WO2010037663A2 - Système de propulsion hybride - Google Patents

Système de propulsion hybride Download PDF

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Publication number
WO2010037663A2
WO2010037663A2 PCT/EP2009/062230 EP2009062230W WO2010037663A2 WO 2010037663 A2 WO2010037663 A2 WO 2010037663A2 EP 2009062230 W EP2009062230 W EP 2009062230W WO 2010037663 A2 WO2010037663 A2 WO 2010037663A2
Authority
WO
WIPO (PCT)
Prior art keywords
fluid
drive system
hybrid drive
torsional vibration
vibration damper
Prior art date
Application number
PCT/EP2009/062230
Other languages
German (de)
English (en)
Other versions
WO2010037663A3 (fr
Inventor
Cora Carlson
Andreas Orlamünder
Thomas Dögel
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2010037663A2 publication Critical patent/WO2010037663A2/fr
Publication of WO2010037663A3 publication Critical patent/WO2010037663A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • 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
    • B60K6/485—Motor-assist 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • F16F15/161—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material characterised by the fluid damping devices, e.g. passages, orifices
    • 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
    • B60L2200/00—Type of vehicles
    • 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 present invention relates to a hybrid lifting system for a vehicle, which comprises an internal combustion engine and an electric machine, which can selectively provide a driving torque for driving a vehicle either individually or in combination.
  • a hybrid drive system has a drive shaft, generally the crankshaft of an internal combustion engine, via which the drive torque provided by the internal combustion engine is conducted to an output shaft, for example a transmission input shaft.
  • the electric machine has a stator generally provided with a winding region and a rotor constructed generally with permanent magnets.
  • a hybrid drive A system comprising an internal combustion engine having a drive shaft, an electric machine having a stator and a rotor coupled or rotatable with the drive shaft for rotation about a rotation axis and an output shaft drivable by the drive shaft and / or the rotor, preferably transmission input shaft, further comprising a torsional vibration damper assembly with a first torsional vibration damper with a primary side and a against the Wrikung a damper fluid assembly about the axis of rotation with respect to the primary side rotatable secondary side.
  • a significantly improved vibration damping characteristic can be achieved, in particular even if the vibration damping characteristic of a torsional vibration damper arrangement constructed in this way can be adapted to different driving conditions by influencing the fluid pressure in the damper fluid arrangement.
  • a second torsional vibration damper is provided with a primary side and against the action of a damper spring assembly about the axis of rotation relative to the primary side rotatable secondary side, wherein it can be provided that the secondary side of the second torsional vibration damper Substantially forms an output region of the torsional vibration damper assembly and the secondary side of the first torsional vibration damper is rotatably connected to the primary side of the second torsional vibration damper.
  • the damper fluid arrangement has at least one Fluid pressure accumulator arrangement and a conveyor arrangement comprises, by which in relative rotation of the primary side relative to the secondary side of the fluid storage pressure in at least one fluid pressure accumulator arrangement can be increased.
  • the at least one fluid pressure accumulator arrangement comprises at least one fluid pressure accumulator unit with fluid which can be conveyed by the conveyor arrangement, preferably substantially incompressible first fluid and an energy store which can be loaded by the first fluid.
  • the at least one energy store comprises compressible second fluid.
  • the at least one fluid pressure accumulator unit is provided on the primary side or the secondary side of the first Torsionsschwingungs- damper, wherein in one case the total mass on the primary side is increased, in other cases, the total mass on the secondary side is increased ,
  • the conveyor arrangement increases the fluid storage pressure in a first of the fluid pressure accumulator arrangements, and increases the fluid storage pressure in a second one of the fluid pressure accumulator arrangements in the case of relative rotation of the primary side relative to the secondary side in a second relative direction of rotation opposite to the first relative direction of rotation.
  • the conveying arrangement comprises at least one pressure chamber formed between the primary side and the secondary side, the volume of which is variable with relative rotation of the primary side with respect to the secondary side, and at least one connecting volume, via which at least one first fluid displaced at least one pressure chamber charged an energy storage.
  • the delivery arrangement comprises a pump arrangement that can be driven by relative rotation of the primary side with respect to the secondary side, which conveys first fluid from one of the fluid pressure accumulator arrangements to the other fluid pressure accumulator arrangement as a function of the relative direction of rotation.
