Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/08—Structural association with bearings
  • H02K7/083—Structural association with bearings radially supporting the rotary shaft at both ends of the rotor
• • 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
  • B60K6/485—Motor-assist type
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
  • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles

Definitions

• the invention relates to a device for a vehicle drive train for generating and transmitting a driving torque to components of the drive train according to the features of the preamble of patent claim 1.
• Such devices are used to transmit in a vehicle drive train a drive torque or a drive power of an electric drive motor and possibly a second drive motor to components of the vehicle drive train, such as a main transmission or a transfer case.
• the second drive motor in the sense of a parallel hybrid powertrain mechanically coupled to the device and drive the components of the drive train together with the electric drive motor, or the second drive motor may be connected in terms of a serial hybrid powertrain with a generator which is electrically connected to the electric drive motor communicating, which alone drives the components of the powertrain.
• the electric drive motor In both powertrain variants, it is usually provided to connect the electric drive motor to a rechargeable energy storage and, if necessary, either to operate as a generator to fill the energy storage, or to operate a motor to drive the emptying of the energy storage components of the drive train.
• DE 100 33 424 A1 and the description thereof disclose a device for a vehicle drive train for generating and transmitting a drive torque to components of the drive train with a shaft, here a transmission input shaft whose drive side can be brought into operative connection via a coupling with a drive motor and its output side with other components of the drive train, here a transmission, is in active connection.
• the apparatus further comprises a first and a second bearing, which rotatably support the shaft in a housing and an electric drive motor arranged between the first and the second bearing, consisting of a stationary stator and a rotatably coupled to the shaft rotor.
• the rotationally fixed coupling of the rotor with the shaft is generated via a gear profile of the shaft, on which the rotor rests with a plurality of bearing surfaces.
• the tilting of the rotor relative to the stator due to the bending angle in the region of the bearing surface of the rotor has a negative impact on the performance of the electric drive motor, since the electric fields generated during operation of the electric drive motor no longer constant at a favorable angle provided in the rotor and enter the stator.
• a collision of the rotor with the stator can occur, as a result of which the electric drive motor can be destroyed.
• the object of the invention is therefore to provide a device of the type mentioned, the electric drive motor has a constant performance during operation. Furthermore, the possibility of a collision of the rotor with the stator should be reduced. This object is achieved by a device having the features of patent claim 1.
• a device for a vehicle drive train for generating and transmitting a driving torque to components of the drive train comprises a single- or multi-part shaft, which is in operative connection with an output side with the components of the drive train, at least a first and a second bearing, which rotatably support the shaft and an electric drive motor capable of generating at least a portion of the transmitted drive torque and composed of at least one stationary stator and a rotor rotatably connected to the shaft, the rotor abutting the shaft with at least one support surface.
• the device comprises means arranged on the shaft, by means of which the drive torque can be transmitted to the components of the drive train by introducing at least one transverse force into the shaft, wherein the rotor is positioned on the shaft in such a way that the support surface is in the region of a maximum the transverse force is in the wave-induced bend.
• the basic idea of the invention is that the bending angle of the groove in the region of a maximum of the bend is very small and approaches zero in the immediate vicinity of the maximum.
• the position of the rotor relative to the stator changes during a positioning of the rotor in the sense of the invention, the tilting of the rotor is significantly reduced by the low bending angle there, ideally no tilting of the rotor takes place.
• the electric fields generated during operation of the electric drive motor can thus enter the stator and the rotor almost constantly at the appropriate favorable angle, whereby no or only a negligibly small change in the performance of the drive motor occurs.
• a collision of the rotor with the stator due to the tilting is excluded.
• the change in the position of the rotor relative to the stator is compensated by the air gap between the rotor and the stator.
• the rotor is positioned on the shaft such that a maximum of the bending halfway along an extension of the support surface is in the longitudinal direction of the shaft. This means that the center of the support surface located in the longitudinal direction of the shaft is at the maximum of the bend. Since the bending of the shaft is at least approximately symmetrical in the region of a maximum, a tilting of the rotor in a first half of the support surface can be at least largely compensated for by a tilting of the rotor in a second half of the support surface, whereby the entire rotor no or only one undergoes negligible slight tilting.
