Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
  • F02B61/06—Combinations of engines with mechanical gearing
• • 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
  • B60K17/00—Arrangement or mounting of transmissions in vehicles
  • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
• • 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
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
  • B60W10/11—Stepped gearings
• • 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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18072—Coasting
• • 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
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/10—Change speed gearings
  • B60W2510/109—Direction of power flow
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0644—Engine speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/108—Gear
  • F16D2500/1086—Concentric shafts
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/50—Problem to be solved by the control system
  • F16D2500/508—Relating driving conditions
  • F16D2500/5085—Coasting
• • 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

Definitions

• the invention relates to a drive train and a method for operating a drive train.
• a drive train of a motor vehicle comprises, in addition to a drive unit, a transmission, wherein the transmission is connected between the drive unit and an output.
• the present invention relates to a drive train and a method for operating a drive train, the drive unit comprises at least one internal combustion engine and optionally also an electric machine.
• a drive unit, which also includes an electric machine in addition to an internal combustion engine, is also referred to as a hybrid drive.
• Pushing operation of the drive train requires kon ⁇ structural changes to the transmission.
• the present invention has the object to provide a novel drive train and method for operating a drive train with which drag losses of the internal combustion engine can be reduced in overrun operation of the drive train.
• the drive train comprises a parallel to the starting clutch switchable transmission with at least one gear ratio and an additional clutch, wherein the speed reduction of the internal combustion engine in overrun of the drive train, the auxiliary clutch closed and the starting clutch is at least partially open or is.
• the drive train includes a switchable axle drive, which is connected between the transmission and the output, wherein the speed reduction of the internal combustion engine in overrun operation of the drive train in the axle transmission, a circuit is executable or executed.
• FIG. 1 is a schematic representation of a drive train according to a first aspect of the invention
• FIG. 2 shows a schematic illustration of a drive train according to a first aspect of the invention
• Fig. 3 is a diagram for illustrating the method according to the invention for operating a drive train.
• the present invention relates to a drive train of a motor vehicle and a method for operating a drive train of a motor vehicle by means of which in the overrun operation of the drive train drag losses of an internal combustion engine of the drive train can be reduced.
• Fig. 1 shows a drive train diagram of a drive train according to the invention according to a first aspect of the invention, wherein according to FIG. 1 of Drive train shown there includes an internal combustion engine 1, and wherein between the engine 1 and an output 2, a transmission 3 is connected.
• the transmission 3 is preferably an automatic ⁇ ULTRASONIC or automated manual transmission.
• a starting clutch 4 is connected, wherein the starting clutch 4 is designed as a frictional clutch. Then, when the clutch 4 is fully opened, the ⁇ same can transmit no moment, in which case the drive train is opened and the engine 1 is decoupled from the output 2. Then, however, when the clutch 4 is fully closed, the engine 1 is coupled to the output 2 and the drive train is closed. Furthermore, the running as a frictional clutch starting clutch 4 can be operated slipping, in which case 4 friction loss arises at the clutch.
• the drive train shown in Fig. 1, the invention comprises in addition to the internal combustion engine 1 to the transmission 3 and the clutch 4 is parallel to the starting clutch 4 switchable bypass transmission 5 with min ⁇ least one translation stage 6 and a supplementary clutch 7, wherein, when the auxiliary clutch 7 is closed is, on the bypass gear 5, the starting clutch 4 can be bypassed, whereas when the auxiliary clutch 7 is opened, the starting clutch 4 can not be bypassed.
• the additional clutch 7 is preferably a form-locking clutch which either is open or closed and therefore can not be operated slipping.
• the positive additional clutch 7 is closed ⁇ sen and the frictionally engaging clutch 4 preferably at least so far open that the same transmits no moment.
• bypass gear 5 is preferably a planetary gear or spur gear with at least one powerssstu ⁇ Fe 6, wherein the or each gear stage 6 of the bypass gear 5 is selected so that in overrun, the speed of the engine 1 is reduced and therefore slower or smaller is as a rotational speed of an input shaft 8 of the transmission 3rd
• the friction clutch 4 is preferably that diesel ⁇ be no longer transmits any torque
• the starting clutch may optionally also be operated in the closed auxiliary clutch 7 in a slipping in the overrun mode 4. It is also possible, with the auxiliary clutch 7 open to operate the starting clutch 4 slipping in order to reduce the speed of the Verbrennungsmo ⁇ sector 1 in overrun operation.
• a positive clutch preferably ⁇ a form-locking jaw clutch.
• a rotational speed synchronization for the form-fitting additional clutch 7 can be carried out with the aid of the slipping-operated starting clutch 4.
• a torque relief for the additional clutch 7 can be performed via a slipping operated starting clutch 4.
• the starting clutch 4 is operated slipping.
• FIG. 2 shows a drive train with an internal combustion engine 1 and a transmission 3 connected between the internal combustion engine 1 and an output 2, as well as a starting clutch 4, between the internal combustion engine 1 and the transmission 3 is switched.
• the drive train of Fig. 2 comprises a transaxle 9, which is connected between the transmission 3 and the output 2, wherein it is the transaxle 9 to a switchable axle 9, in which the speed reduction of the internal combustion engine 1 in the overrun operation of the on ⁇ drivetrain a circuit in a gear is executable, in which a speed of a transmission input shaft 10 of the transmission 3 can be reduced, so as ultimately to reduce the speed of the internal combustion engine 1 in overrun at a fuel cut.
• FIG. 3 shows a diagram in which a drag torque Ms of the same is plotted against the rotational speed nvM of the internal combustion engine 1.
• Fig. 3 it can be seen that with increasing speed nvM of 1 with the invention in overrun mode in FIG. 1 by closing the auxiliary clutch 7 and opening the starting clutch 4 and in Fig. 2 by a circuit in the transaxle 3, the operating point of the internal combustion engine 3 from the operating point A to the operating point B can be realized while reducing the speed from the speed ⁇ to the speed n B and thus with reduction of the drag torque from the moment MA to the moment MB. In FIG. 3, therefore, the drag torque M s can be reduced by the amount AM S.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• General Engineering & Computer Science (AREA)
• Arrangement Of Transmissions (AREA)
• Hybrid Electric Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=44906184

Family Applications (1)

Country Status (5)

Families Citing this family (3)

Family Cites Families (12)

• 2010
  • 2010-12-03 DE DE102010062381A patent/DE102010062381A1/de not_active Withdrawn
• 2011
  • 2011-11-07 WO PCT/EP2011/069541 patent/WO2012072377A1/de active Application Filing
  • 2011-11-07 US US13/990,298 patent/US20130239926A1/en not_active Abandoned
  • 2011-11-07 CN CN2011800579076A patent/CN103260988A/zh active Pending
  • 2011-11-07 EP EP11778920.6A patent/EP2646306A1/de not_active Withdrawn

Non-Patent Citations (1)

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