DE10015912A1 - Electrically-operated clutch for automobile drive train provided by electrical machine with rotor component and winding component - Google Patents

Abstract

The clutch (30) is inserted in an automobile drive train (11) between the IC engine (12) and the gearbox (14) and is provided by an electrical machine with a rotor component (40) and a winding component (50), with a control device (60) for controlling the relative rotation rate between the rotor component and the winding component. An Independent claim for a drive unit with a drive train containing an IC engine is also included.

Description

The present invention relates to a clutch for opening and closing a Powertrain, with the clutch downstream of an engine and with an output shaft of the engine can be connected. Furthermore concerns The invention is a drive assembly with a drive train that has a force has machine.

Couplings have been known for a long time. For example, they will be in effect vehicles such as passenger cars, commercial vehicles or the like puts. The couplings are usually in such a variant of use between an internal combustion engine and a Gear arranged. The clutches are both with the output shaft of the Internal combustion engine, which is called crankshaft, as well as with the transmission input shaft connected. When the clutch is actuated, the drive train  opened or closed, such as when the transmission is in a different gear to be shifted up or down.

Such clutches are designed, for example, as a friction clutch. Rei Exercise clutches transmit a torque of the internal combustion engine conclusive due to frictional forces on the gearbox. You can have one or more Have clutch discs over which the torque from the clutch flywheel and a clutch pressure plate on the transmission input shaft will wear. To interrupt the flow of power between the combustion engine and change gear a corresponding release is provided.

In the course of developments in the automotive industry, the tendencies are that drive arrangements for vehicles are becoming increasingly compact. At the same time, the drive arrangements are always new, additional Kom components expanded.

One type of such component is, for example, electrical Machines that perform different functions in the drive arrangement can. Such electrical machines include Synchronma machines for generating electrical energy. The electrical energy generated can then be made available to a wide variety of consumers.

A possible form of such electrical machines is, for example, the so-called called crankshaft starter generator, which in conjunction with a match the clutch is integrated in the drive train of passenger vehicles. At a crankshaft starter generator, for example, is a permanent magnet synchronous machine, which is between the crankshaft of the Internal combustion engine and a conventional friction clutch in the drive strand is integrated. With the help of the crankshaft starter generator can ei the internal combustion engine is started. Furthermore, this can be in the Fahrbe drive worked as a generator, so starter and generator in the motor vehicle replaced Zen.  

If the drive train of the vehicle in which the crankshaft starter is located Generator is to be opened or closed, this is done via the conventional clutch, for example a friction clutch, a dry clutch or the like.

Another solution for an electrical measure used in a powertrain Schine is described in EP-A 0 706 462. In this publication there is an An Drive arrangement for a hybrid vehicle disclosed. The drive arrangement has in addition to a conventional internal combustion engine, one for the electrical type Drive the vehicle trained electrical machine in external rotor design on. The stator of this electrical machine is cremated with the housing tion motor firmly connected, while the rotor to the transmission input shaft is coupled. Furthermore, a clutch is provided in the drive arrangement, which is a switchable torque transmission connection between the crankshaft le of the internal combustion engine and the transmission input shaft.

In both solutions described above, it is necessary that in addition to the electrical machine each have an additional clutch, for example in the form a friction clutch, a dry clutch or the like, used must become. However, such couplings generate losses when engaging. Like this far the coupling of the electrical machine upstream or downstream tet, this also requires an increased space requirement. In particular In the automotive sector in particular, the individual drive components are entitled to Increasingly less space available, so that the loading There is a need for the individual drive components to be as compact and as possible to be placed in the drive train to save space.

The present invention is therefore based on the object of a clutch Opening and closing a powertrain as well as an improved powertrain Provide order with which the disadvantages described are avoided can. In particular, an optimized clutch or an optimized one  Drive arrangement can be created with which in addition to an achievable Space saving also different components and auxiliary units in one Drive train of conventional design replaced and their functions in one machine can be integrated.

According to the first aspect of the invention, this object is achieved by a Clutch for opening and closing a drive train, the clutch downstream of an engine and with an output shaft of the engine ne can be connected. The clutch is characterized according to the invention records that the clutch as an electromotive clutch in the form of an electri rule machine is designed that the electromotive clutch a rotie rende or rotatable rotor components and a rotating or rotatable Has winding component and that a control device for control the relative speed between the rotor component and the winding component is provided.

With the aid of such a coupling according to the invention, a wide variety of different can Powertrains are opened or closed, so that the inven not to certain drivetrain types or specific uses such drive trains is limited. For example, the Coupling in drive trains of machines, vehicles such as land vehicles gene, aircraft, watercraft or the like may be provided. Before preferably the clutch according to the invention in a drive train for Motor vehicles such as passenger cars, commercial vehicles and the like be set. In the following, the invention is exemplified using an An Drive train for a passenger car described without the scope However, the invention would be limited to this specific example.

In the drive train, an engine is initially provided, which inventions proper coupling is connected downstream. Again, the invention is not based on certain forms of engine are restricted. Rather, the invention can basically be realized with any form of machine that - mostly via  an output shaft - technical work can be removed. In the Kraftma This technical work is created from a different form of energy. At Games for suitable engines include steam turbines, water turbines, wind turbines, internal combustion engines and the like. To clarify Lichung the invention is based on an internal combustion engine trained engine explained. However, the invention is not based on this limited this concrete example. If a combustion engine motor is used, it is the output shaft of the engine in usually around the crankshaft of the internal combustion engine.

A basic idea of the present invention is that the dome to open and close the drive train as a so-called electric motor is designed coupling. This electromotive clutch is in shape an electrical machine. Electrical machines as they are from a standing start the technology are known consist of a fixed part, the stator ge is called, and a rotating part, which is called rotor. The difference the electromotive coupling points to such known electrical machines a rotor component and a winding component, both of which Components rotate or are rotatable. That part of the as an electric motor cal coupling trained electrical machine, which in conventional E electric drives form the stator, now also rotates, which is why it no more than "Stator" but is referred to as "winding component". The winding However, component shows a similar structure to the stator in one conventional electrical machine, as in the further course of the description is explained in more detail.

