Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D25/00—Fluid-actuated clutches
  • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
  • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
  • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
  • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
  • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
• • 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
  • 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 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 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 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
• • 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
  • 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 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 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D21/00—Systems comprising a plurality of actuated clutches
  • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
  • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
• • 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
  • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
  • F16H2045/002—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  comprising a clutch between prime mover and fluid gearing
• • 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
  • F16H61/38—Control of exclusively fluid gearing
  • F16H61/48—Control of exclusively fluid gearing hydrodynamic
  • F16H61/50—Control of exclusively fluid gearing hydrodynamic controlled by changing the flow, force, or reaction of the liquid in the working circuit, while maintaining a completely filled working circuit
  • F16H61/58—Control of exclusively fluid gearing hydrodynamic controlled by changing the flow, force, or reaction of the liquid in the working circuit, while maintaining a completely filled working circuit by change of the mechanical connection of, or between, the runners
  • F16H61/62—Control of exclusively fluid gearing hydrodynamic controlled by changing the flow, force, or reaction of the liquid in the working circuit, while maintaining a completely filled working circuit by change of the mechanical connection of, or between, the runners involving use of a speed-changing gearing or of a clutch in the connection between runners
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles

Definitions

• Switchable coupling device in particular frictionally engaged wet clutch
• the invention relates to a switchable coupling device, in particular frictional wet clutch for separating and connecting a first drive machine of a drive train with an actuatable with pressure means actuating device.
• the invention also relates to a powertrain for a hybrid system of a vehicle having at least a first prime mover and a second prime mover, which are connectable separately or jointly to a transmission or other transmission unit via a power transmission device, and a switchable clutch device disposed between the first prime mover and the power transmission device for separating and connecting the first drive machine from the drive train.
• the invention further relates to a method for operating such a drive system and to a vehicle having such a drive system.
• Hybrid systems for use in vehicles are previously known in a variety of prior art designs. All have in common that in the drive train at least two different drive machines are provided, via which the drive can be either or together, at least one of the drive machines is suitable in a first mode of operation as a prime mover and in a second mode of operation as a machine for converting the braking energy to act in another form of energy for the purpose of caching and / or as drive energy for other consumers.
• the first drive machine is often designed as an internal combustion engine, while the second drive machine is designed as an electric machine, which is suitable to feed the electrical energy in a memory in regenerative operation.
• Such a hybrid system is shown for example in the document DE 103 10 831 A1 Figure 30.
• a device for interrupting / realizing the power flow is provided between it and the power transmission device, which is designed in the form of a shiftable clutch device, which is also referred to as engine clutch or disconnect clutch. net becomes.
• the second drive machine is designed as an electric machine, whose rotor is non-rotatably connected to the power transmission device.
• the power transmission device comprises at least one starting element, preferably a hydrodynamic component and, in this case, furthermore a device for at least partially bypassing the force flow via the hydrodynamic component.
• the downstream transmission which is usually designed as a manual transmission, is characterized by a plurality of fluid-actuated switching elements.
• a corresponding operating and Steuermitteiversor- supply and / or guide system comprising at least one hydraulic circuit system in which the required operating fluid with the corresponding pressure via a conveyor in the form a so-called transmission oil pump is promoted.
• the function of the gear pump is required, for example, for operating a hydraulic control or the separating and / or starting clutch (s).
• the transmission oil pump is preferably connected in a rotationally fixed manner directly to the input of the power transmission device. This coupling allows a drive in the different modes of the drive train.
• a major disadvantage of such a system is that the known hydraulic systems used for this can idle in the state of the vehicle, especially at standstill one or both prime movers, for example, even during a brief stoppage due to the lack of drive the transmission oil pump, since no maintenance of the circuit on the Transmission oil pump is due to the lack of drive and the system located in the system resources is passed through the respective return back to the resource supply.
• the hydraulic supply and thus the transmission oil pump would have to be driven, which in turn must provide sufficient pressure and volume available so that the required actuating devices to be actuated and the hydrodynamic component is filled.
• the coupling device in the unpressurized state open, the emergency running properties are no longer guaranteed. Even if the internal combustion engine is started via an additional starter, no oil pressure can be built up in the gearbox, since the "unpressurised" clutch device can not be closed to drive the oil pump, however, in contrast to this, if a clutch device is used which is closed in an unpressurized state, In emergency operation, the transmission oil pump is immediately driven and the system behaves like that of a conventional automatic transmission, but a major disadvantage is the high cost of adapting the clutch device.
• the engine-side clutch is required to be fully opened to prevent drag losses by the relatively friction-bearing and / or frictional-surface-forming elements, but in most cases this operating range is not the minimum required pressure
• the use of a non-pressurized clutch requires very high pressures during electric driving, which reduces the efficiency of the overall system.
• the invention is therefore the object of developing a drive train for a hybrid system of the type mentioned in such a way that this is suitable, if possible free of an additional pump in addition to the already existing and required gear oil pump to avoid the disadvantages mentioned.
• a further object of the invention is to provide a drive train for a hybrid system with improved emergency running properties. Different requirements must be met with the least possible effort.