  • the conveyor arrangement can be constructed or operate, for example, in the manner of a gear pump with a substantially unlimited range of relative rotation angles between the primary side and the secondary side.
  • the first fluid can be supplied via the output shaft to the at least one fluid pressure reservoir arrangement.
  • the at least one fluid pressure accumulator arrangement first fluid via a preferably not provided for torque transmission between the drive shaft and the output shaft intermediate shaft can be fed.
  • the drive shaft or intermediate shaft is or can be brought into fluid communication with a source of pressurized fluid via a first rotary feedthrough region and in fluid communication with the at least one via a second rotary feedthrough region Fluid pressure accumulator assembly is.
  • the first rotary leadthrough region can be arranged on the internal combustion engine side for fluid intake / fluid delivery.
  • a stator region of the first rotary feedthrough region is positioned so that it can be connected to a continuing line system in the region of or in the direction of the internal combustion engine.
  • the first rotary feedthrough region is arranged on the transmission side for fluid intake / fluid delivery.
  • the stator region of the first rotary feedthrough region is open on the transmission side or, if appropriate, arranged in a transmission.
  • the first rotary feedthrough region is arranged between the electric machine and the torsional vibration damper arrangement for fluid intake / fluid delivery.
  • a disconnect clutch assembly for producing / - interrupting a torque transmission connection between the drive shaft and the Rotor is provided. It can then continue be provided that the Torsionsschwingungsdämpferan Aunt is provided in the torque flow from the drive shaft to the output shaft before or after the separation clutch assembly.
  • the hybrid drive system according to the invention can in principle be constructed such that the torsional vibration damper arrangement is arranged in the torque flow from the drive shaft to the output shaft before or after the electric machine. This means that, depending on which of the various drive system assemblies are arranged on the primary side or the secondary side with respect to the torsional vibration damper arrangement, the respective mass moment of inertia on the primary side and the secondary side is increased and thus defines the vibration damping ratios are influenced.
  • the output shaft receives a torque from the drive shaft via a starting assembly, preferably a hydrodynamic coupling device or a wet-running coupling device.
  • Fig. 1 is a principle partial longitudinal sectional view of a hybrid drive system
  • FIG. 2 is a cross-sectional view of a gas spring torsional vibration damper
  • FIG. 3 shows a representation corresponding to FIG. 2 of an alternative embodiment of a gas spring torsional vibration damper
  • Fig. 4 is a representation corresponding to FIG. 1 of an alternative designed hybrid drive system
  • Fig. 5 is a representation corresponding to Figure 1 of an alternative designed hybrid drive system.
  • Fig. 6 is a representation corresponding to Figure 1 of an alternative designed hybrid drive system.
  • FIG. 7 shows a representation corresponding to FIG. 1 of an alternatively configured hybrid drive system
  • Fig. 8 is a representation corresponding to Figure 1 of an alternative designed hybrid drive system.
  • FIG. 9 is a representation corresponding to FIG. 1 of an alternatively configured hybrid drive system
  • FIG. 10 is a representation corresponding to FIG. 1 of an alternative hybrid drive system
  • Fig. 1 1 is a representation corresponding to Figure 1 of an alternative designed hybrid drive system.
  • FIG. 12 is a representation corresponding to FIG. 1 of an alternative hybrid drive system
  • Fig. 13 is a representation corresponding to Figure 1 of an alternative designed hybrid drive system.
  • Fig. 14 is a representation corresponding to FIG. 1 of an alternative designed hybrid drive system.
  • 1 shows a first embodiment of a hybrid drive system 10.
  • This system comprises as essential system areas an unillustrated internal combustion engine with a drive shaft 12 designed as a crankshaft, an electric machine 14 with a stator 16 having a winding area 18, and a rotor 20, the permanent magnets 22 for interaction with the winding region 18 has.
  • the hybrid drive system 10 further comprises a hydrodynamic torque converter 24, via which a torque is transmitted to an output shaft 26 formed, for example, by a transmission input shaft.
  • a torsional vibration damper assembly 28 having a first torsional vibration damper 30 formed like a gas spring torsional vibration damper and a second torsional vibration damper 32 formed like a conventional steel spring torsional vibration damper.