Now that both components of the electromotive clutch rotate, must both speeds when controlling the electric motor clutches, namely that of the rotor component and that of the winding component be regulated and regulated. This takes place in the control device. The tax institution tion has the function, the relative speed between the rotor component and to control the winding component. Regulating the relative speed  can perform various functions of the electromotive clutch become.

The clutch according to the invention makes it possible for this - in addition to its actual clutch function - in addition also the previously a crankshaft Starter functions reserved for starter-generator, generator functions and Can take over damper functions. The individual functions can be done without an additional energy supply can be carried out. If the electric motor cal clutch is used in the drive train of a motor vehicle, it can for a complete mechanical decoupling of a downstream compo components, such as a gearbox, from the internal combustion engine, not least increases driving comfort.

With regard to the coupling function, the clutch according to the invention tion achieved that a torque transmission over the entire Speed range of the internal combustion engine is safely guaranteed. Farther can with a corresponding setting of the relative speed between the rotor compo nente and winding component of the power flow quickly and completely separated become. Switching processes and active synchronization - as explained later can be mastered safely. Finally, without an external Power supply to be worked, with any coupling losses from the Output shaft power of the engine can be covered.

The clutch according to the invention is engaged in such a way that the relative speed between rotor component and winding component regulated to zero becomes. The rotor component and the winding component are against braked each other, whereby regenerative power from the clutch will. The absolute speeds of the rotor component and the winding com component are adjusted when engaging, so that the rotor component and the winding component have the same speed after coupling the output shaft of the engine, such as the crankshaft of the combustion engine tors. In contrast to the usual friction clutches, the one to be transmitted is created  Torque not due to friction. Instead, it becomes an electric motor generated.

When disengaging, the torque is regulated to zero. Examples of how a sol che "zero control" can be done advantageously, be further below wrote.

In the sub-function as "starter" it is controlled by appropriate control of the Relative speed between the rotor component and the winding component the clutch according to the invention possible that provided in the drive train ne engine can be started via the electromotive clutch. During operation of the engine is controlled by an appropriate control tion of the relative speed between the rotor component and winding com Component enables Leis in the electric motor clutch as a generator tion can be generated and given to downstream consumers.

The coupling according to the invention also makes it possible to generate vibrations balance in the drive train.

Due to the design of the clutch according to the invention, a previously in Drivetrain additionally required dry clutch, friction clutch or the like does not apply. At the same time, they can describe the state of the art disadvantages are avoided. The clutch according to the invention enables a space-saving and integrated arrangement of previously separate drive compos nents in a given space.

On the other advantages, effects, effects and how the Coupling according to the invention, especially if they are in a drive train is integrated, is also based on the following explanations for the invention according drive arrangement fully referred to and hereby referenced sen.  

Preferred embodiments of the coupling according to the invention result from the subclaims.

The rotor component can advantageously be positioned radially in relation to the axis of rotation be arranged outside of the winding component. With a conventional one electrical machine with a fixed rotor would be such a configuration correspond to a machine with external rotor design.

The rotor component can advantageously have a rotor carrier, a rotor yoke and a or have several magnetic elements. In this case, the electric motor cal coupling be designed as a permanent magnet synchronous machine. However, it is also conceivable for the electromotive clutch to be asynchronous machine or in another design. Below is the Invention described using a permanent magnet synchronous machine ben, but without restricting the invention to this particular type of machine ken.

The rotor component can be connected to a corresponding shaft via the rotor carrier at least temporarily connected in a rotationally fixed manner. Under "non-rotatable" in this Context does not necessarily understand a rigid connection, but it is also permissible to have a limited change in the relative angular position between the rotor component and the respective shaft takes place like this is made possible, for example, by installing torsion dampers. For example the rotor component can be connected to the output shaft of the engine be what can be done for example via a suitable flange connection. The flange of the rotor carrier can encircle the output shaft in a ring shape. Prince The winding component with the output shaft of the Kraftma seem to be connected. Especially when the rotor component is radial is arranged outside of the winding component, however, it is advantageous liable that the rotor component, or the rotor carrier, with the Ab drive shaft of the engine is connected, since this is such a Ausges has a higher moment of inertia than the winding component. The  In such an embodiment, the rotor component takes over the function of the clutch flywheel. On the other hand, the lower inertia eases the Winding component in such a configuration of the electrical Ma seem synchronizing, as in the rest of the description is made clear.

The rotor carrier must be designed in terms of material and strength in such a way that he ü the torques of the electrical machine and the engine can transmit. Furthermore, it must be the connection between the rotor yoke and the can create a corresponding wave. The rotor carrier must not be magnetic Flow in order to keep losses low in the case of a synchronous machine. It must therefore be made of a material that has a significantly lower per meability than the rotor yoke. As a suitable material, for example aluminum, but not exclusively.

The rotor yoke can be designed as a laminated ring, the one or the the magnetic element (s) carries (in the case of a synchronous machine), and the to whose leads the magnetic flux of the rotor component. The rotor yoke is with the rotor carrier, which the connecting element of the rotor component to the respective represents gene wave, preferably non-positively connected. The rotor yoke can be formed from thin sheets insulated from each other, causing iron loss te can be kept as low as possible. Iron losses are exposed Hysteresis losses when remagnetizing and eddy current losses together men.

The rotor component can advantageously have a plurality of magnetic elements which are preferably designed as permanent magnets. The magnetic elements are with alternating pole direction evenly over the circumference of the rotor compo nente distributed and preferably embedded in appropriate grooves. Principle Lich, it is possible that the rotor component only a single magnetic element which is then magnetized side by side in several directions. For the magnetic elements can, for example, use rare earth materials  become. Preferably, but not exclusively, the magnetic elements can made of a sintered magnetic material with the composition neodymium-iron Boron be formed.

