Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
  • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K6/485—Motor-assist type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
• • Y—GENERAL 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
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles

Definitions

• the invention relates to a hybrid drive for a vehicle according to the preamble of claim 1.
• Hybrid drives for vehicles are known. These have an internal combustion engine and an electric machine, by means of which a drive axle of the vehicle can optionally be driven.
• the aim of these hybrid drives is to use the combination of an internal combustion engine and an electric machine to make the drive of the vehicle more effective, in particular with fewer pollutants.
• the vehicle when the drive is subjected to a relatively low load, for example in city traffic, the vehicle is to be operated exclusively with the electric machine, while the drive behavior is activated when the internal combustion engine is switched on when the load is higher, for example when driving on the motorway or when climbing improved sert.
• arrangements are known in which the internal combustion engine and the electric machine are arranged in parallel or in series and are mechanically connected to a transmission.
• the hybrid drive according to the invention with the features mentioned in claim 1 offers the advantage over the fact that the driving comfort of the vehicle is significantly improved. Because the internal combustion engine and the electrical machine are coupled by means of an electrodynamic converter, it is advantageously possible to arrange the internal combustion engine and the electrical machine in a cascade arrangement which produces mechanical clutches which are not susceptible to wear and jerks gets along.
• the one coupling the internal combustion engine and the electric machine Electrodynamic converter works essentially wear-free, noiselessly and directly, that is, without any time delays, so that the drive behavior of the vehicle can be influenced very effectively.
• a decisive advantage of the novel hybrid drive is that instead of a torque addition, there is a speed coupling, wherein the electrical machine can be used to add or reduce the speed to the speed of the internal combustion engine.
• the internal combustion engine can very advantageously be operated continuously at a speed of its greatest efficiency, so that the drive speed is varied exclusively by means of the electric machine.
• a higher extension of gears of a transmission is possible, so that the number of gear changes can be drastically reduced while the vehicle is traveling.
• a gearbox can be used that comes out with relatively few, preferably three, gear stages. This results in a weight saving of the transmission, which has a positive effect on the fuel consumption of the entire vehicle.
• Figure 1 is a schematic arrangement of a hybrid drive
• Figure 2 is a greatly simplified representation of the drive of a vehicle
• Figure 3 is a schematic sectional view through an electrodynamic converter
• Figure 4 is a schematic view of a transmission of the hybrid drive
• Figure 5 is a speed diagram of the hybrid drive.
• FIG. 1 shows a schematically illustrated hybrid drive 10 for a motor vehicle, not shown.
• the hybrid drive 10 has an internal combustion engine, in the further internal combustion engine 12, and an electric machine, in the further electric motor 14.
• a switchable lock 13 is assigned to the internal combustion engine 12, via which the internal combustion engine can be locked.
• the electric motor 14 is designed as a three-phase asynchronous motor.
• a so-called primary rotor 16 of the Electric motor 14 is arranged in a rotationally fixed manner on a drive shaft 18 of the internal combustion engine.
• Slip rings 20 indicated here are provided for the voltage supply of the primary rotor 16.
• the electric motor 14 also has a so-called secondary rotor 22, which is axially movably mounted to the primary rotor 16.
• the secondary rotor 22 is arranged in a rotationally fixed manner on a drive shaft 18 'which is rotatably mounted independently of the drive shaft 18.
• the primary rotor 16 and the secondary rotor 22 can be mechanically connected via a lock-up clutch 24, which can be actuated with a clutch spring 26 indicated here.
• the lockup clutch 24 thus mechanically couples the primary rotor 16 to the secondary rotor 22.
• the drive shaft 18 ' engages in an automatic transmission 28 which can be actuated by actuators 30, which are only indicated here.
• the automatic transmission 28 has an output shaft 32, by means of which the drive energy of the hybrid drive 10 is transmitted to the drive axle of the motor vehicle.
• the automatic transmission 28 shown schematically here forms, together with the electric motor 14, a drive train unit 36 referred to as an electrodynamic converter 34.
• FIG. 2 schematically shows the entire drive system of a motor vehicle, the main component of which is the hybrid drive 10 according to FIG. 1.
