RU2312030C2 - All-wheel-drive vehicle combination power plant - Google Patents

Abstract

FIELD: transport engineering.

SUBSTANCE: proposed plant contains heat engine contains and reversible electric machine, conversion unit, power accumulation unit and transmission. Transmission includes receiving-and-distributing device for distributing separate or summed up power flows of heat engine and reversible electric machine between driving axles of vehicle. Receiving-and-distributing device contains housing, rear axle drive shaft and front axle drive shaft and front axle drive shaft arranged in housing on different axles, and transfer mechanism. Said receiving-and-distributing device is made for changing gear ratio of transmission and it is provided with shafts to receive power flows from heat engine and reversible electric machine. Shafts of axle drive are independent from power flow receiving shafts. All shafts are furnished with connecting members to provide coupling of shafts either directly or through transfer mechanism.

EFFECT: simplified design of system transmitting power heat engine and/or reversible electric machine to drive axles (one of drive axles), increased efficiency of transmission.

3 cl, 3 dwg

Description

The invention relates to the field of transport engineering, and more specifically to combined power plants with two different types of engines: thermal and electric for four-wheel drive vehicles, in particular cars, which can have different drive axles for drive axles, and can be used in buses, vans, etc. d.

Known combined power plant (KEU) four-wheel drive vehicle (TS), such as a car "Audi - Q7", presented at the Frankfurt Motor Show in 2005 (magazine "Behind the Wheel", No. 11, 2005, p.218) , which contains an internal combustion engine (ICE) and a reversible electric machine installed between the internal combustion engine and an automatic transmission, as well as two cardan shafts, interconnected by an interaxle differential for transmitting a stream (or streams) of power in totalized or separate modes from the engine her two leading car bridge. Such an installation does not provide for the possibility of varying the transmission scheme of the flow (or flows) of power, for example, only on one of the bridges of the car.

Known KEU, which provides a variation of the type of engine used in a specific period of time, the mode of use of the engines (jointly or separately), the drive circuit of the drive wheels (front-wheel drive, rear-wheel drive or all-wheel drive car), for example, KEU four-wheel drive car company Nissan ICE as a heat engine (TD), a reversible electric machine (OEM), a power conversion and storage unit and a transmission containing a clutch, gearbox and connected to the TD and OEM power transmission links to the front and rear drive axles of the vehicle (GB patent 2305643, 1997).

In this analogue, power transmission to the driving wheels of one or two driving axles is a complex set of connections due to the transverse location of the TD and the accepted power distribution and summation schemes, the kinematic links of which are integrated into each other. In this case, the options for the vehicle's functionality are not fully exhausted, for example, the option of independent front drive axle drive from OEM and rear drive axle from TD is not possible. When driving the front axle from OEM, the angular gear in the front driving axle transfers power in the opposite direction compared to the operation of the angular gear when transmitting power from the AP to the rear driving axle, i.e. power transmission units operate under adverse load conditions.

The closest analogue (prototype) of the invention by the number of matching essential features is KEU according to patent US 2004116231, 2004, containing two sources of energy - a heat engine (TD) and a reversible electric machine (OEM), power conversion and storage units and a transmission, including a receiving and distribution device (PRU) for distributing separate or totalized power flows from the TD and OEM to the driving bridges of the TS through two independent kinematic links connected to the bridges, which holds the housing located in the housing on different axes, the rear axle drive shaft and the front axle drive shaft, as well as the transmission mechanism.

In the prototype, the PRU shafts connected by the transmission mechanism in the form of a chain are made through and are used to simultaneously receive power flows from the TD and OEM and transfer them to the front and rear drive axles, and the OEM contains a planetary mechanism for matching OEM characteristics with vehicle parameters.

The execution of the drive shaft of the rear axle with a drive-through eliminates the possibility of an additional change in the gear ratio of the transmission in the control gear - it does not allow to include a reduction gear in the device.

The implementation of the shaft axis OEM through passage leads to the following:

- when driving at high speeds for a long time with a drive from the AP, the overall efficiency decreases due to mechanical losses due to forced rotation of the OEM. The device provides only control of the OEM electric circuits, does not provide shutdown of the OEM shaft (as you know, cars with KEU are effective in fuel consumption and emissions of harmful substances in modes corresponding to the urban cycle and close to it, while the power of the TD is used for long-term traffic at high speeds) ;

- when the vehicle accelerates in the energy use mode only, the acceleration dynamics deteriorates - part of the energy is spent on accelerating the inertial mass of the OEM and additional mechanical losses, since the device does not provide for the possibility of disconnecting (disconnecting) the OEM shaft together with the planetary mechanism;

- during emergency braking of the car with the OEM circuit switched off, the deceleration characteristic deteriorates - the inertial mass of the electric machine prevents deceleration.

