WO2020127352A1 - Unité d'actionnement servant à activer au moins deux unités fonctionnelles dans une chaîne cinématique d'un véhicule à moteur - Google Patents

Unité d'actionnement servant à activer au moins deux unités fonctionnelles dans une chaîne cinématique d'un véhicule à moteur Download PDF

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Publication number
WO2020127352A1
WO2020127352A1 PCT/EP2019/085760 EP2019085760W WO2020127352A1 WO 2020127352 A1 WO2020127352 A1 WO 2020127352A1 EP 2019085760 W EP2019085760 W EP 2019085760W WO 2020127352 A1 WO2020127352 A1 WO 2020127352A1
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WO
WIPO (PCT)
Prior art keywords
unit
functional units
functional
electrical machine
separation
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PCT/EP2019/085760
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German (de)
English (en)
Inventor
Fabian BUCHEGGER
Original Assignee
Magna powertrain gmbh & co kg
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Application filed by Magna powertrain gmbh & co kg filed Critical Magna powertrain gmbh & co kg
Publication of WO2020127352A1 publication Critical patent/WO2020127352A1/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
    • B60K25/00—Auxiliary drives
    • 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
    • B60K25/00—Auxiliary drives
    • B60K2025/005—Auxiliary drives driven by electric motors forming part of the propulsion unit

Definitions

  • Actuating unit for actuating at least two
  • the present invention relates to an actuation unit for actuating at least two functional units in a drive train of a motor vehicle, comprising an electrical machine and a control unit for controlling the electrical machine, the electrical machine being connected to at least two functional units in a drive-effective manner.
  • a motor vehicle In a motor vehicle are usually th for different functional units, such as a parking lock mechanism, a cooling and lubrication system of a gear extraction unit or a mechanism for switching gear stages and / or clutches, different, specially designed actuators, mostly electrical machines, for actuation of these functional units.
  • these actuators require significant installation space.
  • the functional units are often only used for a short period of time during the operation of a motor vehicle, which necessitates inefficient use of the actuation units.
  • the actuation unit comprises an electrical machine and a control unit.
  • the electrical machine can be controlled via the control unit.
  • the control unit can comprise a measuring unit, such as at least one sensor, or can be connected to the measuring unit in a control-effective manner.
  • the electrical machine is preferably operated as an electric motor.
  • the electrical machine is connected to at least two functional units for effective driving.
  • a functional unit is to be understood in particular as a parking lock mechanism, a compressor and / or pump unit and / or a transmission and / or clutch switching mechanism.
  • the actuation unit according to the invention thus represents an electromechanical actuator unit in which the electrical drive power of the electrical machine is converted into mechanical drive power for operating at least two functional units.
  • the functional units are at least via a separation unit can be functionally decoupled from the electrical machine.
  • the two functional units according to the present invention can optionally be operated independently of one another, namely sequentially, and / or simultaneously via the electrical machine.
  • two or more functional units can be operated simultaneously, that is to say simultaneously, and / or sequentially, that is to say independently of one another in time.
  • the bundling of functions achieved means that individual components, such as the electrical machine, its control unit, control lines, housing, bearings, seals, energy supply, connecting element, etc., can be used several times.
  • the resulting cost and performance advantages result from an improved space density, weight saving, integration advantages and ecological advantages, for example by saving rare earths and / or other resources.
  • the functional units and the separating units are particularly preferably connected in a drive-effective manner via a one-part or multi-part rotor shaft of the electrical machine.
  • the separation units are each preferably designed as a mechanical separation unit, hy metallic separation unit, pneumatic separation unit and / or electrical separation unit.
  • a separation unit is understood to mean a separate structural unit and / or a structural measure on a component of a functional unit or a functional measure on a functional unit.
  • the separating unit is mechanical, that is to say as a mechanical separating unit
  • the functional separation of the functional units is preferably carried out by means of an opening at the beginning and / or end of a single or multi-start thread on, for example, a threaded push rod, a ball Rotating spindle or a worm shaft, which is connected to the rotor shaft of the electrical machine for effective driving, a free passage at a beginning and / or an end of a shifting gate of a shift drum, a freewheel and / or a centrifugal clutch.
  • a hydraulic and / or pneumatic separation unit takes place in particular in connection with at least one pump and / or compressor unit as a functional unit.
  • a functional separation is preferably carried out via a defined pump and / or compressor characteristic or geometry.
  • a pump unit and / or a compressor unit can be designed such that a noteworthy delivery effect is only achieved from a certain minimum speed.
