具有防抱死系统时控制装置可控制该系统及与减速过程协调地调节能量回收装置如电机和/或机械回收装置如飞轮。为了提供机械能量存储系统根据本发明的构思可考虑，飞轮质量是一个可与内燃机曲轴及一个变速箱输入轴在其转动性能上适合转动地连接的及可与它们分离的飞轮。这种飞轮例如可借助两个离合器与曲轴及与作为惯性利用单元的变速箱输入轴可分离地设置，由此当与变速箱输入轴连接的离合器闭合时回收能量，其中与曲轴连接的离合器可打开，及由此在机动车减速时使飞轮加速，而无拖动内燃机的损耗。这样被加速的飞轮可再借助与曲轴连接的离合器与曲轴连接及起动内燃机，为此与变速箱输入轴连接的离合器可被打开，特别有利的是，其特性设定为回收动能的机械储能器的飞轮构成电机的转子。有利地，由此可取消分开的飞轮，及当电机不工作、即电机不供给电流或与用电器连接的情况下可纯机械地回收能量，或当电机供给电流的情况下回收电能，在该状态中电储能器可被充电和/或用电器可被驱动，例如与安全相关的和/或保证机动车乘客舒适性的用电器可被驱动。可以理解，作为用于机械能量回收的飞轮的转子的飞轮矩可这样地调整，即用于机械能量回收的飞轮质量单元可借助譬如磨擦式离合器、换挡离合器如爪式离合器、自由轮机构和/或其组合被耦合到转子上，及为了优化电能回收，可使该飞轮质量单元分离以减小惯性矩。在这方面为完整起见应指出，在电机发出电流的情况下与此相关地始终包括机械能量回收，由于转子不可忽略的质量该机械能量包括转子必不可少的加速。
为了提高混合动力传动系统的效率，此外有利的是，在机动车减速时变速箱的传动比从至少一个驱动轮来看被调节到快速，这就是说，在利用减速过程时这样调节变速箱的传动比，即机械能和/或电能回收装置上的转速被调节到最大能量输出。这意味着，在所需电能回收情况下以作用在转子上的转速选择传动比，它尽可能地接近电机最佳效率和/或最大功率的转速；或在纯机械能量回收的情况下调节传动比以实现飞轮的最大转速。在具有分立挡的变速箱的情况下例如可借助相应齿轮对调节的挡调节到所需传动比，或在譬如CTV(可连续变速传动)变速箱或在所谓齿轮-空挡变速箱的情况下将具有理论上无止境的高速传动比。可以理解，所需类型传动比的选择及可根据减速度和/或驾驶舒适性形成。这里本发明的一个构思在于，在机动车减速时使传动比增加到“快速”，及在此情况下机械地回收能量，即不接通电机地使减速时回收的动能转换成转动能量，及在达到最高传动比后及由此飞轮如转子在该传动比上达到最大转速时接通电机及附加地回收电能。在此情况下，在短暂减速如从50减至40km/h时进行机械能量回收，它相对电能回收具有其效能的优点，因为首先从动能到转动能量的转换效率高于从动能到电能的转换效率。
另一有利实施例在于，在所要求的减速度期间使动能转换成转动能量，直到从至少一个驱动轮来看变速箱向快速的调节达到最大值为止及然后将剩余的的动能转换成电能。在此情况下有利的是，在机动车停止后存储在飞轮质量中的转动能量至少部分地被转换成电能。在一个特别有利的实施例中，转动能量这样地被转换成电能，以致剩余的转动能量在飞轮与曲轴连接后足够用于起动在减速过程中被关闭的内燃机。
如上所述，将根据机动车减速的量值来选择相应的工作方式，其中该量值可为绝对减速度及由此构成的梯度。在此情况下，转换点可被确定为从机械能回收向电能回收转换的点或区域，被设为固定的或可根据工作参数动态地改变。因此，譬如在小减速度或小减速梯度时及这时从司机来说不存在提高减速度的要求的情况下，使可获得的动能转换成转动能量及在超过一个转换点后在大减速度时或根据司机要求在高减速度时将可获得的动能转换成电能。该转换点被固定地调节为预定减速阈值，例如该转换点被设定在0.5m/s2及3m/s2之间的减速度上，最好在1m/s2及2m/s2之间。特别有利的是，转换点根据由司机所要求的减速度来调节。这时司机借助待传送给控制单元的可测量的单值参数发出信号，该参数应包括减速的强度及持续时间。作为司机所要求的减速度的量值，对由操作一个制动踩板的方式导出的信号求值。该信号也可为接收制动踩板的操作压力的压力传感器的压力信号，在液压系统中用于操作制动器而建立的压力和/或类似信号。在能量回收系统设计上低于所需最大制动能量时可当机动车所需减速度超过由动能转换引起的减速度时根据所需减速度接通一个现有的或附加安装的常用制动装置。
用于在纯机械能量回收及电机发电能量回收之间转换的另一有利措施可这样地作出：转换点适配地根据至少一个变化的工作参数来调节。因此转换点可譬如根据司机及其驾驶方式本身并借助模糊技术或通过神经网的计算来调节。例如在具有许多断续制动过程的畅通驾驶中可立即采取电能回收，而在平稳的、以前被看作快速滑行的驾驶方式中最好采用纯机械能量回收。在转换点的计算上可包括适当传动比的选择。譬如在具有许多断续制动过程的畅通驾驶中很快地设置具有相应的大减速度及回收转矩的小挡或小传动比，而在慢减速为主的情况中在通过传动比调节的理想转速下用电机进行电能回收。
