WO2014053126A1 - Chaîne cinématique - Google Patents

Chaîne cinématique Download PDF

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Publication number
WO2014053126A1
WO2014053126A1 PCT/DE2013/200128 DE2013200128W WO2014053126A1 WO 2014053126 A1 WO2014053126 A1 WO 2014053126A1 DE 2013200128 W DE2013200128 W DE 2013200128W WO 2014053126 A1 WO2014053126 A1 WO 2014053126A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
shaft
transmission
rotor
electric machine
Prior art date
Application number
PCT/DE2013/200128
Other languages
German (de)
English (en)
Inventor
Florian Vogel
Christoph Raber
Marc Finkenzeller
Daniel Helmer
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to EP13765632.8A priority Critical patent/EP2904285A1/fr
Priority to DE112013004839.6T priority patent/DE112013004839A5/de
Publication of WO2014053126A1 publication Critical patent/WO2014053126A1/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
    • B60K6/42—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
    • B60K6/22—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/10—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings
    • F16D27/108—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with axially movable clutching members
    • F16D27/112—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with axially movable clutching members with flat friction surfaces, e.g. discs
    • F16D27/115—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with axially movable clutching members with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/004—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with permanent magnets combined with electromagnets
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a drive train with an internal combustion engine, a transmission with a driven by the internal combustion engine transmission input shaft, a plurality of adjustable ratios, a transmission output shaft and drive shafts of the drive wheels and at least one electric machine with a rotor and a fixed housing fixed stator.
  • From DE 10 2008 006 062 A1 discloses a drive train in a motor vehicle with an internal combustion engine and an electric machine is known, wherein by means of a coupling device running in oil, the rotary connection in the power flow between the internal combustion engine on the one hand and the electric machine and the transmission can be made on the other hand, in the rotor of the electric machine is mounted at least indirectly on a clutch cover and the clutch cover is rotatably and oil-tightly connected to the clutch bell of the transmission in order to make the drive train more cost effective and space-saving.
  • the invention has for its object to propose a hybrid powertrain whose electrical function is associated with the transmission in connection with a clutch function.
  • the proposed powertrain includes an internal combustion engine, a transmission with a driven by the internal combustion engine transmission input shaft, a plurality of adjustable ratios, a transmission output shaft and drive shafts of the drive wheels and at least one electric machine with a rotor and a fixed housing fixed stator, wherein between two shafts of the transmission at least one unit an electric machine and an electrically operated, radially disposed within the rotor coupling means arranged and the rotor is rotatably connected to one of the shafts.
  • one or more electric machines combined in each case with a coupling device may preferably be provided in a tight space as a so-called E-clutch, integrated into the transmission.
  • two shafts of the output-side drive train by means of a coupling device without o- which are connected and disconnected with slip, wherein a shaft can be additionally driven by the electric machine, for example, to drive the motor vehicle via the drive wheels together with the internal combustion engine or exclusively or to be driven by the drive wheels in a generator mode.
  • a distribution of the drive train input side of the engine or output side of the drive wheels torque can be carried out so that depending on the arrangement of these units further mechanical components such as differentials, transfer cases and the like saved can be.
  • a unit of an e-clutch between a front and a rear four-wheel drive be switched, so that a torque distribution between the front and rear axles of a motor vehicle by means of the coupling device and depending on the arrangement of the electric machine on a the rear or front wheel drive associated shaft a support of a drive or a recuperation can be made by this.
  • the drive wheels of the front axle or preferably the rear axle of a motor vehicle can be permanently driven and the drive wheels of the other axle can be switched in a so-called hang-on mode by means of the clutch device or between transmission output shaft and the drive shaft of a central differential unit with electric machine and clutch device be integrated in such a way that the drive wheels of the front wheel drive and the rear wheel drive can be coupled together in any torque ratio.
  • Coupling device between the transmission output shaft and at least one drive shaft may be arranged.
  • a unit is provided between all drive shafts and the transmission output shaft, so that a differential provided between the transmission output shaft and the drive shafts can be dispensed with and a ratio, for example a power split transmission, can be provided.