• the switchable coupling device in particular engine clutch namely namely must be opened as smoothly as possible during electric driving, whereas the clutch should be closed in gearbox emergency to be able to drive the transmission and thus the transmission oil pump
• the solution according to the invention is characterized by the features of claims 1 and 18 for a switchable coupling device and a drive system.
• An inventive method for operating such a drive system is characterized by the features of claim 36.
• a vehicle by claim 35.
• the subclaims are directed to advantageous embodiments and developments of the embodiments according to the invention.
• a switchable clutch device for separating and connecting a first drive machine from a drive train with a pressure means actuated actuating device is characterized in that the switchable clutch device consists of two partial clutches - a first, a main clutch forming part clutch and a second, a towing clutch forming Operakupplung-, which are arranged and designed such that each is suitable, in each case in an end position of the adjusting device - a first, characterized by the open state of the main clutch opening end and a second, characterized by the closed state of the main clutch closing end position - a friction torque produce.
• the switchable coupling device is in a particularly advantageous embodiment, a hydraulically actuated wet clutch.
• This invention is able to be effective on both sides, that is, when pressurized from both sides, and to transmit torque, the ability to transmit torque depending on the direction of actuation can be very different.
• the first part clutch in the form of the main clutch serves to transmit the torque during normal operation, while the second part clutch transmits only a minimum torque of a certain size as a tow coupling in the open state of the main clutch.
• the operable in the open-end position of the adjusting device for the switchable clutch device and thus the main clutch second partial clutch is designed and designed so that with this lower torque is transferable than with the actuated first part clutch in the closing end position of the actuator.
• the second part clutch is designed and dimensioned such that it is suitable to drive at least the conveyor and optionally the second, connected to the power transmission device drive machine.
• the second partial clutch is designed for a transmittable minimum torque in the range of 3 to 80 Nm, preferably 3 to 20 Nm, most preferably 3 to 10 Nm.
• the transmittable required minimum torque which is dimensioned such that this is sufficient to ensure at least one drive of the conveyor, in particular transmission oil pump, can an additional pump and a operating system in the resource supply and management system are omitted.
• the entire operating and control media supply is preferably carried out via only a single conveyor, which in addition to the saving of the additional pump and the line connections can be optimized.
• the two partial clutches are preferably switchable in parallel, i. the power flow can only take place via one of the partial clutches. Thus, incorrect operations are excluded.
• the adjusting device of the switchable coupling device comprises at least one piston element, which is displaceable by means of a mechanical biasing force, in particular a spring force in the open end position and by pressurization with a pressure medium, in particular fluid in the closing end position.
• a mechanical biasing force in particular a spring force in the open end position
• a pressure medium in particular fluid in the closing end position.
• the individual part clutches are designed and arranged such that by pressurizing the piston element, the pressure force generated on this is adjustable so that this is in equilibrium with the mechanical biasing force, in particular spring force in a characterized by the opening of both partial clutches intermediate position between the two end positions of the adjusting device.
• the switchable clutch device comprises a first coupling part which can be coupled to a drive machine and a second clutch element which can be coupled to an output or to the remaining drive train and in each case has friction-surface-carrying and / or friction-surface-forming elements.
• the coupling parts are at least indirectly operatively connected to each other via the adjusting device.
• First and second coupling part form the main clutch.
• the adjusting device comprises a piston element, which is at least indirectly rotatably connected to one of the two coupling parts with the formation of a space actable with pressure medium and guided in the axial direction of this slidably.
• the piston element is further associated with a device for generating an opposing to the pressure generated by the pressure chamber generated actuating force.
• This device comprises in the simplest case, a biasing element which is effective on the Koibenelement and on one of the coupling parts or a rotatably connected thereto Supporting connection element.
• the biasing member comprises depending on the assignment to the actuating device and one of the coupling parts or a non-rotatably coupled thereto element a disc spring device or a compression or tension spring device - which preferably acts directly on the actuating device of the switchable coupling device.
• the biasing element in a first embodiment between the actuator of the switchable coupling device and the second coupling part or the connection of the second coupling part with the input of the power transmission device, the input of the power transmission device or a with
• This rotatably connected element in particular a housing or be arranged according to a second embodiment between the actuating device and the first coupling part or a rotatably connected thereto element according to a second embodiment.
• the formation of the second sub-coupling takes place to reduce the number of components and increase the functional concentration of the individual components in a particularly advantageous manner by utilizing components of the first part clutch and / or the adjusting device.
• the second sub-clutch is formed by a part of the friction-surface-carrying and / or friction-surface-forming elements of the first sub-clutch.
• the second sub-clutch is preferably associated with its own adjusting device, which, however, is positively coupled with respect to the operation of the actuator of the main clutch to avoid operating errors.
• the adjusting device of the second partial clutch comprises for this purpose a piston element, which is preferably connected in a rotationally fixed manner to the piston element of the adjusting device of the main clutch.
• the connection can be stationary in the axial direction or with the possibility of a relative movement in the axial direction.
• the second sub-clutch may further according to a second sub-embodiment of an element which is rotatably connected to the first or second coupling part or a non-rotatably coupled thereto element and the other coupling part or a rotatably connected thereto element are formed.