本发明用于改善混合动力传动系统总效率的构思考虑以自动方式这样地控制变速箱，以使得内燃机工作在其最小损耗的范围中，及由司机所要求的动力传动系统的功率增加、例如超车操作时借助使用电机的附加驱动装置来调节。这里特别有利的是，当由工作在其最小损耗的范围中的内燃机功率及电机功率构成的动力传动系统总功率可由司机选择的功率范围重复地提供。但在此情况下出于所需总功率可重复性的原因，当影响电机功率的至少一个参数使总功率减小时内燃机则必需离开其最小损耗的范围。这些影响譬如为与转速有关的和/或与温度有关的因素，它们不利地影响了电机的功率特性曲线、向电机供电的储能器的状态如机动车蓄电池的充电状态和/或老化、控制电机的和/或供给电能的大功率电子装置的温度。偏离最小损耗可这样地进行，即在电机功率受到不利影响时对内燃机最小损耗的最佳近似偏离一个量值，该量值与至少一个影响参数使电机功率减小的量值相同。
根据本发明的提高混合动力传动系统效率的另一构思在于，电机可选择地与变速箱输入轴或与至少和一个驱动轮形成功能连接的变速箱输出轴相连接。以此方式电机总是与一个轴功能连接，它鉴于与其转速相关的最大功率提供最佳转速范围。对此例如可设置一个动力传动系统，其中设置一个电机在自动负载控制变速箱中，它具有一个可转换地使变速箱输入轴与曲轴连接的起动离合器，及可转换地使变速箱输出轴和电机与曲轴连接的负载控制离合器，其中电机及变速箱输出轴之间的连接可借助牙嵌离合器分离，由此在牙嵌离合器闭合及负载控制离合器打开的情况下电机与变速箱输出轴相连接，及在牙嵌离合器打开及起动和负载控制离合器均闭合的情况下电机与变速箱输入轴相连接。这里更有利的是，在置入至少一个挡时电机使变速箱输入轴的转速同步在变速箱输出轴的转速上。此外电机可借助譬如一个磨擦式离合器与曲轴形成连接，由此在能量回收时可使内燃机与电机分离及在离合器闭合时电机在停车状态起动内燃机。
出于能效的原因更有利的是，在停车时使内燃机关机及在车起动前再起动内燃机。出于舒适及与安全相关的技术原因特别有利的是，在要求起动时内燃机由司机均尽可能早地起动。与现有技术相反地这里建议：在停车期间只要司机操作制动踩板内燃机即被操作，内燃机是在松开制动踩板时而不是在操作油门踩板时被起动，由此在该关键时间区域中可达到对内燃机转矩快速提供的实质性贡献。
根据本发明构思的另一实施形式考虑：在能量回收情况下，在机动车减速时回收的动能譬如转换到一个空调设备、如空调压缩机中，其中该空调压缩机可设计车具有致冷及致热的功能。在此情况下有利的是，最好用二氧化碳工作及直接与变速箱形成功能连接，其中变速箱也可接收电机及可使其与变速箱输入轴、变速箱输出轴或联动轴连接。特别有利的是，空调压缩机可布置在一个双离合器变速箱的变速箱输入轴旁边，其中电机也设在该同一轴旁边或另一变速箱输入轴旁边。通过将空调压缩机布置在变速箱的区域中可实现：在惯性行驶时在内燃机分离的情况下空调压缩机可以工作，例如通过电机和/或由惯性行驶释放的动能，并由此可对机动车加热和/或冷却。这尤其可与一些内燃机、譬如具有直接喷射的柴油机有利地结合，因为用于加热的热损耗很小。可以理解，空调压缩机及电机可彼此直接地在变速箱中形成传动的耦合。
根据本发明构思的另一实施形式考虑：在动力传动系统中设置磨擦式离合器，它譬如可使变速箱可分离地与内燃机耦合，及在起动过程中电机与内燃机相连接，以使得在起动过程中磨擦式离合器仅闭合到使起动转矩能从电机传递动内燃机所需的程度。以此方式在起动内燃机时离合器可快速释放及可在变速箱中尽早地置入起动挡，由此，总体上使机动车比磨擦式离合器完全闭合的起动过程可更快地起动。对此变换地或并列地，起轴向压紧一个装有摩擦片的离合器盘(Kupplungsscheibe)作用的摩擦式离合器被一个具有线性行程/力特性的储能器加载，该压紧例如是通过两个压板，其中一个压板轴向固定，而第二压板与它形成可轴向移动及抗扭转的连接。由此在离合器闭合时可得到线性上升的转矩及在离合器打开时可得到线性下降的转矩，这就导致总的分离及闭合时间的缩短。在内燃机起动后到机动车起动的时间的进一步缩短可这样实现，其方式是为了置入起动挡使摩擦式离合器在内燃机及变速箱之间均匀打开及立即在接合点上运行及在达到置入挡的同步后使机动车起动。在此情况下该接合点是对可轴向移动的压板加载的储能器的分离器的轴向行程轴向地位移到正好离合器盘无磨擦及由此正好从内燃机无转矩传递到变速箱的点。通过在该接合点的运行在完成同步的时刻将赢得在同步后接合点起动连接所需的时间。
本发明另一构思在于动力传动系统效率的改善，为此内燃机直接与电机连接。这种用所谓曲轴起动发动机构成的混合动力传动系统可成本合理地制造，因为取消了设在电机及内燃机之间的离合器，它通常用在能量回收期间使内燃机与电机分离。该经济上的优点在现有技术中是以带来了缺点为代价的，在能量回收期间内燃机以其拖动转矩被一起拖动及由此使可获得的动能在机动车减速时减小了拖动转矩的部分，在中等级别的机动车的内燃机上在3000转/min时至少约为10-15Kw。试验表明，在这种动力传动系统中如上所述地转换到快速时拖动转矩不必要地增大，因为内燃机的拖动转矩通常随转速增大。这里本发明的动力传动系统对该方案的对策是特别有利的，即在惯性行驶时使变速箱中的一个挡置入，它允许内燃机工作在小转速的惯性行驶。由此电机也工作在小转速下，在该换挡方案中总能量值得到改善及在能量回收时比变速箱停留在一个低挡上节省更多的能量。在此情况下有利的是，置入一个挡或在CVT变速箱的情况下选择一个传动比，使内燃机的转速限制到小于1500转/min，最好小于1000转/min。
