WO2016059002A1 - Groupe motopropulseur de véhicule à moteur - Google Patents

Groupe motopropulseur de véhicule à moteur Download PDF

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Publication number
WO2016059002A1
WO2016059002A1 PCT/EP2015/073586 EP2015073586W WO2016059002A1 WO 2016059002 A1 WO2016059002 A1 WO 2016059002A1 EP 2015073586 W EP2015073586 W EP 2015073586W WO 2016059002 A1 WO2016059002 A1 WO 2016059002A1
Authority
WO
WIPO (PCT)
Prior art keywords
kers
transmission
gear
wheel
memory
Prior art date
Application number
PCT/EP2015/073586
Other languages
German (de)
English (en)
Inventor
Mark Schweiher
Harald Ihben
Ian Richard MURPHY
Arnaud CECI
Original Assignee
Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg
Flybrid Automotive Limited
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 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg, Flybrid Automotive Limited filed Critical Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg
Priority to EP15775755.0A priority Critical patent/EP3206900A1/fr
Priority to CN201580055282.8A priority patent/CN107074089B/zh
Publication of WO2016059002A1 publication Critical patent/WO2016059002A1/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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • 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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the present invention relates to a drive train for a motor vehicle, with a drive motor whose drive power is feasible to driven wheels via a power path, and with a KERS memory which is connectable or connected via a KERS coupling arrangement with the power path.
  • Electromechanical KERS systems with very high efficiency use electric machines in generator mode at relatively high speeds.
  • the rotor of such a generator can also serve as a flywheel, which usually requires that the rotor can be decoupled from the power path.
  • the kinetic energy stored in such a rotor can either be converted directly into kinetic drive energy again as required, but can also be converted into electrical energy by the generator going from an idling mode to a loading mode. In this case, for example, rechargeable batteries or high power capacitors can be charged.
  • a basically very old way of recovering kinetic motive power is a so-called mechanical KERS wherein a rotating flywheel system is used as the latch.
  • this system is again considered interesting today, since the lifetime is virtually unlimited, at least in comparison to electrical storage such as accumulators and capacitors, which usually degrade with time, often depending on the Number of charge and discharge cycles performed.
  • the drive should then especially be useful if the bus is subject to frequent speed changes.
  • the drive includes a flywheel gyro which can be charged with mechanical energy.
  • the drive train includes an internal combustion engine.
  • the internal combustion engine can drive the bus via a fluid coupling or a hydraulic converter, a change gear and a cardan shaft.
  • An arranged with a vertical axis flywheel is connected via a bevel gear and a hydraulic clutch or a converter to the transmission.
  • the vehicle can be driven either by the internal combustion engine or by the flywheel gyro or simultaneously by both.
  • an overrunning clutch can be interposed between the engine and the transmission.
  • the energy absorption of the flywheel mass gyro takes place either by increasing the drive power of the internal combustion engine or by accelerating the gyro from braking energy.
  • More recent concepts for using such a flywheel mass memory typically include a continuously variable transmission (CVT) operating between
  • Flywheel accumulator and drive train for example, vehicle transmission
  • the connection of the flywheel mass storage device to the power path further includes a disconnect clutch. Due to the continuously variable transmission, it should be possible to design the flywheel mass storage at high speeds of at least 30,000 rpm, preferably 60,000 rpm. This should make it possible to realize the flywheel mass storage structurally compact.
  • the separating clutch can be provided in order to avoid drag losses or to realize a standstill decoupling.
  • the continuously variable transmission or a variator of another type is intended to be used to sum drive power of an electric motor and drive power from a flywheel energy storage suitable.
  • Document DE 10 2010 009 405 A1 discloses an electromechanical KERS system in which an electrical rotor is connected to a shaft of a motor vehicle. ges is mechanically coupled and in which a flywheel mass body when needed magnetically coupled directly to the runner.
  • the document DE 32 24 982 A1 discloses a further drive train in which drive power of an internal combustion engine and drive power from a flywheel storage via a hydrodynamic torque converter and a freewheel device are superimposed.