• the respective components form an input and an output of the second sub-coupling.
• the frictional surfaces forming surfaces can be provided with a coating or a coating.
• the actuating device of the main clutch in particular the piston element, acts as an actuating device for the second partial clutch in the open end position.
• the actuator rotatably connected to the first or second coupling part or a non-rotatably connected to this element and the second part coupling between the actuating device and the respective other coupling part or rotatably form with this connected element.
• the already existing adjusting device simultaneously acts as an input or output of the second sub-coupling and as an adjusting device for this.
• the non-rotatably connected to the coupling parts elements are connecting elements, for example in the form of hubs, housing parts, walls or other rotatable components.
• the towing clutch In order to ensure a complete opening of the shiftable clutch device and thus of the two partial clutches in the "electrically driven" mode of operation, the towing clutch must also be opened in the separated state of the main clutch This is realized by applying a pressure which eliminates frictional engagement between them This can be ensured by an electric booster pump or a control of the pressure medium inflow to the pressure chamber when acted upon by the transmission oil pump, which is also driven in the electrical driving.
• a fluidic connection is provided between the pressurizable medium pressureable space of the switchable coupling device and the clutch environment, which corresponds to the interior of the switchable coupling device, which is controllable in dependence on the size of the contact pressure of the adjusting device.
• a connection between the pressure chamber and the interior via the adjusting device, in particular piston member is provided, which opens in the region of the effective on the coupling parts to be connected piston surface and thus automatically to a reduction of the flow area with increasing actuation force leads in the direction of closing the main clutch and thus the closing end position of the actuator by covering.
• the power transmission device may be configured in various ways.
• the Railffenerss- and management system comprises at least one inlet with in this integrated conveyor, in particular transmission oil pump, a return line and conduits and channels for guiding the operating medium via the power transmission device between at least two terminals, via the control of the flow direction is controllable within the power transmission device.
• at least the connection to the pressure chamber, which can be acted upon by pressure medium, of the actuating device of the shiftable clutch can also be coupled to this operating resource supply system. This ensures that with increasing pressure in the system this is also applied to the switchable coupling device and this is closed quickly.
• An inventive powertrain for a hybrid system of a vehicle having at least a first prime mover and a second prime mover, which are separately or jointly connectable via a power transmission device with a transmission, and arranged between the first drive machine and the power transmission switchable clutch device for separating and connecting the first drive machine from the drive train, is characterized in that with an open, separate switchable coupling device, a torque-transmitting operative connection of the first drive machine to the input of the power transmission device can be produced.
• the transmission and / or the power transmission device and / or the switchable coupling device assigned a Millendorfflops- and / or guide system comprising at least one conveyor, in particular transmission oil pump, which is mechanically coupled to the input of the power transmission device.
• a torque-transmitting active connection to the transmission can be produced with an open, separate switchable clutch device. This allows a minimum torque to be transmitted for certain functions. It is also possible to oil pump not to the input of the power transmission device but to couple the output or the transmission input shaft. The arrangement becomes more variable.
• the transferable torque with separate switchable coupling device for separating and connecting the first drive machine from the drive train is limited to a minimum torque which is less than the transmittable via the switchable clutch device in Nörmal memori torque.
• This is preferably selected in the range between 3 Nm and 80 Nm, preferably 3 Nm and 20 Nm, more preferably 3 Nm and 10 Nm, most preferably 10 Nm.
• the switchable coupling device is designed to ensure the transmission of large moments with minimal space requirement preferably as tikstoffbetätigbare wet clutch which is coolable by means of a cooling medium flow in the individual modes, depending on the execution of the power transmission device of the cooling medium flow from the Radioffenerss- and / or leadership system of Kraftübertra - Transmission device is removable.
• the switchable coupling device for separating and connecting the first drive machine from the drive train is preferably designed and arranged such that it can be acted upon in the open, separate state with a low pressure and low volume flow.
• a cooling medium flow from the pressure chamber of the switchable clutch device can be ensured independently of the supply system of the power transmission device. Furthermore, it is ensured by the pressure that in the operating mode "electrically driving" the power flow via the switchable clutch device is completely interrupted.
• the operative connection between the power transmission device and the engine is via means for transmitting a predefined minimum torque, comprising a parallel to the switchable clutch device switchable tow coupling.
• the towing clutch can be formed in a first embodiment of a separate coupling. In a further, second, particularly advantageous embodiment, however, the towing clutch is formed by components of the shiftable clutch device and / or setting device as well as the connection elements connected to these.
• the switchable coupling device is designed according to one of claims 1 to 17. The advantages mentioned for these apply by analogy.
• the drive train is characterized in that it includes a hydraulically actuated wet clutch, which is effective on both sides, that is, when pressurized from both sides. The ability to transmit torque is greatly different depending on the direction of actuation.
• a spring element for opening the clutch in the main transmission direction is provided.
• an additional towing clutch is actuated, which despite a separate clutch can transmit sufficient torque from the running internal combustion engine to tow in the transmission emergency the converter and the transmission oil pump.