In a further embodiment, the winding component can have a winding support, have a winding laminated core and a winding.

The winding component is that part of the electrical cal machine-trained electromotive clutch, which at conventional Chen electric drives forms the stator. As this component in the elektromoto However, the clutch does not stand still and in the case of permanent magnet excitation ten synchronous machine must be supplied with voltage / current Avoiding ambiguities the term "winding component" chosen.

The winding component initially has a winding carrier, which at ei ner conventional electrical machine forms the stator carrier. The winding Carrier is connected to a shaft, for example by sitting on it. If the rotor carrier as described above with the output shaft of Motor is connected, the winding carrier with the shaft is one after following component connected in the drive train. In a driveline for a motor vehicle is usually an internal combustion engine as the clutch Engine upstream and a transmission downstream. In one In one embodiment, the winding support can be connected to the transmission input shaft that, for example by sitting on it.

The winding carrier can be mounted in the rotor carrier, for example via a Ball bearings or the like.

The winding carrier has the task of generating reaction moments from the winding plate package and onto the shaft, for example the transmission input shaft, transferred to. Furthermore, he must connect to the subsequent compo nente, for example the gear, and the storage of the rotor component  can enable. To do this, it must be made of a material with a sufficiently high me mechanical load-bearing capacity. Furthermore, in the winding compo not infrequently a cooling device as described in more detail below in tegrated. For this reason, the winding carrier must also be made of a corro sion-resistant material. Suitable as material for the winding carrier For example, but not exclusively, aluminum.

The winding laminated core also intended for the winding component corresponds to a conventional electrical machine with a fixed one Stator the stator laminated core. The winding laminated core is preferably powerful connected to the winding carrier. It carries the current-carrying ones Windings and leads the magnetic flux on the winding side. The winding laminated core can be reduced like the rotor yoke described above laminated from losses and surface-insulated.

The winding consists of a wire material. To make the winding flexible and To be able to manufacture or wrap in a space-saving manner is a priority for them partly not a wire with the required for the given current Cross section used. Instead, several parallel wires are used speaking smaller diameter used. This also has an advantage adheres to the current displacement effect. The individual wires can be against be isolated from each other - for example with paint. Furthermore, isolation - for example, a surface insulation - be provided that the wires to the wick sheet metal package isolated. In addition, the wires for strengthening and Heat dissipation to be impregnated.

In a further embodiment, the rotor can be used to determine the angular position Component to the winding component, a rotor position encoder can be provided. Around the electromotive coupling designed as an electrical machine is optimal to be able to operate, it is necessary to adjust the respective angular position of the Rotorkom know component. The reason for this is, among other things, that electrical Machines usually need a converter to get out of an intermediate circuit voltage  to receive a three-phase supply. It must be used for generation the optimum torque for the electrical machine the three-phase current be shaped that the maximum torque at the desired height can form. To do this, the converter must have the exact rotor position and thus know the specific rotor position angle. A highly accurate rotor position detection is thus a prerequisite for good electrical machine efficiency.

The angular position of the rotor component relative to the winding component is determined by the rotor position sensor detected and forwarded to the control device of the clutch. Rotor position sensors are already known per se and can be used, for example, as resolvers, about as a disk resolver or the like. A disk resol ver consists of two printed circuit boards, one of the boards with the Rotorkom component and the other plate rotates with the winding component. The effect the principle of such a sliding resolver is that of a rotating transformer.

The electric motor can advantageously be on the side facing the engine rule clutch a free-wheel device that can be activated at least temporarily to be seen.

Such a freewheel device has the function of force flow into a required Direction to steer. This should be based on a concrete, but not exclusive Lichen example are explained.

When the electromotive clutch is in a powertrain for a motor vehicle Stuff is arranged, it can be between an internal combustion engine formed engine and a gearbox. Since the electro motor coupling is an electrical machine, this can if electrical energy is available through an additional electrical energy source is also used as an electric drive for the motor vehicle become. Such a drive arrangement is then one Hybrid drive, as described for example in EP-A 0 706 462.  

If the electromotive clutch is to be used as an electric drive, backward running of the internal combustion engine must be prevented. This ge looks over the freewheel device. If the rotor component with the crank shaft of the internal combustion engine is connected, blocks the freewheel device Actuation of the rotational movement of the rotor component at least in one Direction, that is, it makes the rotor component a fixed one "Stator". The invention is not limited to specific embodiments for the Limited freewheel device. Rather, the freewheel device can be any ge form with which a rotation in a certain direction of rotation, at for example, the reverse direction of rotation of the internal combustion engine, prevented becomes. In the opposite direction of rotation the freewheel device can Allow any rotational speed.

In a further embodiment, on the side facing away from the engine electromotive clutch a locking device that can be activated at least temporarily tion should be provided. Your mode of operation should in turn on the mentioned case game explained. If the electromotive clutch as described, is arranged in the drive train, the winding carrier can be with the gearbox gear shaft of the transmission connected downstream of the clutch. The Locking device also serves to force flow in a required direction to control. The winding component is made possible via the locking device to block, so that this to a fixed "stator" as electrical Machine trained electromotive clutch. The activation of the Locking device is useful, for example, when the internal combustion engine should be started, so the electromotive clutch acts as a starter. The crank connected to it is rotated by the rotation of the rotor component shaft brought to start rotation speed, so that the internal combustion engine can be started. The activated locking device prevents a Torque can be transmitted to the side of the transmission.

The invention is not limited to specific configurations for the locking device limited. The locking device must only be such that it  when switched off, all torques present on the downstream components can be transferred. When switched on, it must be one Can safely prevent torque transmission.

Can advantageously on and / or in the rotor component and / or the winding Component a cooling device can be provided. About the cooling device can the clutch can be cooled.

The cooling device can preferably have one or more cooling channels for one Have cooling medium. As a cooling medium, for example, commercially available Water-antifreeze mixtures can be used.