  • a drive train with a flywheel mass storage and a KERS coupling arrangement for connecting the flywheel mass storage device to a power path is known from the document WO 2011/080512 A1.
  • the KERS clutch assembly used herein includes a memory-side gearset and a power-path-side gearset.
  • the memory-side wheelset and the power-path-side wheelset are coupled together via at least two multi-plate clutches, which can be actuated by means of suitable actuators.
  • About the wheelsets the power path, depending on the clutch is connected with different translation with the flywheel energy storage.
  • One of the translations can be used for loading the flywheel mass memory, the other for unloading the flywheel mass memory.
  • the multiple clutches can also be used in different translations each for loading or unloading.
  • Trained as multi-plate clutches clutches can be designed as a power shift clutches, so that transitions from one to the other clutch can be performed without power interruption.
  • the power path side wheelset is preferably connected to the input shaft of a motor vehicle transmission.
  • the friction clutches are normally open clutches.
  • the document DE 199 23 154 B4 finally relates to a hydraulic actuation system for an automated transmission, wherein a pump is force-transmitting connected to a drive motor or transmission of the vehicle via a mechanical drive and a freewheel mechanism, wherein the pump also power transmitting with an electric motor connected is.
  • the mechanical drive and the electric motor are connected to a common drive shaft of the pump.
  • the power path has a dual-clutch transmission with two partial transmissions, each having a plurality of gear sets, wherein the KERS clutch assembly via a gear wheel of one of the gear Sets of wheels of the first and / or the second partial transmission with the power path connectable or connected.
  • the dual-clutch transmission can be designed for the FronWQuer installation in the motor vehicle, but can also be designed for longitudinal installation in a motor vehicle.
  • the gear wheel, via which the KERS memory is connectable to the power path may be a fixed gear or a loose wheel.
  • the KERS memory is connected exclusively to one of the two partial transmissions.
  • the partial transmission to which the KERS memory is connected is preferably that which has the greater spread, for example that which has the odd gear ratios.
  • the KERS memory is connected via respective gear wheels with two partial transmissions.
  • KERS memory and KERS coupling arrangement can be laterally, so radially offset, arranged and mounted on a housing of the dual-clutch transmission, possibly in its own KERS housing.
  • the KERS memory preferably includes a flywheel whose axis of rotation is preferably aligned parallel to the waves of Doppelkupplungsget ebes.
  • the drive train may be formed as a purely electric drive train, but is preferably a drive train in which a drive motor is formed by an internal combustion engine.
  • the powertrain may additionally include an electric motor to form a hybrid powertrain.
  • the KERS memory preferably has at least one flywheel.
  • the flywheel is preferably designed for a maximum speed of at least 10,000 rpm, in particular at least 20,000, preferably at least 30,000 rpm. It is particularly preferred if the maximum speed at least
  • the diameter of the flywheel may be less than 500 mm.
  • the flywheel may be accommodated in a storage housing that can be evacuated.
  • the connection of the KERS clutch assembly with the power path can be done in particular at the entrance of the Doppelkupplungsgethebes. If the KERS memory is connected to the input of the dual-clutch transmission, the translations of the dual-clutch transmission (gear stages) can be used to optimize the operation of the KERS memory during charging and discharging, so that this example when loading possible can be quickly brought to high speeds.
  • the KERS clutch assembly has a memory-side KERS gear set connected to the KERS memory, and has a transmission-side KERS gear set connected to the gear wheel of one of the gear sets the first and / or the second partial transmission is connected, wherein the memory-side KERS wheelset and the transmission-side KERS wheelset are connected to each other via at least one KERS coupling.
  • the two KERS wheelsets are interconnected via at least two KERS couplings.
  • a different ratio between the KERS memory and the gear wheel can be set up, for example optimized for a charging process of the KERS memory or for a discharging process of the KERS memory.
  • the wheelsets are mounted on shafts, which are aligned parallel to the transmission shafts of the dual clutch transmission.
  • the KERS clutch may be a wet-running multi-plate clutch. With two or more KERS couplings, the switching operations can take place from one clutch to the other under load.