• the transmission oil pump can thus supply the converter, the clutch and the transmission with pressure oil.
• the towing clutch can be opened with a possibly existing electric auxiliary oil pump with low operating pressure.
• the controlled pressure and the spring element serving for opening are in equilibrium of forces.
• the wet clutch can optionally also be cooled, for example by means of an orifice in the piston or, depending on the present one, by pressure level the wet clutch further increased so that it closes and can transfer the full torque. From this point, cooling is no longer required and can be interrupted.
• the invention thus relates to a drive train with a wet clutch, which generates a friction torque in both end positions of the pressure piston.
• a wet clutch By a spring force, the piston is brought into the open-end position. In this situation, only a small torque between input and output is transferable.
• the closing end position is achieved by pressurizing the piston. In this position, a larger torque can be transmitted.
• the pressure force and the spring force are in equilibrium and both partial clutches are open.
• the transmissible torque of the towing clutch is approximately between 3 Nm and 80 Nm when the main clutch is open. Usual oil pumps require a drive torque of about 10 Nm, at this moment, the towing clutch is preferably designed.
• the drive train according to the invention for a hybrid system is suitable in a particularly advantageous embodiment as a drive train in a vehicle, in particular land vehicle for energy-optimized operation.
• the solution according to the invention is explained below with reference to figures. It details the following:
• FIG. 1 illustrates, in a schematically simplified representation, the basic structure and the basic function of a drive train designed according to the invention
• FIGS. 2a to 2d illustrate in a schematic simplified representation of basic versions of an inventively designed switchable coupling device
• Figure 3 illustrates in a section of an axial section of a drive train by way of example a structural design with a switchable coupling device according to Figure 2a;
• Figure 4 illustrates in a section of an axial section of a drive train by way of example a structural design with a switchable coupling device according to Figure 2b;
• Figure 5 illustrates in a section of an axial section of a drive train by way of example a structural design with a switchable coupling device according to Figure 2c;
• Figure 6 illustrates in a section of an axial section of a drive train by way of example a structural design with a switchable coupling device according to Figure 2d.
• FIG. 1 shows, in a schematically simplified representation, the basic structure of a drive train 11 designed according to the invention for a hybrid system 12 for use in vehicles.
• This comprises at least a first drive machine 13, which is preferably designed in the form of an internal combustion engine 14, in particular a diesel engine, and a further second drive machine 15, which is designed as an electric motor 16 operable at least as a motor and / or generator.
• the coupling of the individual drive machines 13 and 15 with further transmission units 17 in the drive train 11, in particular in the form of a transmission 18 and the remaining components of the drive train 11 coupled thereto, takes place via a power transmission device 19. comprising an input E which can be coupled to the respective drive machine 13, 15, at least one output A connected to the transmission 18 and at least one starting element 9.
• the output A of the force transmission device 19 is either formed directly by a transmission input shaft 21 or is non-rotatably connected thereto.
• the starting element 9 is formed in the illustrated case in an advantageous embodiment as a hydrodynamic component 20. This comprises at least one in the power flow of one of the prime movers 13, 15 to the gear 18 acting as impeller P primary wheel P and acting as a turbine T secondary wheel.
• the impeller P is mechanically coupled to the input E of the power transmission device 19 or forms with this a structural unit.
• the turbine wheel T is at least indirectly, ie directly or via further transmission elements, here for example a device T2 for damping vibrations connected to the output A of the power transmission device 19.
• the power transmission device 19 further comprises a switchable coupling device 22 for bypassing the hydrodynamic component 20 in the power flow, in order to allow use of the hydrodynamic component 20 only in the areas of high efficiency and in the uneconomic areas to bridge this.
• switchable coupling means 22 in the form of frictional clutches, preferably in the form of multi-disc clutches, comprising a first, at least indirectly connected to the input E of the power transmission device 19 coupling part 22E and a second, at least indirectly with the output A, here on the device T2 for damping vibrations connected coupling part 22A.
• the power flow can either be performed by one of the drive machines 13 or 15 via the power transmission device 19 to the transmission 18 or of both together by the two prime movers 13 and 15 are operated in parallel.
• a device for selective interruption / Realization of the power flow between the engine 13 and power transmission device 19 is provided, which is preferably designed as a switchable clutch device 1, in a particularly advantageous manner as a friction clutch device in the form of a wet clutch.
• the coupling device 1 is also referred to as engine clutch.
• first coupling part 1 E and a second coupling part 1A which are at least indirectly engageable with each other at least indirectly by an adjusting device, not shown here, wherein the first coupling part 1E we- At least indirectly in this context means that the coupling directly or directly via further transmission elements, here By way of example, a device T1 for damping vibrations can take place.
• the individual coupling parts 1 E and 1A comprise at least one friction-surface-carrying and / or frictional-surface-forming element in the case of a frictionally engaged clutch in lamellar construction.
• the friction surfaces are formed either by surface areas formed directly on the individual disks or else by an additional coating or coating provided thereon.
• the operative connection is generated via an adjusting device 24, which preferably comprises at least one piston element 3.
