KR20000076090A - Gearbox-integrated electric machine for motor vehicle internal combustion engines and its control - Google Patents

Gearbox-integrated electric machine for motor vehicle internal combustion engines and its control Download PDF

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Publication number
KR20000076090A
KR20000076090A KR1019997008178A KR19997008178A KR20000076090A KR 20000076090 A KR20000076090 A KR 20000076090A KR 1019997008178 A KR1019997008178 A KR 1019997008178A KR 19997008178 A KR19997008178 A KR 19997008178A KR 20000076090 A KR20000076090 A KR 20000076090A
Authority
KR
South Korea
Prior art keywords
transmission
electric machine
internal combustion
combustion engine
vehicle
Prior art date
Application number
KR1019997008178A
Other languages
Korean (ko)
Inventor
코엘게르하트
아너피터
볼쯔마틴-피터
글라우닝유어겐
Original Assignee
클라우스 포스, 게오르그 뮐러
로베르트 보쉬 게엠베하
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Application filed by 클라우스 포스, 게오르그 뮐러, 로베르트 보쉬 게엠베하 filed Critical 클라우스 포스, 게오르그 뮐러
Publication of KR20000076090A publication Critical patent/KR20000076090A/en

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Classifications

    • 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
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • 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
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • 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
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P2003/006—Liquid cooling the liquid being oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/18—Heater
    • F01P2060/185—Heater for alternators or generators
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

본 발명은 내연기관(12)과, 차량의 구동륜상에서 작동하는 변속기(18)를 갖는 차량용 구동장치에 관한 것이다. 변속기 입력축(20)은 내연기관의 출력축에 연결될 수 있다. 중간 변속기(34)에 의해 메인 변속기(18)에 연결될 수 있는 전기 기계(32)는 내연기관(12)을 시동하기 위한 시동 모터로서, 그리고 차량의 탑재용 네트웍에 공급전압을 제공하기 위한 제너레이터로서 작용한다. 게다가, 전기 기계는, 적어도 하나의 전기 제어 클러치 및 회전체(24)와 함께 변속동안 변속기의 싱크로나이징을 보장한다. 내연기관의 공회전으로부터 정상 회전 속도에 걸쳐 제너레이터에 항상 충분한 전력을 공급하기 위해서, 제너레이터의 회전 속도는 중간 변속기의 변속비를 변화시킴으로써 엔진의 회전 속도에 따라 조절된다.The present invention relates to a vehicle drive apparatus having an internal combustion engine 12 and a transmission 18 operating on a drive wheel of the vehicle. The transmission input shaft 20 may be connected to the output shaft of the internal combustion engine. The electric machine 32, which can be connected to the main transmission 18 by an intermediate transmission 34, serves as a starting motor for starting the internal combustion engine 12 and as a generator for providing a supply voltage to the vehicle's mounting network. Works. In addition, the electric machine, together with the at least one electric control clutch and the rotor 24, ensures the synchronizing of the transmission during transmission. In order to always supply sufficient power to the generator from the idle speed of the internal combustion engine to the normal rotational speed, the rotational speed of the generator is adjusted in accordance with the rotational speed of the engine by changing the transmission ratio of the intermediate transmission.

Description

차량용 구동장치{Gearbox-integrated electric machine for motor vehicle internal combustion engines and its control}Gearbox-integrated electric machine for motor vehicle internal combustion engines and its control}

선행 특허출원 DE 196 29 839.3은 차량의 구동륜상에서 작동하는 변속기와, 중간 변속기를 거쳐 메인 변속기와 연결될 수 있는 전기 기계를 구비한 차량용 내연기관에 관해 기술하고 있으며, 여기서 변속기의 입력축은 내연기관의 출력축과 연결될 수 있으며, 전기 기계는 중간 변속기에 의해 메인 변속기와 연결되어, 내연기관을 시동하기 위한 시동 모터로서, 그리고 차량의 탑재용 네트웍에 공급전압을 제공하기 위한 제너레이터로서 작용할 수 있다.Prior patent application DE 196 29 839.3 describes a vehicle internal combustion engine having a transmission operating on a drive wheel of a vehicle and an electric machine that can be connected to the main transmission via an intermediate transmission, wherein the input shaft of the transmission is an output shaft of the internal combustion engine. The electric machine can be connected to the main transmission by means of an intermediate transmission, acting as a starting motor for starting the internal combustion engine and as a generator for providing a supply voltage to the vehicle's mounting network.

공지된 차량의 변속기에 있어서, 변속기 싱크로나이징, 즉, 변속 단계의 변환시 맞물리고자 하는 변속기 기어의 회전수 조화는 형태 끼워 맞춤식 클러치 부품의 도움으로 스토핑 싱크로나이징에 의해 이루어진다. 그러나 이 클러치 부품은, 한편으로 소정의 제조비를 필요로 하며, 운전시 이 부품의 비교적 높은 기계적 부하로 인하여 상당한 마모를 겪게 되므로 싱크로나이징 효과가 악화되는 결과를 낳는다.In known transmissions of the vehicle, transmission synchronizing, i.e., rotational coordination of the transmission gears to be engaged in the shifting of the shifting step, is achieved by stopping synchronizing with the aid of a form-fitting clutch component. However, this clutch part, on the one hand, requires a certain manufacturing cost and, as a result, suffers considerable wear due to its relatively high mechanical load during operation, resulting in a worsening of the synchronizing effect.

따라서 본 발명은 스타터, 제너레이터, 변속기 싱크로나이저 부품을 하나의 단일체로 통합하며 이들을 전체적으로 제어하는 것을 목적으로 한다.The invention therefore aims to integrate the starter, generator and transmission synchronizer components into one unit and to control them as a whole.

본 발명은 청구항 제 1 항의 전제부에 언급된 특징을 갖는, 변속기가 일체로 된 차량의 내연기관용 전기 기계와 그의 제어 방법에 관한 것이다.The present invention relates to an electric machine for an internal combustion engine of a vehicle in which a transmission is integrated, having the features mentioned in the preamble of claim 1, and a control method thereof.

도 1은 차량의 구동 장치의 제 1 실시예를 도시한 원리도.1 is a principle diagram showing a first embodiment of a drive device of a vehicle;

도 2는 차량의 구동 장치의 제 2 실시예를 도시한 원리도.2 is a principle diagram showing a second embodiment of a drive device of a vehicle;

도 3은 도 1의 실시예를 도시한 평면 단면도.3 is a cross-sectional plan view of the embodiment of FIG.

도 4는 도 3에 따른 구조에 대한 다른 실시예를 도시한 단면도.4 shows a sectional view of another embodiment of the structure according to FIG. 3;

도 5는 전기 기계의 여러 가지 변속비에 대한 회전수를 도시한 다이어그램.5 is a diagram showing the rotation speeds for various speed ratios of an electric machine.

도 6은 변속기의 싱크로나이징을 위한 제어 과정을 도시한 다이어그램.6 is a diagram illustrating a control process for synchronizing a transmission.

도 7은 전기 기계의 제너레이터 변속기에서 변속기 제어 과정을 도시한 다이어그램.7 is a diagram illustrating a transmission control process in a generator transmission of an electric machine.

청구항 제 1 항에 언급된 특징을 갖는 본 발명에 따른 구동장치는, 시동 모터로 전환된 전기 기계를 통하여 간단히 내연기관을 시동할 수 있으며, 운전상태에 있는 내연기관에 있어서는 제너레이터로 전환된 전기 기계에 의해 차량의 탑재용 네트웍에 공급전압을 제공할 수 있는 장점을 갖는다. 내연기관의 출력축은 변속기 입력축과 분리 가능하게 결합된다. 이러한 결합은 적어도 하나의 제어 가능한 클러치와 이 클러치에 의해 결합된 플라이휠에 의해 이루어진다. 또한, 변속기 입력축에는 변속 가능한 중간 변속기가 제공되며, 이 중간 변속기에 의해 전기 기계가 결합된다. 중간 변속기는 각 엔진 회전수에 따라서 바람직한 효율 범위로 제너레이터를 운전할 수 있도록, 그리고 운전시 시동 모터로서 충분한 회전 모멘트를 얻을 수 있도록 변속비를 변환시킬 수 있다. 이러한 변속 단계는, 예를 들어 1:2 및 1:5에 해당한다.The drive device according to the invention having the features mentioned in claim 1 can simply start an internal combustion engine via an electric machine switched to a starting motor, and in an internal combustion engine in an operating state, the electric machine switched to a generator. This has the advantage of providing a supply voltage to the vehicle's mounting network. The output shaft of the internal combustion engine is detachably coupled with the transmission input shaft. This engagement is achieved by at least one controllable clutch and a flywheel engaged by the clutch. In addition, the transmission input shaft is provided with a shiftable intermediate transmission, by which the electric machine is coupled. The intermediate transmission can convert the speed ratio so that the generator can be operated in the desired efficiency range according to each engine speed, and to obtain a sufficient rotation moment as a starter motor during operation. This shift step corresponds to, for example, 1: 2 and 1: 5.

전기 기계는 다른 방식으로 변속기 입력축과 결합될 수도 있다. 예를 들어, 중간축에 의해 두 개의 치차쌍과 결합할 수 있으며, 이 치차쌍은 전기 기계의 원하는 변속비에 따라 각각 치차상에 설치된 두 개의 제어 가능한 클러치들에 의해 변속기 입력축과 연결될 수 있다. 또한, 전기 기계의 로터축은 이 로터축의 단부에 자유롭게 설치될 수 있는 각 치차를 가지며, 이 치차들은 각 대향 치차를 통하여 변속기 입력축과 맞물리고 제어 가능한 각 클러치에 의해 로터축과 결합한다.The electric machine may be combined with the transmission input shaft in other ways. For example, it may be coupled to two gear pairs by an intermediate shaft, which may be connected to the transmission input shaft by two controllable clutches each mounted on the gear according to the desired gear ratio of the electric machine. In addition, the rotor shaft of the electric machine has each tooth that can be freely installed at the end of the rotor shaft, and these teeth are engaged with the rotor shaft by respective clutches that can be engaged with and controlled by the transmission input shaft via respective counter teeth.

