WO2010017786A1 - Antriebsstrang für ein hybridsystem und verfahren zum betreiben eines derartigen antriebsstranges - Google Patents
Antriebsstrang für ein hybridsystem und verfahren zum betreiben eines derartigen antriebsstranges Download PDFInfo
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- WO2010017786A1 WO2010017786A1 PCT/DE2009/000730 DE2009000730W WO2010017786A1 WO 2010017786 A1 WO2010017786 A1 WO 2010017786A1 DE 2009000730 W DE2009000730 W DE 2009000730W WO 2010017786 A1 WO2010017786 A1 WO 2010017786A1
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- Prior art keywords
- transmission unit
- power transmission
- drive train
- drive
- switchable
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18018—Start-stop drive, e.g. in a traffic jam
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- 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
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0028—Supply of control fluid; Pumps therefore using a single pump driven by different power sources
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
- B60L2240/486—Operating parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/50—Drive Train control parameters related to clutches
- B60L2240/507—Operating parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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- 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
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
- F16H2063/303—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes the friction member is actuated and released by applying pressure to different fluid chambers
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
- F16H2063/3036—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes the clutch is actuated by springs and released by a fluid pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- 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
- Y02T10/64—Electric machine technologies in electromobility
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- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the invention relates to a drive train for a hybrid system, comprising a first drive machine and a second drive machine, which can be connected to a transmission separately or jointly via a transmission unit having a converter, in particular in the form of a hydrodynamic component, between the first drive machine and the power transmission unit arranged switchable coupling device for selectively interrupting / implementing the power flow between the first drive machine and the power transmission unit with a pressure medium actuated adjusting device.
- the invention further relates to a method for operating such a drive train.
- 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 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 into a other form of energy for the purpose of intermediate storage and / or act as driving 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 unit, which is embodied in the form of a switchable clutch device, which is also referred to as a motor clutch or disconnect clutch.
- the second drive machine is designed as an electric machine, the rotor is rotatably connected to the power transmission unit.
- the power transmission unit comprises a hydrodynamic component and a device for at least partially bypassing the power 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 control means supply system comprising at least one hydraulic circuit system in which the required operating means with the corresponding pressure via a conveyor in the form of a so-called transmission oil pump is promoted.
- the transmission oil pump is preferably connected in a rotationally fixed manner directly to the input of the power transmission unit. This coupling allows a drive in the different modes of the drive train.
- the emergency operation is characterized by the drive via the first drive machine, which is started via its own starter.
- 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 transmission oil pump When starting again, for example when pressing a Accelerators would then first the hydraulic supply and thus the transmission oil pump must be driven, which in turn must provide sufficient pressure and volume, so that the required actuating devices to be actuated acted 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 significant disadvantage is the construction effort required to adapt the clutch, however, in the "electric drive” condition, the clutch on the engine side must be fully open is to prevent tow losses. However, in these operating areas and also in the state, however, in most cases the required minimum pressure for opening the coupling is not available.
- 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 to avoid the disadvantages mentioned above, free of an additional pump in addition to the already existing and required gear oil pump.
- the system should also allow the corresponding emergency running properties, especially if the engine is started by its own starter. - A -
- a drive train according to the invention for a hybrid system comprising a first drive machine and a second drive machine, which are separately or together via a, at least one converter, in particular in the form of a hydrodynamic component having force transmission unit connected to a transmission and one between the first drive machine and the power transmission unit arranged switchable coupling device for selectively interrupting / implementing the power flow between the first drive machine and the power transmission unit with a pressure medium actuated adjusting device, comprising at least one piston element, characterized in that means for transmitting a predefined minimum torque at least before the establishment of the required actuating pressure of the actuating device of the switchable coupling device are provided between the first drive machine and the power transmission unit.
- the input of the power transmission unit is usually connected to the second drive machine and a conveyor for operating and control media of a Lacffensmakerss- and leadership system.
- the means for transmitting a predefined minimum torque are designed and dimensioned in such a way that they are suitable for driving at least the conveyor and optionally the second drive machine.
- the funds are designed to a transmittable minimum torque in the range of 3 to 80 Nm, preferably 3 to 30 Nm, most preferably 3 to 20 Nm.
- these comprise a device for generating a predefined minimum preload on at least part of the elements which can be brought into operative connection with one another, in particular when designed as a frictionally engaged coupling on the friction-surface-carrying and / or frictional surface-forming elements.