• the means for transmitting the drive torque in the region of one end of the shaft are arranged and comprise at least one connected to the shaft or releasably connectable gear, wherein the first bearing is disposed in the region of another end of the shaft and the second bearing is arranged between the means and the first storage.
• the gear is preferably engaged with another gear of a vehicle main gear to which a driving torque applied to the shaft is transmitted to the shaft by applying a lateral force.
• the main transmission is preferably a transmission with at least one countershaft, for example, a dual-clutch transmission or an automated transmission.
• the shaft is therefore preferably a transmission input shaft, which is rotatably supported via the first bearing against an engine output shaft, for example a crankshaft, a second drive motor and which is rotatably supported via the second bearing against a housing, for example a housing of the main transmission, in which case Motor output shaft via a coupling, while For example, a frictional start-up clutch, with the shaft is releasably connectable.
• the shaft preferably a transmission input shaft, via the first bearing on an intermediate housing, preferably a clutch bell, rotatably supported and rotatably supported via the second bearing against a transmission housing, wherein a third bearing is provided, the shaft against an engine output shaft, preferably a crankshaft, a second drive motor rotatably supported.
• the motor output shaft is in this case via a clutch, preferably a frictional start-up clutch, detachably connectable to the shaft.
• both the change in the position of the rotor relative to the stator, as well as the tilt of the rotor can be reduced.
• both the angle and the position of the rotor relative to the stator during the torque transmission change only insignificantly, the dimensions of the rotor and the stator can be well matched, whereby the performance of the electric drive motor can be increased.
• the emergency running properties of the device improve because in the event of failure of one of the bearings, the remaining intact bearings can at least temporarily replace the failed storage.
• the stator is fixedly coupled to a stator housing, which is arranged between an intermediate housing, preferably a clutch bell, and a transmission housing, whereby the assembly of the device and in particular the installation of the stator can be facilitated.
• a stator housing which is arranged between an intermediate housing, preferably a clutch bell, and a transmission housing, whereby the assembly of the device and in particular the installation of the stator can be facilitated.
• bearings all known types of storage can be used. In particular rolling or sliding bearings are well suited due to their high availability and low cost.
• the bearings can be self-lubricated or externally lubricated.
• connection of the rotor to the shaft can take place via known shaft-hub connections, for example via wedge or involute gears or via a cylindrical or tapered fit connection.
• the shaft can be made in several parts, including a plurality of shaft segments, for example via complementary running polygonal profiles or flange connections, rotatably connected to each other.
• the figure shows a schematic representation of a cut half of the device in an installed state.
• the figure shows the course of the bending of the shaft along its longitudinal axis, wherein the location of the maximum bending is indicated by an arrow.
• the connected to the electric drive motor 1 one-piece shaft 2 forms in the illustrated embodiment of the invention, a transmission input shaft of a main vehicle transmission and is the drive side with an internal combustion engine, not shown as a second drive motor in a releasable operative connection and abthebs lake with a countershaft 3 a Main vehicle transmission in operative connection.
• the shaft 2 is rotatably supported via the first bearing 4 in a non-darg Batteryen engine output shaft and rotatably supported via the second bearing 5 in a transmission housing 6.
• the rotor 7 of the electric drive motor 1 is rotatably coupled via the support surface 8 with the shaft 2 and fixed on this and the stator 9 of the electric drive motor 1 is fixedly coupled to the stator housing 10 and fixed in this.
• the stator housing 10 connects a clutch bell 1 1 in the sense of an intermediate housing which encloses a clutch, not shown, for producing the operative connection of the shaft 2 with the internal combustion engine, with the transmission housing 6, in which the drive torque transmitted by the device to the countershaft 3 is translated ,
• the abthebs worne end of the shaft 2 is formed as a gear 12 which rotatably mounted on the countershaft 3 gear 13 is engaged.
• a transverse force acting perpendicular to the longitudinal direction of the shaft 2 is hereby introduced into the shaft 2, which causes a bending of the shaft 2 whose course is represented by the bending line 14 in the longitudinal direction of the shaft 2.
