WO2017071893A1 - Unité de propulsion électrique pour un groupe motopropulseur d'un véhicule - Google Patents

Unité de propulsion électrique pour un groupe motopropulseur d'un véhicule Download PDF

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Publication number
WO2017071893A1
WO2017071893A1 PCT/EP2016/072790 EP2016072790W WO2017071893A1 WO 2017071893 A1 WO2017071893 A1 WO 2017071893A1 EP 2016072790 W EP2016072790 W EP 2016072790W WO 2017071893 A1 WO2017071893 A1 WO 2017071893A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
drive unit
electric drive
line
cooling element
Prior art date
Application number
PCT/EP2016/072790
Other languages
German (de)
English (en)
Inventor
Alexander Markow
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2017071893A1 publication Critical patent/WO2017071893A1/fr

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Classifications

    • 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
    • F16D27/02—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings
    • F16D27/04—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings with axially-movable friction surfaces
    • F16D27/08—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings with axially-movable friction surfaces with friction surfaces arranged externally to the flux
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/02—Overheat protection, i.e. means for protection against overheating
    • F16D2300/021—Cooling features not provided for in group F16D13/72 or F16D25/123, e.g. heat transfer details

Definitions

  • the invention relates to an electric drive unit for a drive train of a vehicle.
  • EP 2 708 768 A2 discloses a drive unit for a motor vehicle with an electric machine and a clutch.
  • a rotationally fixed connection between an internal combustion engine and the electric machine can be achieved via the coupling.
  • An actuator for detecting or releasing the clutch is controlled by a servomotor.
  • the servomotor is arranged outside a housing of the transmission and operatively connected by means of a shaft and an actuating device with the coupling.
  • An upper limit of the operating temperature of such actuators is about 120 degrees Celsius. When operating above this temperature, in particular, the lifetime of the control electronics of the servomotor decreases sharply. To lower the temperature, the servomotor for this purpose has a cooling element with ribs.
  • the ambient temperatures may be close to or even higher than the recommended maximum temperature. There is the possibility that a sufficient cooling of the control electronics is no longer possible.
  • the electric drive unit for a drive train of a vehicle comprises an electric machine, a drive element and a clutch for producing a rotationally fixed, but detachable connection between the electric machine and the drive element.
  • the electric machine forms a rotor and a stator off.
  • the drive element with a further drive module, in particular an internal combustion engine, operatively connected or can be operatively connected to such a drive module.
  • the electric drive unit comprises a servomotor and an actuator for actuating the clutch. The actuator is driven by the servomotor.
  • the actuator also has control electronics, wherein the control electronics is cooled by a cooling element of the servomotor.
  • control electronics is cooled by a cooling element of the servomotor.
  • An alternative embodiment is disclosed for example in EP2 708 768 A2.
  • EP 2 708 768 A2 with its entire scope of disclosure, is to be seen as the content of this document.
  • the electric drive unit can also be designed in a similar or in another way.
  • the cooling element has a coolant inlet and a coolant outlet, wherein these are connected to one another via a cooling channel.
  • an active cooling can be achieved by means of a coolant, wherein a temperature of the coolant at inflow actively influences the cooling of the control electronics.
  • passive cooling with air.
  • This is particularly dependent on the ambient temperature of the drive train, which can be very high in some cases.
  • the ambient temperature is already higher than the optimum maximum temperature of the control electronics.
  • the life of the control electronics which decreases drastically from a certain temperature limit, can be extended.
  • a first coolant circuit and a second coolant circuit are formed on the vehicle, wherein a line divider removes a fraction of the circulating coolant from the first coolant circuit and the second coolant circuit with the cooling element of the servo motor supplies.
  • a first coolant circuit for another system of the vehicle is advantageously present on the vehicle.
  • the assembly unit including the second coolant circuit for cooling the control electronics coupled.
  • the first coolant circuit may be arranged parallel or in series with each other.
  • the first coolant circuit and the second coolant circuit form in the case of arrangement in series essentially a common coolant circuit.
  • the first coolant circuit essentially forms the first part of the common coolant circuit and the second coolant circuit essentially forms the second part of the common coolant circuit.
  • the first coolant circuit may be, for example, a coolant circuit for an electric drive module, in particular for cooling the stator, or for cooling a battery which serves the electric drive.
  • a coolant circuit for an electric drive module in particular for cooling the stator, or for cooling a battery which serves the electric drive.
  • a servo motor for actuating a clutch usually requires a lower coolant flow rate than another component to be cooled.
  • An arrangement of the coolant circuits in parallel design is therefore preferred, since the coolant flow rates can be adjusted in this arrangement according to the required cooling capacity.