- the device for generating a predefined minimum preload is arranged and designed according to a first embodiment such that the force exerted by the preload on the engageable together elements of the individual coupling parts of the switchable coupling device force in the same direction as the actuating force on the actuator for closing the switchable Due to the series connection of the action of the device for generating a preload and the switchable coupling device, the adjusting device of the switchable coupling device can be actuated to close with a relatively small actuating force.
- the device for generating a predefined minimum preload comprises for this purpose at least one biasing element, in particular a spring device - depending on the arrangement and assignment to the actuator at least one 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 is preferably arranged between the adjusting device 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 unit, the input of the power transmission device or an element rotatably connected thereto, in particular a housing.
- the means for generating a predefined spatialvorlast is arranged and designed such that the force exerted by the preload force is opposite to the direction of the actuating force on the adjusting device for closing the switchable coupling device aligned.
- the actuator is in transmitting the minimum torque in the deactivated position and must also overcome the minimum preload to close the switchable coupling device.
- the power transmission unit can be designed in various ways. This preferably comprises a converter in the form of a hydrodynamic component and a further switchable coupling device for bypassing the flow of force through the hydrodynamic component, wherein this is assigned a Radioffenerss- and leadership system.
- the Radioffeners- and leadership 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 unit between at least two terminals, which are selectively connectable at least each with the flow or the inlet, wherein a first connection to the working space of the hydrodynamic component and a second connection to the interior, in particular a gap between adjusting device of the further switchable coupling device and the housing is connected.
- connection to the pressure chamber acted upon by pressure medium of the actuating device of the switchable clutch for selectively interrupting / implementing the power flow between the first drive machine and the power transmission unit with the inlet of the Medffenerss- and guide system to the power transmission unit connectable. This ensures that with increasing pressure in the system this is also applied to the switchable coupling device and this is closed quickly.
- valve devices The constructive implementation takes place in the simplest case via valve devices.
- a valve device with at least two switching positions for at least selective coupling of pressure medium acted upon pressure chamber of the actuating device of the switchable clutch device for selectively interrupting / implementing the power flow between the first drive machine and the power transmission unit with the supply of Lacffenerss- and leadership system of the power transmission unit or a discharge line or a container provided.
- At least one further valve device is provided with at least two switching positions for at least selective coupling of the individual terminals of the power transmission unit with the return or the inlet to ensure different flow directions of the power transmission unit and a cooling circuit.
- At least one pressure limiting device in particular a pressure limiting valve, is provided in the return line of the operating medium supply and guiding system.
- the clutch environment of the switchable clutch device for selectively interrupting / implementing the power flow between the first drive machine and the power transmission unit with the return of the power transmission unit associated Gasffenerss- and guide system may be connected or have a separate return, in which then also a pressure limiting device is provided.
- the arranged in the return of the Radioffeners- and leadership system or the return from the clutch formed by the interior of the switchable clutch device arranged pressure relief devices, in particular pressure relief valves are designed such that the minimum pressure in the interior in the unloaded state of the adjusting device of the switchable coupling device associated pressure chamber applied
- the minimum load of the device for generating a predefined minimum load is compensated in order to generate no additional drag torque via the shiftable clutch device, in particular in the operating mode "electric driving.”
- the power transmission unit and the switchable clutch device are fluidically with each other, in particular connected via a diaphragm.
- the arrangement of the pressure limiting devices can be carried out in dependence on the leadership of the return line and the arrangement of this coupled container at any point in the drive train, for example in a hub, within the power transmission unit or a transmission input shaft.
- the solution according to the invention is particularly suitable for use in hybrid systems whose first drive machine is formed by an internal combustion engine and whose second drive machine is formed by an electric motor which can be operated both mechanically and generically.
- Other drive concepts for realizing the first and / or second drive machine are also conceivable.
- FIG. 1a illustrates in a schematic simplified representation of a drive train of a hybrid system with inventive design of the switchable hitch be device
- FIG. 1b shows a constructive embodiment in a section of an axial section of a drive train of a hybrid system
- FIGS. 2a to 2d illustrate in a schematic simplified representation of the connection of a Radio Frequency Division Multiple Access (RFMA) system to the power transmission unit and the switchable coupling device and the fluid guide within this in different modes of operation in a first embodiment
- Figures 3a to 3d illustrate in a schematic simplified representation of the connection of a Radioffenerss- and leadership system to the power transmission unit and the switchable coupling device and the fluid guide within this in different modes of operation in a second embodiment.