本发明的另一作用是在具有曲轴起动发动机的动力传动系统中提高其效率，该动力传动系统的一个实施例在于，电机工作在发电机工况用于减弱动能，直至设在内燃机中的一个滑行断开装置(Schubabschaltung)无效时为止，其中在滑行断开装置无效后使设在内燃机及变速箱之间的起动离合器打开及使内燃机关机。由此可在出于舒适原因直至取消滑行断开的时刻无燃料损耗地回收能量，及然后在空载阶段中开始消耗燃料前为了避免不必要的燃料损耗而使内燃机关机。以此方式，可在滑行断开装置无效前不用重新起动内燃机用仍未关机的内燃机立即起动机动车。
根据本发明构思的一个涉及所有混合传动的动力传动系统的另一有利实施形式在于，在起动过程期间内燃机的压缩比下降。在起动期间压缩比的下降例如可通过曲轴和/或汽缸头轴向位移和/或控制时间的变化以改变汽缸工作容积的方式实现。为了能更可靠地进行起动过程，压缩比譬如可从14下降到8及由此明显降低控制功率。因为用于起动内燃机所需的功率与其压缩比相关，在压缩比下降时可节省能量，及此外用于起动内燃机的电机可相应地以较小功率设计，尤其当仅出于提供起动转矩的原因，譬如在具有高压缩比和/或大汽缸数量的内燃机上电机必需具有比用于发动机和/或能量回收的电机大的容量的情况下是有利的。对此应指出，电机工作在譬如预定的发动机、能量回收和/或升压工作方式时也可短时地超过额定功率，由此原则上具有小功率的电机是有利的，这时所需起动转矩也可被设计得小些。
此外可考虑，为了在能量回收结束尽可能早地将转矩传递到输出轴上，内燃机通过离合器不完全与变速箱输入轴分离，而在低转速下、例如在转速小于1000转/min及最好在空载转速时使内燃机被一起拖动，其方式是譬如离合器滑动地工作。这样产生的多余损耗被保持在一定限度内。而在起动或在能量回收过程后的重新加速时离合器可快速传递转矩，及由此起动或能量回收后的加速能可靠且舒适地进行，因为内燃机无需被再起动。变换地或附加地，在该工况中压缩和/或压缩比可下降，燃烧室阀可部分地打开和/或关闭一个或多个工作汽缸。
该混合动力传动系统另一有利的实施例在于，电机在空间上被设在起动离合器的附近。对于该实施方式可有利地考虑，由于起动离合器其发热的打滑特性及由于电机在其工作时的发热、尤其工作在最大功率区域中或短时超过最大功率的发热，将根据它们发出的热量来控制，即当组件-电机和/或磨擦式离合器中至少一个出现发热时将使这两个组件这样工作，即该发热不会导致损坏。这意味着，在离合器滑动时电机的功率下降或在极端情况下甚至关断电机，以使周围环境中的必要热量减小及保持在一定程度上，这将不导致组件周围环境中材料的继续受损。此外，在电机大的发热的工作状态下将避免离合器的滑动工作或离合器的操作及由此必要时使换挡过程在时间上偏移。有利地也在于，在组件区域高温情况下至少在相应时间区段中这两个组件这样工作，即形成尽可能小的发热，即使当发热仅由一个组件引起时。有利地，本发明的该构思可预见性地被应用，其方式是，在譬如与待克服其上升的周围环境温度、附加负载和/或机动车负载相关地出现的组件安装空间过热的情况下，使电机和/或磨擦式离合器相应地以减小的发热工作。可以理解，该过程可通过中心控制单元控制，后者可以在机动车工作中进行流程的相应优先化，由此对关系可靠性及构成舒适性的过程相应求值。
另一个设有CVT变速箱的有利实施例在能量回收期间将这样设置CVT变速箱的传动比，以使得电机工作在最大效率和/或最大功率。这里特别有利的是，转子首先不发出电流及机械地回收能量，仅当电机达到最大效率区域的转速时、如在额定转速或达到最大功率的转速时才发出电流。CVT变速箱传动比通过锥形盘的调节可控制电机转速，而能量回收过程可从司机所需的减速度来导出。为此由司机给出一个信号，它根据减速度的要求求值及转换成改变传动比的控制量。作为司机给出信号例如为制动踩板的位置，作用在制动踩板上由司机产生的压力或在液压制动设备中产生的压力，该压力仅从一定值、如用于所需紧急制动的值开始才导入常用制动中，而在这以前仅用于构成信号，其中由司机根据他产生的压力导出的减速度可借助能量回收来得到。对此一个有利的实施例考虑由司机设置一个预给定值，通过它控制一个上级制动管理装置，该装置调节各个减速程序，例如紧急制动、启动抗抱死系统的制动等。其中实际减速度可通过车轮转速传感器、如借助现有的一个抗抱死系统和/或抗滑动调节系统来确定及可考虑作为由制动管理装置处理的测量值。在能量回收过程后的加速时可用来调节油门位置或用于所需加速度量度的作为司机信号的调节量的时间求导，以相应调节CVT变速箱锥形盘来调节适合的传动比。在此情况下所需的与实际的传动比的偏差可形成一个调节环，该调节环调节CVT变速箱的传动比变化，及由此譬如达到恒定减速特性，尤其在下坡行驶时。作为另外的影响量可向制动管理装置输入预控制量，并最好作为固定的参数输入，以便对管理系统的计算能力不会过高的要求，这些参数例如为内燃机及变速箱之间的离合器可传输的最大转矩、电机的最大转矩或特性曲线、常用制动的最大制动转矩及必要时的效率及响应特性和/或类似参数。