  • the pump and / or compressor unit can either be designed for operation independent of the direction of rotation, or operation independent of the direction of rotation is represented by the logical interconnection of passive "AND / OR valves".
  • the Visco coupling is an independent hydraulic separation unit that is independent of the functional unit.
  • a separation unit is designed electrically, that is to say as an electrical separation unit
  • the functional separation of the functional units is preferably carried out by means of an integrated switching logic using the time delimitation of discrete operating points of the functional units.
  • any combination of the above-mentioned separation units (electrical, mechanical, hydraulic, pneumatic) can be used in the actuation unit.
  • the Separating units can be actuated via the control unit as a function of a direction of rotation and / or a rotational speed of the electrical machine and / or as a function of defined switching or angular pulses.
  • the electrical machine is preferably arranged coaxially or parallel to the separation units and / or the functional units.
  • the spatial arrangement of the functional units and the separating units can be carried out on a left and / or a right side of the one- or multi-part rotor shaft of the electrical machine in accordance with the given installation space and / or to achieve the required switching logic. Due to the coaxial arrangement of the electrical machine and the functional units, the functional units can be actuated along a common shaft via the electrical machine.
  • actuation unit in addition to the electrical machine, further structural units, such as the control unit and / or the sensor system, can be used for the independent actuation of at least two functional units.
  • FIG. 1 shows a schematic overview of possible components of an actuation unit.
  • Fig. 2 shows schematically a first embodiment of an actuation unit.
  • 3 schematically shows a second exemplary embodiment of a modular actuation unit.
  • Fig. 4 shows schematically a third embodiment of an actuation unit.
  • Fig. 5 shows schematically a fourth embodiment of a
  • Fig. 6 shows schematically a fifth embodiment of a
  • Fig. 7 shows schematically a sixth embodiment of a
  • Fig. 8 shows schematically a seventh embodiment of a
  • Fig. 10 shows schematically a ninth embodiment of a
  • Fig. 1 1 a - Fig. 11 e schematically each show embodiments for under different separation units.
  • Fig. 12a - Fig. 12b each schematically show an embodiment for a direction-independent pump and / or compressor unit.
  • 13 shows a table with examples of logic modules for the functional separation of functional units.
  • FIG. 15e shows, in accordance with the circuit diagram in FIG. 15a, the respective status of the functional units as a function of the rotor shaft rotations of the rotor shaft that are carried out in a specific direction of rotation.
  • FIG. 16 shows possible operating states of a modular actuation unit and their temporal delimitation on the basis of an exemplary driving cycle of a motor vehicle.
  • the actuation unit 1 always comprises an electrical machine 2 as a drive-related structural unit, which converts an electrical signal into mechanical movements, and a control unit 3, the control unit 3 for actuation or for Control of the electrical machine 2 is used and is functionally connected to this.
  • the control unit 3 can, however, also be integrated in the “controller board” of an inverter, for example.
  • the Control unit 3 can be attached to a housing of actuation unit 1 (FIG. 2, FIG. 3, FIG. 4, FIG. 5, FIG. 6, FIG. 7, FIG. 9, FIG. 10) or independently of it, ie not be mounted on this, (Fig. 8). If the Steuerein unit 3 is designed as an add-on module, it can be mounted inside or outside a housing of the actuation unit 1.
  • the electrical machine 2 is connected to the drive with at least two functional units 4, 5, 6 via a rotor shaft 9 which is made in one or more parts. Subsequently, between one
  • first functional unit namely a parking lock mechanism 4
  • second functional unit namely a pump and / or compressor unit 5 and
  • a third functional unit namely a transmission and / or clutch switching mechanism 6
  • the pump and / or compressor unit 5 is part of a cooling and / or lubrication system and / or a gear extraction unit (vacuum pump) of a motor vehicle.
  • the transmission and or clutch switching mechanism 6 is a mechanism for switching any positive and / or friction clutch system.
  • the functional units 4, 5, 6 can each be functionally decoupled from the electrical machine 2 via a separation unit. In this way, the two functional units 4, 5, 6 can optionally be operated independently of one another, namely sequentially, and / or simultaneously via the electrical machine 2.
  • the separation units can be designed the same or different.
  • a separation unit can be designed as a mechanical separation unit, as a hydraulic separation unit, as a pneumatic separation unit and / or as an electrical separation unit.