전기 기계와 클러치들은 합목적적으로 전기 제어 장치에 의해 제어되며, 이 제어 장치는, 예를 들어 엔진 회전수, 구동륜의 회전수, 원하는 변속 단계와 같은 검출된 정보에 기초하여, 변속 단계의 변환시, 클러치뿐만 아니라 이 클러치에 의해 전기 기계의 변속비를 제어한다. 또한, 이러한 방법을 통하여 각 운전 상태에 따라 스타터 또는 제너레이터로서 전기 기계의 원하는 기능을 간단히 조정 및 제어할 수 있다.The electric machine and the clutches are purposely controlled by the electric control device, which, for example, based on the detected information such as the engine speed, the speed of the drive wheels, the desired speed change step, and the clutch in the shift of the speed change step. In addition, the clutch controls the transmission ratio of the electric machine. In addition, through this method, it is possible to simply adjust and control the desired function of the electric machine as a starter or a generator according to each operation state.

바람직하게는, 메인 변속기의 변속시, 싱크로나이저의 성능은 전기 기계의 관성 모멘트와 전기적 성능에 따른다. 내연기관의 출력축과 변속기의 변속기 입력축이 적어도 하나의 클러치에 의해 회전체와 연결될 수 있기 때문에, 그리고 이 회전체가 보조 변속기와 맞물릴 수 있기 때문에, 바람직하게는, 플라이휠과 중간 변속기의 조합에 의해 메인 변속기의 싱크로나이징이 얻어질 수 있다. 낮은 변속 단계로 변환시, 전기 기계는 전기 모터로서 변환되어 연결하고자 하는 치차쌍들 중 천천히 구동하는 치차를 가속시키며, 이로써 회전수는 정확하게 적용될 수 있다. 높은 변속 단계로 변환시, 전기 기계는 제어 가능한 전기 부하 장치를 통하여 제너레이터로서 변환될 수 있으며 이것은 빠르게 구동하는 치차를 감속한다. 이와 같은 변속기의 싱크로나이징은, 변속기에서 높은 부하와 이로 인한 불가피한 마모를 겪는 기계식 싱크로나이저 클러치를 완전히 대체할 수 있다.Preferably, in shifting of the main transmission, the performance of the synchronizer depends on the moment of inertia and electrical performance of the electrical machine. Since the output shaft of the internal combustion engine and the transmission input shaft of the transmission can be connected to the rotating body by at least one clutch, and since the rotating body can be engaged with the auxiliary transmission, preferably by a combination of a flywheel and an intermediate transmission Synchronization of the main transmission can be obtained. Upon conversion to a low shifting stage, the electric machine is converted as an electric motor to accelerate the gear that drives slowly among the pair of gears to be connected, so that the speed can be applied accurately. When converting to a high shift stage, the electric machine can be converted as a generator via a controllable electrical load device, which slows down the gear that runs fast. This synchronizing of the transmission can completely replace the mechanical synchronizer clutch, which suffers from high loads and the resulting unavoidable wear on the transmission.

또한, 스타터와 제너레이터를 공간적으로 단일 구성체로 통합함으로써, 제조비와 조립비를 확실히 감소시킬 수 있으며, 이것은 한편으로 비용상의 장점을 갖게 한다. 또한 내연기관에서 공간상의 요구가 감소되기 때문에, 차량내의 위치 설정과 주변 장치의 배치에 있어서 구조상의 자유도가 향상된다. 또한, 스타터와 제너레이터를 제작하기 위한 종래의 제조 장치와 노하우가 재사용될 수 있으며, 다른 부품도 스타터와 제너레이터의 현재 시리즈에 상응하게 사용된다.In addition, by integrating the starter and generator into a single unit in space, the manufacturing and assembly costs can be reliably reduced, which, on the one hand, has a cost advantage. In addition, since space demands are reduced in the internal combustion engine, structural freedom is improved in positioning in the vehicle and arrangement of peripheral devices. In addition, conventional manufacturing equipment and know-how for manufacturing starters and generators can be reused, and other components are used corresponding to the current series of starters and generators.

또한, 바람직하게는, 본 발명에 따른 스타터-제너레이터-기계는 수냉식이며, 이것은 내연기관의 수냉식 순환관과 연결될 수 있다. 또한, 일렬로 나란하게 설치된 냉각핀을 통하여 냉각 공기를 충분하게 합목적적으로 공급하므로써 공냉식도 가능하다.Also preferably, the starter-generator-machine according to the invention is water cooled, which can be connected with a water cooled circulation tube of an internal combustion engine. In addition, air cooling is also possible by supplying cooling air sufficiently and purposefully through the cooling fins installed side by side.

마지막으로, 바람직하게는, 스타터-제너레이터-기계와, 특히 전환 가능한 유성기어가 오일 밀봉되며, 이것은 합목적적으로 변속 기어에 오일을 공급함으로써 이루어질 수 있다.Finally, preferably, the starter-generator-machine and in particular the switchable planetary gear are oil-sealed, which can be achieved by supplying oil to the transmission gear for purpose.

본 발명의 다른 바람직한 실시예는 추가 종속항에 언급된 특징을 통하여 얻을 수 있다.Other preferred embodiments of the invention can be obtained through the features mentioned in further dependent claims.

도 1은 차량의 구동 장치(10)의 가능한 변형예를 개략적인 원리도로 도시한다. 구동 장치(10)는 내연기관(12)을 포함하며, 이 내연기관의 출력축(14)은 개별로 도시하지 않은 실린더들을 통하여 크랭크축(16)과 회전 가능하게 결합된다. 또한, 구동 장치(10)는 변속기 입력축(20)과 변속기 출력축(22)을 포함하는 메인 변속기(18)를 포함한다. 변속기 출력축(22)은 도시하지 않은 차량의 구동륜과 협동한다. 내연기관(12)과 메인 변속기(18) 사이에는, 예를 들어 두 부품의 플라이휠(26)로 구성된 회전체(24)가 배치된다. 여기서 회전체(24)의 회전축은 출력축(14) 및 변속기 입력축(20)과 일치한다. 내연기관(12)과 회전체(24) 사이에는 제 1 클러치(28)가 배치되며, 회전체(24)와 메인 변속기(18) 사이에는 제 2 클러치(30)가 배치된다. 또한, 구동 장치(10)는 개별로 도시하지 않은 제어부에 의해 내연기관용 시동 모터로, 또는 차량의 탑재용 네트웍에 공급전압을 제공하기 위한 제너레이터로 전환할 수 있는 전기 기계(32)를 포함한다. 전기 기계(32)는 중간 변속기(34)와 연결될 수 있으며, 이 중간 변속기는, 한편으로 도시하지 않은 전기 기계(32)의 구동축 또는 출력축과, 다른 한편으로 회전체(24)와 협동한다. 중간 변속기(34)는 두 단계의 변속 단계로 전환할 수 있으며, 변속 단계들 중 제 1 변속 단계는, 중간 변속기(34)의 입력축과 출력축 사이에서, 예를 들어 1:2에 해당하며, 제 2 변속 단계는 1:5에 해당한다.1 shows, in schematic principle, a possible variant of the drive device 10 of a vehicle. The drive device 10 includes an internal combustion engine 12, the output shaft 14 of which is rotatably coupled with the crankshaft 16 via cylinders not shown separately. In addition, the drive device 10 includes a main transmission 18 including a transmission input shaft 20 and a transmission output shaft 22. The transmission output shaft 22 cooperates with drive wheels of a vehicle (not shown). Between the internal combustion engine 12 and the main transmission 18, a rotor 24 composed of, for example, a flywheel 26 of two parts is arranged. Here, the rotation axis of the rotating body 24 coincides with the output shaft 14 and the transmission input shaft 20. The first clutch 28 is disposed between the internal combustion engine 12 and the rotating body 24, and the second clutch 30 is disposed between the rotating body 24 and the main transmission 18. The drive device 10 also includes an electric machine 32 which can be switched by a control unit, not shown separately, to a starting motor for an internal combustion engine or to a generator for providing a supply voltage to a vehicle's mounting network. The electric machine 32 can be connected with an intermediate transmission 34, which, on the one hand, cooperates with the drive or output shaft of the electric machine 32, not shown, and with the rotor 24 on the other hand. The intermediate transmission 34 may switch to two shifting stages, wherein the first shifting stage corresponds to, for example, 1: 2 between the input shaft and the output shaft of the intermediate transmission 34. The two-shift stage corresponds to 1: 5.

구동 장치(10)의 도시한 바와 같은 설치에 의하여 다음과 같은 운전 상태가 실현될 수 있다.By the installation as shown in the drive device 10, the following operating conditions can be realized.