  • the KERS coupling is formed by a hydrodynamic fluid coupling. This type of coupling can also enable load switching.
  • the KERS clutch and the KERS clutches are preferably arranged in the axial direction between the memory-side KERS wheelset and the transmission-side KERS wheelset.
  • the memory-side KERS wheel set has a KERS pinion connected to the KERS memory, wherein a first KERS wheel of the memory-side KERS gear set engages with the KERS pinion and has a KERS pinion Input member of a first KERS coupling is connected, whose output member is connected to a first KERS wheel of the transmission-side gear set.
  • first KERS wheel of the transmission-side KERS wheelset is connected to the gear wheel of one of the gear sets of the first or the second sub-transmission.
  • the first KERS wheel thereby directly engage with the gear wheel, but may also be connected via at least one intermediate gear to the gear wheel.
  • the memory-side KERS wheelset has a second KERS wheel engaged with its first KERS wheel (or alternatively engaged with the KERS pinion) and preferably with an input member of a second KERS wheel KERS coupling is connected, whose output member is connected to a second KERS wheel of the transmission-side KERS wheelset.
  • the second KERS wheel of the transmission-side KERS gear set may be engaged with the first KERS gear of the transmission side KERS gear set, but may be engaged with a KERS pinion of the transmission side KERS gear set.
  • the KERS clutch assembly may include two (or more) KERS clutches arranged in a compact manner between the KERS accumulator and the gear wheel of the dual clutch transmission.
  • the KERS clutch assembly may have exactly two wheelsets, namely the memory-side wheelset and the gearbox side gearset.
  • the transmission-side KERS wheel set is connected to a gear wheel of one of the gear wheel sets of the first or the second sub-transmission, wherein the KERS clutch arrangement has a further gear-side KERS wheel set, which is connected via a further KERS gear.
  • Clutch is connected to the memory-side KERS wheelset, wherein the other gear-side KERS wheelset is connected to a further gear wheel of the gear wheelsets of the first and / or the second sub-transmission.
  • the additional gear wheel, with which the further transmission-side KERS wheelset is connected is part of a gear wheel set of the other sub-transmission.
  • the one transmission-side KERS wheelset is connected to a gear wheel of one of the partial transmissions, whereas the other transmission-side KERS wheelset is connected to a gear wheel of the other sub-transmission.
  • connection between these wheelsets and the respective gear wheel can, as I said, done in a direct manner, but can also take place via an intermediate gear or the like.
  • the transmission-side KERS wheel or the other transmission-side KERS wheel has a hereby engaged intermediate wheel, which is connected to the gear wheel of the gear wheel set or advantageously hereby engaged stands.
  • the dual clutch transmission has an axial extent with a first axial end and with a second axial end, wherein the KERS memory and the KERS clutch assembly in the axial direction between the first and the second end of the dual clutch transmission are arranged.
  • the axial length or extension of the extension of KERS memory and KERS clutch assembly is preferably smaller than / equal to the axial extent of the dual clutch transmission.
  • the drive train is designed for transverse mounting in a motor vehicle, the dual-clutch transmission having a stepped transmission with an input shaft assembly and two output shafts parallel thereto, the KERS clutch assembly connectable to the power path via a gear wheel is, which is mounted on the input shaft assembly, preferably fixed, is.
  • the KERS memory can be connected directly to the transmission-side KERS wheelset.
  • the KERS memory has an identification converter or a transmission for the transmission of the rotational speeds, which is connected to the KERS clutch arrangement, in particular to the memory-side KERS gearset.
  • the transmission gear can be designed for example in the design of a planetary gear.
  • the speeds in the KERS clutch arrangement are already significantly lower than those of the KERS memory. Therefore, the bearings and gears in the field of KES clutch assembly no special requirements to make because the speeds are comparable to those of other components in a dual-clutch transmission.
  • the KERS clutch assembly is connected via a transmission gear to the gear wheel of one of the gear wheelsets.
  • This embodiment can be combined with that embodiment in which a transmission gear between the KERS memory and the KERS clutch assembly is arranged.