  • a coolant circuit may, for example, also be designed for cooling the servo motor on the vehicle.
  • the line divider is constructed such that only a fraction of the circulating in the entire Kuhlstoff Anlagenlauf coolant removed and fed to the cooling element of the servomotor.
  • a fraction of the circulating in the entire Kuhlstoff Anlagenlauf coolant removed and fed to the cooling element of the servomotor may be spoken by an order of magnitude of 1/5 to 1/6 of the total coolant flow. This may be, for example, a total of 6 liters per minute of water, which is supplied to the servomotor or flows through the cooling element.
  • a division of the volume flow or the coolant flow is in particular derem measures determined by the cross-sectional ratios of the formed on the line divider inflows and outflows.
  • the electric drive unit has coolant lines, in the form of a coolant supply and a coolant discharge line, for connecting the respective line divider to the coolant inlet and the coolant outlet.
  • the coolant lines in this case serve the simple coolant supply and the simple coolant discharge from or to the coolant circuit.
  • the lines can be guided along the outside of a module housing of the drive unit or on another module housing of the drive train. This is particularly advantageous when the servomotor engages from the outside through the module housing of the drive unit into the interior of the electric drive unit.
  • a module may be a component of the drive train, for example, a drive motor, an electric drive unit or a transmission.
  • a nozzle is formed or arranged on the cooling element and / or on the line divider.
  • respective nozzles can be arranged on the line divider and / or on the cooling elements, fixed or integrally formed on these.
  • the neck can be designed, for example, as a plastic part or as a steel part and arranged in a respective opening of the cooling element and / or the line divider, in particular be pressed. This may be, for example, the coolant inlet and / or the coolant outlet.
  • the coolant lines and the connecting piece are fastened to one another in a fluid-tight manner with the aid of an elastic element.
  • the elastic element may be formed, for example, as a connecting tube.
  • This connection hose can, for example, at the corresponding Stub and the corresponding coolant line arranged, in particular be pushed onto this.
  • the elastic element may be secured, for example via a clamping element, in particular a clamp and optionally contribute to the sealing of the connection.
  • a connecting portion is arranged or formed on the coolant line, optionally formed in one piece.
  • a sealing element is preferably formed on this connecting section, so that it can be arranged or fastened directly, for example, to the coolant inlet, the coolant outlet or the line divider.
  • At least one fastening element is arranged on the coolant line, which serves for fastening the coolant line to a housing of the component of the drive train.
  • Such a coolant line is guided, for example, on the outside of such a housing of a module, for example, a housing of a transmission or on a housing of the electric drive unit.
  • the fastener By the fastener, it is possible to attach the coolant line at the desired location easily and quickly.
  • the fastening element can be arranged or attached to one or more coolant lines at the same time and, in particular, connect a plurality of coolant lines to one another. It is possible to weld the fastener to the coolant line. This is possible in particular when using coolant lines made of plastic or aluminum.
  • the line divider is arranged or fastened to a module housing of the drive train, or the line divider is formed by a module housing of the drive train.
  • the module housing corresponds to the respective housing of the corresponding module of the drive train.
  • the cooling element of the control electronics or with individual components of the control electronics is in heat-conducting contact.
  • the cooling element is formed as an aluminum part.
  • Aluminum in this case has a good thermal conductivity, to which the cooling element can be produced in a simple manner as an aluminum part. In particular, by a casting or die casting process.
  • coolant lines are rigid.
  • Such coolant lines can be made for example of aluminum or plastic.
  • FIG. 1 shows an electrical drive unit for a drive train of a vehicle from the prior art in cross section.
  • FIG. 2 shows a module housing of the electric drive unit with an assembly unit arranged thereon, which comprises a servo motor with a cooling element and coolant lines;
  • Fig. 3 shows the module housing with the assembly unit of Figure 2 in one
  • FIG. 4a shows a section through the module housing along the sectional plane CC from FIG. 4;
  • FIG. 5 shows a further sectional view of the module housing with the assembly unit from FIG. 2;
  • FIG. 8 shows a servomotor of the assembly unit with a cooling element in a perspective exploded view
  • FIG. 10 shows a further illustration of the servomotor with the cooling element in side view with a partial cross section
  • Fig. 1 1 shows a further embodiment of the module housing with the assembly unit
  • FIG. 12 shows a line divider from FIG. 11 in cross section
  • FIG. 13 of the line divider of Figure 1 1 in a further cross-sectional view.
  • FIG. 1 shows an electric drive unit 10 according to EP 2 708 768 A2.
  • the electric drive unit 10 is briefly explained below, wherein further embodiments of the cited document can be found.
  • EP 2 708 768 A2 is to be regarded as the complete content of this application.
  • the electric drive unit 10 in this case has an electric machine 12 with a stator 14 and a rotor 16.