  • the correspondingly provided units for so-called torque vectoring serve as compensation for different radii of the drive wheels in curves and are from a control unit with corresponding state information, such as the steering angle of the steering wheels, roll pitch yaw angle of the motor vehicle, the speed of the acceleration Motor vehicle and the like controlled.
  • the differential function of the drive wheels by means of this control is carried out by operation of the coupling devices with appropriate Slip.
  • the drive wheels can be selectively driven by torque components of the electric machine.
  • the arrangement of at least one unit formed from the electric machine and coupling device results in various possibilities of hybrid operation with an exclusive electric drive or drive by means of the internal combustion engine and a hybrid drive, for example during a start-up or overtaking operation, recuperation and the like.
  • an electric machine arranged between the transmission output shaft and a drive shaft with the rotor arranged rotatably with the drive shaft can drive or be driven by a drive wheel connected to the drive shaft when the clutch device is closed or opened.
  • a arranged between a transmission output shaft and a drive shaft electric machine with rotatably arranged with the transmission output shaft rotor with open clutch device and gearbox in gear ratio start the disused internal combustion engine.
  • the internal combustion engine, the transmission with the transmission output shaft, gear ratios such as various switchable Gangradpasen, the transmission output shaft, the clutch device and the electric motor are preferably arranged in the order named.
  • the electric machine may be provided in front of the coupling device.
  • a torsional vibration damper in particular a dual-mass flywheel, can be arranged.
  • the torsional vibration damper may comprise an input part, an output part which is rotatable relative to the input part, and at least one energy store which is effective between the input part and the output part.
  • the terms "input part” and “output part” refer to a power flow originating from the internal combustion engine.
  • the torsional vibration damper can be arranged in the drive train between the internal combustion engine and the transmission, if appropriate between a crankshaft of the internal combustion engine and a friction clutch provided as a starting clutch.
  • the torsional vibration damper can be provided as a structural unit with the coupling device radially inside the rotor of an electric machine.
  • an input part with a first shaft and the output part of the torsional vibration damper can be drive-connected to the coupling device.
  • the output part of the torsional vibration damper may be drivingly connected to the electric machine.
  • the coupling device may have a friction clutch.
  • the coupling device may have a dry coupling.
  • the coupling device can have a single-disc clutch.
  • the coupling device may have a wet coupling.
  • the coupling device may have a multi-plate clutch.
  • the coupling device may have a pressure plate.
  • the coupling device may have at least one intermediate pressure plate.
  • the coupling device may have a pressure plate.
  • the coupling device may have at least one coupling disk.
  • the at least one clutch disc may have friction linings. It can be arranged alternately intermediate pressure plates and clutch plates. The at least one clutch disc can be clamped between the pressure plate, the at least one intermediate pressure plate and / or the pressure plate.
  • the coupling device may have an input part and an output part.
  • the input part of the coupling device may comprise the at least one clutch disc.
  • the input part of the coupling device can be drive-connected to the internal combustion engine.
  • the output part of the coupling device may comprise the pressure plate, which has at least one intermediate pressure plate and / or the pressure plate.
  • the output part of the coupling device can be drive-connected to the electric machine.
  • the output part of the coupling device can be drive-connected to the rotor of the electric machine.
  • the coupling device may be arranged in the drive train between the torsional vibration damper and the electric machine.
  • the input part of the coupling device can be drive-connected to the torsional vibration damper.
  • the input part of the coupling device can be drive-connected to the output part of the torsional vibration damper.
  • the clutch device can, starting from a fully disengaged operating position, in which there is substantially no force transmission between the input part and the at least one output part, to a fully engaged operating position, in which substantially a complete power transmission between the input part and the at least one output part , Actuation-dependent enable an increasing power transmission, wherein a force transmission between the input part and the at least one output part can be made non-positively, in particular by friction.
  • a fully engaged operating position in between the input part and the at least one output part in Substantially a complete power transmission takes place, up to a fully disengaged operating position in which there is substantially no force transmission between the input part and the at least one output part, depending on the actuation, a decreasing force transmission is made possible.
  • a fully engaged actuation position may be a closed actuation position.