The range of variation by the type of drive depending on the energy source used is reduced - the device does not allow transmitting OEM power or the total power of the AP and OEM only to the rear axle in order to avoid changing the type of drive when changing the power plant, while maintaining vehicle safety.

The problem solved by the invention is aimed at eliminating the aforementioned disadvantages of the prototype and creating a functionally efficient KEU that is economical in the manufacture and operation, providing an extended range of operating characteristics and operating modes of the vehicle, which does not require additional capital costs when setting up a car with KEU for production.

The technical result obtained from the implementation of the invention is to expand the range of variation of both the type of energy source (TD and / or OEM) and the type of drive of the vehicle: fully blocked, four-wheel drive of bridges from different energy sources, drive to one of the leading bridges from different sources of energy; increasing the transmission efficiency when driving on a TD with a drive to the rear axle, which improves the traction and braking dynamics of the vehicle, as well as fuel efficiency.

To achieve a technical result in a combined power plant of an all-wheel drive vehicle containing a heat engine and a reversible electric machine, conversion, energy storage units and a transmission unit including a receiving and distributing device for distributing separate or totalized heat engine power flows to the vehicle’s drive axles and a reversible electric machine having a housing, a rear axle drive shaft and a front mos drive shaft the one located in the housing on different axes, and the transmission mechanism, in contrast to the prototype, the reception and distribution device is made with the possibility of additional changes in the gear ratio of the transmission by means of a gear ratio change unit combined with said gear mechanism, and is equipped with a shaft for receiving a power stream from a heat engine located on the axis of the drive shaft of the rear axle and the shaft for receiving power flow from a reversible electric machine located on the axis of the drive shaft of the front mos that, and the drive shafts of the bridges are autonomous (independent) from the shafts of receiving power flows, and all the shafts are equipped with connecting elements selectively interacting with each other and with the transmission mechanism to ensure the relationship between the shafts directly and through the transmission mechanism.

In particular cases of implementation of the invention, additional differences are that:

- a reversible electric machine is installed outside the receiving and distribution device on its body;

- a reversible electric machine is connected kinematically with the receiving and distributing device, for example, with an intermediate driveshaft.

The proposed combined power plant of an all-wheel drive vehicle provides the possibility of varying both the type of power plant used (TD, OEM or a combination thereof) and the type of drive (all-wheel drive locked, four-wheel drive axles from different energy sources, drive to one of the drive axles from different energy sources ) and has the following advantages:

- the possibility of additional changes in the gear ratio of the transmission in the PRU;

- during long-term movement at high speeds with a drive from the TD there is no forced rotation of the OEM, therefore, there are no mechanical losses due to forced rotation of the OEM and the overall efficiency is not reduced;

- when the vehicle is accelerated in the energy use mode only, the AP does not deteriorate the acceleration dynamics, because there is no energy consumption for accelerating the inertial mass of OEMs due to the possibility of disconnecting the OEM shaft from the switchgear;

- during emergency braking of the car when the electric circuit of the electric machine is switched off, the deceleration characteristic does not deteriorate - the inertial mass of the electric machine does not prevent deceleration due to the possibility of disconnecting the OEM shaft from the switchgear;

- power transmission to the rear axle is possible both separately from the TD and OEM, and jointly, this allows you to avoid changing the type of drive when changing the power plant, which positively affects the safety of the vehicle.

The invention is illustrated by drawings, where figure 1 shows a General view of a combined power plant with a drive option between OEM and switchgear by means of a driveshaft; figure 2 is a General view of the combined power plant with the option of directly attaching the OEM housing to the housing of the switchgear; figure 3 - design of the switchgear (example).