Preferably, current can be applied to the winding component and / or a slip ring construction for the transmission of rotor position signals be seen. The power supply via such a slip ring construction is required because both the rotor component and the winding component of the electromotive clutch rotate. Of course, the power supply can can also be realized in other ways. For example, an inductive E Power supply or the like possible.

For the transmission of winding current, for example, but not exclusively Lich, three slip rings with a corresponding number of brush halves fixed to the housing ter be provided. For rotor position current transmission, for example, each but not exclusively, six slip rings with brush holders for transfer the rotor position signals can be provided. Around the axial installation space of the slip ring the design and thus the entire coupling can be minimized Slip rings for transmission of the rotor position signals and slip rings for transmission Transmission of the winding current radially with respect to the axis of rotation be arranged differently.

Preferably, that between the rotor component and the winding component located air gap have a size of about 1 mm. In the case of a permanent magnet  This air gap is one of the special synchronous machines Advantages of the machine. However, the invention is not limited to any particular size of the air gap. Rather, the air gap height must be chosen so large that ensures the operational safety of the electromotive clutch is.

The control device for the clutch can advantageously be power electronics to supply the electromotive coupling with electrical energy sen.

When the electromotive clutch is in a powertrain for a vehicle is used and between an internal combustion engine and a transmission is arranged, and when the electromotive clutch next to its clutch function also takes over starter and generator functions as well as pure electrical power electronics can function, the power electronics has, for example, the following Tasks:

In the pure electromotive operation of the vehicle, the elect is driven Romotor coupling via an external electrical energy source, for example assign the vehicle battery to the vehicle. The DC voltage of this external Energy source must, preferably via a DC converter, with a DC link voltage are connected, which is approximately 400 volts in vehicles can be. This voltage must be transferred from an inverter to the electromotive clutch converted and required three-phase voltage according to the amount and phase of the requirements of the respective operating state be fitted. Likewise, the one supplied by the electromotive coupling regenerative power to charge the electrical energy source (for example the battery) as well as for supplying further components according to electricity and voltage can be adjusted. If the electromotive clutch is neither motorized still work as a generator, care must be taken to ensure that it has no power exchanges with the intermediate circuit and the external electrical energy source.  

The regulations and controls required for this are carried out via the service electronics.

For this purpose, the power electronics can preferably have at least one converter exhibit. A predetermined DC voltage can be converted into a AC voltage with variable frequency, amplitude and phase converted become.

For this purpose, the converter can, for example, be of the type used have a number of power semiconductors dependent on the rectifier circuit. As Leis tion semiconductors can use, for example, MOSFETs or bipolar transistors be det. MOSFETs are driven via an electric field while Bipolar transistors can be controlled via a base current. With one particularly advantageous form of power semiconductors is a combination of the aforementioned transistors, the so-called IGBTs (Isolated Gate Bipo lar transistor). For example, IGBTs have low at high operating voltages re forward losses as MOSFETs, which is favorable for the intermediate circuit voltage is.

The power electronics can preferably have a control device, where in the control device is designed such that depending on one required torque setpoint, a corresponding, associated setpoint current value to the electromotive clutch is specified or specified can be used to determine the relative speed between the rotor components te and the winding component is regulated or can be regulated.

Depending on the required setpoint, for example a required one Speed or a target torque and of different machine constants are the control device, for example, a P controller and / or preferably se can also have a PI controller, the associated torque-generating Target current. For example, when the clutch is in the driveline for a vehicle  the target torque can be used, for example, by an accelerator pedal, a superordinate speed control loop or the like can be specified.

In the control device, signals representing the desired state of the clutch determine, predetermined. These signals are with corresponding actual values compared. The system can reach the desired state via the control device be valid. The regulation of the electrical quantities for generating the torque ment of the electromotive clutch from a corresponding target torque takes place via the individual components of the power electronics.

Losses of the electric motors can also be advantageous via the control device clutch when controlling the relative speed is compensated for the. Such losses are, for example, copper losses on ohmic resistance of the windings and the leads, or around Eisenver losses that are made up of eddy current and hysteresis losses. The Losses cause heat that is beyond the cooling device described above tion must be dissipated.

If the losses do not come from the external electrical energy source, or to cover the DC link, can be used to compensate tion of the losses preferably the output shaft output from the Kraftma be used. This can be done through an appropriate design the control device can be achieved. In the following, two will not be omitted final examples given.

For example, the compensation of losses via a speed control will be realized. The power flow can, for example, by the relative speed can be detected by the rotor component and the winding component. The Re The relative speed and the torque determine the power loss. Only if that se two sizes are opposite, which means that in normal driving drove the winding component in the drive direction with the clutch closed the clutch rotates more slowly than the rotor component,  can account for their losses as well as the performance for downstream components the power of the output shaft of the engine cover.

Another way to regulate the flow of power and compensate Losses consist of voltage regulation in the DC link. On Such an intermediate circuit has already been described above. The two leg circuit voltage can be, for example, 400 volts, which is at this size is the target size. The actual is then measured DC link voltage. The intermediate circuit outputs power to the elektromo Toric coupling for losses, motor operation and to other components the DC link voltage drops below 400 volts. Becomes the in-between circuit in the case of generator operation of the Leis electromotive clutch supplied, the amount of the intermediate circuit voltage rises above 400 volts. The difference between the target value for the DC link voltage and the tat The DC link voltage is measured by the control device for example, a PI controller, which then specifies the rotation torque control loop delivers. If the intermediate circuit voltage drops below 400 volts, the transmitted torque is reduced, which increases the relative speed. Thereby regenerative power is increasingly generated. The DC link chip increases voltage over 400 volts, the transmitted torque is increased, reducing the relative speed and the generated generator power decreases.

Consequently, the clutch can be designed such that in the control device Actual values of state variables of the electromotive clutch also correspond the target values are compared, with the Relative speed between the rotor component and the winding comm component is regulated.