  • first torsional vibration damper 30 designed as a gas spring torsional vibration damper will be explained below with reference to FIGS. 2 and 3.
  • the first torsional vibration damper 30 has, as a secondary side 34, a first housing part 42 formed with side parts 36, 38 and a peripheral part 40.
  • the first torsional vibration damper 30 has a second housing part 44 formed substantially radially inside the first housing part 42.
  • the second housing part 44 at an angular distance of 180 ° two radially outwardly extending projections 46, 46 'on.
  • the peripheral part 40 of the first housing part 42 has two radially inwardly extending projections 48, 48 'on. In the circumferential direction, a total of four pressure chambers 50 and 50 'and 52 or 52' are formed between these four projections 46, 48, 46 ', 48'.
  • pressure chambers 50, 50 ', 52, 52' are combined opposite one another in pairs and bounded in the axial direction by the two side parts 36, 38.
  • the pressure chambers 50, 52, 50 ', 52' are in damper operation with a substantially incompressible first fluid, so for example oil, filled.
  • Each pressure chamber 50, 50 ', 52, 52' is further associated with a connecting chamber 54, 54 'and 56, 56'.
  • the pressure chambers 50, 50 ' which are reduced in their volume displace the first fluid contained therein via openings (not shown) into the respective associated connection chambers 54, 54', so that the fluid pressure correspondingly increases there.
  • the two connecting chambers 54, 54 'associated fluid pressure accumulator units 58 and the contained therein in the form of a compressible second fluid energy storage 60 are charged.
  • the fluid pressure storage units 58 thus form gas springs, in which the gas acting as an energy store 60 is separated from the first fluid by a respective piston element 62 or possibly a membrane or the like.
  • each connecting chamber 54 or 54 ' in each case four such fluid pressure storage units 58 are associated with each connecting chamber 54 or 54 ', while each such fluid pressure storage unit 58 is associated with each connecting chamber 56, 56'.
  • separating elements 63 are provided between the connecting chambers 54, 56, 54 ', 56', which are consecutive in the circumferential direction.
  • the pressure chambers 50, 50 ', 52, 52' which cooperate in pairs, to have a required or desired number of fluid pressure for the pulling operation on the one hand and the pushing operation on the other hand. to allocate memory units 58.
  • the fluid storage pressure in each case one of
  • the two pairs of pressure chambers 50, 50 'and 52, 52' form, in conjunction with the respectively associated connection chambers 54, 54 'and 56, 56', a fluid conveying arrangement 65. This ensures that, depending on the relative rotation between the primary side 34 and the secondary side 43 of the first torsional vibration damper 30, the fluid pressure in the two accumulator assemblies 64, 64 'is varied and thus each one of the primary side 34 and the secondary side 43 in the direction of neutral relative rotational position restoring force is generated.
  • FIG. 3 An alternative embodiment of this is shown in Fig. 3.
  • only one fluid pressure accumulator arrangement 64 is provided, for example in association with the two pressure chambers 50, 50 'which are effective in traction mode.
  • There is a single connection chamber 54 which combines these two pressure chambers 50, 50 'with all fluid pressure storage units 58.
  • the two other pressure chambers 52, 52 ' are held substantially without pressure, so for example in conjunction with the environment, so that here a damping effect is achieved only in a torque transmission direction, so for example in traction, while reducing the volumes of the two pressure chambers 52, 52 'is opposed to substantially no force due to lack of cooperation with any of the fluid pressure storage units 58.
  • a pump for example a gear pump, which is effective without rotational angle limitation can also be provided, so that an essentially unlimited relative rotation can take place between the primary side 43 and the secondary side.
  • the stator 16 is supported, for example, on an engine block or other stationary assembly.
  • the rotor 20 is connected to the drive shaft 12 via a first connecting plate 70 constructed, for example, of sheet material, with intermediate positioning of an intermediate ring 72.
  • This intermediate ring 72 may be screwed together with the first connecting plate 70 by bolts 74 to the drive shaft 12.
  • the first connecting disc 70 may be connected in its radially outer region with the rotor 20 by riveting.
  • a second connecting plate 76 which is also constructed of sheet metal, for example, establishes a connection between the rotor 20 and a housing 78 of the hydrodynamic torque converter 24.