The proposed KEU contains a heat engine 1, for example an internal combustion engine, with a clutch and gearbox 2 installed at its output; OEM 3, PRU 4, the housing of which is rigidly attached to the gearbox housing 2, the driveshaft 5 connected to the rear axle 6, the driveshaft 7 connected to the front axle 8, the driveshaft 9 connects the PRU 4 to OEM 3, conversion unit 10, battery pack 11. Cardan shafts 5 and 7 form two independent from each other power transmission lines to the drive axles. The switchgear 4 is designed to distribute separate or totalized power flows over the drive axles and is, for example, a mechanical gearbox (Fig. 3), in the housing 12 of which two input shafts are installed: a shaft 13 for receiving a power stream from the internal combustion engine and a shaft 14 for receiving a power stream from OEM and two output shafts: the rear axle drive shaft 15 and the front axle drive shaft 16, located on two axes 17 and 18 (in a particular parallel version). The shaft 13 and the shaft 15 are located on the axis 17, and the shaft 14 and the shaft 16 are located on the axis 18. The shafts are kinematically connected to each other by gears 19, 20, 21 of the transmission mechanism and connecting elements, for example, couplings 22 and 23. A cardan shaft is connected to the shaft 16 7, to the shaft 15 - the driveshaft 5. In the embodiment, the OEM 3 can be installed on the housing 12 of the switchgear.

The gear ratio change unit, which allows to have a lowering stage, is made in the form of gearing 24 with gear 25 and gear 20 with gears 19 and 21.

PRU can be performed in any other known manner, chosen from the conditions of optimal expediency.

In particular embodiments of the KEU in accordance with the invention may have the following differences:

- the type of TD can be anything - an internal combustion engine, gasoline or diesel, gas turbine, steam;

- the type of the clutch and gearbox can be determined by the type of TD, the option of hydrodynamic clutch, electromagnetic clutch, etc. is possible. The gearbox can be any type of stepless or stepless transmission - mechanical stepless, hydromechanical stepless, mechanical stepless inertial, mechanical stepless friction with flexible bond or solid contact, etc.

KEU provides the following modes of operation of the vehicle:

1. Driving to the rear axle:

1.1. from TD;

1.2. from OEM;

1.3. jointly from TD and OEM.

2. Traffic with a locked drive to two drive axles:

2.1. from TD;

2.2. from OEM;

2.3. jointly from TD and OEM.

3. Driving with an unlocked drive to two drive axles:

3.1. to the rear axle - from TD, to the front axle - from OEM.

4. Driving with drive only to the front axle from OEM.

On the downshift of the unit for changing the gear ratio of the switchgear, modes 1.1, 1.3, 2.1 are possible (the OEM excitation winding is de-energized, its armature rotates idle), 2.3.

During OEM operation, an OEM traction mode or a generator mode is possible to ensure recovery of the kinetic energy of the vehicle during braking of the vehicle and the accumulation of electrical energy in the battery 11.

The principle of operation of the KEU is illustrated by a specific example of execution, using ICE, mechanical clutch and mechanical speed gearbox and is as follows.

In mode 1.1, the gear clutch 23 is engaged with the gear 21, the gear 20 is disengaged with the gears 19 and 21, the gear clutch 22 is disengaged with the gear 19. The power of the AP through the gearbox 2 is transmitted to the shaft 13 and through the gear 21 to the at the same time with the gear 21 shaft 15, from it to the driveshaft 5 and to the rear axle 6.

In mode 1.2, the gear coupling 23 is disengaged from the gear 21, the gear coupling 22 is disengaged from the gear 19, the gear 20 is engaged with the gears 19 and 21, the OEM power through the driveshaft 9 enters the shaft 14, from it through the gears 19 , 20 and 21 is transmitted to the shaft 15 and through the driveshaft 5 to the rear axle 6.

In mode 1.3, the gear clutch 23 is engaged with the gear 21, the gear clutch 22 is disengaged with the gear 19, the gear 20 is engaged with the gears 19 and 21, the power of the AP through the gearbox 2 enters the shaft 13, through the clutch 23 the gear 21 and onto a shaft 15 made integral with the gear 21, from it to the driveshaft 5 and to the rear axle 6. The OEM power through the driveshaft 9 enters the shaft 14, from it through the gears 19, 20 and 21 of the transmission mechanism is transmitted to the shaft 15 and through the driveshaft 5 to the rear axle 6. Thus, in this mode in the switchgear summation of power flows of TD and OEM.