내연기관(12)의 직접 시동시, 전기 기계(32)는 시동 모터로 전환된다. 이때, 전기 기계(32)는, 예를 들어 차량의 배터리에 의해 전력이 공급된다. 클러치(30)는 개방되며, 다시 말해서, 메인 변속기(18)는 회전체(24)로부터 분리된다. 동시에, 클러치(28)가 폐쇄되어, 출력축(14) 및 크랭크축(16)이 회전체(24)와 결합한다. 이 때문에, 중간 변속기(34)에 의해 회전체(24)는 회전상태로 전환되며, 예를 들어 회전체쪽에서 폐쇄된 클러치(28)에 의해, 출력축(14)은 크랭크축(16)을 구동시킨다. 이 때문에, 내연기관(12)은 공지된 방식으로 출발할 때까지 소정의 회전수로 공회전한다. 이때, 중간 변속기(34)는 주로 1:5의 높은 변속비로 변환되며, 그 결과 시동 모터로 전환된 전기 기계(32)의 비교적 높은 회전수에 상응하게 감속되며, 내연기관(12)은 이러한 낮은 회전수로 시동된다.Upon direct starting of the internal combustion engine 12, the electric machine 32 is switched to a starting motor. At this time, the electric machine 32 is supplied with electric power by, for example, a battery of the vehicle. The clutch 30 is open, that is to say the main transmission 18 is separated from the rotor 24. At the same time, the clutch 28 is closed so that the output shaft 14 and the crankshaft 16 engage with the rotating body 24. For this reason, the rotating body 24 is switched to the rotational state by the intermediate transmission 34, and the output shaft 14 drives the crankshaft 16, for example by the clutch 28 closed by the rotating body side. . For this reason, the internal combustion engine 12 idles at a predetermined speed until starting in a known manner. At this time, the intermediate transmission 34 is mainly converted to a high speed ratio of 1: 5, and as a result, it is decelerated corresponding to the relatively high rotational speed of the electric machine 32 converted to the starting motor, and the internal combustion engine 12 has such a low speed. It starts with the speed.

또한, 도시한 바와 같은 설치는 임펄스 시동에도 적합하다. 여기서도 전기 기계(32)는 시동 모터로서 사용되며, 이때 클러치(28, 30)는 개방된다. 그리하여, 회전체(24)는 임계 회전수에 이를 때까지 전기 기계(32)에 의해 최고 성능으로 상승된다. 중간 변속기(34)의 변속비는, 예를 들어 1:5의 높은 변속비로 변환된다. 회전체(24)가 임계 회전수에 도달한 이후에, 클러치(28)는 폐쇄되며, 그 결과 회전체(24)에 축적된 운동 에너지는 갑작스런, 다시 말해서, 임펄스 형태로 내연기관(12)의 시동을 위해 이용된다.The installation as shown is also suitable for impulse starting. Here too, the electric machine 32 is used as a starting motor, with the clutches 28 and 30 open. Thus, the rotor 24 is raised to the highest performance by the electric machine 32 until the critical speed is reached. The transmission ratio of the intermediate transmission 34 is converted to a high transmission ratio of, for example, 1: 5. After the rotor 24 reaches the critical speed, the clutch 28 is closed, so that the kinetic energy accumulated in the rotor 24 is sudden, that is, in the form of an impulse of the internal combustion engine 12. It is used for booting.

내연기관(12)의 시동을 위한 상술한 두 가지 경우에서, 전기 기계(32)는, 내연기관(12)의 출력축(14)과 이에 상응하는 크랭크축(16)이 임계 회전수에 도달하자마자 스위치오프된다. 그후, 전기 기계(32)는 모터에 의한 제너레이터 운전용으로서 작동되며, 따라서 폐쇄된 클러치(28)에 의해 동시 회전된 회전체(24)는 전기 기계(32)가 소정의 변속비에 이르도록 중간 변속기(34)를 구동시킨다. 발생된 제너레이터 전압은 도출되어 차량의 탑재용 네트웍에 사용된다. 여기서, 중간 변속기(34)의 변속비는 출력축(14)의 회전수(n)가 1500rpm보다 클 때 1:2의 낮은 변속비로 변환되며, 그 결과 전기 기계(32)의 제너레이터 회전수는 저하되지만, 이것은 보드 전압을 발생시키기에 충분하다.In the two cases described above for starting up the internal combustion engine 12, the electric machine 32 switches as soon as the output shaft 14 and the corresponding crankshaft 16 of the internal combustion engine 12 reach the critical speed. Is off. Thereafter, the electric machine 32 is operated for generator operation by the motor, so that the rotating body 24 simultaneously rotated by the closed clutch 28 causes the electric machine 32 to reach a predetermined transmission ratio. Drive 34. The generated generator voltage is derived and used in the vehicle mounting network. Here, the transmission ratio of the intermediate transmission 34 is converted to a low transmission ratio of 1: 2 when the rotation speed n of the output shaft 14 is larger than 1500 rpm, and as a result, the generator rotation speed of the electric machine 32 is lowered, This is enough to generate board voltage.

내연기관(12)이 작동되고 있을 때, 차량의 시동을 위해서 클러치(30)는 폐쇄되며, 그 결과 변속기 출력축(22)은 공지된 방식으로 메인 변속기(18)의 접속 위치에 상응하게 차량의 구동륜을 구동시킨다. 그후, 메인 변속기(18)는 다음 높은 단계로 변환되며, 출력축(14)에 형성된 회전수(n)가 1500rpm보다 작을 때 먼저 클러치(30)가 개방되고, 중간 변속기(34)는 낮은 변속비로부터 높은 변속비로 변환된다. 이 때문에, 출력축(14)에서 제동 토크 임펙트는 회전체(24)에 전달되어, 출력축(14)의 회전수(n)는 메인 변속기(18)에 필수적인 싱크로나이징 회전수까지 감소된다. 싱크로나이징 회전수에 도달한 후에, 클러치(30)는 폐쇄되며, 메인 변속기(18)는 다음 높은 단계로 변환될 수 있다.When the internal combustion engine 12 is in operation, the clutch 30 is closed for starting the vehicle, so that the transmission output shaft 22 corresponds to the connection position of the main transmission 18 in a known manner in accordance with the drive wheel of the vehicle. Drive. Then, the main transmission 18 is converted to the next higher step, and the clutch 30 is opened first when the rotation speed n formed on the output shaft 14 is less than 1500 rpm, and the intermediate transmission 34 is high from the low transmission ratio. Converted to gear ratio. For this reason, the braking torque impact at the output shaft 14 is transmitted to the rotating body 24, and the rotation speed n of the output shaft 14 is reduced to the synchronizing rotation speed necessary for the main transmission 18. After reaching the synchronizing speed, the clutch 30 is closed and the main transmission 18 can be switched to the next higher step.

출력축(14)의 회전수(n)가 1500rpm보다 작을 때, 메인 변속기(18)가 다음 높은 단계로 변환되면, 마찬가지로 먼저 클러치(30)가 개방되고, 출력축(14)의 회전수는 중간 변속기(34)의 낮은 변속비로 구동하는 전기 기계에 의해 감소되며, 이로써 동시에 높은 전기적 부하가 요구된다. 높은 전기적 부하에 상응하여, 회전체의 운동 에너지로부터 도출되는 높은 입력 에너지가 사용되어야 하며, 그 결과 이들은 출력축(14)상에서 제동 가능하게 작용된다. 출력축(14)이 싱크로나이징 회전수에 도달된 후에, 메인 변속기(18)는 다음 높은 단계로 변환되며 클러치(30)는 폐쇄된다.When the rotation speed n of the output shaft 14 is smaller than 1500 rpm, when the main transmission 18 is switched to the next higher step, the clutch 30 is opened first as well, and the rotation speed of the output shaft 14 is set at the intermediate transmission ( It is reduced by the electric machine driving at a low speed ratio of 34, which simultaneously requires a high electrical load. Corresponding to the high electrical loads, high input energies derived from the kinetic energy of the rotor should be used, as a result of which they are brakingly acting on the output shaft 14. After the output shaft 14 reaches the synchronizing speed, the main transmission 18 is switched to the next higher step and the clutch 30 is closed.

출력축의 회전수(n)가 1500rpm보다 작을 때 메인 변속기(18)가 다음 낮은 단계로 변환되는 다른 운전 상태가 주어진다. 이를 위해서, 먼저 클러치(28)가 개방되며 전기 기계(32)는 모터 운전용으로 전환된다. 중간 변속기(34)가 1500rmp보다 큰 회전수일 때 낮은 변속비로 변환되어, 변속기 입력축(20)의 싱크로나이징 회전수는 전기 기계(32)의 모터 운전에 의해 조절될 수 있다. 이것이 싱크로나이징 회전수에 도달되면, 메인 변속기(18)는 다음 낮은 단계로 변환되며 클러치(28)는 폐쇄된다.When the number of revolutions n of the output shaft is less than 1500 rpm, another operating state is given in which the main transmission 18 is converted to the next lower stage. To this end, the clutch 28 is first opened and the electric machine 32 is switched for motor operation. When the intermediate transmission 34 has a rotation speed greater than 1500 rpm, it is converted to a low transmission ratio, so that the synchronizing rotation speed of the transmission input shaft 20 can be adjusted by the motor operation of the electric machine 32. When this reaches the synchronizing speed, the main transmission 18 is switched to the next lower step and the clutch 28 is closed.

출력축(14)의 회전수(n)가 1500rpm보다 작을 때, 메인 변속기(18)가 다음 낮은 단계로 변환되면, 먼저 클러치(28)가 다시 개방된다. 이어서, 중간 변속기는, 예를 들어 회전수(n)가 1500보다 작을 때, 예를 들어 1:5의 높은 변속비로부터, 예를 들어 1:2의 낮은 변속비로 전환되며, 그 결과 변속비 관계에 상응하게 변속기 입력축(20)의 회전수는 증가한다. 여기서, 싱크로나이징 회전수 이상의 회전수의 증가는, 중간 변속기(34)의 갑작스런 변환으로 인하여 높은 변속비로부터 낮은 변속비로 진행되는 토크 임펙트에 의해 이루어진다.When the rotation speed n of the output shaft 14 is smaller than 1500 rpm, when the main transmission 18 is switched to the next lower step, the clutch 28 is first opened again. The intermediate transmission is then switched from a high transmission ratio, for example 1: 5, to a low transmission ratio, for example 1: 2, for example when the rotation speed n is less than 1500, and thus corresponds to the transmission ratio relationship. The rotation speed of the transmission input shaft 20 is increased. Here, the increase in the rotation speed above the synchronizing rotation speed is made by the torque impact that progresses from the high transmission ratio to the low transmission ratio due to the sudden conversion of the intermediate transmission 34.