The individual system states in which the clutch can be, and some of which are representative in the further course of the description are by actual values of the state variables, by start and margin conditions, as well as according to predetermined target values of the state variables  characterized. Sizes depending on the electromotive clutch Operating state are specified from the outside, the torque of the Engine and the downstream on the input shaft of a clutch th component reduced load torque. The target-actual difference between two states Sizes serve as input variables for the control device that controls the electro regulates motor torque of the electromotive clutch. Which of the To status variables are used for control, results from the respective conditions. The regulation sets the required direction for determines the torque generated in the electromotive clutch and the Rela tiv speed between the rotor component and the winding components te set.

According to a second aspect of the present invention, a drive is started Order provided that have a powertrain with an engine has. The drive arrangement is characterized in that to open and close the drive train as described above The clutch according to the invention provides that the clutch of the engine is connected downstream and that the clutch with an output shaft of Kraftma machine is connected.

In this way, a drive arrangement can be realized, which on the one hand be is particularly space-saving, and in the other different, up forth separate components, in a single component, namely the clutch, in can be tegrated. On the advantages, effects, effects and the functi onweise of the drive arrangement according to the invention is also on the front standing statements on the coupling according to the invention in full taken and hereby referred.

He advantageous embodiments of the drive assembly according to the invention give themselves from the subclaims.  

Preferably, the coupling can also have a wide input shaft Ren component of the drive train to be connected. This other component can, for example, but not exclusively, be designed as a transmission, so that the clutch is connected to the transmission input shaft.

In an advantageous embodiment, the rotor component of the clutch be connected to the output shaft of the engine. Depending on the design it is the electromotive coupling designed as an electrical machine however, it is also possible that the input shaft of the other component of the An drive train, for example the transmission input shaft, with the rotor components te the clutch is connected.

Depending on which of the shafts the rotor component is connected to the winding component of the clutch either with the input shaft of the white teren component of the drive train or the output shaft of the engine be connected.

The coupling can advantageously be connected to an electrical energy source his. In this case, the electromotive clutch can be used as an electric drive use, so that the appropriately trained drive assembly as a hybrid drive can be used.

The inventive design of the clutch as an electromotive Coupling and the arrangement of the clutch in an invention different operating conditions can be realized. This is to be illustrated using a specific embodiment. To it is again assumed that the clutch in a drive arrangement for a motor vehicle is arranged. This drive arrangement has a drive stranded on, among other things, via an internal combustion engine and a transmission disposes. To open and close the drive train, the clutch is between arranged between the internal combustion engine and the transmission.  

The individual operating conditions require that the electromotive clutch works either motor or generator, with a corresponding Torque generated and passed on in the electromotive clutch becomes. In some cases, it is desirable that the electromotive clutch not work transmits a lot of torque. The controlled variable for the electromotive clutch is the relative speed between the rotor component and the winding compo nente, whose setpoint must be specified individually depending on the operating state. To the setpoints for the various operating states can be stored in the memory direction.

On the one hand, due to the design of the coupling according to the invention possible that a purely electromotive driving operation can be realized can. In this case, the electromotive clutch acts as the sole drive, the internal combustion engine is not active. For the pure electric drive, the The internal combustion engine remains at rest, but the gearbox output accelerates become. For the acceleration a torque is required, which is in the elect Romotor coupling is generated. An unwanted backward turn to prevent the internal combustion engine, the freewheel device is activated, so that the rotor support, which is connected to the crankshaft of the internal combustion engine is blocked and thus acts as a "stator". The winding component of the electromotive clutch that is connected to the transmission input shaft rotates. In this operating state, the speed of the winding component is i dental with the relative speed between the rotor component and winding com component. The electromotive clutch acts as a motor.

The electromotive clutch can also be used in combination with e electric motor and internal combustion engine operation. In In this case, the electromotive clutch acts as an additional drive for combustion motor. Here, the electromotive clutch for one compared to Internal combustion engine cause increased speed of the gear drive. It delivers ü Via a corresponding setting of the relative engine speed in the drivetrain.  

According to a further operating state, the electromotive clutch can be used to start the internal combustion engine. In this case it works the electromotive clutch as a starter and brings the initially stationary Internal combustion engine at idle speed. The target state for the regulation of electromotive clutch is characterized in that the burning motor is brought to its starting speed. The necessary rela The acceleration is the opposite of that in pure electromotive loading drifted. To have a reaction on the gearbox side of the electromotive clutch To prevent generated torque, a counter-torque is required is realized by activating the locking device. To start the Internal combustion engine, the locking device is turned on, so that the rotation the winding component is blocked, which in this case acts as a "stator". The relative speed between the rotor component and the winding component ent thus speaks the speed of the rotor component. As long as the electromotive Clutch takes over the starter function for the internal combustion engine, consumed they electrical power.

With the clutch according to the invention it is also possible to burn start motor during electromotive operation. In this case the electromotive clutch initially acts as a motor and is intended for the over start the internal combustion engine operation. The electromotive clutch then takes on its role as a clutch. In order to be able to start the internal combustion engine, the electromotive A torque can be generated that is in the opposite direction to that acting torque for pure electromotive driving operation is. During the starting process, the moment brings the electromotive Clutch the combustion engine to the starting speed, but at the same time it also works braking on the gear drive, since the locking device is not in this case is activated. To slow down the vehicle in this state must prevent the regulation of the relative speed and the associated  Torque of the electromotive clutch via the control device very much done quickly to reverse the flow of force only briefly.

If the vehicle is to start and the internal combustion engine is started, press the electromotive clutch takes on its clutch function by the stationary drive train is coupled to the running internal combustion engine. The relative speed between the rotor component and the winding components te is controlled so that the two components against each other when coupling which are slowed down. This removes the electromotive clutch from the System mechanical performance, so it acts as a generator.

In regenerative driving, the electromotive clutch can be used as a genera act that is driven by the internal combustion engine while the vehicle moves. The generator power is generated via the relative speed. If the vehicle is stationary and the electromotive clutch is still a generator to act, which is driven by the internal combustion engine, must again Locking device can be activated. The electromotive clutch acts like a conventional generator with fixed winding component and rotating Rotor component. The relative speed corresponds to the speed of the rotor component.