本发明的另一构思在于能量回收过程，其中在内燃机及CVT变速箱之间的起动离合器在能量回收过程期间被打开，这时内燃机停止及在起动离合器闭合后由通过另一分离离合器与变速箱的从动轴分开的电机借助脉冲式起动器来起动，并根据由司机所需加速度转矩来调节电机转速。在此情况下司机可借助控制信号、如由油门位置导出的信号预给定所需加速度及与此相关的转矩的量值，其中所需加速度可用对内燃机转速的转矩配置的形式求得。根据本发明的构思，这时该转速在起动离合器闭合前就已对电机调节，以致在起动离合器闭合后使内燃机加速到该转速，由此内燃机输出由司机要求的转矩。同时CVT变速箱可被调节到适合所调节转速的最佳传动比及使分离离合器以相对小的滑动闭合。
本发明还包括用上述动力传动系统的有利实施形式控制，调节及操作机动车的方法。
附图说明
将借助图1至11来对本发明详细地说明。附图为：
图1至5：具有一个内燃机，一个带分立挡位的负载控制变速箱及一个电机的动力传动系统的实施例，
图6：具有一个内燃机，一个CVT变速箱及一个电机的动力传动系统的实施例，
图7：具有一个内燃机，一个齿轮-空挡变速箱及一个电机的动力传动系统的实施例，及
图8至11：说明可回收的能量与根据本发明构思的动力传动系统的运行方式的关系的曲线图。
具体实施方式
图1至5表示各个彼此相似的动力传动系统10，110，210，310，410，其中相同的部分用相同的标号表示及相似的部分通过前置的数字相互区别。动力传动系统10，110，210，310各具有一个内燃机11，它借助一个安装在曲轴12上的离合器13可与负载控制变速箱15，115，215，315，415的输入轴14相连接。其中在曲轴12及变速箱输入轴14之间可在离合器13和/或在一个分开的飞轮上设置扭转振动阻尼装置16。在变速箱输入轴14设有固定齿轮17，18，19，20，21，22(在图1中无固定齿轮21)，它们各与设在变速箱输出轴23上的惰齿轮25，26，27，28，29，30，35(图1中无惰齿轮29)相啮合，及通过不同传动比的齿轮对构成挡1至4，R(图1)或挡1至5，R(图2-5)。每个最后挡，即在变速箱输出轴23上可达最大速度的挡-图1中的挡5及图2至5中的挡6-借助设在变速箱输出轴23上的惰齿轮30通过与它啮合的齿轮31与负载控制离合器32形成传动的连接，其中齿轮31绕变速箱输入轴14设置及固定地与负载控制离合器32连接。其中这两个离合器13，32可作为双离合器被设置在一个壳体中，及在齿轮30或变速箱输出轴23及曲轴12之间的力传递路径中可设置另一阻尼装置33，它也可组合在离合器盘上或由分开的飞轮构成。可以理解，倒车挡R通过设在齿轮22及35之间的逆转轮34得到转向的逆转。惰齿轮(Losraeder)将成对地借助一个换挡离合器、如在这里譬如借助所示的轴向支承的移动套筒36，37，38与固定设在变速箱输出轴23上的固定齿轮39，40，41在形成形状耦合的情况下相连接，以转换到相应的挡1至6。移动套筒36，37，38在操作或放入挡位时将借助未示出的致动器如电的、气动的或液力的致动器轴向地移动，其中轴致动器及移动套筒之间可设置相应的运动上适配的传动装置如转换连杆、转换轴及变速器。在此情况下，两个作为起到挡设置的挡1及R各设有同步装置42，43，其它挡的同步无需同步装置而通过离合器13，32的交叉转换和/或电机50的制动或加速来实现。
动力传动系统的各个实施例10，110，210，310，410彼此的区别基本上在于电机50的布置及布线及一个挡6的设置及配置。对此图1表示一个具有挡1至5，R的负载控制变速箱15，其中电动机51的转子51与负载控制离合器32通过譬如齿轮31及与转子和齿轮31相啮合的齿轮52直接地连接以提高传动比。通过使电机50与齿轮31连接基本上与挡5在传动上相连接，以使得在图示的实施例中不仅在机动车通过变速箱输出轴传动而且在能量回收时具有固定的传动比，在能量回收时动能通过变速箱输出轴23进入变速箱15。内燃机的起动是在移动套筒36，37，38的空挡位置及离合器13闭合及离合器32闭合的情况下进行的。在该运行状态中不置入挡1至5，R，由此该状态-譬如在机动车停止时储能器不足的情况下-可在不断开内燃机11的情况下用来对储能器充电。在能量回收方式中，最好两个离合器13，32均打开及借助移动套筒38置入挡5。这也置入到借助电机50的机动车纯电动运行。在借助内燃机11的机动车运行时，电机50可在负载控制离合器32打开及置入挡5的情况下以发电机运行方式产生电流或以电动机运行方式支持内燃机11。如果置入到挡1至4，R，电机50可通过负载控制离合器32与内燃机11的曲轴12相连接，以致在发电机运行方式中可直接由曲轴12驱动或在电动机运行方式中使转矩传到变速箱输入轴14。在挡1至4转换期间负载控制离合器32可滑动地工作及移动套筒38置入挡5，以使得当一个挡断开及置入新挡以前的牵引力断开期间通过挡5将转矩传递到变速箱输出轴23，及在牵引力断开期间可至少减小地得到传动转矩。变换地或附加地，电机50可将转矩传到变速箱输出轴，以致在换挡过程中离合器32可完全保持打开及在此期间无转矩被传送到变速箱输出轴。