- FIG. 1a shows, in a schematically simplified representation, the basic structure of a drive train 1 designed according to the invention for a hybrid system 2 for use in vehicles
- FIG. 1b shows a structural design in a section of an axial section.
- the drive train 1 comprises at least one first drive machine 3, which is preferably designed in the form of an internal combustion engine 4, in particular a diesel engine, and a further second drive machine 5, which is designed as an electric machine 6 that can be operated at least as a motor and / or generator.
- the hydrodynamic component 10 is designed in a particularly advantageous manner as a hydrodynamic speed / torque converter 11. This serves for the simultaneous conversion of speed and torque in a predefinable relationship to each other.
- the hydrodynamic speed / torque converter 11 comprises at least one primary wheel P acting as a pump wheel in the power flow from one of the drive machines 3, 5 to the transmission 8, and a secondary wheel functioning as a turbine wheel T, and also at least one reaction member in the form of a stator L, which may be stationary or rotatably mounted.
- the hydrodynamic component 10 as a hydrodynamic coupling as well. In this case, this comprises at least one acting as a pump impeller primary wheel P 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 power transmission unit 9 further comprises a switchable coupling device 12 for bypassing the hydrodynamic component 10 in the power flow to allow use of the power transmission via the hydrodynamic speed / torque converter 11 only in the areas of high efficiency and in the uneconomic areas to bridge this.
- switchable coupling devices 12 are formed in the form of frictional clutches, preferably in the form of multi-plate clutches.
- the hydrodynamic component 10 and the switchable clutch device 12 each form a power branch and are arranged between the input E and the output AW of the power transmission unit 9.
- the power flow can be done either alone via a power branch or at the same time in power split over both power branches.
- the output AW of the power transmission unit 9 is preceded by a device for damping vibrations T2.
- the power flow can either be guided in each case by one of the drive machines 3 or 5 via the power transmission unit 9 to the transmission 8 or via both together by the two drive machines 3 and 5 are operated in parallel.
- a device for selective interruption / realization the power flow between the engine 3 and power transmission unit 9 is provided, which is preferably designed in the form of a switchable coupling device 13, in a particularly advantageous manner in the form of a frictional coupling device.
- the coupling device 13 is also referred to as engine clutch.
- This comprises at least a first, at least indirectly, ie directly or via further transmission elements, here a device for damping vibrations T1 connected to the first drive machine coupling part 13E and a second coupling part 13A, which is connected to the input E of the power transmission unit 9 or forms wherein the individual coupling parts 13E, 13A are at least indirectly engageable with each other in operative connection.
- At least indirectly in this context means that the coupling is direct or can be done via other transmission elements.
- the individual coupling parts 13E and 13A comprise at least one friction-surface-carrying and / or frictional-surface-forming element in the case of a design as a frictionally engaged clutch in lamellar construction.
- the friction surfaces are formed directly on the individual disks or else on an additional covering or coating provided thereon.
- the operative connection is generated via an adjusting device 14, which preferably comprises at least one piston element 18.
- the adjusting device 14 serves to actuate the coupling device 13 and is characterized by at least two basic functional positions "open” and "closed".
- the transmission 8 generally comprises adjusting devices, in particular in the form of switching elements for activating / deactivating gear stages. These and the hydrodynamic component 10 are supplied with the corresponding operating and control media, in particular oil via a Radioffenerss- and / or guide system 19, which is not shown here in detail.
- a transmission oil pump 16 is provided, which is coupled to the input E of the power transmission unit 9.
- the shiftable clutch device 13 In the basic operating position "open" of the shiftable clutch device 13, in which the drive train is separated from the first drive machine 3, the shiftable clutch device 13 is not actuated, so that the hydraulic system can be idled when the vehicle is held and the drive machine 3 decoupled In this state, the operating medium supply and guide system 19 must remain filled with low pressure In order to immediately provide the required pressure for the hydrodynamic component 10 and the adjusting devices of the shifting elements of the transmission 8 and the shiftable clutch device 13 when closing it, the transmission oil pump must This is inventively by means 17 for transmitting a minimum torque between the engine 3 and input E of the power transmission unit 9 at least before the establishment of the required operating pressure of the actuator 14 d he switchable coupling device 13 realized.
