DE102014209620A1 - Powertrain topology and actuator therefor - Google Patents

Powertrain topology and actuator therefor

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Publication number
DE102014209620A1
DE102014209620A1 DE201410209620 DE102014209620A DE102014209620A1 DE 102014209620 A1 DE102014209620 A1 DE 102014209620A1 DE 201410209620 DE201410209620 DE 201410209620 DE 102014209620 A DE102014209620 A DE 102014209620A DE 102014209620 A1 DE102014209620 A1 DE 102014209620A1
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DE
Germany
Prior art keywords
clutch
actuator
freewheel
characterized
friction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE201410209620
Other languages
German (de)
Inventor
Christoph Maier
Thomas Eckenfels
Martin Dilzer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE102013211620.9 priority Critical
Priority to DE102013211652 priority
Priority to DE102013211620 priority
Priority to DE102013211652.7 priority
Priority to DE102013222096.0 priority
Priority to DE102013222096 priority
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE201410209620 priority patent/DE102014209620A1/en
Publication of DE102014209620A1 publication Critical patent/DE102014209620A1/en
Withdrawn legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/38Arrangement 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
    • B60K6/383One-way clutches or freewheel devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/26Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/38Arrangement 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
    • B60K6/387Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/40Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H63/00Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • B60K2006/4825Electric machine connected or connectable to gearbox input shaft
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6247Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor with motor integrated into gearbox
    • Y02T10/6252Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor with motor integrated into gearbox connected or connectable to input shaft of gearing

Abstract

The invention relates to a hybrid powertrain topology with an internal combustion engine and an electric traction machine and a downstream transmission in the torque flow, wherein in the torque flow between the engine and the traction machine, a freewheel and between the traction machine and the transmission, a clutch, in particular as a starting clutch, is arranged. The invention also relates to a related actuator.