• the output shaft 32 engages a driven vehicle axle 40 via a conversion gear 38.
• a motor vehicle battery 42 is provided, which feeds a three-phase inverter 44.
• a motor vehicle battery, not shown, for supplying the vehicle's electrical system can be charged in a known manner via a three-phase generator 46, which is not shown in detail here.
• the three-phase generator 46 is a component of the electrodynamic converter 34.
• an electronic control unit 48 which connects to the electrodynamic converter 34, the inverter 44, and a speed sensor 50 via the control lines, which are not specified here Vehicle axis 40, an engine speed sensor 52 on the hybrid drive 10, an accelerator pedal 54 with kick-down and kick-up function and a brake pedal 56 is connected.
• FIG. 3 shows a schematic sectional illustration through the electrodynamic converter 34. Only the main components of the electrodynamic converter 34 are explained here, it being clear that the structure includes mechanical connections, electrical contacts, bearings, etc. However, their concrete structure and their arrangement should not be discussed in more detail in the context of the present description.
• the electrodynamic converter 34 has the primary rotor 16 mounted on the drive shaft 18.
• the primary rotor 16 is encompassed by the axially displaceably mounted secondary rotor 22.
• the three-phase generator 46 is integrated in the housing 56, it being clear that its rotating claw poles are mounted on the drive shaft 18 and its stator package is integrated in the housing 56.
• the electrodynamic converter 34 has the automatic transmission 28, which is preferably a Ravigneaux three-speed planetary transmission.
• a first transmission brake B1 and a second transmission brake B2 are assigned to the automatic transmission 28.
• a clutch sleeve 58 which can be actuated via the actuator 30, a parking lock 60 and a clutch spring 26 of the lock-up clutch 24 for coupling the primary rotor 16 to the secondary rotor 22 are indicated in the non-excited state.
• the internal combustion engine 12 engages in the electrodynamic converter 34 with the drive shaft 18.
• the output shaft 32 is led out of the housing 56.
• the hybrid drive 10 shown in FIGS. 1 to 3 performs the following functions:
• the electrodynamic converter 34 By arranging the internal combustion engine 12 and the electric motor 14 in a cascade arrangement via the electrodynamic converter 34 with the downstream fully automatic transmission 28, a large number of drive functions for the motor vehicle can be implemented in a simple manner. Multiple functions for the hybrid drive 10 can be implemented via the electrodynamic converter 34. With the internal combustion engine 12 locked via the switchable lock 13 the electrodynamic converter 34 operates as a three-phase asynchronous drive on the drive shaft 18 '.
• the three-phase inverter 44 provides the energy for forward or backward operation of the electric motor 14. As is known, the speed of the electric motor 14 can be continuously regulated via the inverter 44 for a three-phase asynchronous drive.
• the possibility of operating the electric motor 14 both forwards and backwards means that there is no need to arrange a reverse gear with the associated clutch and brake in the associated automatic transmission 28.
• the transmission 28 is thus constructed more simply and easily overall.
• the electrodynamic converter 34 with its electric machine 14 can take over the function of a starter for the internal combustion engine 12.
• the drive shaft 18 'and the drive shaft 32 in the automatic transmission 28 must be blocked. The blocking is achieved by closing the brakes B1 and B2 already present in the automatic transmission 28.
• Secondary rotor 22 and the vehicle are connected in a stable manner.
• the electric motor 14 is supplied with the excitation frequency required for the starting process, and the primary rotor 16 rotates.
• the compression of the internal combustion engine is briefly removed 12.
• the compression can be removed, for example, by a switchable stop on the exhaust valves of the internal combustion engine 12.
• a load change is signaled and the inverter frequency is switched in the opposite direction to the internal combustion engine 12, so that idling occurs.
• 1st gear is defined with B1 and the opposing inverter frequency is reduced with a delay to zero.
• the duration of the starting process then takes place according to the way the accelerator pedal is depressed. With the inverter frequency arriving at zero, the excitation of the primary rotor 16 is omitted, and the lockup clutch 24 thereby switches on automatically.
• the idling stopping process can be carried out using the same means.