- This may be a separate device, in particular a towing clutch, which transmits only a predefined minimum torque that is suitable, the transmission oil pump 16, the input of the power transmission unit 9 and the coupled therewith rotor 6.1 of the electric machine 6 and the impeller P. drive.
- the already existing switchable coupling device 13 is used for this purpose, wherein the minimum torque is transmitted via at least part of the friction-surface-carrying and / or frictional-surface-forming elements of the individual coupling parts 13E and 13A.
- the means 17 comprise for this purpose a device 20 for generating tion of a predefined disturbingvorlast F min on at least a portion of the engageable with each other in operative connection elements of the switchable coupling device 13 for transmitting a predefined minimum torque.
- the application of the individual friction surface-supporting and / or frictional surface-forming elements of the individual coupling parts 13E and 13A takes place via the adjusting device 14, which is acted upon by a minimum actuation force required to generate the minimum preload.
- the device 20 comprises in the simplest case biasing elements 21, in particular in the form of spring units 22, most preferably in the form of a single plate spring, which integrates with bias between the piston member 18 and a connecting element, a biasing force on the piston member 18 and thus the two coupling parts 13E and FIG. 13A shows, as shown in FIG.
- the biasing member 21 is effective in the radial direction in the region of the radially inner extension of the piston member 18 and is based on a at least indirectly connected to the second coupling part 13A or the input E of the power transmission unit 9 element, here a clutch hub 25, the rotationally fixed is connected to the input E in the form of a bell housing 26.
- the bell housing 26 is rotatably connected to the impeller shell of the pump impeller P and surrounds the switchable coupling device 12 in the radial and axial directions to form an interior 27 within the power transmission unit 9, which is bounded by the outer periphery of the hydrodynamic component 10 and the inner circumference of the bell housing 26.
- the bell housing 26 is rotatably connected to the housing 24 of the switchable coupling device 13. It is also conceivable to form the housing bell 26 in one piece for enclosing both the power transmission unit 9 and the switchable clutch device 13. In this case, however, an axially extending pressure chamber limiting wall between switchable coupling device 13 and power transmission unit 9 is to be provided in the axial direction.
- the housing 24 of the switchable coupling device 13 defines an interior space 28 defining the clutch environment.
- the adjusting device 14 of the switchable coupling device 13 comprises the piston element 18, which can be actuated via a pressurizable medium 23 pressure chamber.
- Pressure chamber 23 is formed directly from the piston member 18, in particular its facing away from the switchable coupling device 13 end face and the second coupling part 13A or a rotatably connected thereto element, in particular the input E of the power transmission unit 9, wherein the housing 24 of the switchable coupling device 13 with this rotatably connected.
- the piston member 18 is pressure-tightly guided on the second coupling part 13E or the input E of the power transmission unit 9 or a member rotatably connected thereto.
- the drive shaft of the first drive machine 3 in particular the motor drive shaft and the transmission input shaft 15 and arranged therebetween combined power transmission and drive unit 30 of switchable coupling device 13 and power transmission unit 9.
- the second drive machine 5 in the form of as a motor and / or generator operable electric machine 6. This is rotatably connected in the illustrated case with the input E of the power transmission unit 9, while, as already stated, the first drive machine 3 with the power transmission unit 9 via a switchable coupling device 13 is rotatably connected or from this can be separated.
- the drive takes place in each case either alone via one of the drive machines 3, 5 or also in parallel over both.
- the electric machine 6 is to operate at least as a motor, preferably as a generator.
- the motor function as a starter generator or the function of a power supply in addition to the first drive machine 3 is given
- the electric machine is preferably operated as a generator and a Infeed of the converted into electrical energy mechanical energy can be done in an energy storage or a power grid.
- the power transmission unit 9 includes, as already stated, a hydrodynamic component 10 and a switchable clutch device 12.
- a hydrodynamic component 10 about the hydrodynamic component can be realized in the open state of the switchable clutch device 12, a first power branch, while with closed switchable Kuppiungs owned 12, the power transmission via a second, preferably mechanical power branch is realized.