Description

  • The invention relates to a drive train topology, in particular a hybrid drive train topology, in particular for motor vehicles. The invention also relates to an actuating device for this purpose.
  • The invention relates to a parallel hybrid (P2) powertrain topology for manual (MT) or automated manual transmissions (AMT). In the typical P2 powertrain topology 1 According to the prior art according to 1 for manual or automated manual transmissions 2 There is a separating clutch (K0) between the traction machine 3 and the internal combustion engine 4 (VKM). The starting clutch (K1) is between traction machine 3 and gear 2 arranged in the drive train. Furthermore, a starter 5 or belt starter generator to be present, so to speak as a small traction machine. But this small traction machine can also be omitted if by means of the traction machine 3 the internal combustion engine 4 is started. Also, a damping element 6 be provided in the drive train. In this case, the number of damping elements 6 be different and these can also be arranged at different positions in the drive train, such as a disc damper a clutch disc or as a dual mass flywheel.
  • The following main operating states of the couplings (K0 and K1) must be fulfilled in order to be able to demonstrate the full functionality of the powertrain topology, see table according to 2 , There are six operating states, which are shown in the table. In the table, a 0 means that the clutch does not transmit torque and a 1 that the clutch transmits torque. For example, for hybrid combustion with an internal combustion engine and electric traction engine, the two clutches K0 and K1 are engaged, see state # 1. The same applies to operating mode # 6 for parking. When changing gears in the transmission 2 if both couplings K0 and K1 are disengaged, see states # 4 and # 5. The clutch K0 may also be closed during gear changes in state # 5 of hybrid driving. In electric driving by means of the traction machine 3 the clutch K0 is disengaged and the clutch K1 engaged, see operating condition # 2. When loading in stand, the clutch K0 is engaged and the clutch K1 disengaged, see operating condition # 3.
  • A disadvantage of the prior art is that in case all four possible shift positions of the clutches K0 and K1 are to be represented, the two clutches K0 and K1 are to be actuated independently of each other via an actuator system. When both clutches are actuated via an actuator, ie sequentially, it is only possible to represent three switching positions of K1 and K0. This means that not the full functionality of the system can be displayed.
  • Serving such a system by means of two actuators, so the axial space requirement increases and the system costs increase. Assuming that such a system is primarily used for lower vehicle segment classes and front-to-back applications, the issues of large axial space requirements and high system costs are critical.
  • The invention had the object of finding a drive train topology for a vehicle with manual transmission (MT) or automated manual transmission (AMT), with full functionality, operated via an actuator, such as actuators, and with little additional axial space requirements to find.
  • The inventive solution to the problem consists in a new drive train topology with a freewheel and possibly a coupling element, instead of the previous clutch between the engine and transmission. This new topology can be operated with just one actuator to show full functionality.
  • The object of the invention is achieved with the features of claim 1.
  • An embodiment of the invention relates to a hybrid powertrain topology with an internal combustion engine and an electric traction machine and a downstream transmission in the torque flow, wherein in the torque flow between the engine and the traction machine, a freewheel and between the traction machine and the transmission, a clutch, in particular as a starting clutch, is arranged ,
  • It is particularly advantageous if a mechanical coupling element is provided in the torque flow parallel to the freewheel. This mechanical coupling element is preferably mechanically actuated by means of an actuator.
  • It is also advantageous if a damper is arranged in the torque flow between the freewheel and the internal combustion engine and / or after the freewheel.
  • Additionally or alternatively, the clutch may advantageously comprise a clutch disc, wherein a damper is arranged in the clutch disc.
  • It is particularly advantageous if an actuator is provided by means of which the coupling and the coupling element can be actuated.
  • The invention further relates to an actuator for clutch assemblies in which two clutches or clutch systems are to be actuated with an actuator. In particular, the two clutch systems are designed as a friction clutch starting clutch and designed as a positive jaw clutch coupling element. The actuating force that the actuator has to provide to actuate both clutches acts unidirectionally.
  • One prior art solution for operating the two clutch systems described above provides for two actuators and two independent actuation systems for both clutches. An actuation of both coupling systems with two actuation systems brings increased costs and increased space requirements.
  • It is also the object of the invention to provide a simple actuating device which allows to operate two clutches with an actuator.
  • The object is achieved with the features of claim 6.
  • The clutches are advantageously a friction clutch and a dog clutch. The friction clutch should be actively opened by the actuation system, wherein the clutch is closed in the unactuated state, that is engaged. The contact force required for transmitting the acting moments is provided by means of an energy storage device, such as a disk spring. The jaw clutch should only be closed and opened when the friction clutch is closed. About the jaw clutch only thrust moments of the engine should be transmitted. The moments to be transmitted therefore always work in the same direction.
  • The inventive solution of the problem is advantageously in an actuating system, which combines a lever system, spring systems and other functional parts so that a unidirectionally acting actuator / Ausrückersystem for sequential operation of a friction and dog clutch can be used.
  • It is particularly advantageous if the actuating device is designed with an electric machine, a friction clutch and a dog clutch, wherein the friction clutch and the dog clutch are arranged radially inside the electric machine.
  • It is particularly advantageous if a lever system is provided by means of which the actuation of the friction clutch and of the dog clutch takes place.
  • It is expedient if an actuator is provided which exerts an actuating force on a release system, depending on the position of the release system and thus the lever system, the friction and dog clutch are open or the friction clutch is closed and the dog clutch is open or friction and Claw clutch are closed.
  • It is particularly advantageous if the actuation is unidirectional.
  • According to the invention, it is particularly advantageous if both clutches or both clutch systems, such as friction clutch and claw clutch, are closed in the unactuated state, as are closed by means of a spring force. Thus, both clutches are advantageously closed when no force is applied from the outside, ie from the actuator. This allows unidirectional operation.
  • It is also advantageous if the actuation of the clutch systems takes place sequentially. The actuation of the dog clutch via pressure fingers, which are guided outside the friction clutch. The actuation of both coupling systems via a lever which takes the spring preload of the pressure fingers in the first operating stroke, the springs are tensioned against the tie rods, strikes in the further path to a tie rod and opens the friction clutch in the following way.