  • a fully disengaged operating position may be an open operating position.
  • the coupling device may have a momentary sensor.
  • the moment sensor can be arranged on the input part of the coupling device.
  • the moment sensor may comprise an input part, an output part which is rotatable relative to the input part, and at least one energy store which acts between the input part and the output part. A moment may be determinable against a force of the energy store due to a relative rotation between the input part and the output part.
  • a regulation of the coupling device can take place.
  • the transmission device may have a transmission input shaft and a transmission output shaft.
  • the terms transmission input shaft and transmission output shaft are related to a power flow originating from the internal combustion engine.
  • the transmission may be a step transmission, a continuously variable transmission, a dual clutch transmission, a torque converter clutch transmission, or the like.
  • the gear can be manually switched or automatically switched.
  • the transmission output shaft may be drive-connected to the rotor of the electric machine.
  • the electric machine may have a housing.
  • the stator may be fixed to the housing.
  • the stator may be arranged radially outside the rotor.
  • the electric machine may have at least one shaft or hub.
  • the rotor may be fixedly mounted on the at least one shaft or hub.
  • the rotor may be disposed radially inside the stator.
  • the electric machine may include a first shaft or hub and a second shaft or hub.
  • the first shaft or hub and the second shaft or hub may be coaxially arranged.
  • the rotor may be fixedly mounted on the second shaft or hub.
  • the first shaft or hub may be associated with the input part of the clutch device.
  • the second shaft or hub may be associated with the output part of the coupling device.
  • the rotor may have a sleeve-like shape.
  • the rotor may have a pipe-section-like shape.
  • the rotor may have a hollow cylindrical shape.
  • a receiving space may be formed.
  • the coupling device integrated in the rotor can be a coupling device which is arranged at least substantially inside the rotor.
  • a clutch device integrated in the rotor can be a clutch device which is arranged radially at least substantially inside the rotor.
  • a radial direction is a direction perpendicular to a rotation axis of the electric machine.
  • a clutch device integrated in the rotor can be a clutch device which is arranged axially at least substantially inside the rotor.
  • An axial direction is an extension direction of a rotation axis of the electric machine.
  • An actuating device integrated into the rotor can be an actuating device which is arranged at least substantially inside the rotor.
  • An actuating device integrated into the rotor can be an actuating device which is arranged radially at least substantially inside the rotor.
  • An actuating device integrated in the rotor can be an actuating device which is arranged axially at least substantially inside the rotor.
  • the coupling device and the actuating device can be arranged one behind the other in the extension direction of a rotation axis of the coupling device.
  • the actuating device can be arranged on a side facing the internal combustion engine.
  • the coupling device can be arranged on a side facing the transmission device.
  • the pressure plate of the coupling device can be axially displaceable.
  • the coupling device can be opened or closed.
  • the coupling device can be engaged or disengaged.
  • a shaft can be connected to the electric machine, in particular to the rotor, or be separated from the electric machine, in particular from the rotor. It is required only a small space. It is used an existing space in an optimized way.
  • the housing of the electric machine is preferably fixedly connected to a housing of the transmission or formed from this.
  • the actuator may include ramp means having first ramps and second ramps.
  • the actuator may be self-energizing. Thus, a circuit of a comparatively high performance is possible with a comparatively low actuation force.
  • An actuating force may be self-energized. This requires a reduced actuation energy in order to engage and / or disengage the coupling device. Facultyen. There is a reduced operating force required. A reduced actuation travel is required.
  • An actuator may have a reduced power.
  • An actuator may have a reduced power consumption.
  • An actuator may have a reduced space.
  • An actuator may have a reduced weight.
  • a switching speed can be increased. Starting from a movement in the circumferential direction of the coupling device, the ramp device can enable a movement in the extension direction of the axis of rotation of the coupling device.
  • the ramp device can be effective axially.
  • Rolling elements in particular balls, can be arranged between the first ramps and the second ramps.
  • the ramps can form running surfaces for the rolling elements.
  • the ramps can be designed as Wälz redesignrampen, in particular as ball ramps.