결국, 중간 변속기(34)의 회전수는 변속기 입력축(20)의 모멘트 회전수(n)에 상관없이, 예를 들어 1:2의 낮은 변속비로 전환할 수 있으며, 그 결과 중간 변속기(34)와 전기 기계(32)의 회전 부품의 관성 모멘트는, 예를 들어 크랭크축(16) 및 출력축(14)과 관련하여 효과적으로 감소된다. 이 때문에, 양호한 차량의 가속도가 얻어진다.As a result, the rotation speed of the intermediate transmission 34 can be switched to a low transmission ratio of, for example, 1: 2 regardless of the moment rotation speed n of the transmission input shaft 20, so that the intermediate transmission 34 and The moment of inertia of the rotating part of the electric machine 32 is effectively reduced, for example with respect to the crankshaft 16 and the output shaft 14. For this reason, favorable vehicle acceleration is obtained.

도 2는 차량의 구동 장치(10)의 제 2 변형예를 개략적인 원리도로 도시한다. 구동 장치(10)는 내연기관(12)을 포함하며, 이 내연기관의 출력축(14)은 개별로 도시하지 않은 실린더들과 연결된 크랭크축(16)에 의해 회전 가능하게 결합된다. 또한, 구동 장치(10)는 변속기 입력축(20)과 변속기 출력축(22)을 갖는 메인 변속기(18)를 포함한다. 변속기 출력축(22)은 도시하지 않은 차량의 구동륜과 협동한다. 내연기관(12)과 메인 변속기(18) 사이에는, 예를 들어 두 부품의 플라이휠(27)로 구성된 회전체가 배치된다. 여기서, 플라이휠(27)의 회전축은 출력축(14) 및 변속기 입력축(20)과 일치한다. 내연기관(12)은 이 내연기관의 출력축을 거쳐 2부품 플라이휠(27)과 결합된다. 이 플라이휠(27)과 변속기 입력축(20) 사이에는 클러치(31)가 배치된다. 또한, 구동 장치(10)는, 개별로 도시하지 않은 제어부에 의해 내연기관(12)용 시동 모터로, 또는 차량의 탑재용 네트웍에 공급전압을 제공하기 위한 제너레이터로 전환할 수 있는 전기 기계(32)를 포함한다. 전기 기계(32)는 중간 변속기(34)와 연결되며, 이 중간 변속기는, 한편으로 도시하지 않은 전기 기계(32)의 구동축 또는 출력축과, 다른 한편으로 변속기 입력축(20)과 협동한다. 중간 변속기(34)는 두 단계의 변속 단계로 전환할 수 있으며, 변속 단계들 중 제 1 변속 단계는, 중간 변속기(34)의 입력축과 출력축 사이에서, 예를 들어 1:2에 해당하며, 제 2 변속 단계는 1:5에 해당한다. 상기와 같은 두 단계의 변속 단계 사이의 전환은, 여기서는 도시하지 않는 두 개의 독립된 제어 가능한 클러치들에 의해 중간 변속기(34)내에서 이루어진다.2 shows, in schematic principle, a second variant of the drive device 10 of the vehicle. The drive device 10 includes an internal combustion engine 12, the output shaft 14 of which is rotatably coupled by a crankshaft 16 connected to cylinders not shown separately. The drive device 10 also includes a main transmission 18 having a transmission input shaft 20 and a transmission output shaft 22. The transmission output shaft 22 cooperates with drive wheels of a vehicle (not shown). Between the internal combustion engine 12 and the main transmission 18, a rotating body composed of, for example, a flywheel 27 of two parts is arranged. Here, the rotation axis of the flywheel 27 coincides with the output shaft 14 and the transmission input shaft 20. The internal combustion engine 12 is coupled to the two-part flywheel 27 via the output shaft of the internal combustion engine. The clutch 31 is disposed between the flywheel 27 and the transmission input shaft 20. In addition, the drive device 10 is an electric machine 32 which can be switched to a starter motor for the internal combustion engine 12 or a generator for providing a supply voltage to a vehicle mounting network by a controller (not shown). ). The electric machine 32 is connected with an intermediate transmission 34, which cooperates on the one hand with the drive shaft or output shaft of the electric machine 32, not shown, and with the transmission input shaft 20 on the other hand. The intermediate transmission 34 may switch to two shifting stages, wherein the first shifting stage corresponds to, for example, 1: 2 between the input shaft and the output shaft of the intermediate transmission 34. The two-shift stage corresponds to 1: 5. The transition between these two shift stages is made in the intermediate transmission 34 by two independent controllable clutches not shown here.

구동 장치(10)의 도시한 바와 같은 설치에 의하여 다음과 같은 운전 상태가 실현될 수 있다.By the installation as shown in the drive device 10, the following operating conditions can be realized.

내연기관(12)의 직접 시동시, 전기 기계(32)는 시동 모터로 전환된다. 여기서, 전기 기계(32)는, 예를 들어 차량의 배터리에 의해 전력이 공급된다. 메인 변속기(18)가 중립 위치에 있을 때, 변속기 입력축(20)과 변속기 출력축(22) 사이의 결합은 차단된다. 클러치(31)가 폐쇄되면, 즉, 내연기관(12)의 출력축(14) 및 크랭크축(16)은 변속기 입력축(20)과 협동한다. 전기 기계(32)에 의해 구동되며 변속기 입력축(20)과 협동하는 중간 변속기(34)는 폐쇄된 클러치(31)에 의해 출력축(14) 및 크랭크축(16)을 회전시킨다. 이 때문에, 내연기관(12)은 공지된 방식으로 시동될 때까지 소정의 회전수로 공회전한다. 이때, 중간 변속기(34)는, 주로 1:5의 높은 변속비로 변환되며, 그 결과 시동 모터로서 전환된 전기 기계(32)의 비교적 높은 회전수는 상응하게 감속되며, 내연기관(12)은 낮은 회전수로 시동된다.Upon direct starting of the internal combustion engine 12, the electric machine 32 is switched to a starting motor. Here, the electric machine 32 is supplied with electric power by the battery of a vehicle, for example. When the main transmission 18 is in the neutral position, the coupling between the transmission input shaft 20 and the transmission output shaft 22 is interrupted. When the clutch 31 is closed, that is, the output shaft 14 and the crankshaft 16 of the internal combustion engine 12 cooperate with the transmission input shaft 20. The intermediate transmission 34, driven by the electric machine 32 and cooperating with the transmission input shaft 20, rotates the output shaft 14 and the crankshaft 16 by a closed clutch 31. For this reason, the internal combustion engine 12 idles at a predetermined speed until it is started in a known manner. At this time, the intermediate transmission 34 is mainly converted to a high transmission ratio of 1: 5, so that the relatively high rotational speed of the electric machine 32 converted as the starting motor is correspondingly reduced, and the internal combustion engine 12 is low. It starts with the speed.

또한, 도 2에 도시한 바와 같은 설치는 소위 임펄스 시동용으로도 적합하다. 여기서, 다시 전기 기계(32)는 시동 모터로서 운전되며, 한편, 이때 먼저 클러치(31)가 개방된다. 다시 메인 변속기(18)는 중립 위치에 놓이며, 이로써 변속기 입력축(20)과 변속기 출력축(22) 사이의 협동과 이로 인한 차륜의 구동은 중단된다. 전기 기계(32)의 운전을 통하여 변속기 입력축(20)은, 임계 회전수에 도달할 때까지, 클러치(31)의 드라이빙 디스크를 가속시킨다. 중간 변속기(34)의 변속비는, 예를 들어 1:5의 높은 변속비로 변환된다. 변속기 입력축(20)이 임계 회전수에 도달된 후에는, 클러치(31)는 폐쇄되며, 그 결과 전기 기계(32)의 로터와 메인 변속기(18) 및 클러치(31)의 회전 부품에는 축적된 회전 에너지가 급격한 형태, 즉, 임펄스 형태로 내연기관의 시동을 위해서 이용된다. 이뿐만 아니라 전기 기계(32)는 내연기관(12)이 시동될 때까지 회전 모멘트를 발생시킨다.The installation as shown in Fig. 2 is also suitable for the so-called impulse starting. Here, the electric machine 32 is again driven as a starting motor, while the clutch 31 is first opened. Again the main transmission 18 is in a neutral position, thereby stopping cooperation between the transmission input shaft 20 and the transmission output shaft 22 and thereby driving the wheels. Through the operation of the electric machine 32, the transmission input shaft 20 accelerates the driving disc of the clutch 31 until the critical speed is reached. The transmission ratio of the intermediate transmission 34 is converted to a high transmission ratio of, for example, 1: 5. After the transmission input shaft 20 reaches the critical speed, the clutch 31 is closed, and as a result, the accumulated accumulated in the rotor of the electric machine 32 and the rotating parts of the main transmission 18 and the clutch 31. The energy is used for starting the internal combustion engine in an abrupt form, that is, in the form of an impulse. In addition, the electric machine 32 generates a rotation moment until the internal combustion engine 12 is started.