  • It is also particularly advantageous if the toothing of the dog clutch is designed as a sawtooth toothing. As a result, advantageously only moments are transmitted in one direction. In particular, the force-bearing flanks are made steep and thus the reaction forces can be kept low on the actuation system
  • The present invention will be explained in more detail below with reference to preferred exemplary embodiments in conjunction with the associated figures:
  • Showing:
  • 1 a schematic view of a drive train topology according to the prior art,
  • 2 a table to explain the operating states of the clutches of the powertrain topology 1 .
  • 3 a schematic view of a drive train topology according to the invention,
  • 4 a table to explain the operating states of the clutches of the powertrain topology 3 .
  • 5 a schematic view of a drive train topology according to the invention,
  • 6 a table to explain the operating states of the clutches of the powertrain topology 5 .
  • 7 a diagram for explaining the operation of the actuator,
  • 8th a sectional view of an actuator,
  • 9 a perspective view of an actuator, and
  • 10 a perspective view of an actuator.
  • The 3 shows a parallel hybrid (P2) powertrain topology for manual (MT) or automated manual transmissions (AMT). In the powertrain topology 10 according to 3 for manual or automated manual transmissions 11 there is a freewheel 12 in the torque flow between the engine 14 and the traction machine 13 , The starting clutch (K1) is between traction machine 13 and gear 11 arranged in the drive train. Furthermore, a starter 15 or belt starter generator to be present, so to speak as a small traction machine. This small traction machine 15 but can also be omitted if by means of the traction machine 13 the internal combustion engine 14 is started.
  • Also, a damping element 16 be provided in the drive train. In this case, the number of damping elements 16 be different and these can also be arranged at different positions in the drive train, such as disc damper a clutch disc of the clutch K1 or as a dual mass flywheel.
  • The powertrain topology has various operating states of the freewheel 12 (FL) and the coupling (K1), see table according to 4 , There are six operating states that are listed in the table of the 4 are shown.
  • In the table, one means 0 in that the freewheel or the clutch does not transmit any torque and a that the freewheel or the clutch transmits a torque.
  • For example, for hybrid driving with an internal combustion engine and an electric traction machine, the clutch K1 is engaged, while the freewheel FL locks in the traction mode and does not lock in the overrun mode, see state # 1. The same applies to operating mode # 6 for parking.
  • When changing gears in the transmission 11 are the freewheel 12 and the clutch K1 disengaged, see states # 4 and # 5.
  • When driving electrically by means of the traction machine 3 is the freewheel 12 not locked and the clutch K1 is engaged, see operating condition # 2.
  • When loading in the state of the vehicle is the freewheel 12 locked and the clutch K1 is disengaged, see operating state # 3.
  • Since no drag torque can be available at the output, a critical condition may arise in some situations, see flashes at # 1 and # 6 in the table 4 ,
  • In overrun operation of the vehicle and when the battery is fully charged, so that no recuperation is possible, no drag torque is displayed, see # 1. This can be avoided by adding an additional consumer advantageous with a consumption power greater than the recuperation, such as a heating element in the cooling water, an air conditioning compressor or the like. Also, a corresponding brake management or dimensioning of the brake of the vehicle can be used.
  • When parking a vehicle with a manual gearbox without an electronic parking lock, the vehicle can roll away in one direction when parking with the gear engaged, see # 6. This can be avoided by an electronic parking brake or electric parking brake.
  • The 5 shows a parallel hybrid (P2) powertrain topology for manual (MT) or automated manual transmissions (AMT). In the powertrain topology 20 according to 3 for manual or automated manual transmissions 21 there is a freewheel 22 in the torque flow between the engine 24 and the traction machine 23 , The starting clutch (K1) is between traction machine 23 and gear 21 arranged in the drive train. Furthermore, a mechanical coupling element 25 (KE) in the torque flow parallel to the freewheel 22 arranged. Also can continue to be a starter 26 or belt starter generator to be present, so to speak as a small traction machine. This small traction machine 26 but can also be omitted if by means of the traction machine 23 the internal combustion engine 24 is started.
  • Also, a damping element 27 be provided in the drive train. In this case, the number of damping elements 27 be different and these can also be arranged at different positions in the drive train, such as disc damper a clutch disc of the clutch K1 or as a dual mass flywheel.
  • The powertrain topology has various operating states of the freewheel 22 (FL), the coupling element 25 and the coupling (K1), see table according to 6 , There are seven operating states that are listed in the table 6 are shown.
  • In the table, a 0 means that the freewheel, the coupling element or the clutch do not transmit torque and a 1, that the freewheel, the coupling element or the coupling transmit torque.
  • For example, for hybrid driving with an internal combustion engine and an electric traction machine, the clutch K1 is engaged while the freewheel FL locks in traction mode and does not lock in the overrun mode, see state # 1. In this case, the coupling element 25 disengaged.
  • In hybrid driving with combustion engine in overrun and drag torque and with electric traction engine, the clutch K1 and the coupling element 25 engaged while the freewheel does not lock, see state # 2.
  • For the operating state # 7 for parking applies similar to the freewheel and the clutch K1, wherein the coupling element 25 is indented.
  • When changing gears in the transmission 21 are the coupling element 25 and the clutch K1 disengaged, see states # 5 and # 6. The freewheel 22 is locked or not, depending on pulling or pushing operation.
  • When driving electrically by means of the traction machine 23 is the freewheel 22 not locked, the coupling element 25 disengaged and the clutch K1 is engaged, see operating condition # 3.
  • When loading in the state of the vehicle is the freewheel 12 locked and the clutch K1 and the coupling element 25 are disengaged, see operating state # 4.
  • This topology has the advantage that the drag torque of the internal combustion engine 24 at the output, with closed coupling element 25 , is available and the disadvantages of the prior art are not present. In addition, only a very small axial space is required for this topology.
  • The actuator for actuating the clutch (K1) and the coupling element (KE) can be operated in a manual transmission (MT) via a so-called clutch-by-wire system. The
  • coupling element 25 can act positive or non-positive and executed in any way.
  • In addition to the starting clutch (K1) is in this drive train topology 20 the coupling element 25 (KE) also to press. This can be realized via a sequential actuator, see 7 , The freewheel locks or unlocks itself, according to whether the vehicle is in pulling or pushing operation. With such a concept, full functionality can be enabled with a sequential actuator. The 7 schematically shows an operation of an actuator, in which depending on the actuator position, the clutch and / or the coupling element 25 actuated. In a first position, the clutch K1 and the coupling element 25 closed, so indented. In a second position, the clutch K1 is engaged and the coupling element 25 disengaged, so open. In a third position, the clutch K1 and the coupling element 25 opened, so disengaged.