  • This connection can be made both with respect to the rotor 20 and with respect to the housing 78 by screwing, riveting or axially elastic elements, both the first connecting disc 70 and the second connecting disc 76 itself due to their elasticity a certain Axialrelativbewegling between the hydrodynamic torque converter Allow 24 and the drive shaft 12.
  • the hydrodynamic torque converter 24 is basically of conventional construction and has an impeller 80 on the housing 78. in the
  • a lock-up clutch 84 provides either over the torsional vibration damper Arrangement 28 a direct mechanical torque transmission connection between the housing 78 and the output shaft 26 ago.
  • an output element 86 of the lock-up clutch 84 is fixedly connected to the primary side 43 of the first torsional vibration damper 30, ie the second housing part 44.
  • the first housing part 42 in particular its side part 38, is fixedly connected to the primary side 88 of the second torsional vibration damper 32 or itself constitutes a region thereof.
  • a secondary side 90 of the second torsional vibration damper 32 which is basically designed as a low-load damper z. B.
  • the turbine wheel 82 of the hydrodynamic torque converter 24 may be connected to the primary side 88 of the second torsional vibration damper 32 such that the second torsional vibration damper 32 operates not only with the lock-up clutch 84 engaged, but also in torque conversion operation when torque is applied across the turbine wheel 82 is to be guided in the direction of the output shaft.
  • the hydrodynamic torque converter 24 also has a generally designated 96 stator, which is supported via a freewheel assembly on a support hollow shaft, not shown.
  • a rotary feedthrough arrangement In order to supply the pressure chambers 50, 50 ', 52, 52' described above with pressure fluid or to remove pressure fluid therefrom, a rotary feedthrough arrangement, generally designated 94, is provided. This comprises a first rotary feed-through region 96, via which a connection between a pressure fluid source or else a fluid reservoir and an intermediate shaft 98 can be established. A second rotary feedthrough region 100 provides a fluid connection between the intermediate shaft 98 and the second housing part 44 and thus the pressure chambers 50, 50 ', 52, 52 'ago. The intermediate shaft 98 serves to produce the fluid connection, but is not provided to transmit a torque between the drive shaft 12 and the output shaft 26.
  • the first rotary feedthrough region 96 comprises a stator 102 which, for example, together with the stator 16 of the electric machine 14, can be carried on an engine block or other stationary assembly and is open on the engine side or open for connection to the pressure fluid source or a fluid reservoir. It can be seen that the intermediate ring 72 connected fluid-tight due to its rotatability with the drive shaft 12 by corresponding dynamic seals with respect to the stator 102 and also with respect to the intermediate shaft 98 is.
  • the intermediate shaft 98 are formed by the insertion of a sleeve-like insert 104, two coaxial flow channels, one of which establishes the connection to the two pressure chambers 50, 50 'and the other, which is fluid-tight with respect to the former, a connection to the pressure chambers 52, 52 ' produces.
  • two channel sections leading to the two coaxial channels in the intermediate shaft 98 are also formed in the stator 102 and the intermediate ring 72, as well as in the second housing part 44 or a sleeve-like component 106 of the second rotary leadthrough region 100 firmly connected thereto this sleeve-like component 106 and the intermediate shaft 98 are provided by dynamic sealing elements for a fluid-tight connection.
  • the intermediate shaft 98 is mounted with respect to the sleeve-like component 106 and the second housing part 44 via bearings 108, 110, which may for example be designed as rolling element bearings.
  • bearings 108, 110 which may for example be designed as rolling element bearings.
  • the intermediate shaft 98 is mounted with respect to the output shaft 26.
  • the electric machine 14 is operated as a support or as an auxiliary in maneuvering a vehicle or also for starting the internal combustion engine can be used.
  • a torque transmission interruption in the drive train can take place in the region of the hydrodynamic torque converter 24 or also in a gear following the torque flow, preferably an automatic transmission.
  • a hybrid drive system 10 is shown, in which a designed in the manner of a conventional dry-running friction clutch separating clutch 120 is provided, through which either a torque connection between the drive shaft not shown here and the rotor 20 of the electric machine 14 can be made or can be interrupted.