为了在机动车减速时使动能通过传动轮进入变速箱输出轴23及再从那里供给电机50，或在机械能量回收到转子51中期间使转子具有飞轮质量以增大可利用的提供转动能量的最大惯性矩，起动离合器13及负载控制离合器32打开及挡5的齿轮30与变速箱输出轴相连接。通过挡齿轮31及转子51之间设定的传动比，在变速箱输出轴23小转数的情况下转子51便可得到相应的加速。根据本发明的构思，机动车车减速时将根据：开始减速时的输出侧速度，减速梯度，机动车负荷，电储能器的充电状态和/或类似状态或通过机械或通过电形式进行能量回收。在机械形式的能量回收情况下，仅是转子51及有时其附加的飞轮质量被加速及转动能量被储存。对此有利的是，在机动车停止时使挡5断开，由此根据飞轮利用原理使转子51自由转动及有时在负载控制离合器32闭合后内燃机11可再起动，负载控制离合器最好在机动车停止后立即关断或在离合器13打开后的滑行运行时被打开。此外，在转子51高转速情况下尤其有利的是，电机50一直接通在发电机工况中，直至由于电机发电工作使转子转数下降，以致负载控制离合器32可无摩擦地接合。可以理解，转速仅下降到这样的程度，即内燃机仍可在热状态下起动。在机动车减速期间电形式的能量回收使用与机械形式的能量回收相同的力传递路径而其状态为：电机50工作在发电机工况及由此发出电能，该电能输送到电储能器和/或供给用电器-尤其涉及与安全有关及机动车舒适性的用电器。尤其在机动车停止时有利的是，在转子中存储的转动能量转换成电能，及产生用于相应用电器的电能，由此使电存储器如蓄电池不会过负荷。
图2与图1不同地表示一个具有6挡的负载控制变速箱115，其中为了构成挡6，在变速箱输出轴23上设置了一个作为惰齿轮的附加挡齿轮30，及该惰齿轮借助附加的移动套筒44可与固定齿轮45相连接。与图1的实施例10中电机50连接到挡5的方式相同地，具有转子51的电机50通过齿轮31连接到挡6上。
图3与图1及2的实施例15，115不同地表示一个动力传动系统210，其中转子51借助一个换挡离合器53可分离地连接在挡5的固定齿轮21上。在此情况下挡6通过齿轮31与负载控制离合器32连接。这种布置尤其具有其优点，即在换挡过程如从挡2向挡3转换的过程中，转子51借助换挡离合器53与挡5分离，以致转子的惯性矩对换挡同步不起干扰作用，该惯性矩为了机械形式的能量回收应相应地高及在同步过程中起到副作用。但在需要时电机50可支持换挡过程，其方式是它使变速箱输入轴14加速或减速。此外，它可通过挡齿轮29及闭合的换挡离合器38在负载控制离合器32打开的情况下使变速箱输出轴23加速或减速。
图4表示图3的动力传动系统210的另一变型，其中换挡离合器53可转换在两个开关位置上，即一个第一位置，在该位置上转子51通过固定齿轮21与挡5连接，及一个第二位置，在该位置上电机直接与曲轴12连接，为此在图示的实施例中应该惰齿轮54与离合器13，32的离合器壳体55相啮合。可以理解，除这两个置入位置外换挡离合器53还可具有一个空挡位置。该实施例具有其优点，即尤其在停车时或在电储能器充电状态不足时电机可与内燃机直接连接，由此在譬如停停走走的交通状况时电储能器可直接被补充电。为此在停车时内燃机不停止，而电机工作在发电机工况。电机与曲轴12的直接连接相对图1至3中通过闭合的换挡离合器32的转子转换具有更小的损耗、如摩擦损耗，及尤其在机动车停车期间、起动过程期间及在小速度情况下有效地使用内燃机的转速范围。
图5表示一个动力传动系统的实施例410，它具有与图4的动力传动系统310相同的功能，换挡离合器53可分离地形成电机及挡5之间的连接，及自由轮机构(Freilauf)55通过齿轮54将转矩从曲轴12传递到电机50的转子51。移动套筒53则可这样地配置，即它仅使转子51与变速箱输入轴14分离。
图6表示具有一个内燃机511及一个CVT变速箱515的动力传动系统，其中变速箱输入轴514及变速箱输出轴523中间的传动比借助一种改变各设在变速箱输入轴514及变速箱输出轴523上的锥形盘对的转动直径的缠绕装置来调节。其有利的机构及工作方式已由现有技术充分地公知，这里作为例子可例举DE 4036683A1。电机550与变速箱输入轴514连接。在图示的实施例中电机的转子551借助皮带传动装置556与变速箱输入轴514形成传动连接。在此情况下该皮带传动装置556也可为可连续调节的缠绕装置变速器。在曲轴512及变速箱输入轴514之间设有振动阻尼装置516，例如为一个分开的飞轮。该CVT变速箱515借助各个离合器558，559一方面与内燃机及另一方面与从动轴可分离耦合，在图示的实施例中这些离合器是湿式运行多片式离合器。