  • The 8th to 10 show an embodiment of an actuating device according to the invention 100 for actuating two clutches, such as a friction clutch 111 and a dog clutch 117 as a coupling element.
  • The operation of the friction clutch 111 and the dog clutch 117 via a lever system 103 , on whose inner support the actuating force of an actuator via a release system 150 acts. The lever system 103 rests on the lid 108 the friction clutch 111 from. This edition 104 is pivot point of the lever 103 , Depending on the position of the release system 150 and thus the lever system 103 are friction and jaw clutch 111 . 117 opened, the release system is completely disengaged or the friction clutch 111 closed and the dog clutch 117 open, the release system is in center position or friction and jaw clutch 111 . 117 are closed, the release system is fully engaged.
  • The lever system 113 lies on its outer support on an intermediate plate 105 on and transmits the Ausrückweg and the release force with the appropriate leverage on the intermediate plate.
  • The intermediate sheet 105 is about a spring system 106 to a tie rod 107 tethered. The spring system 106 Depending on the connection side and thus direction of action can consist of any or various tension or compression springs. About the spring system 106 Only forces are transmitted in the axial direction, no moments. In center position, as shown, the release is the spring system 106 under bias, so that the release system is not force-free in the middle position and the actuator has a holding force must be applied.
  • If the release system continues to withdraw from the middle position, see the solid arrow, the lever system pivots 113 around its point of support and shifts the intermediate sheet 105 in the direction of the tie rod support. The spring system 106 between intermediate plate 105 and tie rods 107 will be stretched here. After a certain dead path 119 is the intermediate plate 105 at the tie rod 107 at. If the release system retreats further, the intermediate plate and tie rods are moved in the same way and the spring system is thus no longer tensioned. The opposite side of the tie rod 107 lies on a plate spring 121 which thus follows the Zugankerbewegung at this point of support.
  • The inner edition of the plate spring 121 is in the clutch cover. The outer edition of the diaphragm spring 121 is on the pressure plate 110 , The plate spring 121 may vary depending on the design of the tie rod 107 both as a simple force edge without tongues or as a force edge with arranged around the outer diameter tongues are executed. A composite of several disc springs is conceivable. To open the clutch, the disc spring force must be applied to the release system according to the lever ratio. Upon further pivotal movement of the lever thus the friction clutch is opened. The contact force on the clutch disc decreases and pad suspension and leaf suspension 109 between the pressure plate and clutch cover, optionally arranged inside or outside, ventilate the friction clutch 111 ,
  • The described dead path between intermediate plate and tie rod must be provided in a clutch without wear adjustment due to the wear of the friction surfaces over the clutch life. With increasing clutch wear decreases this dead path, since the tie rod 107 in the direction of the friction clutch 111 emigrated. In clutch systems with wear adjustment, this dead path changes or may possibly completely disappear.
  • As described above, the release system is in the middle position due to the prestressed spring system between intermediate plate 105 and tie rods 107 under preload, which must be applied by the clutch actuator. If the force on the actuator is reduced, the release system is pushed back by the lever, therefore continues to engage and the intermediate plate 105 moves according to the pivotal movement of the lever in the direction of the dog clutch.
  • The force of the spring system is supported on the one hand via the intermediate plate 105 on the lever, on the other hand on the tie rod 107 on the diaphragm spring. The tie rod 107 remains in its position due to the lower force level of the spring system compared to the diaphragm spring. Either the intermediate sheet 105 or the lever pushes in its movement in the direction of the clutch against pressure fingers 120 which part of a pressure pot 115 can be or can be executed as individual parts. The power of the relaxing spring system is via these pressure fingers on a ring 116 transferred, which forms the movable side of a dog teeth. This ring 116 is therefore charged with the spring force of the relaxing spring system and according to the movement of the lever system and the intermediate plates 105 moved and the dog clutch 117 closed.
  • The toothed ring 116 is again by means of leaf springs 114 with a co-rotating, axially fixed component, in this case a support wall 113 , connected. When fully engaged, the dog clutch is engaged 117 closed and with the residual force of the spring system between intermediate plate 105 and tie rods 107 minus the leaf spring force applied to the toothed ring.
  • The leaf springs transmitted in the case of a positive axial toothing transmitted via the positive coupling coupling moments. When opening the dog clutch 117 pull these leaf springs back the toothed ring until it hangs on a fixed stop, in this case formed by the support wall, and thus lift the lever system or the intermediate plate of the pressure fingers.
  • The maximum acting release force is determined by the disc spring and the leverage. The spring travel of the spring system is due to the introduction between tie rods and intermediate plate 105 on the dead path of the wear reserve and the closing path of the dog clutch 117 limited. It does not have to be laid out the entire way the outer lever support. Alternatively, the spring system for closing the dog clutch 117 between intermediate plate 105 and clutch cover are arranged. In this case, in addition to the design of the spring system, the air gap of the friction clutch 111 be taken into account.
  • To the force to hold the dog clutch 117 and thus to keep the forces in the spring systems as low as possible, a sawtooth toothing is provided in the solution shown here. This is possible because only one moment direction should be transmitted. The flanks over which the circumferential forces are transmitted can thus be made steep and the axially acting reaction forces in the toothing can be kept low.
  • When the torque is reversed, the steep flanks lift off one another in the opposite direction due to the flat flanks and open the dog clutch 117 under low power level is possible. As an alternative axially acting positive coupling a toothing with conical teeth can be provided. This can be designed free of play. As an alternative to an axial form-locking coupling, a coupling can be provided in which two toothed carrier are connected by means of a sliding sleeve.
  • In the design of the lever system several variants are conceivable. Thus, individual levers which are hung on the clutch cover or support ring are usable. Alternatively, a lever spring can be used with force margin, which can act depending on the size and installation supporting the closing spring system, or may be designed so that can be dispensed with the closing spring system, since all closing forces are applied by the lever spring.
  • The clutch cover is with the rotor carrier 102 connected to the electrical machine, such as screwed, riveted o.Ä.
  • The coupling system with actuation system described enables a space-efficient and cost-effective design of P2 (parallel) hybrid head applications. Since only one unidirectional actuator system is used to operate two clutches, costs may be saved. Such an actuation system can also be used in other applications with two couplings.