상술한 바와 같은 내연기관(12)의 두 가지 시동의 경우에, 전기 기계(32)는 내연기관(12)의 출력축(14) 및 크랭크축(16)이 임계 회전수에 도달되자마자 스위치오프된다. 그후, 전기 기계(32)는 시동 운전으로부터 제너레이터 운전으로 전환되며, 그 결과 폐쇄된 클러치(31)에 의해 운전된 변속기 입력축은, 그후 다시 전기 기계(32)가 소정의 변속비에 이르도록 중간 변속기(34)를 구동시킨다. 발생된 제너레이터 전압은 도출되어 차량의 탑재용 네트웍에 사용된다. 여기서, 중간 변속기(34)의 변속비는 출력축(14)의 회전수(n)가 1500rpm보다 클 때 낮은 변속비로 변환되며, 그 결과, 전기 기계(32)의 제너레이터 회전수는 바람직한 제너레이터 효율에 이르도록 저하되지만, 이것은 보드 전압을 발생시키기에 충분하다.In the case of the two start-ups of the internal combustion engine 12 as described above, the electric machine 32 is switched off as soon as the output shaft 14 and the crankshaft 16 of the internal combustion engine 12 reach the critical speed. . Thereafter, the electric machine 32 is switched from the start operation to the generator operation, and as a result, the transmission input shaft driven by the closed clutch 31 is then switched again so that the electric machine 32 reaches the predetermined transmission ratio. 34). The generated generator voltage is derived and used in the vehicle mounting network. Here, the transmission ratio of the intermediate transmission 34 is converted to a low transmission ratio when the rotation speed n of the output shaft 14 is larger than 1500 rpm, and as a result, the generator rotation speed of the electric machine 32 reaches a desired generator efficiency. Although lowered, this is sufficient to generate board voltage.

내연기관(12)이 작동되고 있을 때, 차량의 시동을 위해서 클러치(31)는 폐쇄되며, 그 결과 변속기 출력축(22)은 공지된 방식으로 메인 변속기(18)의 소정 접속 위치에 상응하게 공지된 방식으로 차량의 구동륜을 구동시킨다. 이제, 메인 변속기(18)는 다음 높은 단계로 변환되며, 출력축(14)에 형성된 회전수(n)가 1500rpm보다 작을 때 먼저 클러치(30)가 개방되어, 메인 변속기(18)는 중립 위치에 놓이며 중간 변속기(34)는 낮은 변속비로부터 높은 변속비로 변환된다. 이 때문에, 변속기 입력축(20)상에서 제동된 토크 임펙트는 회전체(24)에 전달되며, 그 결과 변속기 입력축(20)의 회전수(n)는 메인 변속기(18)에 필수적인 싱크로나이징 회전수까지 감소된다. 싱크로나이징 회전수에 도달한 후에, 메인 변속기(18)는 다음 높은 단계로 변환될 수 있으며 클러치(31)의 폐쇄를 통하여 내연기관(12)에 대한 억지 끼워 맞춤식 결합이 다시 이루어질 수 있다.When the internal combustion engine 12 is in operation, the clutch 31 is closed for starting the vehicle, so that the transmission output shaft 22 is known correspondingly to the predetermined connection position of the main transmission 18 in a known manner. To drive the drive wheels of the vehicle. Now, the main transmission 18 is converted to the next higher step, and the clutch 30 is opened first when the rotation speed n formed on the output shaft 14 is less than 1500 rpm, so that the main transmission 18 is placed in the neutral position. The intermediate transmission 34 is converted from a low transmission ratio to a high transmission ratio. For this reason, the torque impact braked on the transmission input shaft 20 is transmitted to the rotating body 24, so that the rotation speed n of the transmission input shaft 20 is up to the synchronizing rotation speed necessary for the main transmission 18. Is reduced. After reaching the synchronizing speed, the main transmission 18 can be converted to the next higher stage and the interference fit to the internal combustion engine 12 can be reestablished through the closing of the clutch 31.

출력축(14)의 회전수(n)가 1500rpm보다 작을 때, 메인 변속기(18)가 다음 높은 단계로 접속되면, 마찬가지로 먼저 클러치(30)가 개방되며 메인 변속기(18)는 중립 위치에 놓인다. 변속기 입력축(20)의 회전수는 중간 변속기(34)의 낮은 변속비로 구동하는 전기 기계에 의해 싱크로나이징 회전수로 감소되며, 이로써 동시에 높은 전기적 부하가 요구된다. 변속기 입력축(20)이 싱크로나이징 회전수에 도달된 후에, 메인 변속기(18)는 다음 높은 단계로 변환되며 클러치(30)는 폐쇄된다.When the rotation speed n of the output shaft 14 is smaller than 1500 rpm, when the main transmission 18 is connected to the next higher step, the clutch 30 is opened first as well and the main transmission 18 is placed in the neutral position. The rotational speed of the transmission input shaft 20 is reduced to the synchronizing rotational speed by an electric machine driven by the low transmission ratio of the intermediate transmission 34, thereby simultaneously requiring a high electrical load. After the transmission input shaft 20 has reached the synchronizing speed, the main transmission 18 is switched to the next higher step and the clutch 30 is closed.

출력축(14)의 회전수(n)가 1500rpm보다 작을 때, 메인 변속기(18)가 다음 높은 단계로 변환되는 다른 경우에, 먼저 전기 기계(32)는 중간 변속기(34)의 변환을 통하여 낮은 변속비로 감속될 수 있다. 이것은 여기서 상세히 도시하지 않은 클러치들의 적절한 작동을 통하여 중간 변속기(34)내에서 이루어진다. 그후, 클러치(31)는 개방되며, 중간 변속기(34)는 높은 변속비로 다시 변환된다. 이 때문에, 변속기 입력축(20)의 회전수는 감소된다. 변속기 입력축(20)의 싱크로나이징 회전수에 도달된 후에, 메인 변속기(18)는 다음 높은 단계로 변환될 수 있으며 클러치(31)는 폐쇄된다.When the rotation speed n of the output shaft 14 is less than 1500 rpm, in another case where the main transmission 18 is converted to the next higher step, the electric machine 32 first starts the low transmission ratio through the conversion of the intermediate transmission 34. Can be slowed down. This is done in the intermediate transmission 34 through proper operation of the clutches, which are not shown in detail here. Then, the clutch 31 is opened, and the intermediate transmission 34 is converted back to a high speed ratio. For this reason, the rotation speed of the transmission input shaft 20 is reduced. After the synchronizing speed of the transmission input shaft 20 is reached, the main transmission 18 can be switched to the next higher step and the clutch 31 is closed.

출력축(14)의 회전수가 1500rpm보다 클 때 메인 변속기(18)는 다음 높은 단계로 변환되는 다른 운전 상태가 주어진다. 이를 위해서, 먼저 클러치(31)가 개방되며, 메인 변속기(18)가 중립 위치에 놓이며, 전기 기계(32)는 모터 운전상태로 전환된다. 전기 기계(32)를 통하여 변속기 입력축(20)의 회전수는 상응하는 싱크로나이징 회전수로 증가된다. 회전수가 1500rpm보다 클 때 중간 변속기(34)는 낮은 변속비로 변환되며, 그 결과 변속기 입력축(20)의 상응하는 싱크로나이징 회전수가 전기 기계(32)의 모터 운전에 의해 조정될 수 있다. 이 싱크로나이징 회전수에 도달되면, 메인 변속기(18)는 다음 낮은 단계로 변환되며 클러치(31)는 폐쇄된다.When the rotation speed of the output shaft 14 is greater than 1500 rpm, the main transmission 18 is given another operating state which is converted to the next higher step. To this end, the clutch 31 is first opened, the main transmission 18 is in a neutral position, and the electric machine 32 is switched to the motor running state. Through the electric machine 32 the speed of the transmission input shaft 20 is increased to the corresponding synchronizing speed. When the rotation speed is greater than 1500 rpm, the intermediate transmission 34 is converted to a low transmission ratio, so that the corresponding synchronizing rotation speed of the transmission input shaft 20 can be adjusted by the motor operation of the electric machine 32. When this synchronizing speed is reached, the main transmission 18 is switched to the next lower step and the clutch 31 is closed.

출력축(14)의 회전수가 1500rpm보다 작을 때, 메인 변속기(18)는 다음 낮은 단계로 변환되면, 먼저 클러치(31)가 다시 개방되며, 메인 변속기(18)는 중립위치에 놓인다. 이어서, 중간 변속기(34)는, 회전수(n)가 1500rpm보다 작을 때, 예를 들어 1:5의 높은 변속비로부터 1:2의 변속비로 변환되며, 그 결과 변속기 입력축(20)의 회전수는 변속비에 상응하게 상승된다. 여기서, 싱크로나이징 회전수에 대한 회전수의 증가는, 중간 변속기(34)의 갑작스런 변환으로 인하여 높은 변속비로부터 낮은 변속비로 진행되는 토크 임펙트에 의해 실시된다. 그후, 메인 변속기(18)는 다음 낮은 단계로 변환될 수 있으며 클러치(31)는 폐쇄된다.When the rotation speed of the output shaft 14 is smaller than 1500 rpm, when the main transmission 18 is switched to the next lower step, the clutch 31 is first opened again, and the main transmission 18 is placed in the neutral position. The intermediate transmission 34 is then converted from a high transmission ratio of 1: 5 to a transmission ratio of 1: 2 when the rotation speed n is smaller than 1500 rpm, so that the rotation speed of the transmission input shaft 20 is It rises corresponding to a gear ratio. Here, the increase in the rotational speed with respect to the synchronizing rotational speed is effected by the torque impact which progresses from the high transmission ratio to the low transmission ratio due to the sudden conversion of the intermediate transmission 34. Thereafter, the main transmission 18 can be switched to the next lower step and the clutch 31 is closed.