  • a trained in the manner of a clutch disc coupling assembly 122 is connected radially inwardly to the intermediate ring 72 and via this in fixed connection with the drive shaft.
  • the rotor 20 of the electric machine 14 forms, with a housing 124 connected to the housing 78 of the hydrodynamic torque converter 24, a clutch housing in which a pressure plate 126 is under the bias of an energy accumulator which is designed, for example, as a diaphragm spring 128 is pressed against the coupling assembly 122.
  • a release mechanism 130 disposed in the radially inner region of the electric machine 14 can actuate the force accumulator 128 against its own bias by pressurizing fluid so that it releases the pressure plate 126 and thereby releases the torque transmission connection between the rotor 20 and the coupling assembly 122. In this state, the torque coupling of the drive shaft to the output shaft 26 is canceled, so that a drive torque can then be supplied exclusively by the electric machine 14.
  • the disconnect clutch 120 is engaged, the torque transmission connection between the drive shaft and the housing 78 of the hydrodynamic torque converter 24 is established, so that a drive torque can be supplied by the internal combustion engine, possibly assisted by the electric machine 14.
  • the rotary feedthrough arrangement 94 again comprises the two rotary leadthrough regions 96, 100.
  • the rotary leadthrough region 96 feeds the fluid supplied to the motor side or via the intermediate ring 72 to or from the output shaft 26 replacing the intermediate shaft with its axial end region.
  • the output shaft 26 is formed in its axial end portion as a hollow shaft and has the insert part 104, so that here in the axial end portion of the output shaft 26, the two a connection between the two rotary lead-through areas 96, 100 producing coaxial channels are realized.
  • Fig. 4 With regard to the structure of the torsional vibration damper assembly 28, the embodiment shown in Fig. 4 corresponds to the above-described, so that reference can be made to the relevant embodiments.
  • a hybrid drive system 10 is shown in which by a designed as a wet-running multi-disc clutch clutch 120 optionally a torque transmission connection between the rotor 20 of the here designed as an internal rotor electric machine 14 and the drive shaft, not shown, can be realized.
  • a housing 140 of the disconnect clutch 120 is fixedly connected via a connecting plate 142 and a flex plate, not shown, for rotation with the crankshaft or drive shaft.
  • An output element 144 of the separating clutch 120 which is non-rotatably coupled to an inner disk carrier, is fixedly connected both to the rotor 20 of the electric machine 14 and to the primary side 43 of the first torsional vibration damper 30.
  • the primary side 43 of the first torsional vibration damper 30 now comprises the first housing part 42, while the secondary side 34 comprises the second housing part 44.
  • the primary side 88 of the second torsional vibration damper 32 which may comprise, for example, two cover disk elements here, firmly connected, for example by using a Hirth toothing.
  • a housing 146 which surrounds the second torsional vibration damper 30, is rotatably connected to the first housing part 42 and forms with a housing hub 148 a pump hub which can drive a pressure fluid pump engaging in a transmission or the like. It is thus ensured that regardless of whether a torque is introduced via the internal combustion engine or the electric machine 14, through the housing hub 148, a fluid pump can be permanently driven.
  • the pressurized fluid supply of the first torsional vibration damper 30 takes place again via the rotary feedthrough arrangement 94 with its first rotary feedthrough region 96 arranged on the motor side with the stator 102, the intermediate shaft 98 and the second rotary feedthrough region 100 lying in the region of the first torsional vibration damper 30.
  • FIG. 6 shows a hybrid drive system which, with regard to the structural design, largely corresponds to that illustrated in FIG. Reference should therefore be made to the above statements in this regard.
  • the first rotary feedthrough region 96 is not arranged on the motor side or provided on the motor side for connection to a Fludidruckwelle, but lies axially between the hydrodynamic torque converter 24 and the electric machine 14.
  • the stator 102 of this first rotary leadthrough range, for example, on a transmission bell 150 firmly and establishes fluid communication with the intermediate shaft 98. This in turn establishes a fluid connection with the second housing part 44 of the first torsional vibration damper 30 or the pressure chambers formed therein.
  • the intermediate shaft 98 is switched into the torque flux.