该动力传动系统510的工作方式类似于图1中所述动力传动系统的工作方式，其中尤其是离合器558，559及变速箱515的操作相应于所述动力传动系统地进行。内燃机的起动在离合器558闭合及离合器559打开的情况下借助电机550通过皮带盘变速器556实现。如果该皮带盘变速器556可变地调节，将有利于在电机大转速及相应设置的传动比的情况下起动内燃机511。机动车的驱动通过内燃机511在离合器558，559闭合的情况下实现，其中根据所需加速度及机动车速度来调节变速箱515。变换地或附加地，电机550可通过皮带传动装置556驱动或加速机动车。当机动车减速时可打开离合器58及使内燃机停止。为了减速机动车可在离合器559闭合情况下使电机供给电流及以电形式回收能量，或视行驶状态而定使电机550关断及以纯机械方式回收能量。一旦机动车停止，可再打开离合器559，而转子551及仍与它功能连接的部分可被用作惯性利用单元。这时存储的转动能量可通过电机550供给电流转换成电能，或提供内燃机的重新起动，其方式是使离合器558闭合。在用所需纯机械回收能量使机动车减速的情况下，将传动比调节到快速-in Overdrive-将是更有利的，以致在变速箱输出轴523低转速时产生电机550的转子551的高转速，及由此可存储更多的转动能量。在皮带传动装置556具有可变调节性的情况下，该传动装置可被调节到快速。在所需电形式能量回收的情况下，变速器550的传动比及有时皮带传动装556的传动比可这样选择，以使得电机工作在最佳效率上。
图7表示根据本发明构思的具有一个变速箱615的动力传动系统的优选实施例，它具有电机650，这是一种所谓齿轮-空挡变速箱的实施形式。该变速箱615分为：一个CVT变速器660，它具有一组设在变速箱输入轴614上及一组设在变速箱输出轴623上的、用缠绕装置661传动连接的锥形盘对662，663；及一个行星变速单元664，它的空心齿轮666与一个从动轴665相连接，后者连接到至少一个驱动轮或一个差动装置。该行星变速单元668由空心齿轮666，具有行星齿轮668及恒星齿轮669的行星支架667构成。其中恒星齿轮669与变速箱输出轴623固定地连接，桥接部分667选择地通过670，671可与变速箱输入轴614或变速箱输出轴623相连接。未示出的内燃机的曲轴612可通过离合器672与变速箱输入轴614相连接。与变速箱输入轴614固定连接的电机650的转子651可在离合器672闭合时连接到曲轴上，与从动轴665的功能连接在离合器670，671打开的情况下直接通过CVT变速器660或由闭合的离合器671功率分路地通过CVT变速器660及变速箱输入轴614及桥接部分667之间的齿轮连接673、再通过行星齿轮668及空心齿轮666到从动轴665来实现。通过选择地闭合离合器670，671可达到比用传统的CVT变速箱高得多的传动比范围，在后者情况下包括差动装置传动比在内的最大传动比约为i＝14。以此方式，在离合器670闭合的情况下通过连接到从动轴665的传动齿轮及CVT变速器660减速地达到转子651上很高传动比的调节及转子相应的加速，由此通过高转速可存储很多的转动能量。例如转数可达到16.000转，对此可以估计：在该转速范围中以怎样的成本才能表明转子651的破裂强度经得起附加获得的转动能量的部分。此外应指出，该变速箱615涉及一种齿轮-空挡变速器，及在离合器670闭合时在CVT变速器660减速位置上将发生传动比的翻转，以致在转换到低速时该翻转点不应被达到。
图8至11各表示一个曲线图，其中表示在回收能量过程期间能量E相对下降的速度v的关系。图8用虚线701表示在回收能量过程期间机械形式回收的能量E相对下降的速度v的关系，该过程开始于速度v1直到停止速度vO，该期间一个CVT变速箱的总传动比i从高速向着低速改变，它用实线702表示。在譬如100公里/小时的速度v1时开始回收能量的情况下，能量线性地增大直至达到最大传动比，例如在速度v(imax)时达到最大传动比，在达到v(imax)时不能再使飞轮质量继续加速，该飞轮质量接收动能及以转动能量存储。在最大传动比i、譬如i＝14时回收的能量值比在合理经济成本投入及电机节能设计情况下的电机效能增高多倍。这里电机的功率估计最大为15至25KW。随着曲线702以更大传动比的变化，例如使用齿轮-空挡变速箱可使能量曲线701从点v(imax)开始线性地继续增大到更大的回收能量。在此情况下，飞轮质量的破裂强度必需设计得更大，对此的成本估计、即为此提高的成本相对可附加获得的能量值应表明是合理的。为了完整起见应指出，在图8所示的曲线中能量E表示v1及v(imax)之间减速过程期间的能量值，即在这两个速度之间的能量应整体地观察及在最大传动比时速度的下降直到机动车停止不再有附加能量的回收。曲线701对于在点v(imax)达到其最大传动比的变速箱继续给出可回收能量E的变化。