In mode 2.1, the gear clutch 23 is engaged with the gear 21, the gear clutch 22 is engaged with the gear 19, the gear 20 is engaged with the gears 19 and 21. The power of the AP through the gearbox 2 enters the shaft 13, through the clutch 23 on the gear 21 and onto a shaft 15 made integral with the gear 21, from it to the driveshaft 5 and to the rear axle 6. At the same time, the power of the AP is transmitted through gears 21, 20 and 19 of the transmission mechanism through a gear clutch 22 to the shaft 16 and from it to the driveshaft 7 and to the front axle 8. The excitation winding of the OEM is de-energized, its armature rotates It is idle. In this mode, a locked front and rear axle drive from the TD is provided.

In mode 2.2. the gear clutch 23 is disengaged from the gear 21, the gear clutch 22 is engaged with the gear 19, the gear 20 is engaged with the gears 19 and 21. The OEM power is transmitted through the driveshaft 9 to the shaft 14, from it through the clutch 22 to the shaft 16 , from it through the driveshaft 7 to the front axle 8. At the same time, OEM power through the gears 19, 20 and 21 of the transmission mechanism is transmitted to the shaft 15 and from it to the driveshaft 5 and to the rear axle 6. In this mode, a locked front and rear drive bridges from OEM.

In mode 2.3, the gear clutch 23 is engaged with the gear 21, the gear clutch 22 is engaged with the gear 19, the gear 20 is engaged with the gears 19 and 21. The power of the AP through the gearbox 2 is transmitted to the shaft 13, and through the clutch 23 to the gear 21 and the shaft 15 made integral with the gear 21, from it to the driveshaft 5 and to the rear axle 6; through gears 21, 20 and 19 of the transmission mechanism, through the gear clutch 22 is transmitted to the shaft 16 and from it to the driveshaft 7 and to the front axle 8. At the same time, the OEM power is transmitted through the driveshaft 9 to the shaft 14, from it through the coupling 22 to the shaft 16, from it through the driveshaft 7 to the front axle 8; through gears 19, 20 and 21 of the transmission mechanism, it is transmitted to the shaft 15 and from it to the driveshaft 5 and to the rear axle 6. In this mode, a blocked drive of the front and rear axles is simultaneously provided from the TD and OEM, while the power of the TD is summed up in the switchgear and OEM.

In mode 3.1, the gear clutch 23 is engaged with the gear 21, the gear clutch 22 is engaged with the gear 19, the gear 20 is disengaged with the gears 19 and 21. The power of the AP through the gearbox 2 is transmitted to the shaft 13 and through the gear 21 to the at the same time with the gear 21, the shaft 15, from it to the driveshaft 5 and to the rear axle 6. At the same time, OEM power is transmitted through the driveshaft 9 to the shaft 14, from it through the coupling 22 to the shaft 16, from it through the driveshaft 7 to the front axle 8 . In this mode, a permanent non-blocked front axle drive is provided POEM and the rear axle of the TD. In this case, none of the gears of the switchgear is involved in the transmission of torque.

In mode 4, the gear clutch 23 is disengaged from the gear 21, the gear clutch 22 is engaged with the gear 19, the gear 20 is disengaged from the gears 19 and 21. The OEM power is transmitted through the driveshaft 9 to the shaft 14, from it through the clutch 22 on the shaft 16 of the control gear, from it through the driveshaft 7 to the front axle 8. In this mode, only the front axle is driven by the OEM.

Claims (3)

1. The combined power plant of an all-wheel drive vehicle containing a heat engine and a reversible electric machine, conversion, energy storage units and a transmission unit including a receiving and distributing device for distributing separate or summarized power flows of the heat engine and a reversible electric machine to the drive axles of the vehicle having a housing, a rear axle drive shaft and a front axle drive shaft located in the housing on different axes x, and a transmission mechanism, characterized in that the receiving and distributing device in it is configured to additionally change the gear ratio of the transmission by means of a gear ratio changing unit combined with said gear mechanism, and is provided with a shaft for receiving a power flow from a heat engine located on the shaft axis drive the rear axle, and a shaft for receiving power flow from a reversible electric machine located on the axis of the drive shaft of the front axle, and the drive shaft shafts They are autonomous (independent) from the shafts of receiving power flows, and all the shafts are equipped with connecting elements selectively interacting with each other and with the transmission mechanism to ensure the relationship between the shafts directly and through the transmission mechanism. 2. Installation according to claim 1, characterized in that the reversible electric machine is installed outside the receiving and distribution device on its housing. 3. Installation according to claim 1, characterized in that the reversible electric machine is connected kinematically with the receiving and distributing device, for example, with an intermediate driveshaft.

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