  • a mechanical separation unit can, for example, be designed as a centrifugal clutch 7, a freewheel 8, a free passage at a beginning and / or at an end of a thread passage 10 or a free passage at a beginning and / or at one end of a shifting gate of a shift drum 11. Clearances at the beginning and / or at the end of a thread 10 and at the beginning and / or at the end of a shifting gate of a shift drum 1 1 do not constitute separate structural components, but structural expansions of the first functional unit, namely the parking lock mechanism 4, and the third functional unit, namely of the transmission and / or clutch switching mechanism 6.
  • a hydraulic separation unit comes in connection with a pump unit 5, this is preferably carried out via a defined pump characteristic or geometry.
  • a separation in the literal sense does not take place here, but only a speed-dependent or independent and / or a direction-dependent or independent operation is guaranteed.
  • a pump unit 5 can be designed such that a delivery effect is only achieved from a certain minimum speed.
  • the pump unit 5 can either be designed for operation independent of the direction of rotation due to its design, or the operation of the pump unit 5 independent of the direction of rotation is represented by the logical interconnection of passive valves. Examples of passive valves are the two-pressure valve 13 ("logical AND") and the shuttle valve 14 ("logical OR").
  • the rotary piston pump 5 '(gerotor pump) and the vane pump 5 are exemplary embodiments of pump units 5 which are dependent on the direction of rotation.
  • the piston pumps like the ben pump 5 '"and the axial piston pump 5""design examples for direction-independent pump units 5.
  • Another hydraulic separation unit is the viscous coupling 12.
  • a certain maximum torque is only transmitted from an input shaft to an output shaft of a coupling after a minimum speed has been reached.
  • a pneumatic separating unit comes in connection with a compressor ter unit 5, this is preferably carried out via a defined compressor characteristic or geometry.
  • a separation in the literal sense does not take place here, but only a speed-dependent or independent and / or a direction-independent or independent operation is guaranteed.
  • a compressor unit 5 can be designed such that a noteworthy delivery effect is only achieved from a certain minimum speed.
  • the compressor unit 5 can either be designed for operation independent of the direction of rotation, or the operation of the pump unit which is independent of the direction of rotation is represented by the logical interconnection of passive valves.
  • Exemplary embodiments for passive valves are the two-pressure valve 13 (“logical AND”) and the shuttle valve 14 (“logical OR”).
  • the rotary compressors 5 ′′, 5 ′′ are exemplary embodiments of compressor units 5 that are dependent on the direction of rotation.
  • diaphragm or piston compressors 5 ′′, 5 ′′ are exemplary embodiments for compressor units 5 that are independent of the direction of rotation.
  • a separation unit is designed electrically, that is to say as an electrical separation unit
  • the functional separation of the functional units 4, 5, 6 is preferably carried out by means of an integrated switching logic using the time delimitation of discrete operating points of the functional units 4, 5, 6.
  • the time delimitation of discrete operating points results from the operating strategy (Fig. 16) and / or the gear spread (Fig. 15a - Fig. 15d, by and / or translation of the drive shafts of the functional units 4, 5, 6) and / or a mechanism which is reactive to defined switching or angular momentum, for example a Maltese cross gear, a switching heart or a comparable technical solution.
  • the functional unit 4, 5, 6 to be operated can be determined via a defined switching logic.
  • Separation units such as logic modules.
  • a combination of logic modules that is to say a combination of separation units, enables discrete and / or simultaneous operation of the functional units 4, 5, 6 with only one electrical machine 2 and only one control unit 3.
  • the electrical machine 2, the control unit 3 and the functional units 4, 5, 6 can be connected to one another in one or more housing parts, and in conjunction with housings of adjacent components, such as an adjacent spur gear 15, of the motor vehicle.
  • the interfaces to the bearing and sealing points are designed such that a rotor of the electrical machine 2 that can be scaled in length and diameter can be fitted on both shaft sides of the rotor shaft 9.
  • the function of the control unit 3 can also be integrated in components of the environment, such as an inverter.
  • Fig. 2 to Fig. 7 show schematically different embodiments of the actuation unit 1.
  • the arrangement of the electrical machine 2, the control unit 3, the functional units 4, 5, 6 and the separating units can take place in any spatial and geometrical position.
  • the first embodiment of the actuation unit 1 shown in FIG. 2 shows an electrical machine 2 with a control unit 3, which is connected to a parking lock mechanism 4, on the one hand, and with a pump and / or compressor unit 5, for example.
  • the pump and / or compressor unit 5 is in the present embodiment as a gerotor pump 5 'out.