If the electromotive clutch is in the engaged state, the electromotive clutch acts like a conventional clutch for example, a friction clutch or the like, and transmits the same the moment of the internal combustion engine on the evenly loaded type powertrain. The absolute rotational speeds of the internal combustion engine, be or the crankshaft of the internal combustion engine, and the gearbox gear shaft are the same. This is the relative speed between the rotor component and winding component is zero. Because the relative speed is zero, no performance is implemented in the ideal machine. The electro produces real Motor clutch, however, losses that have a corresponding readjustment must be compensated.  

When the clutch is switched off, the electromotive clutch acts like an open conventional clutch and does not transmit a moment. Burn The motor and transmission are thus decoupled from one another. This condition is a predetermined size that is stored in the control device. He must- The actual comparison of two speeds, or the relative speed, is omitted and is triggered by an external command, for example by actuating a Clutch pedal, replaced, where the command may be, for example, that To regulate the torque of the electromotive clutch to zero. In this case the relative speed can be non-zero. Because the electromotive clutch but does not generate a moment, it does no mechanical work and the ideal, ie lossless machine does not generate any losses.

When the vehicle is accelerating or braking by accelerating or If the gas is removed, the electromotive clutch acts on its own shaft as a clutch and transmits an increased or a reduced Torque of the internal combustion engine on the evenly loaded drive strand, or the transmission input shaft. Via the control device the relative speed between the rotor component and the winding component be regulated to zero again. Rotor component and winding component must be braked against each other.

If the vehicle is driving uphill or downhill, for example, the electric system works motor clutch in its function as a clutch and transmits a constant exerting moment of the internal combustion engine, whereby the load either increases or is reduced. In both cases, the relative speed must be controlled direction to be regulated to zero.

When shifting the transmission into a lower or a higher gear the electromotive clutch can be used for synchronization. The electromotive clutch acts in this way as a clutch The beginning of the shifting process interrupts the flow of power, while shifting is active  Gearbox input and gearbox output synchronized and after completion of the switching process closes the power flow. Via a regulation of the relative rotation number can be the transmission input shaft connected to the winding component be brought to an expected synchronous speed. This speed can be in the control device from the actually prevailing transmission output rotation number and the translation of the new switching stage can be calculated.

The invention is described below with reference to exemplary embodiments under Be access to the accompanying drawing explained. Show it:

Fig. 1 according to a schematic view of an equivalent circuit diagram of a drive arrangement of the present invention; and

Fig. 2 is a schematic, sectional side view of the coupling according to the invention.

A vehicle 10 is shown schematically in FIG. 1. This has a drive train 11 , which in turn has an internal combustion engine 12 and a transmission 14 . The gear 14 downstream is an axle 16 , and a differential 17 , via which a torque generated is transmitted to the drive wheels 18 of the vehicle. In the drive train 11 between the internal combustion engine 12 and the transmission 14 , a clutch is arranged, which is designed as an electric motor clutch 30 in the present embodiment.

The electromotive clutch 30 has a rotor component 40 which is connected to the output shaft 13 of the engine 12 , in the present case the crankshaft of the internal combustion engine. Furthermore, the electromotive clutch 30 has a winding component 50 which is connected to the transmission 14 via a transmission input shaft 15 . The exact structure and the mode of operation of the electromotive clutch 30 are described in connection with FIG. 2. In contrast to conventional electrical machines, the electromotive clutch 30 designed as an electrical machine is designed in such a way that both the rotor component 40 and the winding component 50 can be rotated for their operation. The winding component 50 corresponds in its basic structure to a stator provided in a conventional electrical machine.

Depending on the operating state, it may be desirable for the rotor component 40 and / or the winding component 50 to be blocked so that they cannot rotate. For this purpose, a freewheel device 31 is initially provided on the side 37 of the electromotive clutch 30 facing the engine 12 . This freewheel device 31 can be activated at least temporarily, which blocks the rotation of the rotor component 40 . In order to achieve an at least temporary blockage of the winding component 50 , a corresponding locking device 32 is provided on the side 38 of the electromotive coupling 30 facing away from the engine 12 .

The electromotive clutch 30 according to the invention can take on various functions that have previously been carried out by separate components. In addition to its actual function as a clutch, that is to say for opening and closing the drive train 11 , the electromotive clutch 30 can serve as a starter for the internal combustion engine 12 . Likewise, the electromotive clutch 30 can function as a generator in which electrical power is generated and delivered to subsequent components, such as the vehicle's electrical system.

The different functioning of the electromotive clutch 30 in the different operating states, as has been explained in detail in the context of the general description, is achieved by the relative speed between the rotor component 40 and the winding component 50 being regulated or controlled. The regulation or control of the relative speed takes place in a control device 60 , which is connected to the electric motor clutch 30 . The control device 60 can either be a separate component or part of the clutch 30 .

The different operating states that can be achieved via the electromotive clutch 30 are characterized by actual values of the respective state variables, by initial and boundary conditions, and by the target values of the respective state variables. The target / actual difference between two state variables serves as an input variable for a control device 63 of the control device 60 , via which the electromotive torque of the electromotive clutch 30 , or the relative speed between the rotor component 40 and the winding component 50, is regulated. Which state variables are used for control depends, among other things, on the respective operating states of clutch 30 . Some exemplary operating states have been explained in detail in the general part of the description.

The control device 63 is in addition to a converter 62 part of a power electronics 61 of the control device 60 , via which the electromotive clutch 30 is supplied with energy.

Depending on the values determined by the control device 63 , the associated target current forming the torque is specified.

Via the converter 62 , a DC voltage is converted into an AC voltage required for the electromotive clutch 30 designed as an electrical machine.