  • the second connecting disc 76 is connected in its radially inner region to the axial end of the intermediate shaft 98, as well as the radially inner portion of a housing shell 152 of the housing 78 of the hydrodynamic torque converter 24. It is understood that in both rotary lead-through areas 96, 100 sealing elements are provided which ensure that a substantially fluid-tight connection of the various with respect to each other about the rotation axis A rotating assemblies is possible.
  • FIG. 7 shows an embodiment of a hybrid drive system 10 in which the torque delivered or relayed via the rotor 20 of the electric machine 14 is delivered directly to the primary side 43 of the torsional vibration damper arrangement 28, which here only includes the first torsional vibration damper 30 becomes.
  • the torque is forwarded to any starting element 162.
  • This may be a hydrodynamic torque converter, a wet-running clutch arrangement, a fluid coupling or the like include.
  • the rotary feedthrough assembly 94 includes only a single rotary diameter guiding region with a stator 164, which is arranged surrounding the shaft-like extension region of the second housing part 44.
  • This shaft-like extension portion 160 thus forms the rotor of the rotary leadthrough assembly 94.
  • This rotary leadthrough assembly 94 is formed with double seals, which consist of pressure seals and volumetric flow seals, and is thus oil-tight. This embodiment is thus particularly suitable in connection with manual transmissions that have no oil supply.
  • a dry-running friction clutch incorporated in the torque flow is provided as the separating clutch 120.
  • a torque coupling of the intermediate ring 72 and thus of the drive shaft to the rotor 20 of the electric machine 14 or also the primary side 43 of the first torsional vibration damper or the torsional vibration damper arrangement 28 can optionally be realized via these.
  • FIG. 9 shows a hybrid drive system 10 in which the torsional vibration damper arrangement 28 with its first torsional vibration damper 30 is positioned in torque flow in front of the electric machine 14.
  • the primary side 43 here comprises the first housing part 42 with its two Side parts 36, 38 and the fluid pressure storage units 58 carried thereon.
  • a connection to the drive shaft (not shown) can be realized via a flexible plate or the like.
  • the second housing part 44 which provides the secondary side 34, is connected with its wave-like extension 160 and, for example, the two connecting disks 70, 76 to the input area 172 of a separating clutch 120 designed as a wet-running multi-plate clutch.
  • This entrance area 172 may comprise an inner disc carrier with the lamellae carried thereon.
  • the exit region 174 forms a housing with outer disks carried thereon.
  • This housing also simultaneously forms the rotor 20 of the electric machine 14 with the permanent magnets 22 carried thereon, which are surrounded by the winding area 18 of the stator 16.
  • the output shaft 26 is coupled to the output region 174 of the separating clutch 120 and thus also the rotor 20 of the electric machine 24.
  • the rotary feedthrough assembly 94 may again be formed as previously explained with reference to FIG. 7.
  • Their stator 164 may also be formed as part of a transmission housing, for example.
  • the pressurized fluid supply to the disconnect clutch 120 may be from a transmission or also from the engine side.
  • the input area 172 as a housing and to use the inner disk carrier for forwarding the torque to the output shaft 26.
  • a hybrid drive system 10 which largely corresponds to that shown in Fig. 1.
  • the supply of the first torsional vibration damper 30 with pressurized fluid takes place via the output shaft 26.
  • This is designed as a hollow shaft with the sleeve-like insert part 98 and thus provides two channels over which the two pairs of pressure chambers can be supplied.
  • the first rotary leadthrough region which is not recognizable in FIG. 10, then lies, for example, within an automatic transmission, where the pressure fluid can be introduced into the output shaft 26 or fluid can be released therefrom.
  • the second torsional vibration damper 32 can be omitted and thus only the first torsional vibration damper 30 be effective in the manner of a dual mass flywheel can.
  • the turbine wheel 82 can also be connected to the primary side of the first torsional vibration damper 30 in order to be able to provide vibration damping functionality even in torque conversion operation.
  • the torque commanded or relayed via the rotor 20 of the electric machine 14 is conducted again to the first housing part 42 of the first torsional vibration damper 30, which housing part 42 is essentially the primary side 43 of the first Torsionsschwingungsdämpfers 30 provides.