  • the second embodiment of the actuation unit 1 shown in FIG. 3 shows the electrical machine 2 with the control unit 3, which is connected to the drive via a centrifugal clutch 7 with a parking lock mechanism 4 and via a freewheel 8 with a transmission and / or clutch switching mechanism 6 .
  • the third embodiment of the actuation unit 1 shown in FIG. 4 shows an electrical machine 2 with a control unit 3, which on the one hand has a first centrifugal clutch 7 with a transmission and / or clutch switching mechanism 6 and, on the other hand, has a second centrifugal clutch 7 'with a parking lock mechanism 4 is connected to the drive.
  • the fourth exemplary embodiment of the actuation unit 1 shown in FIG. 5 shows an electrical machine 2 with a control unit 3, which is connected to a pump and / or compressor unit 5 on the one hand and with a parking lock mechanism 4 via a centrifugal clutch 7 on the other hand.
  • the pump and / or compressor unit 5 is designed in the present embodiment as a Ge rotor pump 5 '.
  • the fifth exemplary embodiment of the actuation unit 1 shown in FIG. 6 shows an electrical machine 2 with a control unit 3, which is connected to the drive via a freewheel 8 with a transmission and / or clutch switching mechanism 6 and via a single-stage spur gear 15 with a parking lock mechanism 4 is.
  • the spur gear 15 represents an optional part of the actuation unit 1.
  • the sixth exemplary embodiment of the actuation unit 1 shown in FIG. 7 shows an electrical machine 2 with a control unit 3, which is connected to two pump and / or compressor units 5 in a drive-effective manner.
  • Both pump and / or compressor units 5 are designed as gerotor pumps 5 ′ in the present exemplary embodiment.
  • One pump and / or compressor unit 5 is designed as an oil pump that pumps in both directions of rotation, while the other pump and / or compressor unit 5 is designed as a coolant pump that only pumps in one direction of rotation.
  • the seventh exemplary embodiment shown in FIG. 8, the eighth exemplary embodiment shown in FIG. 9 and the ninth exemplary embodiment of the actuating unit 1 shown in FIG. 10 shows an electrical machine 2 with a control unit 3, with two pump and / or compressor units 5 connected to drive is, wherein a pump and / or compressor unit 5 is designed as a gerotor pump 5 'and the other pump and / or compressor unit as a vane pump.
  • Fig. 1 1 a shows an clearance 10, namely a thread without pitch, at the beginning and / or at one end of a threaded push rod, a ball screw or a worm shaft.
  • Fig. 1 1 b shows a clearance 1 1, namely a groove rotating on a shift drum without a slope, at the beginning and end of a shifting gate of the shift drum.
  • Fig. 1 1 c shows a viscous coupling 12 as a further embodiment of a separation unit.
  • a two-pressure valve 13 (Fig. 1 1 d) and a shuttle valve 14 (Fig. 1 1 e) are also exemplary separation units, in particular in connection with a pump and / or compressor unit 5, 5 ', such as a pump with a direction of rotation that is independent of the direction of rotation .
  • FIGS. 12 a and 12b each show an exemplary embodiment of a pump and / or compressor unit 5 that is independent of the direction of rotation.
  • FIG. 12 a shows a fluid piston pump 5 ′′ ”.
  • Fig. 12b is an axial piston pump 5 "" Darge represents.
  • Fig. 13 shows a table with examples of speed and / or direction of rotation dependent or independent logic modules (separation units). By using one or the combination of several logic modules, several functional units 4, 5, 6 can be operated discretely or simultaneously, depending on the speed and / or the direction of rotation of the electrical machine 2.
  • FIG. 14a to 14d each show an embodiment for the combination of separation units to achieve a functional separation of two functional units 4, 5, 6.
  • the second exemplary embodiment (FIG. 10b), the third exemplary embodiment (FIG. 10c) and the fourth exemplary embodiment (FIG. 10d) each show further possible combinations of separation units in order to achieve the required switching logic.
  • 15a, 15b, 15c and 15d each show a combined circuit diagram for two functional units 4, 5, 6, subsequently to explain the diagrams in FIGS. 15a to 15d and the table in FIG 15e referred to as “functional unit 1” 4, 5, 6 and “functional unit 2” 4, 5, 6.
  • the number of rotor shaft revolutions U is plotted on the abscissa.
  • the ordinate shows the path s, that is to say the feed of the respective switching element of a functional unit 4, 5, 6.
  • the lines L1 and L2 show the course of the switching path as a function of the rotor revolutions U.