  • the ramps can be arranged distributed in the circumferential direction of the coupling device.
  • the ramps may be oblique to a plane perpendicular to the axis of rotation of the coupling device.
  • the ramps may increase and / or decrease in the circumferential direction of the coupling device.
  • the ramps can be one-sided rising.
  • the ramps can be rising on both sides.
  • the first ramps and the second ramps may be geometrically complementary to each other.
  • the first ramps may correspond to the second ramps such that upon movement of the first ramps and the second ramps in the circumferential direction of the coupling device relative to each other, the first ramps and the second ramps move away from or toward each other in the direction of extent of the axis of rotation of the coupling device.
  • the first ramps can support the rolling elements from radially inside.
  • the second ramps can support the rolling elements from radially outside.
  • the rolling elements may have a diameter such that they are held captive between the first ramps and the second ramps.
  • the rolling elements can be arranged in a rolling element cage. This ensures a uniform assignment of the rolling elements to the ramps.
  • the actuator may be a planetary gear with a ring gear, a
  • the planetary gear can be a planetary gear.
  • the ring gear may have an internal toothing.
  • the sun gear may have an outer toothing.
  • the planet gears may each have an outer toothing.
  • the planet gears may be engaged with the ring gear and the sun gear.
  • the epicyclic gearing may include a first transmission shaft, a second transmission shaft and a third transmission shaft.
  • the ring gear may be disposed on the first transmission shaft.
  • the sun gear may be disposed on the second transmission shaft.
  • the pia Netenzier can be arranged on the third transmission shafts.
  • the first transmission shaft and the second transmission shaft may have coaxial axes.
  • the axes of the third transmission shafts may be parallel to and spaced from the axes of the first transmission shaft and the second transmission shaft.
  • the planetary gears can rotate the sun gear.
  • the bridge can be a planet carrier.
  • the web can firmly connect the third transmission shafts or have the third transmission shafts.
  • the first ramps may be associated with the land and the second ramps with the ring gear.
  • the first ramps may initially be structurally separate and subsequently connected to the web.
  • the first ramps can be integrated into the dock.
  • the first ramps may be sections of the bridge.
  • the second ramps may initially be structurally separate and subsequently connected to the ring gear.
  • the second ramps can be integrated in the ring gear.
  • the second ramps may be sections of the ring gear.
  • the coupling device may have a pressure plate and the ring gear may be assigned to the pressure plate.
  • the pressure plate can be limited axially displaceable.
  • the ring gear may initially be structurally separate and subsequently connected to the pressure plate.
  • the ring gear may be positively, non-positively, in particular frictionally engaged, and / or materially connected to the pressure plate.
  • the ring gear can be integrated in the pressure plate.
  • the ring gear may be formed with a portion of the pressure plate.
  • the actuating device may comprise an electric actuator, which on the
  • Sun gear works.
  • the sun gear can be acted upon by a pilot control torque.
  • the sun gear can be acted upon by a torque counteracting a rotation of the epicyclic gearing in such a way that the web with the first ramps and the ring gear with the second ramps rotate relative to one another.
  • the actuating device may comprise an electric actuator which acts on the web.
  • the web can with a pre-control torque
  • the actuator may include an electrical actuator that acts on the ring gear.
  • the ring gear with a pre-control torque be acted upon.
  • the ring gear can be acted upon by a counteracting a rotation of the epicyclic gear torque such that the web with the first ramps and the ring gear with the second ramps rotate relative to each other.
  • the actuator can be a brake.
  • the actuator may be an eddy current brake. For controlling the eddy current brake, an electrical control device may be provided.
  • the coupling device can be adjusted regulated between a fully open operating position, intermediate positions and a fully closed operating position.
  • a controlled adjustment can be done by means of a control device.
  • At least one output signal can be output by the control device. From the control device, an output signal to the actuator of the coupling device can be output.
  • the control device can be available at least one input signal.
  • At least one parameter can be stored in the control device.
  • At least one parameter can be determined with the aid of the control device.
  • the at least one output signal may be able to be generated on the basis of the at least one input signal, at least one stored parameter and / or at least one determined parameter.