A possible operating state of the clutch 30 is, for example, the use as the sole electromotive drive. In this case, the internal combustion engine 12 is not in operation and the electromotive clutch 30 is operated via an external energy source, for example a vehicle battery 70 with a 12 V mains voltage. The DC voltage of the battery 70 is connected by means of a DC voltage converter 71 to an intermediate circuit voltage 72 of 400 V, which is the maximum converter voltage. This voltage is converted by the converter 62 , which is designed as an inverter, into the three-phase voltage required by the electromotive clutch 30 , and adapted via the control device 60 , in particular the control device 63 , to the requirements of each operating state. Likewise, the regenerative power generated by the electromotive clutch 30 in the corresponding operating state for charging the battery 70 and for supplying further components, such as, for example, the vehicle electrical system or the like, must be adapted to current and voltage. If the electromotive clutch 30 is to operate neither as a motor nor as a generator, it must be ensured that it does not exchange any power with the intermediate circuit 72 and the battery 70 . Power electronics 61 takes on all these tasks.

A control device (not shown) can also be provided in the control device 60 , in which different values, for example setpoints for different operating states, actual values for different operating states for maintenance purposes or the like, can be stored.

The detailed structure of the electromotive clutch 30 is described below with reference to FIG. 2.

The electromotive clutch 30 is designed as an electrical machine, in the present case as a permanent magnet-excited synchronous machine, and essentially consists of a rotor component 40 and a winding component 50 .

The rotor component 40 has a rotor carrier 41 made of aluminum, a rotor yoke 42 designed as a laminated ring and a number of magnetic elements 43 , in the present case permanent magnets formed from a neodymium-iron-boron composition. The rotor carrier 41 is flanged to the crankshaft 13 of the internal combustion engine 12 . It has an output shaft receptacle 35 for receiving the crankshaft 13 and is ring-shaped around the crankshaft 13 . Furthermore, a freewheel receptacle 33 for receiving the freewheel device 31 (see FIG. 1) is provided in the rotor carrier 41 on the side 37 of the electromotive clutch 30 facing the internal combustion engine 12 .

The rotor component 40 takes over the function of the clutch flywheel in conventional clutches such as friction clutches or the like. The rotor yoke 42 on the one hand carries the permanent magnets 43 and on the other hand guides the magnetic flux of the rotor component 40 . The rotor yoke 42 is non-positively connected to the rotor support 41 , which is the connecting element to the crankshaft 13 .

The rotor component 40 and the winding component 50 are separated from one another by an air gap 44 , which in the present exemplary embodiment has a height of approximately 1 mm.

The winding component 50 , which is the stator in a conventional electrical machine, but is also rotatable in the present case, has a winding support 51 , a winding core 52 and a number of windings 53 . The winding carrier 51 is seated on the transmission input shaft 15 . Furthermore, the winding carrier 51 is mounted in the rotor carrier 41 . This storage takes place, for example, via a ball bearing 34 . The electromotive clutch 30 is designed such that the rotor component 40 is formed radially outside of the winding component 50 with respect to the rotational axis R. In such a case, a conventional electrical machine with a fixed stator would be referred to as a machine with an external rotor design.

The aluminum winding carrier 51 is connected to the winding plate package 52 , which, like the rotor yoke 42, can be laminated and surface-insulated to reduce losses. The winding lamination stack 52 carries windings 53 through which it flows and guides the magnetic flux on the winding side.

In order to be able to determine the exact angular position of the rotor component 40 relative to the winding component 50 , a rotor position sensor 36 is provided, which is designed as a disk resolver in the present embodiment. It consists of two printed circuit boards, one of which rotates with the rotor component 40 and one with the winding component 50 .

Since both the rotor component 40 and the winding component 50 rotate, the power supply for the electromotive clutch 30 must be provided via a slip ring construction 90 . The slip ring construction 90 initially has a slip ring component 91 for winding current transmission. The slip ring component 91 in the present exemplary embodiment consists of three slip rings with an equal number of brush holders fixed to the housing.

A second slip ring component 92 serves for the transmission of signals from the rotor position sensor 36 , in particular for the transmission of the rotor position sensor current. To transfer this current from the plate of the rotor position sensor 36 connected to the winding component 50 , six slip rings with a brush holder are provided in the present exemplary embodiment.

To reduce the space required for the slip ring of the two components 91, 92 best Henden slip ring structure 90, the two components are Schleifringkom 91, 92 with respect to the axis of rotation R arranged radially superimposed.

Usually, heat is generated in the electromotive clutch 30 during operation due to losses, which must be dissipated. In the present exemplary embodiment, the winding carrier 51 takes over the cooling, for which purpose it has a corresponding cooling device 80 . The cooling device 80 has a number of preferably spiral cooling channels. A suitable cooling medium, for example a water / antifreeze mixture, can flow through the cooling channels 81 . The cooling channels 81 are vorzugswei se provided on the outer periphery of the winding support 51 . The coolant is supplied or discharged via corresponding coolant inlets 82 or coolant outlets 83 .

For the supply of the coolant from a fixed intermediate flange 100 to the rotating winding component 50 , a corresponding, sealed rotary union 84 is provided. This rotary union 84 must be formed so that it has appropriate sealing elements, so that unintentional leakage of the coolant is prevented during the rotation of the winding component 50 .

The fixed intermediate flange 100 has the function of transmitting the winding current, rotor position sensor signals, coolant, hydraulic oil which may be used or the like. It is firmly connected to the clutch housing 39 and also carries all fixed mechanical components. If the locking device 32 is designed, for example, as a clutch, it can fix the release device of the locking device 32 and support a compression spring which releases the locking device 32 again. Furthermore, the intermediate flange 100 can be used to fasten the brush holders for the slip ring components 91 , 92 .

The inventive design of the electromotive clutch 30 creates a component for the drive train 11 , which on the one hand is designed to be very space-saving, and in which on the other hand, various functions are assumed that were previously realized in individual separate components. The electromotive clutch 30 can be arranged between the combus- tion engine 12 and the transmission 14 so that it is completely closed and protected from external influences via the front wall 20 of the engine 12 , the transmission bell 19 of the transmission 14 and the clutch housing 39 .