  • the stator 14 is rotatably connected to a module housing 18, shown in the following figures.
  • the rotor 16 is arranged concentrically to the stator 14 and freely rotatably supported relative thereto.
  • the electric drive unit 10 a drive element 20 which is rotatably mounted and concentric with the rotor.
  • the rotor 16 and the drive element 20 via a clutch 22 rotatably but releasably operatively connected to each other.
  • An opening or closing of the clutch 22 takes place via an actuating device 24 which is actuated by a servomotor 26.
  • the drive element 20 is in this case operatively connected to a further drive unit, not shown.
  • the further drive unit may, for example, be a act engine, wherein the drive member 20 forms a rotationally effective connection with a crankshaft of the internal combustion engine in this case.
  • the servo motor 26 can open and close the clutch 22 with the aid of the actuating unit 24, so that an operative connection between the electric machine 12 of the electric drive unit 10 and a further drive unit is made or disconnected.
  • the module housing 18 is shown with an assembly unit 28 in several perspectives.
  • the assembly unit 28 in this case comprises the servo motor 26 with a cooling element 40 and two coolant lines 32a, b in the form of a coolant supply line 32a and a coolant discharge line 32b.
  • the servomotor 26 is in this case arranged at an opening of the module housing 18 and engages from radially outside through the opening in the radially inner region in which the electric drive unit, not shown here, is arranged.
  • the servo motor 26 as can be seen in Fig. 7, a shaft with a profile with which a shaft 27 for operative connection with the actuator 24 is connectable.
  • the servo motor in this case has a flange 26a, with a plurality of openings 26b, which serve to attach the assembly unit 28, in particular the servo motor 26 to the module housing 18.
  • the servomotor 26 is screwed through the openings 26b with the module housing 18, wherein the screws are not shown here.
  • a fastening element 34 is formed.
  • This fastening element 34 is in this case arranged on the coolant lines 32a and 32b, in particular fastened.
  • the coolant lines 32a and 32b may in this case be designed, for example, as a plastic or as aluminum parts, so that the fastening element 34 can be welded thereto.
  • the fastening element 34 also has an opening 34a, which allows attachment to the module housing 18, in this case likewise by screw connection.
  • fastening elements 36 are formed on the module housing 18, which are firmly connected via openings 36a to the module housing 18, in particular by screwing, so that the coolant lines 32a, b between see the fastener 36 and the module housing 18 are fixed.
  • the fastening elements 36 surround the coolant lines 32 a, b on the side of the coolant lines 32 a, b, which are opposite to the module housing 18.
  • the assembling unit 28 is further arranged and fixed to the module housing 18 via connecting portions 38, the connecting portions 38 being formed at one end of the coolant piping 32a and 32b. See Fig. 4a.
  • the connecting sections 38 are hereby arranged on the cooling element 40 opposite end regions of the coolant line 32a or 32b.
  • the connecting portions 38 engage in openings 18a of the module housing 18.
  • the openings 18a of the module housing 18 serve as supply and discharge openings for a cooling medium from a first coolant circuit of the vehicle in a second coolant circuit, which is formed by the assembly unit.
  • the second coolant circuit is in this case formed parallel to the first coolant circuit of the vehicle.
  • the connecting sections 38 in this case have sealing elements 38a, which produce a fluid-tight connection and a fixed arrangement between the coolant lines 32 and the openings 18a.
  • the openings 18a represent connections of line dividers.
  • these line dividers are incorporated into the module housing 18.
  • the first cooling circuit may, for example, have a flow temperature of 65 to 85 degrees.
  • the assembly unit 28 is shown individually.
  • the assembly unit 28 in this case has the servo motor 26, which is connectable via a spline 26c with the actuator 24.
  • the servomotor 26 has a flange 26a for attachment to the module housing 18.
  • the flange 26 is in this case formed on a housing 26 d of the servomotor 26.
  • a cooling element 40 is arranged at the opposite end of the spline 26c end of the servomotor 26. This cooling element 40 closes the servomotor to the outside in a sealing manner.
  • an electronic control unit of the servomotor 26 is disposed within the cooling element 40 to the servo motor 26. This is protected by the cooling element 40 on the one hand against contamination and on the other hand cooled by the cooling element 40. There- in the cooling element 40 can form on its side facing the control electronics several surveys, which are in direct heat-conducting contact with individual components of the control electronics. In this case, advantageously, a thermal compound is used to improve the heat transfer from the control electronics to the cooling element 40.
  • An upper operating temperature of the control electronics may be about 120 degrees Celsius. Increasing the temperature of the control electronics above this upper temperature limit, so the life decreases rapidly. A premature failure of the control electronics is thereby possible.
  • the cooling element 40 has substantially a uniform wall thickness, which is slightly curved, in particular spherical or spherical segment-shaped.
  • cooling element 40 is attached to the servomotor, in this case by means of brackets 42.
  • a coolant portion 40a in the form of a structure 40a is formed on the cooling element 40.