  • the coupling device can be self-regulating in the fully closed operating position.
  • a pre-control torque for closing the clutch device can be applied by the internal combustion engine.
  • the web of the epicyclic gear can be acted upon by a moment generated by the internal combustion engine.
  • the coupling device can be acted upon in the closing direction.
  • an actuation of the coupling means using the electric actuator is not required to maintain the closed operating position.
  • An electrical energy is not required.
  • the actuating device may have a freewheel device.
  • the freewheel device may have an inner ring and an outer ring.
  • the freewheel device may comprise clamping body.
  • the clamping body can act between the inner ring and the outer ring.
  • the overrun operation can be realized via the actuation of the eddy current brake.
  • a moment must be applied to the eddy current brake as when starting the internal combustion engine.
  • the internal combustion engine is then dragged along and can thus transmit the thrust torque.
  • an e-clutch may be an electrically operable clutch.
  • the clutch may be placed in a rotor of an electric motor of a hybrid.
  • the clutch may provide for disconnecting or connecting an electric motor to an internal combustion engine the clutch can be achieved: in pure electric driving, the clutch can be open and the engine disconnected from a drive train (engine off); if more power or torque is required, the engine can be started by partially closing the clutch via the electric motor, the clutch can go into overrun to start the combustion, the torque transmitting the clutch should be able to be controlled exactly in this state, this can be done via an electric actuator with variably adjustable torque, with the engine running, the clutch can be closed to the moment of the internal combustion engine in the drive In this state, the clutch can be self-regulating and need no electrical energy.
  • FIG. 1 shows a drive train with a arranged between a front and a rear wheel unit of an electric machine and a coupling device in a schematic representation
  • FIG. 2 shows a drive train with arranged between a transmission output shaft and a drive shaft units in a schematic representation
  • Figure 3 shows a section through an embodiment of a unit of electric machine and a recorded in the rotor coupling device.
  • 1 shows a schematic representation of the drive train 1 with the internal combustion engine 2, the only indicated transmission 3 with a variable ratio between the not shown, driven by a crankshaft of the engine transmission input shaft and the drive shafts 4, 5 of the front wheel axle 6 with the drive wheels 7 and the rear wheel axle 8 with the drive wheels 9.
  • the unit 10 is arranged between the drive shafts 4, 5, which consists of the electric machine 1 1 with the housing fixed stator 12 and the rotor 13 and arranged radially inside the rotor 13, electrically actuated clutch device 14 is formed.
  • the unit 10 connects the example permanently fixed to a transmission output shaft of the transmission 3 or permanently formed from this drive shaft 4 of the front wheel 6 in the sense of a hang-on operation to form a four-wheel drive with the drive shaft 5 of the rear wheel 8.
  • the rotor 13 of Electric machine 1 1 - as shown - be rotationally connected to the drive shaft 4 of the front wheel axle 6 or the drive shaft 5 of the rear wheel axle 8, so that the corresponding drive shaft 4, 5 can support the drive by the internal combustion engine 2 in train operation or in overrun by means of recuperation ration Can generate electricity.
  • the schematically illustrated drive train 101 of FIG. 2 includes, as an alternative to the unit 10 of FIG. 1, transfer cases 1 15, 1 16 of the front wheel axle 106 and the rear wheel axle 108 and the drive shafts 1 17, 1 18 of the drive wheels 107 driven between the drive shafts 104, 105. 109 of the unit 10 corresponding units 1 10 for forming a torque distribution function (torque vectoring).
  • the differentials of the front wheel axle 106 and the rear wheel axle 108 can be replaced by a transfer case 1 15, 1 16 with a fixed ratio and a distributor coupling between the front wheel axle 106 and the rear wheel axle 108 can be saved.
  • one or more units 110 can be used by disconnecting the drive wheels 107, 109 by means of the coupling devices of the units 110 and supplying one or more electric machines of the units 110 with a suitable gear ratio.
  • FIG. 3 shows the rotor 200 of an electric machine, which is not otherwise illustrated here, with coupling device 202 integrated within the rotor 200, such as, for example, a coupling device. 1 with the actuating device 220 for a motor vehicle having a drive train according to FIGS. 1 and 2.