• the actuating device 24 serves to actuate the clutch device 1 and is characterized by at least two basic function positions, the open end position and the closing end position, which respectively correspond to the functional state "open” and "closed” of the shiftable clutch device 1.
• the gear 18 comprises in the embodiment as a gearshift gear shifting elements for activating / deactivating the individual, different conversion ranges covering gear stages.
• These and the hydrodynamic component 20 are supplied with the corresponding media via an operating medium supply and / or guide system 25, which is not shown here in detail.
• transmission oil pump 26 is provided, which is coupled to the input E of the power transmission device 19.
• the shiftable clutch device 1 In the basic operating position "open" of the shiftable clutch device 1, in which the drive train 11 is disconnected from the first drive machine 13, the shiftable clutch device 1 is not actuated, therefore the hydraulic system can even run empty when the vehicle and decoupled drive machine 13 are stopped Starting immediately to provide the required pressure for the hydrodynamic component 20 and the adjusting devices of the switching elements of the transmission 18 and the switchable clutch device 1 to close this, the transmission oil pump 26 must be driven immediately Input E of the power transmission device 19 at least before the construction of the required actuating pressure of the actuating device 24 of the switchable clutch device 1 realized, but these are designed such that the transfer over this limited moment.
• the means 27 comprise for this purpose at least one towing clutch 28, which can transmit only a moment which is greater than or equal to a predefined minimum torque, the is suitable to drive the transmission oil pump 26, the input E of the power transmission device 19 and the coupled rotor 16.1 of the electric machine 16 and the impeller P of the hydrodynamic component 20 and which is less than the transmittable via the switchable coupling device 1 torque.
• the towing clutch 28 and the switchable clutch device 1 are connected in parallel, d. H.
• the power flow takes place in each case only via the shiftable clutch device 1 or the towing clutch 28 to the input E of the power transmission device 19.
• the towing clutch 28 can act as a separate clutch for bridging the first and second clutch part 1E and 1A of the switchable clutch device 1 by this the first and second coupling part 1E and 1A or at least the non-rotatably connected with these coupling parts elements together.
• the towing clutch 28 allows a drive of the input E of the power transmission device 19 and the associated transmission oil pump 26 and after the pressure buildup on the starting element 9, in particular in the hydrodynamic component 20, a power flow from the first drive machine 13 to the transmission input shaft 21.
• the towing clutch 28 is designed to do so and dimensioned that this is suitable to drive at least the conveyor and optionally the rotor 16.1 of the second drive machine 15.
• the design is based on a transmittable minimum torque in the range of 3 to 80 Nm, preferably 3 to 30 Nm, most preferably 3 to 20 Nm and is limited to a torque that is smaller than the transferable with the switchable coupling device 1 moment.
• the actuation of the switchable coupling device 1 and the towing clutch 28 is preferably positively coupled. That is, when opening the switchable coupling device 1, the towing clutch 28 is closed and vice versa.
• the formation of the towing clutch 28 takes place by utilizing components of the switchable coupling device 1, belonging to this adjusting device 24 and the non-rotatably connected elements.
• the switchable clutch device 1 comprises two partial clutches 40.1 and 40.2, a first partial clutch 40.1, which acts as a main clutch and a second partial clutch 40.2, which forms the towing clutch 28.
• the frictional surface-supporting and / or frictional surface-forming elements of the first and second coupling parts 1E, 1A function as the main clutch 40.1.
• Figures 2a to 2d illustrate in schematic highly simplified representation of basic possibilities of arrangement and design of a tow coupling 28 as a partial clutch 40.2 of the switchable coupling device 1.
• Figures 3 to 6 show on the basis of cutouts from a hybrid system, two possible structural designs, in the Figures 2a to 2d illustrated principles.
• the rest of the structure of the combined power transmission and starting unit 30 is exemplary, with the figures showing a particularly advantageous embodiment.
• the figure 2a illustrates a first embodiment of an inventive arrangement of a tow coupling 28 as a partial clutch 40.2 of the switchable coupling device 1.
• the first coupling part 1E which is connected to the first drive machine 13, designed as an inner disk carrier with inner disks
• the second coupling part 1A is formed by the outer disk carrier and outer disk, which is also part of a housing 36 of the switchable coupling device 1.
• the second coupling part 1A is rotatably connected to the input E of the power transmission device 19, not shown, or forms this.
• Towing clutch 28 is formed by a part of the friction-surface-carrying and / or friction-surface-forming elements of the main clutch, in particular of the first and second clutch parts 1E, 1A.
• the adjusting device 24 of the switchable clutch device 1, in particular the first part of clutch 40.1 in the form of the piston member 3 is rotatably connected to the second coupling part 1A of the main clutch or a non-rotatably connected thereto element, but displaceable in the axial direction of this to form a pressure medium acted upon pressure chamber 38 led.
• an actuating device For acting on the piston element 3 for movement in the open-end position, an actuating device is provided which has an actuating force exercises.
• the resulting force FB res which results from the actuation force on the piston element 3 in the direction of the open end position and the force generated on the opposite piston end face in the pressure chamber 38, causes the displacement of the piston element 3 in this functional position.