  • the coolant section or the structure 40 a is in this case formed in one piece by the cooling element 40.
  • the coolant section 40a allows a flow of coolant for the removal of the heat generated.
  • the structure 40a has a coolant inlet 40b, a coolant outlet 40c and a coolant channel 40d.
  • the coolant inlet 40a, the coolant outlet 40b and the coolant channel 40d are in this case implemented by simple bores.
  • the coolant channel 40d is in this case sealed on the one hand with a stopper 44.
  • the cooling element 40 is preferably formed as an aluminum part. Aluminum is easy to work with good thermal conductivity.
  • the channels of the assembly 40a may also form a more complex shape. Accordingly, the channels of the structure 40a may be formed such that the cooling element 40 is traversed as uniformly as possible and over a large area by a cooling medium.
  • nozzles 46 are arranged at the coolant inlet 40b and the coolant outlet 40c.
  • These sockets are made of plastic or steel, for example, and are preferably in the coolant inlet 40b and the coolant outlet 40c pressed.
  • the plug 44 may also be made of aluminum or plastic and pressed into the cooling channel 40d.
  • the coolant lines 32a and 32b are connected via elastic elements 48 to the coolant inlet 40b and the coolant outlet 40c, in particular via the connecting piece 46.
  • the elastic elements 48 are in this case designed as connecting hoses 48 made of an elastic material, so that they can be easily pushed onto the nozzle 46 and the coolant lines 32a and 32b.
  • the connecting pieces 46, on which the connecting tube 48 is arranged have a radially widened region. This is arranged substantially at its axial end, so that by a clamping element 50, which arranged outside Shen on the connecting tube 48, the connecting tube 48 is fixed and slipping of the connecting tube 48 is prevented.
  • Such a radially widened region in conjunction with a clamping element 50 may also be formed on an end region of the respective coolant line 32a, b, in particular for the secure and fluid-tight attachment of connecting hose 48 to the respective coolant line 32a, b.
  • the clamping element 50 is designed here as a clamp 50.
  • the use of elastic elements 48 is thereby particularly advantageous, since in this way the coolant lines 32a and 32b are isolated from vibrations of the drive train and can only be excited to oscillate with difficulty.
  • the coolant lines 32a and 32b are preferably rigid in this case, so that they are arranged and laid clearly on the module housing.
  • the coolant lines 32a and 32b could be executed here, for example, as an aluminum part or as a plastic part.
  • a fastening element 36 with an opening 36 a is arranged on the coolant lines 32 a and 32 b, which allows for attachment to the module housing 18.
  • the fastening element 36 for example, be firmly connected to the coolant lines 32a and 32b, in particular by welding.
  • the already mentioned in the above-mentioned connecting portions 38 are in this case integrally formed with the coolant lines 32a and 32b.
  • an elastic member 48 may be used according to the previous embodiments.
  • the connection of the coolant lines 32a, b to the cooling element by means of connecting portions according to the connecting portions 38 is possible.
  • the connecting portions 38 of the coolant lines 32a and 32b are further arranged via an alignment member 52 to each other.
  • This alignment element 52 can be embodied, for example, as a plate-shaped element 52 or as a sheet-metal part 52. As can be seen in FIG. 4 and FIG. 4 a, the alignment element 52 serves, inter alia, to position the connection sections 38 relative to each other, so that a simple and rapid mounting to the module housing is made possible.
  • the arrangement of the openings 18a on the housing 18 and the connecting portions 38 to each other is substantially equal.
  • the assembly unit 28 is completely pre-assembled. In addition, the mounting on the module housing is quick and easy.
  • a further variant of the assembly unit 28 is shown on the module housing 18.
  • the line divider for dividing the coolant circuits are not formed by the module housing 18.
  • line splitters 54 are attached to the module housing 18 by means of fastening means, here screws.
  • the line divider 54 is shown again in two cross-sectional views in FIGS. 12 and 13.
  • a seal 56 is arranged on the line divider 54, which allows a fluid-tight connection with the motor housing 18.
  • a connection piece 54a serves to supply or discharge the cooling medium from the first coolant circuit into the second coolant circuit.
  • a nozzle 54b in this case allows a bypass of the coolant to the cooling element 40 of the servomotor 26.
  • the cross section of the nozzle 54 in comparison with the cross section of the nozzle 54a is smaller or smaller.
  • the amount of coolant removed here from the first coolant circuit is essentially determined by the cross-sectional ratio of the socket 54b to the socket 54a. It can also be seen that the nozzles 54a and 54b have areas with radial expansion at the end, so that the aforementioned clamping elements in the form of clamps can also be used.
  • the coolant lines 32a and 32b are in this case connected to the line divider 54 via connecting elements 48. In this case, there is the possibility that the line divider 54 can also be pre-assembled on the assembly unit 28 and merely fastened, in particular screwed, to the drive module.
  • an operating temperature of the control electronics of the servomotor can be substantially reduced.
  • a simple assembly, disassembly and repair is possible.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Engineering (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