  • the coupling device 202 is arranged in the extension direction of the rotation axis 204 and in the radial direction within the rotor 200.
  • the coupling device 202 has an input part and an output part.
  • the input part has the shaft 206, which receives the inner disk carrier 218 with the interposition of the torque sensor 208.
  • the slats 210 are mounted, which form a friction engagement with the rotatably connected to the rotor 200 counter-blades 214 at axial clamping between the pressure plate 212 and the pressure plate 216.
  • the rotor 200 is connected by means of the roller bearing 213 axially fixed and rotatable with the support member 21 1, which can also accommodate the stator, not shown, and is fixed to the housing.
  • the actuating device 220 is provided.
  • the actuating device 220 is arranged in the extension direction of the rotation axis 204 and in the radial direction within the rotor 200.
  • the pressure plate 212 can be acted upon by an actuating force.
  • the pressure plate 212 is axially displaceable.
  • the actuating device 220 has a planetary gear 221 with the ring gear 222, planet gears 224, the web 226 and a sun gear 228.
  • the ring gear 222 has an internal toothing.
  • the sun gear 228 has an external toothing.
  • the planet gears 224 each have an external toothing and are toothed with the ring gear 222 and the sun gear 228.
  • the web 226 connects the planet gears 224.
  • the sun gear 228 is braked by means of the eddy current brake 230.
  • the actuating device 220 has the ramp device 231 with first ramps 232 and second ramps 234.
  • the first ramps 232 and the second ramps 234 are connected to each other via the planetary gear 221.
  • the second ramps 234 are arranged on the ring gear 222 and connected by leaf springs with the rotor 200 of the electric machine.
  • the first ramps 232 are arranged on the web 226 of the planetary gear. Via the sun gear 228, a pre-control torque for actuating the clutch device 202 can be initiated.
  • the ring gear 222, the web 226 and the sun gear 228 run at the same speed. This speed corresponds to the speed of the electric machine, the planetary gear 221 is "locked", so to speak the first ramps 232 and the second ramps 234 to each other and thus prevents actuation of the coupling device 202.
  • a pre-control torque for the clutch device 202 is generated by the eddy current brake 230 on the sun gear 228. This moment is a braking torque and counteracts the rotational movement described above.
  • the sun gear 228 is rotated relative to the previously "locked" planetary gear set.
  • About the function of the planetary gearset planet gears 224 and thus the web 226 are rotated relative to the rotor 200 and the ring gear 222, which also corresponds to a rotation of the first ramp 232 and the second ramps 234 relative to each other.
  • the second ramps 234 shift in the extension direction of the rotation axis 204 and the pressure plate 212 displaces accordingly.
  • the counter blades 214 and fins 210 are clamped between the pressure plate 212 and the pressure plate 216.
  • the pre-control torque of the eddy current brake 230 is translated by a translation formed between the sun gear 228 and the land 226 on the planetary gear and on the ramps 232, 234 so that a desired torque range can be adjusted.
  • the pre-control torque can be precisely controlled via a power supply to the eddy current brake 230 and built in the shortest possible time.
  • the response time of the desired torque is advantageously a few milliseconds. Due to the high ratio of the torque and the short actuation time, a low actuation energy results for a torque to be transmitted via the coupling device 202.
  • the eddy current brake 230 is wear-free and can realize any intermediate stages of the required torque, without torque fluctuations and friction value dependencies, via a magnetic field of an electromagnet.
  • the pilot torque is generated by itself and the freewheel 236.
  • the coupling device 202 transmits a tensile torque.
  • a predetermined portion of this tensile torque is used via the freewheel 236 as a pre-control torque for the web 226.
  • the coupling device 202 is actuated by a part of the torque applied to the rotating shaft via the ramps 232, 234.
  • the angle of rotation of the ramps 232, 234 is controlled via the torque sensor 208.
  • the moment sensor 208 Moreover, it allows the coupling device 202 to open again as soon as there is no more torque.