• an adjusting device 29 is also provided, comprising a piston member 31, which is preferably non-rotatably connected to the piston member 3, also on the second coupling part 1 A or a rotatably connected to this element in the axial direction slidably guided and by the force FB res for closing the towing clutch 28 is acted upon.
• FIGS. 2b to 2d respectively illustrate embodiments of the towing clutch 28 free from the utilization of the friction-surface-carrying and / or friction-surface-forming elements of the partial clutch 40.1 functioning as the main clutch.
• Figure 2b illustrates the possibility of forming the towing clutch 28 between the adjusting device 24, in particular the piston member 3 of the switchable coupling device 1, which is rotatably connected for this purpose and axially displaceable with the second coupling part 1 A or connected to this rotatably connected element, and the first coupling part 1E or a rotatably connected thereto element.
• the adjusting device 24, in particular the piston element 3 of the main clutch simultaneously acts as an actuator 29 of the towing clutch 28 and advantageously at the same time as the output 28A of the towing clutch 28.
• the positive coupling between the operation of the first and the second partial clutch 40.1 and 40.2 is here by said high Functional concentration realized in the piston element 3.
• Figure 2c illustrates a further development according to Figure 2b, in which case the towing clutch 28 between the second coupling part 1 A acting as a main clutch part clutch 40.1 or a non-rotatably connected to this rotatably connected element and the first coupling part 1E or a rotatably connected thereto and in the axial direction slidably formed on this guided element.
• the adjusting device 24, in particular the piston member 3 of the main clutch simultaneously acts as an actuator 29 of the towing clutch 28 and is rotatably in an advantageous manner, but in axial Direction relatively slidably connected to the second coupling part 1A of the main clutch.
• FIG. 2d illustrates an alternative embodiment to FIG. 2b with the formation of the towing clutch 28 between the adjusting device 24 of the main clutch, in particular the piston element 3 and the second clutch part 1 A of the main clutch or a non-rotatably connected thereto element.
• the adjusting device 24 is displaceable in the axial direction and rotatably coupled to the first coupling part 1E or a non-rotatably connected thereto element.
• the actuating device 24, in particular the piston element 3 of the main clutch acts as an actuator 29 of the towing clutch 28 and advantageously simultaneously as the input 28E of the towing clutch 28.
• the positive coupling between the actuation of the first and second partial clutches 40.1 and 40.2 is here by the said high functional concentration realized.
• Figures 3 to 6 illustrate possible constructive embodiments of the possibilities shown in Figures 2a to 2d. Identical or similar components in the figures have the same reference numerals.
• the second drive machine 15 in the form of The rotor 16.1 is rotatably connected in the illustrated case to the input E of the power transmission device 19, while, as already stated, the first drive machine 13 rotatably connected to the power transmission device 19 via the switchable coupling device 1 is or can be separated from it.
• the drive takes place in each case either alone via one of the drive machines 13, 15 or also in parallel over both.
• the electric machine 16 is to operate at least as a motor, preferably as a generator.
• the power transmission device 19 includes, as already stated, a hydrodynamic component 20 and a switchable clutch device 22.
• a first power branch can be realized via the hydrodynamic component 20, while with switchable clutch device 22 closed, the power transmission via a second , Preferably mechanical power branch is realized.
• the switchable coupling device 22 is preferably designed as a frictionally engaged coupling. In this case, a parallel power transmission is also possible both via the switchable coupling device 22 and via the hydrodynamic component 20.
• the switchable coupling device is designed as a synchronously switchable coupling.
• the hydrodynamic component 20 is designed in a particularly advantageous manner as a hydrodynamic speed / torque converter. This serves for the simultaneous conversion of speed and torque in a predefinable relationship to each other.
• the hydrodynamic speed / torque converter comprises at least one in the power flow of one of the prime movers 13, 15 to the gear 18 acting as impeller P and acting as a turbine T secondary wheel and at least one reaction member in the form of a stator, not shown here, which stationary or rotatable can be stored.
• the hydrodynamic component 20 as a hydrodynamic coupling as well. In this case, this comprises at least one acting as impeller P primary wheel and acting as a turbine wheel T secondary wheel.
• the hydrodynamic coupling is free of a stator and serves only the speed conversion with unchanged transmitted torque.
• the impeller P and the first coupling part 22E of the switchable coupling device 22 are rotatably connected to the input E of the power transmission device or form an integral unit.
• the second coupling part 22A and the turbine wheel T are connected at least indirectly, here for example via a device T2 for damping vibrations to the output A of the power transmission device 19 or the transmission input shaft 21.
• the electric machine, the power transmission device 19 and the clutch device 1 may be formed as a combined starting and power transmission device 30, which can be integrated between the first drive machine 13 and the transmission 18 in the power flow.
• the power transmission device 19 is designed as a wet-running device due to its functioning, in particular due to the hydrodynamic component 20.
• the device in the form of switchable coupling 1 is preferably also designed as a wet-running coupling device, that is, the components involved in the power transmission are at least during their operation of an operating fluid, especially surrounded oil. This can remain at least partially in these components even when not activated.