  • the KERS clutches can be designed for lower torques. Furthermore, there are fewer loss-making elements between the memory-side input of the KERS clutch arrangement and the KERS memory. This reduces drag losses so that the KERS accumulator can maintain kinetic energy for a longer time when the clutch or clutches of the KERS clutch assembly are opened. However, the speeds in the region of the KERS clutch arrangement are higher in this case, which usually requires a higher processing quality.
  • the flywheel of the KERS memory typically has an outer diameter that is less than or equal to 200 mm.
  • the outer catch at the intended high speeds (for example, up to about 60,000 rev / min) have a peripheral speed that comes close to the speed of sound. Therefore, it is preferable if the flywheel can rotate in a special, sealed storage enclosure in a vacuum to minimize aerodynamic losses or ventilation losses.
  • Flywheel is preferably sized so that limit operating points are possible. Even with a slowdown to low vehicle speeds, the flywheel should preferably be able to be charged to its maximum speed. Furthermore, it should be possible to unload the flywheel to a meaningful higher vehicle speed, for example, up to a speed of less than or equal to 100 km / h or the like.
  • the gear ratios of the transmission can be shared.
  • the mechanical complexity can thus be minimized.
  • a significant weight reduction can be achieved.
  • the KERS memory is preceded by a transmission gear, for example in the form of a planetary gear or in the form of a planetary gear, or is part of the same.
  • a member of such a transmission gear can be determined, for example, with respect to a housing.
  • the flywheel can be used with a total of eight different translations to the vehicle drive.
  • this can bridge the center distance between the parts of the KERS system to the input side of the base gear.
  • the identifier converter can, as I said, have a planetary gear set.
  • the planetary gear set may be formed with a fixed ring gear.
  • the planetary gear set may also be designed with alternative configurations, may be constructed in several parts or may be replaced by a spur gear.
  • the intermediate between the KERS clutch assembly and the gear wheel of the dual clutch transmission can also be replaced by a combination of multiple spur gears, or by a double wheel.
  • a double wheel offers the possibility of choosing a different type of toothing (different modulus, different helix angle) in the running gear of the dual-clutch transmission than in the transmission stages or KERS wheelsets of the KERS clutch arrangement.
  • the gearing in the dual clutch gearset can be optimized for use with internal combustion engines, and the gearing of the KERS clutch assembly (transmission side gearset) can be optimized for operation with varying torque directions, regardless of the optimization of the wheelset of the dual clutch transmission.
  • the KERS clutch assembly may be connected to the "odd" partial transmission (with the gear stages 1, 3, 5 and 7), but may also be connected to the other partial transmission with the straight gear steps.
  • two KERS couplings in a clutch be provided arrangement which is connected to one of the partial transmission.
  • Another KERS coupling can be connected to the other partial transmission.
  • the preferably purely mechanical KERS memory makes it possible to store in each case a part of stored kinetic energy within the transmission system and to provide the drive, if necessary, again available.
  • no deeper intervention in other systems of the vehicle is required.
  • no battery system needs to be installed, and there is no additional space for it lost in the vehicle.
  • FIG. 1 is a schematic representation of an embodiment of an inventive drive train
  • FIG. 2 shows a schematic perspective illustration of a further embodiment of a drive train according to the invention
  • FIG. 3 shows a schematic representation of a further embodiment of a drive train according to the invention.
  • FIG. 4 shows a schematic representation of a further embodiment of a drive train according to the invention.
  • FIG. 5 shows a schematic representation of a further embodiment of a drive train according to the invention.
  • Fig. 6 is a schematic axial view of a drive train, for example, the drive train of Figure 3.
  • Fig. 7 is a partial schematic representation of another embodiment of a drive train according to the invention.
  • a drive train for a motor vehicle is shown schematically and generally designated 10.
  • the drive train 10 includes a drive motor 12, which may be formed for example as an internal combustion engine, but may also be formed by a hybrid drive unit. Furthermore, the drive train 10 has a friction clutch assembly 14, which is connected on the input side to the drive motor 12, and the output side is connected to a gear assembly 6. An output of the gear assembly 16 is connected to a differential 18, by means of which drive power can be distributed to driven wheels 20L, 20R.