- the switchable coupling device 12 is preferably designed as a frictional clutch. In this case, a parallel power transmission is also possible both via the switchable coupling device 12 and via the hydrodynamic component 10.
- the switchable coupling device 12 is designed as a synchronously switchable coupling. In the illustrated embodiment, it is possible to assemble the individual components in the form of pre-assembled units.
- the electric machine 6, the power transmission unit 9 and the coupling device 13 may be formed as a combined start-up and power transmission unit 30, which can be integrated between the first drive machine 3 and the load 7 in the power flow.
- the power transmission unit 9 is designed as a wet-running device due to its operation, in particular due to the hydrodynamic component 10.
- the device in the form of the switchable coupling device 13 is preferably also designed as a wet clutch device, that is, the components involved in the power transmission are at least during their Operating mode surrounded by an operating fluid, especially oil. This remains even when not activated in these components.
- the solution according to the invention is particularly suitable in an embodiment of a drive train 1 in the form of a hybrid system 2 with a power transmission unit 9 in two-channel design but also in three-channel construction.
- the first port A1 is connected to a working chamber A formed by the hydrodynamic component 10, while the second port A2 is formed by a bell housing 26 connected between the outer circumference of the hydrodynamic component 10 and the coupling of the pump impeller P to the input E of the power transmission unit 9 Interspace 29 is connected.
- the hydrodynamic component 10 is flowed through either centripetal or centrifugal.
- the resource management takes place virtually via the second port A2 between the individual clutch parts 12A and 12E of the shiftable clutch device 12 generating a corresponding opening pressure for the clutch device 12 to the outer periphery of the hydrodynamic component 10 while filling this and generating a flow circuit in the working space A.
- the hydrodynamic component is flowed through centrifugally, wherein the pressure on the adjusting device of the switchable clutch device 12 is increased and the switchable clutch device 12 is closed. Both modes of operation can be run both with the first drive machine 3 and the second drive machine 5.
- the switchable coupling device 13 transmits by the preload a minimum torque and drives the transmission oil pump 16, which in turn promotes higher pressure.
- the switchable coupling device 12 of the power transmission unit 9 is opened and the power flow takes place via the hydrodynamic power branch.
- the power supply and guidance system 19 of the power transmission unit 9 comprises lines and channels for guiding the operating means within the power transmission unit 9 between the individual connections A1 and A2 and vice versa and at least one inlet 32, in which the conveyor 16 is arranged and which is connected to a resource supply 31, for example a tank and at least one return 34, which preferably leads into the same tank 35.
- Means are provided for selectively connecting the individual ports A1 and A2 with one another or in each case one port with the inlet 32 and one port with the return 34.
- these comprise a valve device V1, which is characterized at least by two switching positions V1 I and V1 II, which can be adjustable stepwise or continuously.
- the first switching position is characterized by a connection of the port A2 to the inlet 32 and a coupling between the port A1 and the return 34.
- the second switching position V1 II coupled A2 with the return 34 and A1 with the inlet 32.
- Within the power transmission unit takes place in the flow direction from the inlet 32 to the return line 34, a connection between the terminals A1 and A2 and vice versa on the working space A, the interior 27 and Gap 29.
- connection A3 to the pressure chamber 23 is selectively connectable to the pressure of the power transmission unit 9 or a discharge line, in particular a tank 36.
- a further valve device V2 which has at least two switching positions V2I and V2II, wherein the first switching position V2I is characterized by a connection between the pressure chamber 23 and the inlet 32 and the second switching position V2II by a connection of the terminal A3 with the discharge line or a tank 36.
- the interior 28 describing the clutch environment is connected to the resource supply and guide system 19 via a further connection A4, the connection to the return 34 being effected.
- a device for limiting the pressure in particular a pressure-limiting valve DBV1 is provided in the return line 34.
- the resource supply and guide system 19 in the embodiment shown in Figure 2a is thus coupled to four ports A1 to A4. It is crucial that the pressure chamber 23 of the engine-side shiftable clutch device 13 is preferably connectable via a valve device V2 with the converter supply pressure.
- the mode of operation in the individual operating modes is reproduced by way of example in FIGS. 2a to 2d on the basis of highly schematic hydraulic diagrams.
- the structure of the power transmission unit 9 with the hydrodynamic component 10, in particular its working space and the switchable clutch device 12 as well as its associated adjusting device and the associated pressure chamber, which is formed by the intermediate space 29, can be seen in a highly schematic manner.