In summary, a clutch 30 and a drive train 11 described equipped with such a driveline 11 vehicle 10 for opening and closing an on, the clutch 30 between an engine 12 and a transmission 14 is disposed. The clutch is according to the invention characterized in that it is designed as an electromotive clutch 30 in the form of an electrical machine. It has a rotating or rotatable rotor component 40 , which is connected to the engine 12 via an output shaft 13 . Furthermore, the electromotive clutch 30 has a rotating or rotatable winding component 50 which is connected via a transmission input shaft 15 to the transmission 14 . In addition to its clutch function, the electromotive clutch 30 can also function as a starter, generator and purely electric drive. The respective operating states of the electromotive clutch 30 are realized by controlling the relative speed between the rotor component 40 and the winding component 50 via a control device 60 . The losses of the electrical machine are covered by a corresponding regulation from the power of the engine 12 and not from the energy store, for example a battery.

Claims (23)

1. Clutch for opening and closing a drive train ( 11 ), the clutch ( 30 ) being connected to an engine ( 12 ) and having an output shaft ( 13 ) from the engine ( 12 ), characterized in that the clutch as electromotive clutch (30) is in the form of an electric machine, that the electromotive Kupp lung (30) comprises a rotating or rotatable rotor component (40) and a ro animal border or rotatable coil component (50) and that a control device (60) for controlling the Relative speed between the rotor component ( 40 ) and the winding component ( 50 ) is provided. 2. Coupling according to claim 1, characterized in that the rotor component ( 40 ) with respect to the axis of rotation (R) is arranged radially outside of the winding component ( 50 ). 3. Coupling according to claim 1 or 2, characterized in that the rotor component ( 40 ) has a rotor carrier ( 41 ), a rotor yoke ( 42 ) and one or more magnetic elements ( 43 ). 4. Coupling according to one of claims 1 to 3, characterized in that the winding component ( 50 ) has a winding support ( 51 ), a winding laminated core ( 52 ) and a winding ( 53 ). 5. Coupling according to one of claims 1 to 4, characterized in that a rotor position sensor ( 36 ) is provided for determining the angular position of the rotor component ( 40 ) to the winding component ( 50 ). 6. Coupling according to one of claims 1 to 5, characterized in that on the engine ( 12 ) facing side (37) of the electromotive clutch's ( 30 ) an at least temporarily activatable freewheel device ( 31 ) is provided. 7. Coupling according to one of claims 1 to 6, characterized in that an at least temporarily activatable locking device ( 32 ) is provided on the side of the engine ( 12 ) facing away (38) of the electromotor coupling ( 30 ). 8. Coupling according to one of claims 1 to 7, characterized in that on and / or in the rotor component ( 40 ) and / or the winding components te ( 50 ) a cooling device ( 80 ) is provided. 9. Coupling according to claim 8, characterized in that the cooling device ( 80 ) has one or more cooling channels ( 81 ) for a cooling medium. 10. Coupling according to one of claims 1 to 9, characterized in that a slip ring construction ( 90 ) is provided for the application of current to the winding component ( 50 ) and / or for the transmission of rotor position signals. 11. Coupling according to one of claims 1 to 10, characterized in that between the rotor component ( 40 ) and winding component ( 50 ) Liche air gap ( 44 ) has a size of about 1 mm. 12. Coupling according to one of claims 1 to 11, characterized in that the control device ( 60 ) has power electronics ( 61 ) for supplying the electromotive clutch ( 30 ) with electrical energy. 13. Coupling according to claim 12, characterized in that the power electronics ( 61 ) has at least one converter ( 62 ). 14. Coupling according to claim 13, characterized in that the converter ( 62 ) has one or more power semiconductors. 15. Coupling according to one of claims 12 to 14, characterized in that the power electronics ( 61 ) has a control device ( 63 ), and that the control device ( 63 ) is designed such that, depending on a required torque setpoint, a corresponding, associated target current value to the electromotive clutch ( 30 ) is or can be specified, via which the relative speed between the rotor component ( 40 ) and the winding component ( 50 ) is or can be regulated. 16. Coupling according to claim 15, characterized in that on the Regelein direction ( 63 ) losses of the electromotive clutch ( 30 ) in the control tion of the relative speed can or can be compensated. 17. Coupling according to one of claims 1 to 16, characterized in that in the control device ( 60 ) actual values of state variables of the electromotive clutch ( 30 ) are compared with corresponding setpoints and that on the basis of a sol-actual difference the relative speed between the Rotor component ( 40 ) and the winding component ( 50 ) is regulated. 18. Drive arrangement, with a drive train ( 11 ) having an engine ( 12 ), characterized in that a clutch ( 30 ) according to one of claims 1 to 17 is provided for opening and closing the drive train ( 11 ) that the clutch ( 30 ) of the engine ( 12 ) is connected downstream and that the clutch ( 30 ) is connected to an output shaft ( 13 ) of the engine ( 12 ). 19. Drive arrangement according to claim 18, characterized in that the coupling ( 30 ) is further connected to an input shaft of a further component of the drive train. 20. Drive arrangement according to claim 19, characterized in that the white tere component is designed as a transmission ( 14 ) and that the clutch ( 30 ) is connected to the transmission input shaft ( 15 ). 21. Drive arrangement according to one of claims 18 to 20, characterized in that the rotor component ( 40 ) of the clutch ( 30 ) with the output shaft ( 13 ) of the engine ( 12 ) or the input shaft ( 15 ) of the further component ( 14 ) the drive train ( 11 ) is connected. 22. Drive arrangement according to one of claims 18 to 21, characterized in that the winding component ( 50 ) of the clutch ( 30 ) with the input shaft ( 15 ) of the further component ( 14 ) of the drive train ( 11 ) o that of the output shaft ( 13th ) the engine ( 12 ) is connected. 23. Drive arrangement according to one of claims 18 to 22, characterized in that the coupling ( 30 ) with an electrical energy source ( 70 ) is connected ver.