  • the first switching range B1 represents that for the complete switching of the “functional unit 1 "4, 5, 6 required travel s on the switching element of" functional unit 1 "4, 5, 6.
  • the second switching area B2 represents the travel s required for complete switching of" functional unit 2 "4, 5, 6 on the switching element of" Functional unit 2 "4, 5, 6.
  • a first tolerance range T 1 includes the path s that the switching element of" functional unit 1 "4, 5, 6 has to cover before the actual switching operation of" functional unit 1 "4, 5, 6 is started (this corresponds to an idle or lost motion).
  • a second tolerance range T2 encompasses the path s which the switching element of the "functional unit 2" 4, 5, 6 must cover before the actual switching operation of the "functional unit 2" 4, 5, 6 is started (this corresponds to an empty or Dead gang).
  • the safety area S1 represents the number of rotor revolutions U which, after the complete switching process, the “functional unit 1” 4, 5, 6 must also be applied before the switching process on "Function unit 2" 4, 5, 6 is started.
  • the ratio of feed (path s on switching element) to rotor revolutions U for each functional unit 4, 5, 6 can be specifically changed.
  • This under- and / or translation can be achieved by a single or multi-stage spur gear 15, a planetary gear and / or by means of different gradients of threads, ball ramps, shifting gates or comparable technical solutions. Due to the different under- or translation ratios spread, the functional units 4, 5, 6 can be functionally separated from each other. Accordingly, the rotor revolutions U1 are required in FIGS. 15a, 15b and 15c for complete switching of the “functional unit 1” 4, 5, 6. On the other hand, the rotor revolutions U2 are required for the complete switching of the "Function unit 2" 4, 5, 6.
  • the step-up or step-down ratios of the two functional units 4, 5, 6 are designed such that the feed available for switching on the switching element of “functional unit 1” 4, 5, 6 is greater is than the feed available for switching on the switching element of "functional unit 2" 4, 5, 6.
  • rotor shaft 9 must therefore make fewer revolutions than for switching "functional unit 2" 4, 5, 6. This in turn results in a faster connection time and a proportionally smaller switching force on “functional unit 1” 4, 5, 6.
  • the table in FIG. 15e shows the respective status of “functional unit 1” 4 in accordance with the switching diagram in FIG.
  • both functional units 4, 5, 6, (functional unit 1 and functional unit 2) are active.
  • both functional units 4, 5, 6, (functional unit 1 and functional unit) are inactive again.
  • the step-up or step-down ratios between the two functional units 4, 5, 6 are adapted such that the first tolerance range T1 and the second tolerance range T2 are the same and the first switching range B1 is the same second switching range B2.
  • both switching elements travel the same distance s to carry out a switching.
  • the rotor shaft 9 only has to make a third of the rotor shaft revolutions U than to switch the "functional unit 2" 4, 5, 6. This in turn results in three times faster connection time, but three times lower switching force on the "functional unit 1" 4, 5, 6.
  • 15c shows an exemplary embodiment in which the switching curve (line L2) of the “functional unit 2” 4, 5, 6 does not run linearly but in a curve.
  • This course can be achieved, for example, by a multi-stage shifting gate, a Kugelram pe or a comparable technical solution.
  • the course of line L2 can be carried out in such a way that within the switching area of "functional unit 1" 4, 5, 6 (U1) there is little or no feed at the switching element of "functional unit 2" 4, 5, 6.
  • the second tolerance range T2 can be passed quickly along the security range S1.
  • the switching curve can flatten out again after reaching the second switching range B2.
  • 15d shows an exemplary embodiment with a curved course of lines L1 and L2.
  • the line L1 has no slope after leaving the first switching range B1. This means that from this point on, every further rotation of the rotor shaft U in the same direction of rotation does not result in any further feed on the switching element of the "functional unit 1" 4, 5, 6.
  • FIG. 16 shows possible operating states of the actuation unit 1 and their temporal delimitation on the basis of an exemplary driving cycle.
  • the description of the diagram is based on an actuation unit 1 according to FIG. 2.
  • the diagram shows the time in seconds on the x axis (hereinafter referred to as "s") and the y axis on the speed in kilometers per hour (hereinafter referred to as "km / h").
  • a first section A describes the time period from 0 s to 10 s.
  • the motor vehicle At a speed of 0 km / h, the motor vehicle is in a safe state; the parking lock mechanism 4 is inserted, that is, activated.
  • the pump and / or compressor unit 5 can already be active, for example, for preventive oiling or for the formation of a lubricating film.