  • the coupling device 202 is self-regulating in this state and requires no further external energy for actuation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une chaîne cinématique comprenant un moteur à combustion interne, une boîte de vitesses pourvue d'un arbre d'entrée entraîné par le moteur, de plusieurs rapports de transmission réglables, d'un arbre de sortie et d'arbres d'entrainement des roues motrices, ainsi qu'au moins un moteur électrique doté d'un rotor et d'un stator fixé au carter. L'invention vise à relier ces organes de manière optimale en termes d'encombrement et de pièces pour former une chaîne cinématique hybride. A cet effet, entre deux arbres de la boîte de vitesses, au moins une unité formée d'un moteur électrique et d'un dispositif d'embrayage à actionnement électrique et monté radialement à l'intérieur du rotor est disposée de manière active et le rotor est relié solidaire en rotation avec un des arbres.
PCT/DE2013/200128 2012-10-01 2013-08-16 Chaîne cinématique WO2014053126A1 (fr)

Priority Applications (2)

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EP13765632.8A EP2904285A1 (fr) 2012-10-01 2013-08-16 Chaîne cinématique
DE112013004839.6T DE112013004839A5 (de) 2012-10-01 2013-08-16 Antriebsstrang

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DE102012217938 2012-10-01

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Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014212928A1 (de) * 2014-07-03 2016-01-21 Zf Friedrichshafen Ag Antriebseinheit für ein Kraftfahrzeug
DE102014217762A1 (de) * 2014-09-05 2016-03-10 Volkswagen Aktiengesellschaft Hybridantriebsstrang für ein Kraftfahrzeug
EP3198160B1 (fr) * 2014-09-25 2018-10-10 Schaeffler Technologies AG & Co. KG Embrayage de mise en circuit pour groupe motopropulseur hybride avec capteur de couple
JP6840146B2 (ja) * 2015-11-16 2021-03-10 シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲーＳｃｈａｅｆｆｌｅｒ Ｔｅｃｈｎｏｌｏｇｉｅｓ ＡＧ ＆ Ｃｏ． ＫＧ ローテーション軸線を有する摩擦クラッチ
DE102016211884A1 (de) * 2016-06-30 2018-01-04 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug, sowie Antriebsstrang für ein Kraftfahrzeug
DE102017101744B4 (de) * 2017-01-30 2019-06-19 Gkn Automotive Ltd. Antriebsanordnung für ein Kraftfahrzeug
DE102019201974A1 (de) 2019-02-14 2020-08-20 Robert Bosch Gmbh Elektrische Maschine

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Publication number Priority date Publication date Assignee Title
WO2005092656A1 (fr) * 2004-03-26 2005-10-06 Eaton Corporation Ensemble embrayage et moteur integre
DE102008006062A1 (de) 2007-01-29 2009-02-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Nasse Anfahrkupplung für Hybridanwendungen
JP2010163050A (ja) * 2009-01-15 2010-07-29 Toyota Motor Corp 動力伝達装置
DE102010045502A1 (de) * 2010-09-15 2012-03-15 Audi Ag Achsantriebseinrichtung für Torque-Vectoring and Torque-Splitting
US20120238387A1 (en) * 2011-03-17 2012-09-20 American Axle & Manufacturing, Inc. Torque transfer unit with integrated electric drive motor

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005092656A1 (fr) * 2004-03-26 2005-10-06 Eaton Corporation Ensemble embrayage et moteur integre
DE102008006062A1 (de) 2007-01-29 2009-02-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Nasse Anfahrkupplung für Hybridanwendungen
JP2010163050A (ja) * 2009-01-15 2010-07-29 Toyota Motor Corp 動力伝達装置
DE102010045502A1 (de) * 2010-09-15 2012-03-15 Audi Ag Achsantriebseinrichtung für Torque-Vectoring and Torque-Splitting
US20120238387A1 (en) * 2011-03-17 2012-09-20 American Axle & Manufacturing, Inc. Torque transfer unit with integrated electric drive motor

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DE102013216268A1 (de) 2014-04-03
DE112013004839A5 (de) 2015-06-25
EP2904285A1 (fr) 2015-08-12

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