• the structural design of the power transmission device 19 is usually such that it does not have a separate housing, but the Pumpenradschale PS, which is formed on the impeller P, rotatably connected to a bell housing 34 which extends in the axial direction to form a gap 35 for Recording of the switchable coupling device 22 extends, depending on the embodiment, the bell housing 34 may be designed such that it forms the housing 36 of this with the embodiment of the switchable coupling device 1 as a wet clutch. In this case, an intermediate wall for dividing the individual pressure chambers between power transmission device 19 and switchable clutch device 1 is provided only within the bell housing 34, which is also referred to as pressure chamber separation 6. Otherwise, it is conceivable, the bell housing 34 separately form only for the power transmission device 19, which, however, rotatably connected to the, the second coupling part 1A forming or supporting housing 36 for the switchable coupling device 1 is connected.
• the inventive solution is in a particularly advantageous manner in an embodiment of a drive train 11 in the form of a hybrid system 12 with a power transmission device
• the 19 can be used in two-channel design. This means that it has at least two ports A1 and A2 and the resource management in the individual modes of operation is such that the actuation of the switchable Kupplu ⁇ gs worn 22 via the pressure conditions at the two terminals A1, A2 is controllable.
• the first port A1 is connected to a working space formed by the hydrodynamic component 20, while the second port A2 is connected to a between the outer circumference of the hydrodynamic component
• the hydrodynamic component 20 is flowed through either centripetal or centrifugal.
• the resource management takes place quasi via the second port A2 between the individual coupling parts 22A and 22E of the switchable coupling device 22 generating a corresponding opening pressure for the coupling device 22 to the outer periphery of the hydrodynamic component 20 while filling this and generating a flow circuit in the working space.
• the hydrodynamic flows through centrifugal component, wherein the pressure on the adjusting device of the switchable coupling device 12 is increased and the switchable coupling device 22 is closed.
• Both modes of operation can be run both with the first drive machine 13 and the second drive machine 15.
• the power transmission device 19 may also be designed in three-channel construction. In this case, the adjusting device of the switchable coupling device 22 can be actuated via a, associated with this, can be acted upon with any pressure pressure chamber.
• At least part of the friction-surface-carrying and / or frictional-surface-forming elements, in particular lamellae of the individual coupling parts 1E and 1A are used to transmit a predefined minimum moment.
• these mechanically in the direction of the open-end position of the actuator 24 acting as the main clutch part coupling 40.1, in particular the piston member 3 is pressed and thus counter to the actuation direction when closing the main clutch of the clutch device 1.
• the actuator 29 of the second sub-clutch 40.2 in the form of the towing clutch 28 includes a piston element 31 and a device 39 for applying the actuating force on the piston element 31.
• the force for actuation is applied in the simplest case by means of a device in the form of a spring unit 2.
• a device in the form of a spring unit 2 In this case, the housing 36 of the .schaltbaren coupling device 1, the piston member 3 and the spring unit 2 in the power flow converter side, that is coupled to the input E of the power transmission device 19 executed.
• the spring unit 2 for opening the piston element 3 does not press directly against the piston element 3 of the main clutch, but on an intermediate piece 7, which acts as a piston member 31 for the second part clutch 40.2.
• the input 28E of the towing clutch 28 is formed by a friction-surface-carrying and / or frictional-surface-forming element, in particular a lamella of the first coupling part 1E of the main clutch, which is extended in a radial direction in the direction of the rotation axis R.
• the output 28A of the towing clutch 28 is then formed by at least one Reibvidtragenden and / or frictional surface forming element of the second coupling part 1 A of the main clutch, here at least from the edge plate 8 of the switchable coupling device 1 and a non-rotatably connected to this element, in particular the housing 36th Die Edge plate 8 is supported here on a non-rotatably connected to the housing 36 wall, in particular pressure chamber 6 between a, the piston member 3 to close with pressure medium via at least one port A3 acted upon pressure chamber 38 and the pressure chambers of the power transmission device 19 from.
• the axial force of the spring unit 2 which preferably in the form.
• a diaphragm spring is formed, in the illustrated case, a drag torque is generated at least at two operatively engageable frictional surface and / or frictional surface forming elements of the operatively engageable coupling parts 1E and 1A of the switchable coupling device 1, which a through drive to the input E of the power transmission device 19 and thus to the coupled with this impeller P of the hydrodynamic component 20 and the directly coupled to the impeller P conveyor, in particular transmission oil pump 26 allows.
• the intermediate piece 7 forming the piston element 31 is displaceably guided in the axial direction on the piston element 3 of the adjusting device 24.
• a stop 10 between the intermediate piece 7 and the piston element 3 ensures that the piston element 3 can be moved by the spring unit 2 and the lamella 4 formed by the intermediate piece 7 to form a friction pair between the intermediate piece and a Reib schizophreniaden element of the first coupling part 1 E. is pressed against the piston member 3.
• anti-rotation ensure that the piston member 3, the intermediate piece 7 and the spring unit 2 with the rotational speed of the input E of the power transmission device 19 and thus of the hydrodynamic speed / torque converter, in particular of the impeller P, rotate.