图9的曲线图表示在电形式能量回收期间能量E随速度v的变化，它开始于速度v1及结束于速度v＝0。在此情况下曲线703表示在速度v时可瞬时回收的能量值，曲线704表示在相应的速度v时累积的能量值，以致在能量回收过程期间在曲线704上当v＝0时可读出可获得的最大能量。该值譬如通过变速箱的换挡、尤其在使用CVT变速箱的情况下可得到优化，其方式是这样选择传动比的设置，以使得电机总是工作在其最佳效率上。为了比较，图10表示在从v1至v＝0的速度范围v中用于机械形式能量回收的相同能量特性，其中具有能量曲线705及与图8中曲线701相应的能量值701。应该指出，图9及10的曲线的比例尺并不必需一定相同。
图11的曲线图表示一个机动车从速度v1减速到v＝0停止情况下以机械形式及电形式组合能量回收的能量变化。这里曲线706表示随减速的增加机动车的动能下降，曲线707表示电形式能量回收的能量曲线，曲线708表示机械形式能量回收的能量曲线及曲线709表示机械及电形式能量回收的总能量曲线。在该例的处理过程中电及机械形式能量回收的选择方式是这样的：在回收开始是纯机械形式的能量回收，即飞轮质量如电机转子或设有附加质量的转子首先被加速到最大转速，及在此期间变速箱如CTV变速箱、齿轮-空挡变速箱或换挡变速箱被调节到最大传动比，也就是运行在低速上及在速度v2上飞轮质量达到最高转速后电机开始工作即供给电流。由此电形式的回收能量增加，而以转动能量形式存储的机械能量逐渐下降。由曲线709表示的拉制能量形式的和在v＝0时达到比仅用机械形式或仅用电形式回收能量的机动车减速情况下更高的能量值。在另一有利的实施例中，例如电形式回收在速度v3时停止及驱动轮与飞轮质量之间的连接被打开，以使得飞轮质量继续转动及必要时使停止的内燃机通过它与飞轮质量中间的连接可再起动。可以理解，点v3的选择不一定根据机动车速度，而也以有利的方式根据飞轮质量的转速来实现。
与本申请一起提交的权利要求书是一种撰写的建议而不偏向于实现深入的专利保护。本申请人仍保留，将目前仅公开在说明书和/或权利要求书中的其它的特征组合提出保护。
在从属权利要求中使用的回引指示通过相应从属权利要求的特征进一步地构成独立权利要求的主题；而不应理解为放弃达到对回引的从属权利要求的特征组合的独立、具体保护。
因为从属权利要求鉴于优先权日的现有技术也可构成自身的独立发明，因此本申请人保留：它们可作为独立权利要求的主题或用作划界的解释。此外它们也可包括独立的发明，该发明具有与在前的从属权利要求的主题无关的构型。
这些实施例不应被理解为对本发明的限制。而在本公开的范围内可以有许多变化及修改，尤其是这样的单元及组合和/或材料的变型：例如通过其单个特征结合一般说明及在实施形式和权利要求书中所述的以及附图中包含的特征或单元或方法步骤的组合或变化对于专业人员在其任务的解决方面是可推测出来的，及通过组合的特征将导致新的主题或导致新的方法步骤或新的方法步骤顺序，以及它一般地涉及制造、检验及工作方法。

Claims (33)

1.用于机动车在不同工作状态下前进运动的动力传动系统，其中该动力传动系统包括：至少一个内燃机，至少一个可与该内燃机相连接的、至少具有发电机及电动机功能的电机，及至少一个设在内燃机与至少一个驱动轮之间的变速箱，该变速箱具有多个可根据工作状态选择的变速级，它至少包括下列运行状态：
a)在牵引运行中该机动车由内燃机和/或电机驱动，
b)在惯性行驶中，至少一部分由机动车减速形成的动能被转换成电能和/或转动能量及至少短时地存储在至少一个用于存储该能量形式的相应构型的储能器中，
c)在冷起动阶段中，未由工作加热的内燃机借助电机起动，
d)在热起动阶段中，由工作加热的内燃机借助电机或转动的飞轮质量起动，该电机或飞轮与内燃机在传动上相连接。
2.根据权利要求1的动力传动系统，其特征在于：在小减速度时将可获得的动能转换成电能，及在超过一个可调节的转换点后在大减速度时将可获得的动能转换成转动能量，该转换点被设定在0.5m/s2及3m/s2之间的减速度上。
3.根据权利要求2的动力传动系统，其特征在于：该转换点被设定在1m/s2及2m/s2之间的减速度上。
4.根据权利要求2的动力传动系统，其特征在于：转换点根据由司机所要求的减速度来调节。
5.根据权利要求4的动力传动系统，其特征在于：作为司机所要求的减速度的量值，对由操作一个制动踩板的方式导出的信号求值。
6.根据权利要求5的动力传动系统，其特征在于：该信号是接收制动踩板的操作压力的压力传感器的压力信号。
7.根据权利要求1至6中任一项的动力传动系统，其特征在于：当所要求机动车减速度超出通过动能转换的减速度时，根据所要求机动车减速度启动常用制动。
8.根据权利要求1至6中任一项的动力传动系统，其特征在于：在所要求的减速度期间使动能转换成转动能量，直到从至少一个驱动轮来看变速箱向快速的调节达到最大值为止及然后将剩余的动能转换成电能。
9.根据权利要求2至6中任一项的动力传动系统，其特征在于：转换点适配地根据至少一个变化的工作参数来调节。
10.根据权利要求1至6中任一项的动力传动系统，其特征在于：在机动车停止后存储在飞轮质量中的转动能量至少部分地被转换成电能。