차량이 최대 가속도로 상승되면, 결국, 중간 변속기(34)의 변속비는 출력축(14)의 모멘트 회전수(n)에 상관없이, 예를 들어 1:2의 낮은 변속비로 변환되며, 이로써 크랭크축(16) 및 출력축(14)에 작용하는 중간 변속기(34)의 회전 부품의 관성 모멘트가 감소된다. 작용하는 관성 모멘트의 다른 효과적인 감소는 중립 위치의 설정을 통하여 중간 변속기(34)에서 얻어질 수 있다.When the vehicle is ascended at maximum acceleration, the transmission ratio of the intermediate transmission 34 is eventually converted into a low transmission ratio of, for example, 1: 2, regardless of the moment rotation speed n of the output shaft 14, whereby the crankshaft ( 16 and the moment of inertia of the rotating part of the intermediate transmission 34 acting on the output shaft 14 is reduced. Another effective reduction of the acting moment of inertia can be obtained in the intermediate transmission 34 through the setting of the neutral position.

도 3은 도 1에 상응하는 변형에 대해 단순하게 변경된 실시예의 상세한 단면도이다. 여기서 개별 부품들과 그의 설치위치는 잘 알려져 있다. 엔진의 출력축(14)은, 플라이휠(38)과 드라이빙 디스크로 구성된 종래의 클러치(37)를 통하여 변속기 입력축(20)과 결합된다. 이 변속기 입력축상에는, 중간축(40)상에 설치된 두 개의 상응하는 치차(46, 47)와 맞물리는 두 개의 치차(43, 45)가 회전 가능하게 설치된다. 이 중간축(40)은 다른 치차쌍에 의해 전기 기계(32)와 협동한다. 변속기 출력축(22)은 도시하지 않은 차량의 구동륜과 협동한다. 중간축(40)상에 설치된 치차(46, 47)는 클러치(42, 44)들과 각각 결합하며, 이 클러치들은 먼저 치차(46)나 치차(47)들 중 어느 하나를 중간축(40)과 회전 가능하게 결합시킨다. 이 두 개의 클러치(42, 44)들의 작동은 전기 제어 장치(50)에 의해 감시되며, 이 제어 장치는 차량의 작동 및 주행후에 전기 기계(32)를 상응하게 운전시킨다.3 is a detailed cross-sectional view of a simplified embodiment of a variant corresponding to FIG. 1. The individual parts and their installation positions are well known here. The output shaft 14 of the engine is coupled to the transmission input shaft 20 via a conventional clutch 37 consisting of a flywheel 38 and a driving disk. On this transmission input shaft, two teeth 43, 45 meshing with two corresponding teeth 46, 47 provided on the intermediate shaft 40 are rotatably provided. This intermediate shaft 40 cooperates with the electrical machine 32 by another gear pair. The transmission output shaft 22 cooperates with drive wheels of a vehicle (not shown). The gears 46 and 47 installed on the intermediate shaft 40 engage with the clutches 42 and 44, respectively, which clutches either the tooth 46 or the teeth 47 to the intermediate shaft 40. And rotatably combined. The operation of these two clutches 42, 44 is monitored by the electric control device 50, which controls the electric machine 32 accordingly after operation and running of the vehicle.

여기에 도시하지 않은 내연기관의 직접 시동을 위하여, 메인 변속기(18)는 중립 위치에 놓이며, 메인 클러치(37)는 개방된다. 따라서, 메인 변속기(18)는 내연기관과 출력축(14)으로부터 분리된다. 전기 기계(32)는 시동 모터로서 접속된다. 이를 위해 필요한 전기 기계(32)의 전력 공급은, 예를 들어 차량의 베터리에서 얻는다. 먼저, 클러치(42)가 폐쇄되며, 이로써 변속기 입력축(20)이 소정의 회전수로 회전된다. 이때, 회전수는 치차(47, 43)쌍의 변속비 이상으로 결정되며, 예를 들어 1:5 또는 1:6에 이를 수 있다. 이렇게 하여 발생된 운동 에너지는, 변속기(18)가 중립 위치에 놓여 있기 때문에 변속기 출력축(22)을 제외한 변속기(18)의 모든 회전 부품내에 축적된다. 차량의 메인 클러치(37)가 폐쇄되면, 변속기와 전기 기계(32)의 로터내에 축적된 회전 에너지를 통하여 내연기관이 공회전되며, 이로써 변속기 입력축(20)의 회전수가 동시에 감소된다. 변속기 입력축(20)이 소정의 회전수에 도달된 후에, 내연기관은 이 내연기관이 시동될 때까지 전기 기계(32)에 의해 공회전한다. 개별 실린더들의 압축으로 인한 내연기관의 모멘트 변동은 토션 바이브레이션 댐퍼에 의해 차량의 메인 클러치(37)에서 완충되며, 전체적으로 제한된다. 회전중인 변속기 축의 관성 모멘트는 회전수 변동을 추가로 균일하게 조정한다. 이것에 기초하여, 시동시, 전체 변속비는 전기 기계(32)용으로서 1:5 또는 1:6으로 충분하다. 최소 회전수에 도달한 후에, 전기 기계(32)는 시동 운전으로부터 제너레이터 운전으로 전환된다.For direct starting of the internal combustion engine, not shown here, the main transmission 18 is placed in a neutral position and the main clutch 37 is opened. Thus, the main transmission 18 is separated from the internal combustion engine and the output shaft 14. The electric machine 32 is connected as a starting motor. The power supply of the electrical machine 32 necessary for this is obtained, for example, from the battery of the vehicle. First, the clutch 42 is closed, whereby the transmission input shaft 20 is rotated at a predetermined rotational speed. At this time, the rotation speed is determined to be equal to or more than the speed ratio of the gears 47 and 43 pairs, and may be, for example, 1: 5 or 1: 6. The kinetic energy generated in this way is accumulated in all the rotating parts of the transmission 18 except the transmission output shaft 22 because the transmission 18 is in a neutral position. When the main clutch 37 of the vehicle is closed, the internal combustion engine is idling through the rotational energy accumulated in the transmission and the rotor of the electric machine 32, thereby simultaneously reducing the rotation speed of the transmission input shaft 20. After the transmission input shaft 20 reaches a predetermined rotational speed, the internal combustion engine is idle by the electric machine 32 until the internal combustion engine is started. The moment fluctuations of the internal combustion engine due to the compression of the individual cylinders are cushioned in the vehicle's main clutch 37 by the torsional vibration damper and are generally restricted. The moment of inertia of the rotating transmission shaft further adjusts the speed variation evenly. Based on this, at start-up, the overall speed ratio is sufficient to be 1: 5 or 1: 6 for the electric machine 32. After reaching the minimum rotational speed, the electric machine 32 is switched from the start operation to the generator operation.

제너레이터 운전에서, 주행동안, 전기 기계(32)의 회전수는 양 클러치(42, 44)에 의해 모터 회전수에 따라 상응하게 전환된다. 예를 들어, 회전수(n)가 1500rpm일 때 변속비는 전환될 수 있다.In generator operation, during running, the rotation speed of the electric machine 32 is correspondingly switched in accordance with the motor rotation speed by both clutches 42 and 44. For example, the speed ratio can be switched when the rotation speed n is 1500 rpm.

변속기의 싱크로나이징과 같은 다른 기능은 상술한 바와 같으며, 따라서 이것을 다시 언급하지는 않는다.Other functions, such as synchronizing the transmission, are as described above, and thus will not be mentioned again.

도 4는 전기 기계(32)가 구성된 차량 변속기의 다른 실시예를 도시하며, 이 전기 기계의 로터축, 예를 들어 중간축(40)은 양쪽에서 각 클러치(42, 44)에 의해 변속기의 치차와 연결될 수 있다. 전기 기계(32)와 변속기는, 도 3에 따른 실시예에서 설명한 바와 동일한 방식으로 운전 및 제어된다.4 shows another embodiment of a vehicle transmission in which an electric machine 32 is configured, in which the rotor shaft of the electric machine, for example the intermediate shaft 40, is geared to the transmission by the respective clutches 42, 44 on both sides. It can be connected with. The electric machine 32 and the transmission are operated and controlled in the same manner as described in the embodiment according to FIG. 3.

도 5에는, 중간 변속기(34)의 다른 변속비에 있어서, 전기 기계(32)의 회전수가 내연기관(12), 예를 들어 크랭크축(16)의 회전수와 비교된 다이어그램을 도시한다. 여기서, 2차원 다이어그램의 횡좌표에는 엔진의 회전수가 분당 회전수(rpm)로 표시된다. 종좌표는 전기 기계(32)의 분당 회전수(rpm)가 표시된다. 다이어그램에는, 예를 들어, 5개의 다른 직선이 도시되며, 비교적 평행한 직선은 중간 변속기(34)의 변속비로서 1:1.2에 해당한다. 변속비 1:1.5와 1:1.2는 낮은 경사의 직선으로 도시된다. 또한, 왼쪽에는 두 개의 경사진 직선이 도시되며, 이들은 중간 변속기(34)의 변속비로서 1:6 및 1:7에 해당한다. 이와 같은 높은 변속비는, 제너레이터를 바람직한 효율로 구동시킬 수 있도록, 전기 기계(32)의 시동 운전이나 낮은 엔진 회전수에 대해 제너레이터 운전에 적합하다. 한편, 높은 엔진 회전수에 있어서, 1:2의 낮거나 작은 변속비는 전기 기계를 바람직한 효율 범위로 운전하기에 적합하다.5 shows a diagram in which the speed of the electric machine 32 is compared with the speed of the internal combustion engine 12, for example the crankshaft 16, at another speed ratio of the intermediate transmission 34. Here, in the abscissa of the two-dimensional diagram, the rotation speed of the engine is expressed in revolutions per minute (rpm). The ordinate represents the revolutions per minute (rpm) of the electric machine 32. In the diagram, for example, five different straight lines are shown, and the relatively parallel straight lines correspond to 1: 1.2 as the speed ratio of the intermediate transmission 34. The gear ratios 1: 1.5 and 1: 1.2 are shown by low slope straight lines. Also shown on the left are two inclined straight lines, which correspond to 1: 6 and 1: 7 as the speed ratio of the intermediate transmission 34. Such a high speed ratio is suitable for the starting operation of the electric machine 32 and the generator operation for a low engine speed so that the generator can be driven with a desired efficiency. On the other hand, at high engine speeds, a low or small speed ratio of 1: 2 is suitable for operating the electric machine in the desired efficiency range.