• the frequency generated by the inverter 44 is reduced in order to be able to use the kinetic energy of the vehicle for the starting process.
• the lock 13 is released and the primary rotor 16 drives the internal combustion engine 12 via the shaft 18 for the starting process. If the internal combustion engine 12 is to continue to run alone, synchronism is established between the primary rotor 16 and the secondary rotor 22, the inverter is switched off, and the lock-up clutch 24 is automatically activated. If the internal combustion engine 12 and the electric motor 14 are to continue to run together, the speed of the electric motor 14 and the Verbenungsmotors 12 adapted to the desired speed. Returns to previous configurations are carried out in a corresponding manner, primarily with the support of the electric motor 14.
• the electric motor 14 can be switched on by actuating the electric motor 14 via the inverter 44 in such a way that it rotates in the same direction of rotation as the drive shaft 18 of the internal combustion engine 12. This results in an addition of the speeds of the internal combustion engine 12 and the electric motor 14.
• the output shaft 32 can be operated at a variable speed by a stepless regulation of the speed of the electric motor 14 via the inverter 44.
• the internal combustion engine 12 can be operated continuously at a speed at which its greatest efficiency occurs. The change in the speed of the output shaft 32 takes place exclusively by regulating the speed of the electric motor 14.
• speeds can be achieved on the output shaft 32 which are, for example, above the maximum speed of the internal combustion engine 12.
• the speed of the drive shaft 18 can also be reduced, so that useful braking takes place on the output shaft 32.
• the constant speed provided by the internal combustion engine 12 can thus be reduced.
• the excitation current for the electric motor 14 can be switched off.
• the primary rotor 16 is bridged to the secondary rotor 22 via the lock-up clutch 24, so that the drive shaft 18 of the internal combustion engine 12 can be connected to the drive shaft 18 ′ and thus to the transmission 28 and the output shaft 32 without slippage.
• the lock-up clutch 24 can be actuated by means of the clutch spring 26 and is designed as a mechanically synchronizing, preferably form-fitting clutch.
• the claw pole wheel of the alternator 46 for the on-board electrical system is also driven via the drive shaft 18, so that the additional arrangement of a separate bearing and drive means, for example V-belts or the like, can be dispensed with.
• the stator of the alternator 46 is simultaneously integrated into the overall housing 56 of the electrodynamic converter 34.
• an electrical system battery for an electrically or electronically operated equipment of the motor vehicle can be charged in a known manner.
• the on-board power supply battery is provided in addition to the motor vehicle battery 42, which is used to drive the electric motor 14.
• the electrodynamic converter 34 creates a very compact unit that can be assembled separately from the individual components, such as the electric motor 14, the three-phase generator 46 and the automatic transmission 28.
• the electrodynamic converter 34 can thus be coupled as a complete unit to the internal combustion engine 12 during motor vehicle assembly.
• electrodynamic converter 34 Another advantage of the electrodynamic converter 34 is that it can be switched as a generator in a vehicle that is only driven by the internal combustion engine 12, and thus one automatic charging of the motor vehicle battery 42 can take place. The period of use of the electric motor part of the entire hybrid drive can thus be significantly extended without intermediate charging with the motor vehicle battery 42.
• the automatic transmission 28 can be restricted to a minimal structure.
• the individual gears of the transmission 28 can be increased by the speed addition of the internal combustion engine 12 and the electric motor 14, so that a three-stage planetary transmission without reverse gear is sufficient for an average motor vehicle.
• a circuit diagram of the automatic transmission 28 used in the electrodynamic converter 34 is shown in FIG. 4 for clarification.
• the control unit 48 as well as the accelerator pedal 54 and the brake pedal 56, an external intervention in the hybrid drive 10 can be carried out in order to achieve a specific desired drive of the motor vehicle.
• the main intervention takes place via the accelerator pedal 54 to call up a desired driving performance.
• the speed of the internal combustion engine 12 is preferably speed-controlled with the position of the accelerator pedal 54.
• the torque of the internal combustion engine 12 is based on the Control unit 48 a predetermined engine management, which was predetermined by the desired power level and results from the present load.