• the bending line 14 can in this case be determined in a known manner from the force introduction point or region of the transverse force, from the locations and the types of the bearings 4, 5, as well as from the geometry of the shaft 2.
• the transmission of the drive torque to the countershaft 3, or to the components of the drive train can also be done for example via a chain or belt transmission.
• the main transmission may include a plurality of countershafts to which the drive torque is transmitted, and the shaft 2 may have a plurality of gears that transmit the drive torque to one or more countershafts of the main transmission.
• the gears are preferably between the first and the second bearing 4, 5 arranged on the shaft 2 and the shaft is supported exclusively against the gear housing 6.
• the gearwheel 12 or the gearwheels arranged on the shaft 2 can in this case also be releasably connectable to the shaft 2 by a coupling, for example to enable switching between the gear ratios of the main gearbox.
• the rotor 7 of the electric drive motor 1 is arranged on the shaft 2 in such a way that the support surface 8 of the rotor 7 is in the region of the maximum 15 of the bend, that is in the region of the maximum of the bending line 14 marked by the arrow.
• the center of the support surface 8 situated in the longitudinal direction of the shaft 2 is arranged exactly at the maximum 15.
• the air gap 16 between the rotor 7 and the stator 9 is dimensioned such that there can be no collision of the two components 7, 9 in a bending of the shaft 2 and thereby taking place displacement of the rotor 7 relative to the stator 9.
• the electric drive motor 1 is a permanent-magnet synchronous machine of internal rotor construction, the rotor 9 of which consists of a rotor carrier 17 and at least one laminated core 18 fastened on the rotor carrier 17.
• the rotor carrier 17 may also consist of two or more components, which are preferably coupled together via torsion or torsion springs.
• the electric drive motor 1 can, of course, also be of any other type, for example it can be an external rotor motor or a disk motor, and it can operate on the basis of another principle, for example based on the asynchronous principle or the reluctance principle.
• the electric drive motor 1 preferably serves both as a drive, by converting electrical energy into a drive torque of the shaft 2 and mechanical drive energy of the shaft 2, as well as a generator by picking up mechanical energy from that of the shaft 2 and converting it into electrical energy.
• the electrical energy required for the drive is preferably taken from an energy store, for example an accumulator, but can also be provided in the sense of a serial hybrid drive by a generator coupled to the second drive motor which controls the mechanical drive energy of the second drive motor for the electric drive motor 1 usable electrical drive energy converts.
• the device is located between a starting clutch, via which the operative connection to the second drive motor can be produced and a main transmission of a vehicle, wherein the device forms a parallel hybrid drive upon actuation of the starting clutch in the closing direction with the second drive motor.
• the device transmits both the drive torque generated by the second drive motor, as well as the drive torque generated by the electric drive motor to the components of the drive train.
• the device can also be arranged between two clutches and be connected upstream of a main gear, wherein the first clutch can then releasably connect the shaft 2 with the second drive motor and the second clutch can connect the shaft 2 to the main gear detachably.
• the device may also be connected downstream of the main transmission, the shaft 2 being connected, for example, to the output side of an output shaft of the main transmission and connected on the intake side to a transfer case or a differential gear of the vehicle. It can therefore also be used in the sense of a wheel hub motor, including the shaft 2 is preferably connected on the drive side with a differential gear of the vehicle and abthebs furnish with a hub.
• the rotor 7 is preferably arranged at the maximum, which has the lowest amplitude, that is, which smallest change in the position of the rotor 7 relative to the stator 9 causes.
• the air gap 16 between the rotor 7 and the stator 9 can be made very small, which increases the magnetic flux density between these two components 7, 9 during operation of the electric drive motor 1 and thus increases the drive torque that can be generated by it.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Hybrid Electric Vehicles (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

Family

ID=40852217

Family Applications (1)

Country Status (7)

Cited By (1)

Families Citing this family (3)

Citations (4)

Family Cites Families (10)

• 2008
  • 2008-06-16 DE DE102008002441A patent/DE102008002441A1/de not_active Withdrawn
• 2009
  • 2009-05-27 JP JP2011513974A patent/JP2011525160A/ja active Pending
  • 2009-05-27 US US12/996,128 patent/US8413750B2/en not_active Expired - Fee Related
  • 2009-05-27 WO PCT/EP2009/056456 patent/WO2009153150A1/de not_active Ceased
  • 2009-05-27 CN CN2009801223555A patent/CN102066147A/zh active Pending
  • 2009-05-27 AT AT09765730T patent/ATE538965T1/de active
  • 2009-05-27 EP EP09765730A patent/EP2285614B1/de not_active Not-in-force

Patent Citations (4)

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