Unité de propulsion électrique (10) pour un groupe motopropulseur d'un véhicule, comprenant un moteur électrique (12), un élément propulseur (20), un embrayage (22) servant à établir une liaison solidaire en rotation, libérable, entre le moteur électrique (12) et l'élément propulseur (20), un servomoteur (26) pour un dispositif d'actionnement (24) de l'unité de propulsion électrique (10), servant à actionner l'embrayage (22), ledit servomoteur (26) comprenant une électronique de commande refroidie par un élément de refroidissement (40) du servomoteur (26), ledit élément de refroidissement (40) présentant une entrée de liquide de refroidissement (40b) et une sortie de liquide de refroidissement (40c) qui sont raccordées l'une à l'autre par l'intermédiaire d'un canal de refroidissement (40d).
PCT/EP2016/072790 2015-10-27 2016-09-26 Unité de propulsion électrique pour un groupe motopropulseur d'un véhicule WO2017071893A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015220998.9 2015-10-27
DE102015220998.9A DE102015220998A1 (de) 2015-10-27 2015-10-27 Elektrische Antriebseinheit für einen Antriebsstrang eines Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2017071893A1 true WO2017071893A1 (fr) 2017-05-04

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PCT/EP2016/072790 WO2017071893A1 (fr) 2015-10-27 2016-09-26 Unité de propulsion électrique pour un groupe motopropulseur d'un véhicule

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DE (1) DE102015220998A1 (fr)
WO (1) WO2017071893A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1049235A2 (fr) * 1999-04-27 2000-11-02 Aisin Aw Co., Ltd. Unité d'entraínement
EP2708768A2 (fr) * 2012-09-18 2014-03-19 ZF Friedrichshafen AG Unité d'entraînement pour un véhicule automobile doté d'une machine électrique et d'un embrayage
DE102013222697A1 (de) * 2013-11-08 2015-05-13 Em-Motive Gmbh Elektrische Maschine mit in ein Gehäuse integriertem Kühlkanal
DE102013021581A1 (de) * 2013-12-19 2015-06-25 Daimler Ag Startergenerator für ein Antriebsaggregat eines Kraftfahrzeugs

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4678385B2 (ja) * 2007-06-13 2011-04-27 トヨタ自動車株式会社 駆動装置および駆動装置を備えた車両
US8169110B2 (en) * 2009-10-09 2012-05-01 GM Global Technology Operations LLC Oil cooled motor/generator for an automotive powertrain
DE102012111962A1 (de) * 2012-12-07 2014-06-12 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Achsantriebseinheit für ein Kraftfahrzeug
DE112014005396A5 (de) * 2013-11-26 2016-08-11 Schaeffler Technologies AG & Co. KG Hybridmodul und Leistungseletronikmodul mit einem gemeinsamen Kühlstrom

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1049235A2 (fr) * 1999-04-27 2000-11-02 Aisin Aw Co., Ltd. Unité d'entraínement
EP2708768A2 (fr) * 2012-09-18 2014-03-19 ZF Friedrichshafen AG Unité d'entraînement pour un véhicule automobile doté d'une machine électrique et d'un embrayage
DE102013222697A1 (de) * 2013-11-08 2015-05-13 Em-Motive Gmbh Elektrische Maschine mit in ein Gehäuse integriertem Kühlkanal
DE102013021581A1 (de) * 2013-12-19 2015-06-25 Daimler Ag Startergenerator für ein Antriebsaggregat eines Kraftfahrzeugs

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