  • the second housing part 44 transmits the torque further to a wet-running multi-plate clutch used here as starting element 162. This is accommodated in a housing 146 provided on the primary side 43 of the first torsional vibration damper 30, which, as rangehend already explained with reference to FIG. 5, with a housing hub 148 can drive a arranged in a transmission fluid pump.
  • An outer disk carrier 182 of the wet-running multi-plate clutch is connected to the second housing part 44, that is to say the secondary side 34 of the first torsional vibration damper 30, for example via Hirtzahnnung or the like.
  • An inner disk carrier 184 is connected via the second torsional vibration damper 32 to an output hub 94, which realizes the rotationally fixed coupling to the output shaft 26.
  • the supply of the first torsional vibration damper 30 with pressurized fluid takes place via this output shaft 26, as has been explained above with reference to FIG. 10.
  • the fluid supply of the wet-running multi-plate clutch for cooling the slats on the one hand and for actuation on the other hand via fluid passages formed radially outside the output shaft 26.
  • the embodiment of a hybrid drive system shown in FIG. 12 represents a connection between the structure described above with reference to FIG. 11 with a wet-running multi-disc clutch as a starting element 162 following the torque flow to the first torsional vibration damper 30 and that explained with reference to FIG. 4 Embodiment in which a separating clutch 120 can selectively realize a connection between the rotor 20 of the electric machine 14 and the drive shaft, which is not shown here.
  • the via this separating clutch 120 which is designed here as a dry-running friction clutch, forwarded torque reaches the primary side 43 of the first torsional vibration damper 30, which is formed here again with the first housing part 42.
  • FIG. 13 represents a constructive connection.
  • the rotor 20 of the electric machine 14 can be selectively brought by actuation of the separating clutch 120 in connection with the drive shaft.
  • the guided through the separating clutch 120 to the primary side 43 of the first torsional vibration damper 30 torque is passed through the secondary side 34, here formed with the second housing part 44, on the primary side 88 of the second torsional vibration damper 32.
  • This is again arranged in the housing 146, which is rotatably coupled to the primary side 43 of the first torsional vibration damper 30 and thus provides for a drive possibility for a fluid pump.
  • the first torsional vibration damper 30 is supplied with pressure fluid via the output shaft 26 in order to be able to influence the vibration damping characteristic by adjusting the pressure conditions in the various pressure chambers.
  • an integrated example in a transmission clutch can be used, which is used in the design of the transmission as an automatic transmission also for activating or deactivating one or more Gangstu- fen.
  • FIG. 14 shows an embodiment based largely on the embodiment shown in FIG. 9 and described with reference to FIG. 9.
  • the input area 172 of the as wet-running multi-plate clutch formed separating clutch 120 for example, via the two connecting discs 70, 76 connected to the second housing part 44, comprising a housing of the wet-running multi-plate clutch.
  • the output region 174 includes the inner disk carrier, which is fixedly connected to a driven hub member 94. At this output hub member 94, with which the output shaft, not shown, can be brought into rotationally fixed engagement, and the rotor 20 of the here designed as an internal rotor electric machine 14 is firmly worn. This means that, similarly as in the embodiment according to FIG.
  • the Torsionsschwingungsdämpferan Aunt 28 can here only be effective vibration damping with their first torsional vibration damper 30 when the separating clutch 120 is engaged, in principle so the internal combustion engine, the drive shaft is coupled to the first torsional vibration damper 30, is in operation.
  • an additional rotary feedthrough region can provide the advantage that the gas spring torsional vibration damper can be arranged at any axial positioning. Also, if necessary, for the gas spring Torsionsschwingungsdämpfer be shared with a hydraulic supply used for the separating clutch. Likewise, a leakage return provided for the gas spring torsional vibration damper can also be used for the separating clutch.
  • the space available within an electric machine for example, the space available inside the electric machine stator, can be used, for example, for positioning a rotary feedthrough area. Since this electric machine stator is generally cooled by water cooling, the seals of the rotary feedthrough area can be thermally relieved.
  • the existing in the electric machine bearings can equally be used for the arranged in their range rotary feedthrough area, so that created by the common seal and lubrication a further space advantage especially by axial space minimization.
  • the gas spring Torsionsschwingungsdämpfer can be effective at least briefly to provide a damping function or elasticity, which reduces the control effort when turning the electric machine.