도 6은 메인 변속기(18)의 변속 과정시 변속기 싱크로나이징을 위한 제어 과정을 명확하게 도시한 다이어그램이다. 이 제어부는, 예를 들어 차량의 다른 운전상태 또는 내연기관의 파라미터에 따라서 클러치(28, 39, 31, 37, 42, 44) 또는 전기 기계(32)와 같은 변속기의 전체 구성 부품을 제어하는 전기 제어 장치(50)의 프로그램이다. 다이어그램에서 화살표는 "Y"는 "예", 즉 긍정적인 응답으로서 표시되며, "N"은 "아니오", 즉 부정적인 응답으로서 표시된다.FIG. 6 is a diagram clearly showing a control process for synchronizing a transmission during a shift process of the main transmission 18. This control unit controls, for example, the electric components for controlling the entire components of the transmission, such as the clutches 28, 39, 31, 37, 42, 44 or the electric machine 32, according to different driving conditions of the vehicle or parameters of the internal combustion engine. It is a program of the control device 50. Arrows in the diagram are indicated as "Y" as "yes", ie, a positive response, and "N" as "no", ie as a negative response.

메인 변속기(18)가 새로운 변속 단계로 변속되면, 변속 레버에 접촉부가 작동된다. 이 접촉부의 작동은 단계(52)에서 판단된다. 판단 결과가 긍정(Y)이면, 다음 단계(54)에서 회로가 위쪽으로 진행하는지, 즉, 변속기가 다음 높은 단계로 변속되는지가 판단된다. 이 판단 결과가 부정(N)이면, 단계(56)에서 회로가 아래쪽으로 진행하는지, 즉, 변속기가 다음 낮은 단계로 변속되는지가 판단된다. 이 판단 결과가 부정(N)이면, 프로그램은 단계(52)로 귀환되어 변속 레버의 접촉부의 상태를 판단한다. 판단 결과가 단계(54)에서 긍정(Y)이면, 프로그램은 다시 단계(62)로 진행하며, 여기서 중간 변속기(34)의 변속비가 1:2의 변속비로 조정되는지를 판단한다. 이 판단 결과가 부정(N)이면, 단계(64)에서 중간 변속기(34)가 1:2의 변속비로 전환된다. 이후에 프로그램은 단계(66)로 진행되며, 여기서 중간 변속기의 변속비를 1:2로부터 1:5로 전환하므로써 메인 변속기(18)의 싱크로나이징이 이루어진다. 단계(62)에서 판단 결과가 긍정(Y)이면, 프로그램은 단계(66)로 바로 진행한다. 전기 기계(32)의 유효한 관성 모멘트의 상승을 통하여 변속기의 싱크로나이징이 이루어진다. 단계(70)를 향하는 화살표는 변속기 제어의 전체 함수, 다시 말해서 중간 변속기(34)의 변속 변환이 회전수의 함수임을 나타낸다. 단계(56)에서 판단 결과가 긍정(Y)이면, 프로그램은 다시 단계(58)로 진행하며, 여기서 중간 변속기(34)의 변속기 변환이 1:5의 변속비로 조정되는지를 판단한다. 이 판단 결과가 부정(N)이면, 단계(60)에서 중간 변속기(34)는 1:5의 변속비로 변속된다. 이후에, 프로그램은 단계(68)로 진행하며, 여기서 중간 변속기의 변속비를 1:5로부터 1:2로 전환하므로써 메인 변속기(18)의 싱크로나이징이 이루어진다. 단계(58)에서 판단 결과가 긍정(Y)이면, 프로그램은 단계(68)로 바로 진행한다. 마찬가지로 화살표는 단계(68)로부터 단계(70)을 향하여 안내되며, 이 단계로부터 다시 단계(52)로 향하여 안내된다. 여기서 짧은 시간 동안에 변속 레버의 접촉부 상태가 판단된다. 단계(52)에서 판단 결과가 부정(N)이면, 이것은 변속 레버의 다음 판단이 작동되는 것을 의미하며, 프로그램은 단계(70)로 되돌아가며, 영구적 판단 상태가 이루어진다.When the main transmission 18 is shifted to a new shift stage, the contact is actuated on the shift lever. Operation of this contact is determined in step 52. If the result of the determination is affirmative (Y), it is determined in the next step 54 whether the circuit proceeds upward, i.e. if the transmission shifts to the next higher step. If this determination result is negative (N), it is determined in step 56 whether the circuit proceeds downward, i.e. if the transmission shifts to the next lower step. If the determination result is negative N, the program returns to step 52 to determine the state of the contact portion of the shift lever. If the result of the determination is affirmative (Y) in step 54, the program proceeds back to step 62, where it is determined whether the speed ratio of the intermediate transmission 34 is adjusted to a speed ratio of 1: 2. If the determination result is negative N, the intermediate transmission 34 is switched to a gear ratio of 1: 2 in step 64. The program then proceeds to step 66 where synchronizing of the main transmission 18 is achieved by switching the transmission ratio of the intermediate transmission from 1: 2 to 1: 5. If the result of the determination in step 62 is affirmative (Y), the program proceeds directly to step 66. Synchronization of the transmission is achieved by raising the effective moment of inertia of the electric machine 32. The arrow pointing to step 70 indicates that the overall function of the transmission control, that is, the shift transformation of the intermediate transmission 34 is a function of the number of revolutions. If the determination result in step 56 is affirmative (Y), the program proceeds back to step 58, where it is determined whether the transmission transformation of the intermediate transmission 34 is adjusted to a transmission ratio of 1: 5. If the determination result is negative N, the intermediate transmission 34 is shifted at a gear ratio of 1: 5 in step 60. The program then proceeds to step 68 where synchronizing of the main transmission 18 is achieved by switching the transmission ratio of the intermediate transmission from 1: 5 to 1: 2. If the result of the determination in step 58 is affirmative (Y), the program proceeds directly to step 68. The arrow is likewise guided from step 68 toward step 70 and from this step back to step 52. Here, the contact state of the shift lever is judged for a short time. If the judgment result in step 52 is negative (N), this means that the next judgment of the shift lever is activated, and the program returns to step 70, and a permanent judgment state is made.

마지막으로 도 7은 전기 기계(32)의 제너레이터 운전에서 변속기 제어의 과정을 도시한 다이어그램이다. 예를 들어 프로그램 단계(72)에서 중간 변속기(34)의 변속비에 응답하여 발생된 각 판단 결과에 따라 엔진 회전수가 판단된다. 단계(72)에서 판단 결과가 긍정(Y)이면 단계(74)로 진행하며, 여기서 내연기관(12)의 회전수가 1500rpm보다 더 낮게 작동되는지가 판단된다. 이 판단 결과가 긍정(Y)이면, 단계(76)에서 차량이 가속되는지가 판단된다. 단계(76)에서 이 판단 결과가 부정(N)이면, 다음 단계(78)에서 차량의 전기 보드용 네트웍에 추가의 성능요구가 이루어지는지가 판단된다. 이 판단 결과가 긍정(Y)이면, 프로그램 단계(80)에서 중간 변속기(34)의 변속비는 1:5로 전환된다. 단계(74)에서 판단 결과가 부정(N)이면, 프로그램은 다시 단계(72)로 귀환되어 중간 변속기(34)가 1:2의 변속비로 조정되는지를 판단한다. 마찬가지로 단계(76)의 긍정적 판단 결과(Y)나 단계(78)의 부정적 판단 결과(N)는 각각 단계(72)로 귀환된다. 또한, 화살표는 단계(80)로부터 단계(72)로 안내되며, 이것은 중간 변속기(34)에서 조정된 변속 단계의 영구적 판단을 의미한다. 단계(72)에서 응답 결과가 부정(N)이면, 프로그램은 다시 단계(82)로 진행되며, 여기서 내연기관(12)의 회전수가 1800rpm값 이상인지를 판단한다. 이 판단 결과가 긍정(Y)이면, 즉, 내연기관이 1800rpm보다 높은 회전수로 구동한다면, 프로그램은 단계(86)로 진행하며, 여기서 중간 변속기(34)가 1:2의 변속비로 전환된다. 단계(82)에서 판단 결과가 부정(N)이면, 프로그램은 단계(84)로 진행한다. 여기서 차량이 높은 가속도로 진행하는지를 판단한다. 이 판단 결과가 부정(N)이면, 프로그램은 단계(72)로 바로 진행한다. 한편, 단계(84)에서 판단 결과가 긍정(Y)이면, 프로그램은 단계(86)로 진행한다. 또한, 여기서부터 프로그램은 다시 단계(72)로 진행하며, 이 단계에서 다시 중간 변속기(34)의 실제 변속이 판단된다.7 is a diagram showing the process of transmission control in generator operation of the electric machine 32. For example, the engine speed is determined according to each determination result generated in response to the speed ratio of the intermediate transmission 34 in the program step 72. If the determination result in step 72 is affirmative (Y), the process proceeds to step 74, where it is determined whether the rotation speed of the internal combustion engine 12 is operated lower than 1500 rpm. If the result of this determination is affirmative (Y), it is determined in step 76 whether the vehicle is accelerated. If the result of this determination at step 76 is negative (N), then at step 78 it is determined whether additional performance demands are placed on the vehicle's electrical board network. If this determination result is affirmative (Y), in the program step 80, the transmission ratio of the intermediate transmission 34 is switched to 1: 5. If the determination result in step 74 is negative (N), the program returns to step 72 to determine whether the intermediate transmission 34 is adjusted to a speed ratio of 1: 2. Similarly, the positive judgment result Y of step 76 or the negative judgment result N of step 78 is returned to step 72, respectively. In addition, the arrow is guided from step 80 to step 72, which means a permanent determination of the shift stage adjusted in the intermediate transmission 34. If the result of the response in step 72 is negative (N), then the program proceeds back to step 82, where it is determined whether the rotation speed of the internal combustion engine 12 is equal to or greater than 1800 rpm. If the result of this determination is affirmative (Y), that is, if the internal combustion engine is driven at a speed higher than 1800 rpm, the program proceeds to step 86, where the intermediate transmission 34 is switched to a speed ratio of 1: 2. If the determination result in step 82 is negative (N), the program proceeds to step 84. Here, it is determined whether the vehicle proceeds with high acceleration. If this determination is negative (N), the program proceeds directly to step 72. On the other hand, if the determination result in step 84 is affirmative (Y), the program proceeds to step 86. From this point on, the program proceeds back to step 72 where again the actual shift of the intermediate transmission 34 is determined.