  • the powertrain 10 further includes a KERS memory 24, which may be formed as a pure mechanical memory for kinetic energy in the form of a flywheel, and a KERS clutch assembly 26.
  • the KERS memory 24 is by means of the KERS clutch assembly 26 at connected to the power path 22.
  • the friction clutch assembly 14 is formed by a dual-clutch arrangement, with a first friction clutch 30 and a second friction clutch 32.
  • the friction clutches 30, 32 may each be designed as start-up and separating clutches.
  • the friction clutches can be designed as dry friction clutches or wet-running multi-plate clutches.
  • the transmission assembly 16 includes a first partial transmission 34, which is assigned, for example, the odd gear ratios, and a second partial transmission 36, which is assigned, for example, the straight gear ratios and possibly a reverse gear.
  • the two partial transmissions 34, 36 form a dual-clutch transmission.
  • An input of the first partial transmission 34 is connected to an output member of the first friction clutch 30.
  • An input of the second partial transmission 36 is connected to an output member of the second friction clutch 32.
  • the outputs of the two partial transmissions 34, 36 are connected to the differential 18. Due to the division into partial transmissions and into two friction clutches, the power path 22 is also divided into two parallel power paths 22a, 22b.
  • the first partial transmission 34 has a plurality of gear wheelsets 38, which are each assigned gear ratios.
  • One of the wheelsets has a gear wheel 39.
  • the second partial transmission 36 includes a plurality of gear sets 40.
  • the KERS clutch assembly 26 is connected or connectable via the gear wheel 39 of the first partial transmission 34 with the power path 22a.
  • the powertrain 10 further includes a housing assembly 42.
  • the housing assembly 42 includes a transmission housing 44 and an axially adjacent coupling housing 46.
  • the housing assembly 42 may include a KERS housing 48 within which the KERS memory 24 and the KERS - Coupling 26 can be added.
  • the KERS housing 48 may be at least partially separated from the interior of the transmission housing 44.
  • at least parts of the KERS clutch assembly 26 may also be received within the transmission housing 44, in particular wheel sets of the KERS clutch assembly 26.
  • the KERS housing 48 and the transmission housing 44 share a common fluid sump, so that the contained therein components are operated with the same fluid (for example, vehicle transmission oil, in particular ATF oil).
  • the KERS housing 48 may be arranged in particular in the radial direction adjacent to the transmission housing 44.
  • An axis of rotation of the KERS memory can be aligned parallel to waves of the gear assembly 16.
  • flywheel of the KERS memory 24 within the KERS housing 48 in common with the KERS clutch assembly 26, it is preferred that the flywheel of the KERS memory 24 have a separate memory housing 50, within which a KERS wheel 52
  • the storage housing 50 is sealed so that it can be evacuated by means of a vacuum pump to reduce aerodynamic losses of the KERS wheel 52.
  • the KERS memory 24 may be formed such that a rotational axis of the KERS wheel 52 is directly connected to an input member of the KERS clutch assembly 26.
  • the axis of rotation of the KERS wheel 52 is connected to the input member of the KERS clutch arrangement 26 via a transmission gear, for example in the form of a planetary gear, in particular a planetary gearset 54.
  • the KERS wheel 52 which is designed for very high rotational speeds (for example up to a maximum of 60,000 rpm), can be connected to the input member of the KERS clutch arrangement 26 more optimally than the Speed of this input element can then be significantly reduced.
  • the planetary gear set 54 may include a ring gear that may be fixed to a housing (eg, KERS housing or storage enclosure).
  • the KERS clutch assembly 26 has a memory-side KERS gearset 60 and a transmission-side KERS gearset 62.
  • the memory-side KERS gear set 60 includes a memory-side KERS pinion 64 non-rotatably connected to the KERS memory 24 (the rotation shaft of the KERS wheel 52 or an output member of the planetary gear set 54). Further, the memory-side KERS gear set 60 has a first memory-side KERS wheel 66 and a second memory-side KERS wheel 68 respectively engaged with the memory-side KERS pinion 64.