  • the torque increase of the electric machine can be passed through the gas spring torsional vibration damper on the drive train, so that when switching from electric to internal combustion engine drive or vice versa torque shocks can be avoided or can be influenced to achieve a defined goal of the powertrain.
  • damping also has an effect on the coupling behavior of a separating clutch, so that the clutch picking can be suppressed.

Abstract

La présente invention concerne un système de propulsion hybride comprenant un moteur à combustion interne doté d'un arbre d'entraînement d'entrée (12), un moteur électrique (14) doté d'un stator (16) et d'un rotor (20) qui est couplé ou peut être couplé à l'arbre d'entraînement d'entrée (12) pour tourner sur un axe de rotation (A), et un arbre d'entraînement de sortie (26), de préférence un arbre d'entrée de boîte, pouvant être entraîné par l'arbre d'entraînement d'entrée (12) et/ou le rotor (20). Le système comprend également un dispositif d'amortissement des vibrations de torsion (28) comprenant un amortisseur des vibrations de torsion (30) doté d'un côté primaire (43) et d'un côté secondaire (34) qui peut tourner par rapport au côté primaire (43) autour de l'axe de rotation contre l'action d'un dispositif à liquide d'amortissement.
PCT/EP2009/062230 2008-10-01 2009-09-22 Système de propulsion hybride WO2010037663A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008050054.2 2008-10-01
DE102008050054A DE102008050054A1 (de) 2008-10-01 2008-10-01 Hybridantriebssystem

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WO2010037663A2 true WO2010037663A2 (fr) 2010-04-08
WO2010037663A3 WO2010037663A3 (fr) 2010-07-22

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
EP2218940A1 (fr) * 2009-02-11 2010-08-18 Converteam Technology Ltd Machines électriques rotatives
FR3075903A1 (fr) * 2017-12-21 2019-06-28 Valeo Embrayages Dispositif de transmission de couple

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010063388B4 (de) * 2010-12-17 2013-02-07 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Montage von Antriebsstrangkomponenten eines Hybridantriebs

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JP2003220842A (ja) * 2001-11-20 2003-08-05 Exedy Corp トルク伝達装置
US20050133328A1 (en) * 2003-12-18 2005-06-23 Fuji Jukogyo Kabushiki Kaisha Torque converter
EP1818566A2 (fr) * 2006-02-11 2007-08-15 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif d'amortissement d'oscillations de rotation
US20080023287A1 (en) * 2006-07-28 2008-01-31 Zf Friedrichshafen Ag Drive arrangement for a hybrid vehicle
US20080099258A1 (en) * 2006-10-26 2008-05-01 Berhan Michael T Vented sealed housing assembly for vehicle powertrain
DE102006059880A1 (de) * 2006-12-19 2008-06-26 Zf Friedrichshafen Ag Torsionssschwingungsdämpferanordnung
DE102006061343A1 (de) * 2006-12-22 2008-06-26 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung

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Publication number Priority date Publication date Assignee Title
JP2003220842A (ja) * 2001-11-20 2003-08-05 Exedy Corp トルク伝達装置
US20050133328A1 (en) * 2003-12-18 2005-06-23 Fuji Jukogyo Kabushiki Kaisha Torque converter
EP1818566A2 (fr) * 2006-02-11 2007-08-15 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif d'amortissement d'oscillations de rotation
US20080023287A1 (en) * 2006-07-28 2008-01-31 Zf Friedrichshafen Ag Drive arrangement for a hybrid vehicle
US20080099258A1 (en) * 2006-10-26 2008-05-01 Berhan Michael T Vented sealed housing assembly for vehicle powertrain
DE102006059880A1 (de) * 2006-12-19 2008-06-26 Zf Friedrichshafen Ag Torsionssschwingungsdämpferanordnung
DE102006061343A1 (de) * 2006-12-22 2008-06-26 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2218940A1 (fr) * 2009-02-11 2010-08-18 Converteam Technology Ltd Machines électriques rotatives
FR3075903A1 (fr) * 2017-12-21 2019-06-28 Valeo Embrayages Dispositif de transmission de couple

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WO2010037663A3 (fr) 2010-07-22
DE102008050054A1 (de) 2010-04-08

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