Claims (13)

내연기관과, 차량의 구동륜상에서 작동하는 변속기를 가지며, 상기 변속기의 입력축은 내연기관의 출력축에 연결될 수 있으며, 중간 변속기에 의해 변속기에 연결될 수 있는 전기 기계가 내연기관을 시동하기 위한 시동 모터로서, 그리고 차량의 탑재용 네트웍에 공급전압을 제공하기 위한 제너레이터로서 작용하는 차량용 구동장치에 있어서,As a starter motor having an internal combustion engine and a transmission operating on a drive wheel of a vehicle, an input shaft of the transmission may be connected to an output shaft of the internal combustion engine, and an electric machine that may be connected to the transmission by an intermediate transmission as a starting motor for starting the internal combustion engine, And a drive device for a vehicle that acts as a generator for providing a supply voltage to a vehicle's mounting network, 상기 내연기관(12)의 출력축(14)과 메인 변속기(18)의 변속기 입력축(20) 및 전기 기계(32)는 중간 변속기(34)를 거쳐 하나 이상의 제어 클러치(28, 30, 31, 37, 42, 44)에 의하여 서로 연결될 수 있는 것을 특징으로 하는 차량용 구동장치.The output shaft 14 of the internal combustion engine 12, the transmission input shaft 20 of the main transmission 18, and the electric machine 32 pass through an intermediate transmission 34, and at least one control clutch 28, 30, 31, 37, Vehicles, characterized in that can be connected to each other by 42, 44. 제 1 항에 있어서, 상기 내연기관(12)의 출력축(14)과 메인 변속기(18)의 변속기 입력축(20)은 각 클러치(28, 30)를 거쳐 회전체(24)와 연결될 수 있으며, 회전체(24)는 중간 변속기(34)와 맞물리는 것을 특징으로 하는 차량용 구동장치.According to claim 1, wherein the output shaft 14 of the internal combustion engine 12 and the transmission input shaft 20 of the main transmission 18 can be connected to the rotating body 24 via the respective clutch 28, 30, Vehicle 24, characterized in that the entire meshing with the intermediate transmission (34). 제 1 항에 있어서, 상기 내연기관(12)의 출력축(14)과 메인 변속기(18)의 변속기 입력축(20)은 클러치(31)와 플라이휠(27)에 의해 서로 연결될 수 있으며, 상기 전기 기계(32)는 변속 가능한 중간 변속기(34)에 의해 변속기 입력축(20)과 영구적으로 맞물리는 것을 특징으로 하는 차량용 구동장치.According to claim 1, wherein the output shaft 14 of the internal combustion engine 12 and the transmission input shaft 20 of the main transmission 18 can be connected to each other by the clutch 31 and the flywheel 27, the electric machine ( 32 is a vehicle drive, characterized in that the permanently engaged with the transmission input shaft (20) by a shiftable intermediate transmission (34). 제 3 항에 있어서, 상기 변속 가능한 중간 변속기(34)는 두 개 이상의 변속단계와 중립 위치를 가지는 것을 특징으로 하는 차량용 구동장치.4. The vehicle drive device according to claim 3, wherein the shiftable intermediate transmission has at least two shifting stages and a neutral position. 제 1 항에 있어서, 상기 전기 기계(32)는 중간축(40)과 맞물리며, 이 중간축은 두 개의 제어 가능한 클러치(42, 44)에 의해 각각의 다른 변속비로 변속기 입력축(20)과 맞물리는 것을 특징으로 하는 차량용 구동장치.2. The electrical machine (32) according to claim 1, wherein the electric machine (32) is engaged with the intermediate shaft (40), which is engaged with the transmission input shaft (20) at two different transmission ratios by two controllable clutches (42, 44). Vehicle drive device characterized in that. 제 5 항에 있어서, 전기 제어 장치(50)는 모터 회전수와, 차륜 회전수와, 원하는 변속 상태에 관한 정보로부터 중간축(40)상에 배치된 두 개의 클러치(42, 44)와 전기 기계(32)를 제어하는 것을 특징을 하는 차량용 구동장치.6. The electric control device (50) according to claim 5, wherein the electric control device (50) comprises an electric machine and two clutches (42, 44) arranged on the intermediate shaft (40) from information on motor speed, wheel speed, and desired shift state. A drive device for a vehicle, characterized by controlling (32). 제 2 항에 있어서, 전기 제어 장치(50)는 모터 회전수와, 차륜 회전수와, 원하는 변속 상태에 관한 정보로부터 두 개의 클러치(28, 30)와 전기 기계(32)를 제어하는 것을 특징으로 하는 차량용 구동장치.3. The electric control device (50) according to claim 2, characterized in that the electric control device (50) controls the two clutches (28, 30) and the electric machine (32) from information on the motor speed, the wheel speed, and the desired shift state. Vehicle drive device. 제 3 항에 있어서, 전기 제어 장치(50)는 모터 회전수와, 차륜 회전수와, 원하는 변속기 상태에 관한 정보로부터 클러치(31)와 전기 기계(32)를 제어하는 것을 특징으로 하는 차량용 구동장치.4. The vehicle drive device according to claim 3, wherein the electric control device (50) controls the clutch (31) and the electric machine (32) from information on motor speed, wheel speed, and desired transmission state. . 제 1 항에 있어서, 상기 전기 기계(32)는, 메인 변속기(18)의 싱크로나이징을 위해서, 낮은 변속 단계에서 전기 모터로서 연결하고자 하는 치차쌍 중 천천히 구동하는 치차를 가속시키며, 높은 변속 단계에서 제너레이터로서 빠르게 구동하는 치차를 제동하는 식으로, 하나 이상의 제어 가능한 클러치에 의해 변속기 입력축(20)과 연결될 수 있는 것을 특징으로 하는 차량용 구동장치.2. The high speed shifting device according to claim 1, wherein the electric machine (32) accelerates a gear that is driven slowly among the pair of gears to be connected as an electric motor in a low shifting step for synchronizing the main transmission (18). A vehicle drive device, characterized in that it can be connected to the transmission input shaft (20) by one or more controllable clutches in such a way as to brake a gear that drives quickly as a generator. 제 1 항 내지 제 9 항 중 어느 한 항에 있어서, 상기 전기 기계(32)는, 메인 변속기(18)의 싱크로나이징을 위해서, 중간 변속기(34)의 변속 단계와 전기 기계(32)의 관성 모멘트가 변속기 입력축(20)의 원하는 회전수에 상응하게 선택될 수 있는 식으로, 중간 변속기(34)에 의해 변속기 입력축(20)과 연결될 수 있는 것을 특징으로 하는 차량용 구동장치.10. The electric machine 32 according to any one of the preceding claims, wherein the electric machine 32 is adapted for the synchronizing of the main transmission 18 to the step of shifting the intermediate transmission 34 and the inertia of the electric machine 32. A vehicle drive device, characterized in that the moment can be selected to correspond to the desired number of revolutions of the transmission input shaft (20), by means of an intermediate transmission (34). 제 1 항 내지 제 10 항 중 어느 한 항에 있어서, 상기 전기 기계(32)는 내연기관(12)의 수냉식 순환관과의 연결을 통하여 확실하게 수냉되는 것을 특징으로 하는 차량용 구동장치.11. The vehicle drive apparatus according to any one of claims 1 to 10, wherein the electric machine (32) is reliably cooled by connection with a water-cooled circulation pipe of the internal combustion engine (12). 제 1 항 내지 제 11 항 중 어느 한 항에 있어서, 상기 전기 기계(32)는 증축된 또는 외부에 설치된 냉각핀에 의하여 공냉되는 것을 특징으로 하는 차량용 구동장치.12. The vehicular drive device according to any one of claims 1 to 11, wherein the electric machine (32) is air cooled by an expansion or externally provided cooling fin. 제 1 항 내지 제 12 항 중 어느 한 항에 있어서, 상기 전기 기계(32)는 메인 변속기(18)의 변속기 오일을 통하여 오일 밀봉되는 것을 특징으로 하는 차량용 구동장치.13. A vehicle drive according to any one of the preceding claims, wherein the electric machine (32) is oil sealed through the transmission oil of the main transmission (18).
KR1019997008178A 1997-03-11 1998-02-14 Gearbox-integrated electric machine for motor vehicle internal combustion engines and its control KR20000076090A (en)

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