  • the transmission-side gearset 62 includes a transmission-side KERS pinion gear 70 that meshes with a first transmission-side KERS gear 72 and a second transmission-side KERS gear 74.
  • the first memory-side KERS wheel 66 and the first transmission-side KERS wheel 72 preferably have the same axis of rotation.
  • the second memory-side KERS wheel 68 and the second transmission-side KERS wheel 74 have the same axis of rotation.
  • a first KERS coupling 76 is arranged between the first memory-side KERS wheel 66 and the first transmission-side KERS wheel 72.
  • a second KERS coupling 78 is connected between the second memory-side KERS wheel 68 and the second transmission-side KERS wheel 74.
  • the transmission-side KERS wheel set 62 can be connected either directly to one of the above-mentioned wheels or pinions 70, 72, 74 to the power path 22 of the drive train 10, in particular to the gear wheel 39.
  • the in 1 the transmission-side KERS wheel set 62 is connected to the gear wheel 39 via an intermediate gear 80 (or two intermediate gears).
  • the ratios of the first KERS wheels and the second KERS wheels are preferably different, so that depending on the switched KERS clutch 76 or 78, a different translation between the KERS memory 24 and the power path 22 of the drive train 10 can be set ,
  • the first KERS coupling 76 can be used in particular for charging the KERS memory 24, and the second KERS coupling 78 for discharging, or vice versa.
  • FIG. 2 shows in schematic form a further embodiment of a drive train 10 in a perspective schematic representation. It can be seen here that the housing assembly 42 including the gear housing 44 and the clutch housing 46 has an axial extent 82 which extends from a drive motor 12 facing the end of the clutch housing 46 to a drive motor 12 remote from the end of the gear housing 44.
  • Fig. 2 further shows that the arrangement of KERS memory 24 and KERS clutch assembly 26 seen in the axial direction between the ends of the housing assembly 42 is arranged, that has an axial extent 84 which is less than / equal to the axial extent 82 of Housing assembly 42 is.
  • the combination of the gear assembly 16 with two partial transmissions and the friction clutch assembly 14 with two friction clutches is also commonly referred to collectively as a dual clutch transmission, so that the axial extent 82 can also refer to the axial length of the dual clutch transmission, which includes the friction clutch assembly in this case ,
  • FIGS. 3 to 6 further embodiments of drive trains are described, which can generally correspond to the drive train 10 of FIG. 1 in terms of construction and operation. Identical elements are therefore identified by the same reference numerals. The following section essentially explains the differences.
  • a drive train 10 ' is shown, which is designed for the front-transverse installation in a motor vehicle.
  • the partial transmissions 34, 36 have a common input shaft arrangement 90 of an inner shaft and a hollow shaft.
  • the partial transmissions 34, 36 include a first output shaft 92 and a second output shaft 94, which are connected via a driven gear 96 (FD1, FD2) with a differential 18 not shown in FIG.
  • idler gears for the forward gear stages 1, 7 of the first subgear 34 and idler gears for the gear stages 6 and 2 of the second subgear 26 are arranged.
  • idler gears for the forward gears 3 and 5 of the first sub-transmission 34 and idler gears for the forward gear 4 and the reverse gear R of the second sub-transmission 36 are arranged.
  • a parking lock gear P is also fixed to the second output shaft 94.
  • the KERS memory 24 with the planetary gear set 54 is constructed identically as in the drive train 10 of FIG. 1.
  • the KERS clutch assembly 26 'differs somewhat from that of FIG. 1.
  • the memory-side KERS wheel 60 has a memory-side KERS Ritzei 64 which is in engagement with the first memory-side KERS wheel 66.
  • the second memory side KERS wheel is not engaged with the KERS pinion but with the first memory side KERS wheel.
  • the first and second KERS gear-side gears 72, 74 are engaged with each other, and the first KERS gear-side gear is directly engaged with an intermediate gear 80.