  • the parking lock mechanism 4 is active in this first section up to point a; the pump and / or compressor unit 5 (cooling and / or lubrication) is, depending on the design of the pump and / or compressor unit 5, either in operation or idling (no pumping action in this direction of rotation and / or at this speed) .
  • a second section B describes the time period from 10 s to 20 s.
  • the motor vehicle is at a speed of 40 km / h accelerates.
  • the parking lock mechanism 4 is inactive; the pump and / or compressor unit 5 is active for the lubrication and / or cooling of motor vehicle components from point b.
  • a third section C describes the time period from 20 s to 30 s.
  • the motor vehicle runs constantly in this third section C at a speed of 40 km / h.
  • point c the lubrication and / or cooling capacity of the pump and / or compressor unit 5 can be throttled if necessary.
  • a fourth section D describes the time period from 30 s to 40 s.
  • the motor vehicle is accelerated from a speed of 40 km / h to a speed of 130 km / h.
  • the parking lock mechanism 4 is inactive; the pump and / or compressor unit 5 is active for the lubrication and / or cooling of motor vehicle components.
  • a gear change is made by the transmission and / or clutch switching mechanism 6 as an alternative functional unit to the parking lock mechanism 4 or the pump and / or compressor unit 5.
  • the pump and / or compressor unit 5 is, depending on the version, either in operation or idling.
  • a fifth section E describes the time period from 40 s to 50 s.
  • the motor vehicle drives constantly at a speed of 130 km / h.
  • the lubrication and / or cooling capacity of the pump and / or compressor unit 5 can be increased if necessary.
  • An additional lubrication and / or cooling circuit can be activated via an additional pump or compressor unit 5 as an alternative functional unit to the parking lock mechanism 4 or the transmission and / or clutch switching mechanism 6.
  • a sixth section F describes the time period from 50 s to 60 s.
  • the motor vehicle is driven at a speed of Delayed 130 km / h to a speed of 0 km / h.
  • the parking lock mechanism 4 is inactive; the pump and / or compressor unit 5 is active for lubrication and / or cooling.
  • the transmission and / or clutch switching mechanism 6 switches to sailing mode as an alternative to the parking lock mechanism 4 or to the pump and / or compressor unit 5 or changes gear.
  • the pump and / or compressor unit 5 depending on the version, is either in operation or idling.
  • a seventh section G describes the time period from 60 s to 80 s.
  • the motor vehicle is again at a standstill, i.e. the speed corresponds to 0 km / h.
  • the pump and / or compressor unit 5 can remain active, for example, for curative (post) cooling.
  • the parking lock mechanism 4 is activated at point g.
  • the pumps and / or compressor unit 5 (cooling and / or lubrication) are, depending on the version, either in operation or idle.
  • the pump and / or compressor unit 5 can be used without restriction at any point in the driving cycle for cooling and / or lubrication.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Applications Or Details Of Rotary Compressors (AREA)

Abstract

L'invention concerne une unité d'actionnement (1) servant à activer au moins deux unités fonctionnelles (4, 5, 6) dans une chaîne cinématique d'un véhicule à moteur. L'unité d'actionnement comprend au moins deux unités fonctionnelles (4, 5, 6), un moteur électrique (2), le moteur électrique (2) étant relié en entraînement aux unités fonctionnelles (4, 5, 6), ainsi qu'une unité de commande (3) servant à piloter le moteur électrique (2). Les unités fonctionnelles (4, 5, 6) peuvent être découplées de manière fonctionnelle du moteur électrique (2) au moins par l'intermédiaire d'une unité de séparation, et ainsi, les unités fonctionnelles (4, 5, 6) peuvent être activées au choix indépendamment les unes des autres, à savoir de manière séquentielle ou de manière simultanée, par l'intermédiaire du moteur électrique (2).
PCT/EP2019/085760 2018-12-19 2019-12-17 Unité d'actionnement servant à activer au moins deux unités fonctionnelles dans une chaîne cinématique d'un véhicule à moteur WO2020127352A1 (fr)

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EP2684728A1 (fr) * 2012-07-14 2014-01-15 WABCO GmbH Véhicule automobile doté de modules auxiliaires entraînés par un moteur électrique
DE102015117917A1 (de) * 2014-10-29 2016-05-04 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) System mit schlupffähiger Drehmomentübertragungseinrichtung, die eine Kraftmaschinenkurbelwelle und eine kraftmaschinengetriebene Komponente verbindet, sowie Fahrzeug

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