Claims (10)

  1. Hybrid powertrain topology with an internal combustion engine and an electric traction machine and a downstream transmission in the torque flow, characterized in that in the torque flow between the engine and the traction machine, a freewheel and between the traction machine and the transmission, a clutch, in particular as a starting clutch, is arranged.
  2. Drive train topology according to claim 1, characterized in that a mechanical coupling element is provided in the torque flow parallel to the freewheel.
  3. Drive train topology according to claim 1 or 2, characterized in that a damper is arranged in the torque flow between the freewheel and the internal combustion engine and / or after the freewheel.
  4. Drive train topology according to claim 1, 2 or 3, characterized in that the clutch comprises a clutch disc, wherein a damper is arranged in the clutch disc.
  5. Drive train topology according to one of the preceding claims, characterized in that an actuator is provided, by means of which the coupling and the coupling element can be actuated.
  6. Actuating device for actuating two clutches or a clutch and a coupling element with an actuator, in particular a drive train topology according to one of the preceding claims 1 to 5.
  7. Actuator according to claim 6 comprising an electric machine, a friction clutch and a dog clutch, wherein the friction clutch and the dog clutch are arranged radially inside the electric machine.
  8. Actuating device according to one of claims 6 or 7, characterized in that a lever system is provided, by means of which the actuation of the friction clutch and the dog clutch takes place.
  9. Actuating device according to claim 8, characterized in that an actuator is provided which exerts an actuating force on a release system, wherein depending on the position of the release system and thus the lever system, the friction and dog clutch are open or the friction clutch is closed and the dog clutch is open or Friction and dog clutch are closed.
  10. Actuating device according to claim 9, characterized in that the actuation is unidirectional.
DE201410209620 2013-06-20 2014-05-21 Powertrain topology and actuator therefor Withdrawn DE102014209620A1 (en)