• the speed of the internal combustion engine 12 to be determined according to the power level can be shifted into the areas in which the internal combustion engine 12 has a favorable efficiency.
• the shift points of the automatic transmission 28 are determined in the usual manner in accordance with the selected vehicle speed and the called up and available power of the electro-dynamic converter 34.
• the management of the hybrid drive 10, that is to say the switching on and / or switching off of the internal combustion engine 12 or of the electric motor 14, can be optimized by detecting vehicle data, such as acceleration or deceleration via the sensors 50 or 52.
• the drive behavior of the hybrid drive 10 according to the invention is to be illustrated on the basis of the speed diagram shown by way of example in FIG. 5.
• the speed diagram shows the speed of the output shaft 32 over the driving speed of the motor vehicle equipped with the hybrid drive 10.
• a total of three curves are shown, the solid line 70 for a combined drive via the internal combustion engine 12 and the electric motor 14, the dash-dot line 72 for a drive via the internal combustion engine 12 and the dot line 74 stands for a drive via the electric motor 14.
• Full load was assumed in each case in the representation of the characteristic.
• a motor vehicle equipped with the hybrid drive 10 generally travels up to approx. 55 km / h with the electric drive in pull and push operation.
• the internal combustion engine 12 switches on and can avoid shifting operations of the transmission 28 to approximately 75 km / h if the vehicle is driven appropriately.
• the motor vehicle travels at a speed of approximately 55 kmh to approximately 80 kmh with a mixed drive via the internal combustion engine 12 and the electric motor 14.
• the main power is provided by the internal combustion engine 12, which is speed-controlled as required runs in its fuel-efficient area.
• the difference to the necessary driving speed of the output shaft 32 is provided by the electric motor 14.
• the difference between the speed of the internal combustion engine 12 and the speed of the output shaft 32 can also be negative, that is to say the electric motor 14 runs in generator mode. As a result, the aforementioned charging of the motor vehicle battery 42 can take place very advantageously.
• the change between the individual gears of the transmission 28 and the connection or disconnection of the internal combustion engine 12 or the electric motor 14 takes place automatically and is regulated by the control unit 48. From a speed of approx. 80 kmh to 150 kmh - as shown in FIG. 5 - operation takes place of the hybrid drive 10 exclusively with the internal combustion engine 12. During this operation, additional lines necessary, for example when overtaking, are provided by the electric motor 14, which overlaps the speed of the internal combustion engine 12 and thus a higher speed on the output shaft 32 provides. The connection of the electric motor 14 can be called up via a kick-down of the gas pedal 54. In the case of steep sections which are simultaneously present, a corresponding gear shift takes place in the transmission 28, so that the power of the hybrid drive 10 is adapted.
• the known brake support is provided by the internal combustion engine 12 and / or the electric motor 14.
• the fuel supply to the internal combustion engine 12 is interrupted here.
• the control unit 48 ensures that useful braking via the electric motor 14 has priority over engine braking via the internal combustion engine 12.
• the vehicle battery 42 can be charged at the same time.
• the kick-up function of the accelerator pedal 54 or the brake pedal 56 can of course actively intervene in the braking process of the hybrid drive 10.
• the hybrid drive 10 creates a drive for motor vehicles which combines the advantages of internal combustion engines with those of electric motors and which, overall, is fuel-saving and has a high level of driving comfort Drive realized.
• by adding the speeds of the internal combustion engine 12 and the electric motor 14 a significant increase in the power to weight ratio of the entire hybrid drive 10 can be achieved.

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• 1995
  • 1995-10-25 DE DE19539571A patent/DE19539571C2/de not_active Expired - Fee Related
• 1996
  • 1996-08-21 KR KR1019980702954A patent/KR19990067017A/ko not_active Application Discontinuation
  • 1996-08-21 EP EP96934364A patent/EP0857371A1/de not_active Ceased
  • 1996-08-21 JP JP9516177A patent/JPH11513878A/ja active Pending
  • 1996-08-21 WO PCT/DE1996/001547 patent/WO1997015979A1/de not_active Application Discontinuation

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