  • the intermediate gear 80 is connected to the gear wheel 39, which is formed by a gear set for the forward gear stages 5 and 7. More specifically, the gear wheel 39 is a fixed gear which is fixed to the inner shaft of the input shaft assembly 90 and is engaged with the idler gear for the forward gear stage 7 on the first output shaft 92, as well as the idler gear for the forward gear stage 5 on the second output shaft 94. As a result, a KERS linkage 98 is established, which is engaged by the KERS clutch assembly 26 'via the gear wheel 39 on the inner shaft of the input shaft assembly 90 and then via one of the wheelsets of the first sub-transmission 34 on the first output shaft or the second output shaft, and from there to the output gear 96 extends. In the present case, it is shown that the forward gear stage 1 is engaged, so that KERS power is transmitted to the output shaft 92 via the gear set for the forward gear stage 2.
  • FIG. 4 shows a further embodiment of a drive train 24 "which generally corresponds in terms of design and mode of operation to the drive train 10 'of FIG. 3.
  • the same elements are therefore designated by the same reference numerals 4 does not show the input shaft arrangement 90 and the output shaft 92 for reasons of clarity.
  • the KERS clutch arrangement 26 “here includes a memory-side KERS gearset 60", which is constructed identically to the KERS gearset 60 'of FIG. 3.
  • the KERS clutch assembly 26 “further includes a first transmission-side KERS gear set 62" having a transmission-side KERS wheel 74 "on the same axis of rotation as the second memory-side KERS gear 68.
  • This transmission-side KERS Wheel of the first gear-side KERS wheelset 62 is here via an intermediate 80" or more than an intermediate gear with a gear wheel 39 in connection, which is as in the embodiment of Fig. 3 to a fixed gear of the input shaft assembly 90 for the forward gears 5 and 7 can act.
  • the KERS clutch assembly 26 still includes a second transmission-side KERS gearset 100.
  • the second transmission-side KERS gearset 100 has another transmission-side KERS wheel 72" mounted on the same axis of rotation Like the first memory-side KERS wheel 66.
  • This further transmission-side KERS wheel 72 is connected via a further intermediate gear (or a plurality of further intermediate wheels) 102 to a further gear wheel 39" in connection.
  • the further gear wheel 39 may, for example, be a fixed gear of the input shaft assembly 90, which is assigned to the forward gear stages 4 and 6.
  • the gear wheels 39, 29 are each assigned to a different sub-transmission, as in the illustrated embodiment, whereby two parallel KERS connections 98 and 104 can be realized, as shown schematically in FIG is indicated.
  • the first KERS coupling 76 is arranged and connected between the memory-side KERS wheel 66 and the transmission-side KERS wheel 72".
  • the second KERS clutch 78 is arranged and connected between the memory-side KERS wheel 68 and the transmission-side KERS wheel 74".
  • FIG. 5 shows a further embodiment of a drive train 10 "'which generally corresponds in terms of structure and mode of operation to the drive train 10" of FIG. 4.
  • the same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.
  • the KERS clutch assembly 26"' includes a third storage side KERS wheel 108 that engages the second storage side KERS wheel 68. Further, the first transmission-side KERS wheel set 62 "'includes a third transmission-side KERS wheel 110 that meshes with the second KERS wheel of the first transmission-side KERS gear set 62"'.
  • a third KERS clutch 1 12 is arranged and connected. Consequently, the KERS clutch assembly 26 '', the KERS connection 98 to the first part of the transmission 34 via two different translations to realize, so either by closing the friction clutch 78 or by closing the friction clutch 1 12.
  • the KERS connection 104 to the 4 only the KERS coupling 76 is provided in this embodiment as well as in the embodiment of Fig. 4.
  • KERS coupling for the KERS connection 104 as well, for example fourth memory side KERS wheel and a fourth transmission side KERS wheel in the Power flow is switchable, for example, with the KERS wheels 66, 72 can be engaged.