11.根据权利要求10的动力传动系统，其特征在于：转动能量这样地被转换成电能，以致剩余的转动能量在飞轮与曲轴连接后足够用于起动在减速过程中被关闭的内燃机。
12.根据权利要求1至6中任一项的动力传动系统，其特征在于：变速箱被自动控制，以使得内燃机工作在其最小损耗的范围中，及由司机所要求的动力传动系统的功率增加借助电机通过附加驱动装置来调节。
13.根据权利要求12的动力传动系统，其特征在于：由内燃机在其最小损耗范围中的功率及由电机的功率构成的动力传动系统的总功率可通过可由司机选择的功率范围再现地构成。
14.根据权利要求13的动力传动系统，其特征在于：总功率的构成根据至少一个影响电机功率的参数这样地实现，即在电机功率受到不利影响时对内燃机最小损耗的最佳近似偏离一个量值，该量值与该至少一个影响参数使电机功率减小的量值相同。
15.根据权利要求14的动力传动系统，其特征在于：该影响参数是与转速相关和/或与温度相关的电机功率特性曲线，向电机供电的储能器的状态，控制电机的和/或供给电能的大功率电子装置的温度。
16.根据权利要求1至6中任一项的动力传动系统，其特征在于：电机可选择地与变速箱输入轴或与至少和一个驱动轮作用连接的变速箱输出轴相连接。
17.根据权利要求16的动力传动系统，其特征在于：电机根据与转速相关的效率的特性曲线与所述轴相连接，该轴的转速接近特性曲线的最大值。
18.根据权利要求16的动力传动系统，其特征在于：设置一个电机在自动负载控制变速箱中，它具有一个使变速箱输入轴与曲轴可控制地连接的起动离合器，及使变速箱输出轴和电机与曲轴可控制地连接的负载控制离合器，其中电机及变速箱输出轴之间的连接可借助牙嵌离合器分离，由此在牙嵌离合器闭合及负载控制离合器打开的情况下电机与变速箱输出轴相连接，及在牙嵌离合器打开及起动和负载控制离合器均闭合的情况下电机与变速箱输入轴相连接。
19.根据权利要求18的动力传动系统，其特征在于：在置入至少一个挡时，该电机使变速箱输入轴的转速同步在变速箱输出轴的转速上。
20.根据权利要求16的动力传动系统，其特征在于：该电机可与曲轴相连接。
21.根据权利要求1至6中任一项的动力传动系统，其特征在于：内燃机至迟在机动车停止时关机及在常用制动释放时由司机执行内燃机的自动起动。
22.根据权利要求1至6中任一项的动力传动系统，其特征在于：在电机及内燃机之间设有一个可控制的摩擦式离合器，它在内燃机关机及机动车短时停车后如此及时地进入摩擦作用，即由电机将起动转矩传递给内燃机。
23.根据权利要求22的动力传动系统，其特征在于：起轴向压紧一个装有摩擦片的离合器盘作用的摩擦式离合器被一个具有线性行程/力特性的储能器加载。
24.根据权利要求22的动力传动系统，其特征在于：通过传递起动转矩的摩擦式离合器由电机起动内燃机，接着为了置入一个挡使摩擦式离合器打开及立即在开始摩擦的摩擦式离合器的接合点上运行及在达到置入挡的同步后使机动车起动。
25.根据权利要求1至6中任一项的动力传动系统，其特征在于：在惯性行驶时电机与内燃机连接的情况下使变速箱中的一个挡置入，它允许内燃机工作在小转速的惯性行驶。
26.根据权利要求25的动力传动系统，其特征在于：内燃机的转速被限制到小于1500转/min。
27.根据权利要求25的动力传动系统，其特征在于：内燃机的转速被限制到小于1000转/min。
28.根据权利要求1至6之一的动力传动系统，其特征在于：在惯性行驶时电机与内燃机连接的情况下，为了减弱动能电机工作在发电机工况，直至设在内燃机中的一个滑行断开装置无效时为止，其中在滑行断开装置无效后使设在内燃机及变速箱之间的起动离合器打开及使内燃机关机。
29.根据权利要求1至6之一的动力传动系统，其特征在于：在起动过程期间内燃机的压缩比下降。
30.根据权利要求1至6之一的动力传动系统，具有一个设在起动离合器附近的电机，其特征在于：由于起动离合器其发热的打滑特性及由于电机在其工作时、尤其工作在最大功率区域中的发热，起动离合器及电机将根据带入周围环境的热量来运行。
31.根据权利要求30的动力传动系统，其特征在于：电机和/或起动离合器的变换控制根据电机和起动离合器的总发热量来进行。
32.根据权利要求1至6之一的动力传动系统，其特征在于：在惯性行驶中内燃机不关机及借助一个在内燃机及变速箱之间的、工作在滑动方式的离合器在能量回收工况中联动。
33.使用根据权利要求1至6之一的动力传动系统驱动机动车的方法。
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CN1378924A (zh) 2002-11-13
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US20020177504A1 (en) 2002-11-28
FR2822758A1 (fr) 2002-10-04

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