• a spring unit 2 is provided as a device 39, which is arranged and designed, however, that it pulls the piston member 3 in the open-end position in which facing away from the reib perennial solicitden and Reib perennial horrend elements of the switchable coupling device 1 piston face with attached thereto or trained friction surface 4 against a rotating at speed of the first drive machine 13, in particular engine speed.
• Component 5 is spent.
• the towing clutch 28 is formed between the piston element 3 and the element rotatably connected to the first coupling part 1E, in particular a hub and generates the friction torque required for the emergency operation.
• the component 5 forms the Input 28E and the adjusting device 24, in particular the piston member 3 the output 28A and at the same time the adjusting device 29 for the towing clutch 28.
• the power is transmitted from the input of the switchable clutch device 1 by utilizing the adjusting device 24 to the input E of the power transmission device 19th
• Figure 5 illustrates a further development of an embodiment according to FIG.
• the piston member 3 can be rotatably connected in this case with the second coupling part 1 A and slidably guided in the axial direction of this, the guide in the region of the inner circumference free of a rotationally fixed connection in the axial direction slidably coupled to a coupled to the first coupling part 1 E. Element takes place.
• the piston element 3 forms the adjusting device 24 and 29.
• the input 28E of the towing clutch 28 is formed by the non-rotatably connected to the coupling part 1 E element, in particular the component 5 in the form of a hub and the non-rotatably connected thereto friction surface forming blade.
• the output 28A is formed by the housing 36, in particular of the pressure chamber separation 6 forming wall.
• FIG. 5 illustrates an embodiment in which the piston element 3 is non-rotatably connected to the output of the switchable coupling device 1, in particular guided on the outer plate carrier
• FIG. 6 illustrates a further development in which the frictional engagement between an input E of FIG Power transmission device 19 forming wall, in particular pressure chamber separation 6 and the first coupling part 1E of the switchable coupling device 1 is formed, in which case the adjusting device 24 is used in the form of the piston element 3 substantially to achieve the frictional engagement as actuator 29 and input 28E of the towing clutch.
• the clutch Direction 1 formed with odd number of friction lining the piston member 3 is rotatably connected to the drive machine side components, in particular rotatably coupled to the internal combustion engine 14 member 5, as well as the associated friction plates, which are preferably formed directly on the piston member 3.
• the device 39 forming spring unit 2 pushes the piston member 3 in the open-end position, in which an attached to the side facing away from the individual lamella piston back friction lining 4 against a running component with converter speed, in particular the housing or pressure chamber separation 6 rubs.
• the friction torque required for the emergency is generated. If the piston chamber 38 and thus the piston element 3 is acted upon with a low pressure, the friction pairing is canceled, so that a frictionless operation is possible. At higher pressure, the engine-side clutch 1 is closed.
• the solution according to the invention is characterized in that the switchable coupling device 1 is not closed to realize a low transmittable required for emergency operation, but is in the "open" position, wherein in this position, however, a further sub-clutch 40.2 is activated ,
• the switchable coupling device 1 is not closed to realize a low transmittable required for emergency operation, but is in the "open" position, wherein in this position, however, a further sub-clutch 40.2 is activated ,
• the switchable coupling device 1 is not closed to realize a low transmittable required for emergency operation, but is in the "open" position, wherein in this position, however, a further sub-clutch 40.2 is activated ,
• the switchable coupling device 1 is not closed to realize a low transmittable required for emergency operation, but is in the "open" position, wherein in this position, however, a further sub-clutch 40.2 is activated ,
• the switchable coupling device 1 is not closed to realize a low transmittable required for
• a particularly advantageous embodiment for providing a cooling oil flow is provided.
• a fluidic connection 37 is provided, the flow area depending on the size of the contact pressure of the adjusting device 24 is controllable.
• a connection between the pressure chamber 38 and the inner space 33 is provided via the adjusting device 24, in particular the piston element 3, which opens in the region of the piston surface 32 which acts on the coupling parts to be connected and thus automatically a reduction the flow area with increasing actuation force in the direction of closing the Hauptkupp- ment and thus the closing end position of the adjusting device 24 takes place by overlapping.
• the piston element 3 which opens in the region of the piston surface 32 which acts on the coupling parts to be connected and thus automatically a reduction the flow area with increasing actuation force in the direction of closing the Hauptkupp- ment and thus the closing end position of the adjusting device 24 takes place by overlapping.

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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)
• Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
• Arrangement Of Transmissions (AREA)
• Hybrid Electric Vehicles (AREA)

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• 2009
  • 2009-05-22 JP JP2011513860A patent/JP5595386B2/ja not_active Expired - Fee Related
  • 2009-05-22 DE DE112009001463.1T patent/DE112009001463B4/de not_active Expired - Fee Related
  • 2009-05-22 DE DE102009022272A patent/DE102009022272A1/de not_active Withdrawn
  • 2009-05-22 CN CN200980123781.0A patent/CN102066797B/zh not_active Expired - Fee Related
  • 2009-05-22 WO PCT/DE2009/000732 patent/WO2009152793A1/de not_active Ceased
  • 2009-05-22 US US12/999,410 patent/US8545366B2/en not_active Expired - Fee Related

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