- the pressure chamber 23 is coupled to the inlet 32, for example via the position V2I of the valve device V2.
- the hydrodynamic component 10 is flowed centripetally through, wherein the switchable coupling device 12 is opened and the port A2 are coupled to the inlet 32 and the port A1 to the return 34 via V1 in the position V11.
- FIG. 2 b illustrates a first basic function state, which corresponds to the normal traction mode when driving via the first drive machine 3.
- the switchable coupling device 13 in the form of the engine clutch by the preload generated by the device 20 and the pressure from the power transmission unit 9, which act on the actuating device 14 as an actuating force, closed.
- the power is transmitted via the second power branch, that is, via the switchable coupling device 12, which serves to bridge the hydrodynamic component 10.
- the switchable clutch device 12 is closed. This is achieved by the pressure achievable in the hydrodynamic converter 11 and the interior 27, which is present at the connection A1 in the second functional position V1 II and which is greater than that at the opposite end side of the actuating device of the switchable coupling device 12.
- the flow of the hydrodynamic component 10 Centrifugal, that is from the inner diameter in the direction of the outer diameter and of this under the action of actuation of the switchable coupling device 12 back again.
- the pressurized space 23 of the switchable clutch device 13 is connected to the pressure in the inlet 32 via the valve device V1 in the first switching position V2I and is characterized by this and the preload in the held closed position. At a higher pressure so that the actuation force is increased to the switchable coupling device 10.
- the first valve device V1 is exemplified as a 4/2-way valve designed.
- the further, second valve device V2 designed as a 3/2-way valve.
- a device for limiting the pressure in the return 34 in particular a pressure limiting valve DBV1 is provided.
- the switchable coupling device 12 for bridging the hydrodynamic component 10 is opened in the operating mode "electric driving with power transmission via the hydrodynamic component 10", while a torque is transmitted via the hydrodynamic component 10, wherein at the same time an external coolant flow via the switchable coupling device 12 while maintaining
- the first valve device V1 is in its first switching position V11, while the second valve device V2 is located in the second Schait ein V2II, which connects the pressure chamber 23 with a tank 36.
- the clutch environment is assigned a separate return.
- the returns 34 and 37 from the Radiomit- teltheses- and guide system 19 of the power transmission unit 9 and the switchable clutch device 13 are preferably formed separately and each provided with a corresponding pressure relief valve DBV1 and DBV2.
- the individual circuit diagrams are reproduced for the operating modes illustrated in FIGS. 2a to 2d in FIGS. 3a to 3d. These differ in the basic structure only in that the returns 34 and 37 are formed separately for both units and are each separately coupled to a separate or a shared tank. The connections between the pressure chamber 23 and the inlet 32 and the Radioffenflops- and guide system 19 and the power transmission unit 9 are unchanged. The same applies to the mode of operation.
- the basic structure of the individual valve devices V1 and V2 corresponds to that described in FIGS. 2a to 2d, for which reason the same reference numerals are used for identical elements. LIST OF REFERENCES
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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DE112009001868T DE112009001868A5 (de) | 2008-08-11 | 2009-05-22 | Antriebsstrang für ein Hybridsystem und Verfahren zum Betreiben eines derartigen Antriebsstranges |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102008037331 | 2008-08-11 | ||
DE102008037331.1 | 2008-08-11 |
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WO2010017786A1 true WO2010017786A1 (de) | 2010-02-18 |
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PCT/DE2009/000730 WO2010017786A1 (de) | 2008-08-11 | 2009-05-22 | Antriebsstrang für ein hybridsystem und verfahren zum betreiben eines derartigen antriebsstranges |