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DE102016213309A1 (en) * 2016-07-21 2018-01-25 Schaeffler Technologies AG & Co. KG A method of performing a snooping operation of a hydraulic clutch actuator in a hybrid vehicle
DE102016222761A1 (en) 2016-11-18 2018-05-24 Schaeffler Technologies AG & Co. KG Claw clutch for performing a pulse start for a motor vehicle with a hybrid drive
WO2018224258A1 (en) 2017-06-09 2018-12-13 Volkswagen Aktiengesellschaft Drive train and operating method for a hybrid vehicle with an overrun-enabled forward gear
EP3572262A1 (en) * 2018-05-25 2019-11-27 Toyota Jidosha Kabushiki Kaisha Control apparatus for hybrid vehicle

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DE102015214266A1 (en) 2015-07-28 2017-02-02 Schaeffler Technologies AG & Co. KG Arrangement for reducing tensioning moments in jaw clutches of a torque transmission device
DE102015215153A1 (en) 2015-08-07 2017-02-09 Schaeffler Technologies AG & Co. KG Hybrid module for manual and automated manual transmission of a hybrid vehicle
DE102016215056A1 (en) 2015-08-31 2017-03-02 Schaeffler Technologies AG & Co. KG Traction drive, in particular belt drive, for a hybrid powertrain of a motor vehicle
DE102016221015A1 (en) 2015-11-18 2017-05-18 Schaeffler Technologies AG & Co. KG Claw clutch with barrier and drive train with freewheel and shutter-containing jaw clutch

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Publication number Priority date Publication date Assignee Title
DE102016213309A1 (en) * 2016-07-21 2018-01-25 Schaeffler Technologies AG & Co. KG A method of performing a snooping operation of a hydraulic clutch actuator in a hybrid vehicle
DE102016222761A1 (en) 2016-11-18 2018-05-24 Schaeffler Technologies AG & Co. KG Claw clutch for performing a pulse start for a motor vehicle with a hybrid drive
WO2018224258A1 (en) 2017-06-09 2018-12-13 Volkswagen Aktiengesellschaft Drive train and operating method for a hybrid vehicle with an overrun-enabled forward gear
DE102017209765A1 (en) 2017-06-09 2018-12-13 Volkswagen Aktiengesellschaft Drive train and operating method for a hybrid vehicle with a forward-freewheeling gear
EP3572262A1 (en) * 2018-05-25 2019-11-27 Toyota Jidosha Kabushiki Kaisha Control apparatus for hybrid vehicle
RU2712311C1 (en) * 2018-05-25 2020-01-28 Тойота Дзидося Кабусики Кайся Hybrid vehicle control device

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