  • the KERS memory 24 "' can also be connected directly to one of the memory-side KERS wheels, in the present case to the memory-side third KERS wheel 108. However, it is also a Connection to the memory-side second KERS wheel 68, or in the case of FIGS. 3 and 4, also to the memory-side first KERS wheel 66, such that the KERS memory 24 "'is arranged coaxially to this respective memory-side KERS wheel ,
  • the KERS memory 24 "' as in the previous embodiments, a memory housing 50"', within which a KERS wheel is disposed, and a transmission gear 54 "', for example in the form of a planetary gear set.
  • Fig. 6 shows in schematic form an axial view of the drive train 10 'of Fig. 1, wherein this representation can refer in the same way to the drive trains of Fig. 3 to 5.
  • the drive train 10 has an input shaft assembly 90 and a first output shaft 92 and a second output shaft 94.
  • the first output shaft 92 and the second output shaft 94 are respectively engaged with an input member of the differential 18.
  • the KERS memory 24 is engaged via an idler gear 80 with a wheel fixed to the input shaft assembly 90.
  • the KERS memory may also be connected directly to such a wheel of the input shaft arrangement, as shown in Fig. 6 at 24 IV .
  • Input of the dual-clutch transmission is connected, so that for the connection between KERS memory 24 and driven wheels 20L, 20R at least part of the Translations of the dual-clutch transmission is used to optimally adjust the respective operating points.
  • Fig. 7 shows a further embodiment of a drive train 10 V , which generally corresponds to the drive train 10 'of FIG. 3 in terms of structure and operation. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.
  • the KERS memory 24 in the drive train 10 includes a transmission gear 54
  • the KERS memory 24 V is formed without such a transmission gear in the drive train 10, so that a KERS wheel which rotatable in the storage housing 50 v is directly connected to one of the wheels of the storage-side KERS wheelset.
  • a transmission gear 54 v between the KERS Kuppiungsan Aunt 26 v and the gear wheel 39 is arranged.
  • the transmission gear 54 v which may also be configured as a planetary gear or as a simple planetary gear, coaxial with a secondary shaft 1 16 arranged on which a transfer wheel 1 18 is fixed, which is in engagement with the transmission-side KERS wheelset 62.
  • an output member of the transmission gear 54 v is connected to the intermediate gear 80, which is connected to the gear wheel 39 of one of the gear wheelsets, for example, exactly as shown in Fig. 3.
  • a transmission gear 50 v can be arranged either in the power flow direction between the KERS wheel and the KERS Kuppiean Aunt, or between the KERS Kuppiean Aunt and the gear wheel of one of the gear sets.

Abstract

L'invention concerne un groupe motopropulseur (10) pour un véhicule à moteur, comportant un moteur d'entraînement (12) dont la puissance d'entraînement peut être transmise à des roues entraînées (20) au moyen d'un chemin de puissance, et un accumulateur SREC (24) pouvant être relié au chemin de puissance au moyen d'un système d'embrayage SREC (26). Le chemin de puissance présente une boîte de vitesses à double embrayage (16) comportant deux demi-boîtes (34, 36) présentant chacune une pluralité de trains de pignons de vitesses (38, 40), le système d'embrayage SREC (26) pouvant être relié au chemin de puissance par l'intermédiaire d'un pignon de vitesse (39) d'un (38) des trains de pignons de vitesses (38, 40) de la première et/ou de la deuxième demi-boîte (34, 36).
PCT/EP2015/073586 2014-10-13 2015-10-12 Groupe motopropulseur de véhicule à moteur WO2016059002A1 (fr)

Priority Applications (2)

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EP15775755.0A EP3206900A1 (fr) 2014-10-13 2015-10-12 Groupe motopropulseur de véhicule à moteur
CN201580055282.8A CN107074089B (zh) 2014-10-13 2015-10-12 机动车传动系

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DE102014114771.5A DE102014114771A1 (de) 2014-10-13 2014-10-13 Kraftfahrzeug-Antriebsstrang
DE102014114771.5 2014-10-13

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CN107074089B (zh) 2020-09-25
EP3206900A1 (fr) 2017-08-23
CN107074089A (zh) 2017-08-18
DE102014114771A1 (de) 2016-04-14

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