Country Status (2)
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DE (2) | DE112009001868A5 (de) |
WO (1) | WO2010017786A1 (de) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8622182B2 (en) | 2009-11-19 | 2014-01-07 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8836187B2 (en) | 2009-11-19 | 2014-09-16 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8836181B2 (en) | 2009-11-19 | 2014-09-16 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8838366B2 (en) | 2010-03-05 | 2014-09-16 | Aisin Aw Co., Ltd. | Hybrid drive apparatus |
US8997956B2 (en) | 2009-11-19 | 2015-04-07 | Aisin Aw Co., Ltd. | Vehicle drive device |
US9140311B2 (en) | 2010-03-05 | 2015-09-22 | Aisin Aw Co., Ltd. | Vehicle driving apparatus |
US9358866B2 (en) | 2010-09-10 | 2016-06-07 | Allison Transmission, Inc. | Hybrid system |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010038960B4 (de) * | 2010-08-05 | 2014-05-22 | Bayerische Motoren Werke Aktiengesellschaft | Fahrzeug mit einem automatisiert schaltbarem Getriebe mit verbesserten Notlaufeigenschaften |
DE102010046048A1 (de) * | 2010-09-22 | 2012-03-22 | Voith Patent Gmbh | Antriebsvorrichtung |
DE102017221974A1 (de) * | 2017-12-06 | 2019-06-06 | Zf Friedrichshafen Ag | Kupplungseinrichtung |
DE102018205463A1 (de) * | 2018-04-11 | 2019-10-17 | Zf Friedrichshafen Ag | Hybridantriebsmodul für ein Kraftfahrzeug |
US10293674B1 (en) | 2018-11-20 | 2019-05-21 | Gm Global Technology Operations Llc. | Engine disconnect clutches having torque converter feed-through activation for vehicle powertrains |
DE102021003462A1 (de) | 2021-07-03 | 2023-01-05 | Borgwarner Inc. | Anordnung für den Antriebsstrang eines Kraftfahrzeugs |
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US5789823A (en) * | 1996-11-20 | 1998-08-04 | General Motors Corporation | Electric hybrid transmission with a torque converter |
DE10031438A1 (de) * | 1999-06-28 | 2001-04-05 | Suzuki Motor Co | Hybridtriebkraftfahrzeug |
DE10310831A1 (de) * | 2002-04-10 | 2003-11-06 | Luk Lamellen & Kupplungsbau | Antriebsstrang und Verfahren zu dessen Betrieb |
US20080023287A1 (en) * | 2006-07-28 | 2008-01-31 | Zf Friedrichshafen Ag | Drive arrangement for a hybrid vehicle |
US20080060859A1 (en) * | 2006-09-11 | 2008-03-13 | Donald Klemen | Light hybrid vehicle configuration |
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2009
- 2009-05-22 WO PCT/DE2009/000730 patent/WO2010017786A1/de active Application Filing
- 2009-05-22 DE DE112009001868T patent/DE112009001868A5/de not_active Ceased
- 2009-05-22 DE DE102009022275A patent/DE102009022275A1/de not_active Withdrawn
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US5789823A (en) * | 1996-11-20 | 1998-08-04 | General Motors Corporation | Electric hybrid transmission with a torque converter |
DE10031438A1 (de) * | 1999-06-28 | 2001-04-05 | Suzuki Motor Co | Hybridtriebkraftfahrzeug |
DE10310831A1 (de) * | 2002-04-10 | 2003-11-06 | Luk Lamellen & Kupplungsbau | Antriebsstrang und Verfahren zu dessen Betrieb |
US20080023287A1 (en) * | 2006-07-28 | 2008-01-31 | Zf Friedrichshafen Ag | Drive arrangement for a hybrid vehicle |
US20080060859A1 (en) * | 2006-09-11 | 2008-03-13 | Donald Klemen | Light hybrid vehicle configuration |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
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US8622182B2 (en) | 2009-11-19 | 2014-01-07 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8836187B2 (en) | 2009-11-19 | 2014-09-16 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8836181B2 (en) | 2009-11-19 | 2014-09-16 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8997956B2 (en) | 2009-11-19 | 2015-04-07 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8838366B2 (en) | 2010-03-05 | 2014-09-16 | Aisin Aw Co., Ltd. | Hybrid drive apparatus |
US9140311B2 (en) | 2010-03-05 | 2015-09-22 | Aisin Aw Co., Ltd. | Vehicle driving apparatus |
US9358866B2 (en) | 2010-09-10 | 2016-06-07 | Allison Transmission, Inc. | Hybrid system |
US10023184B2 (en) | 2010-09-10 | 2018-07-17 | Allison Transmission, Inc. | Hybrid system |
Also Published As
Publication number | Publication date |
---|---|
DE102009022275A1 (de) | 2010-02-18 |
DE112009001868A5 (de) | 2011-05-05 |
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