WO2021052687A1 - Drive assembly for a motor vehicle - Google Patents

Drive assembly for a motor vehicle Download PDF

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Publication number
WO2021052687A1
WO2021052687A1 PCT/EP2020/072765 EP2020072765W WO2021052687A1 WO 2021052687 A1 WO2021052687 A1 WO 2021052687A1 EP 2020072765 W EP2020072765 W EP 2020072765W WO 2021052687 A1 WO2021052687 A1 WO 2021052687A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling
clutch
combustion engine
internal combustion
electrical machine
Prior art date
Application number
PCT/EP2020/072765
Other languages
German (de)
French (fr)
Inventor
Martin Seufert
Mark Schweiher
Ulrich Franzmann
Lothar Herdle
Andreas Hegerath
Günter Rühle
Armin Flaig
Original Assignee
Magna Pt B.V. & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Magna Pt B.V. & Co. Kg filed Critical Magna Pt B.V. & Co. Kg
Priority to CN202080054132.6A priority Critical patent/CN114174092A/en
Priority to EP20757868.3A priority patent/EP4031391A1/en
Publication of WO2021052687A1 publication Critical patent/WO2021052687A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a drive arrangement for a motor vehicle comprising an internal combustion engine, an electric machine and a gearbox, the gearbox having a clutch device with a clutch input, the clutch input being connected to the internal combustion engine and the electric machine in a driving manner, the internal combustion engine and the gearbox are arranged essentially coaxially along a central axis and the electrical machine is arranged essentially parallel to the central axis on a side of the coupling device facing away from the internal combustion engine.
  • hybrid motor vehicle is generally understood to mean a motor vehicle that has a combination of an internal combustion engine and an electric drive system.
  • These two drives can be combined in a wide variety of ways.
  • a basic distinction is made between serial, parallel and power-split hybrid drive trains.
  • mixed forms of these three basic structures are often used, which combine the advantages of the respective structures.
  • the most common form in hybrid vehicle technology is the parallel hybrid drive train arrangement in which the electrical path runs parallel to the internal combustion engine path and the power of both systems for driving the vehicle is mechanically superimposed.
  • the electrical machine can be arranged at different points in the drive train, which results in specific advantages and disadvantages in each case.
  • a general distinction is made between a P1, a P2, a P3 and a P4 parallel hybrid drive train.
  • mixed forms are often desired that combine the advantages of the respective designs.
  • the electric machine is attached directly to the internal combustion engine and firmly connected to the crankshaft.
  • the internal combustion engine cannot be decoupled from the electric machine and has to be dragged with both electric travel and recuperation, which causes extremely inefficient operation.
  • the electric machine is not installed directly on the internal combustion engine, but is located at the transmission input with an intermediate coupling that enables the internal combustion engine to be disconnected from the rest of the drive train using a “disconnect” coupling.
  • the electric drive and the recuperation can be operated in a much more efficient framework, namely without sacrificing the drag torque of the internal combustion engine.
  • P1 and P2 hybrid solutions in addition to the functions of electric driving, boosting and recuperation, other functions, such as electric starting and stationary charging, can also be implemented via the electric machine.
  • the transmission is designed as a double clutch transmission
  • the electrical machine in P1 and P2 hybrid solutions is arranged radially outside the double clutch of the transmission.
  • the electrical machines used for this are relatively large - they have a relatively large diameter and, in addition to being high in weight, require a large amount of material and thus high costs.
  • the speed level of the electric machine corresponds to the speed level of the internal combustion engine. It is not possible to operate both machines together at the respective best efficiency point.
  • a clutch is also installed between the internal combustion engine and the electrical machine, which must be cooled and controlled via an additional actuator. This leads to further costs and an increased installation space and construction effort.
  • the drive arrangement comprises an internal combustion engine, an electric machine and a gearbox.
  • the internal combustion engine and the gearbox are arranged essentially coaxially along a central axis and the electrical machine is arranged essentially parallel to the central axis and thus “offset” to the internal combustion engine and the gearbox.
  • the gearbox has a clutch device with a clutch input.
  • the internal combustion engine is connected to the clutch input of the clutch device in a driving manner.
  • the electric machine is connected to the coupling input of the coupling device in a driving manner.
  • the electrical machine is also arranged on a side of the clutch device of the gearbox facing away from the internal combustion engine.
  • the drive connection between the electrical machine and the clutch input is preferably arranged on the side of the clutch device facing away from the internal combustion engine.
  • the coupling device is preferably designed as a multi-plate clutch.
  • the electric machine is driven via a spur gear stage with the clutch input gear connected to the coupling device.
  • the drive-effective connection can, however, also be implemented using different types of gearwheels, chains, belts or other mechanical drive elements.
  • the effective drive connection can also take place radially on the outside via a belt drive, namely, for example, a toothed chain, on a component of the coupling device - for example on the coupling pot.
  • a belt drive namely, for example, a toothed chain
  • the gearbox is designed as a double clutch transmission with a double clutch as the clutch device.
  • a version of the gearbox as a manual gearbox (MT), automated gearbox (AMT), multi-step automatic transmission (AT), continuously variable transmission (CVT), etc. is also conceivable.
  • the coupling device preferably has a coupling pot, a coupling cage and a coupling hub, the coupling pot, the coupling cage and the coupling hub being non-rotatably connected to one another and representing the coupling input of the coupling device, the electric machine being via the coupling pot, the coupling cage or the coupling hub Coupling device is operatively connected to the clutch input.
  • the gearbox preferably has a housing, wherein the electrical cal machine is arranged within the housing. This enables the transmission and the electrical machine to be cooled together.
  • Fig. 1 shows a schematic representation of a drive arrangement.
  • Fig. 2 shows a section of a schematic representation of a drive arrangement with a drive-effective connection of an electrical machine on a clutch hub.
  • Fig. 3 shows a section of a schematic representation of a drive arrangement to with a driving connection of an electrical machine on a clutch basket.
  • FIG. 1 shows a drive arrangement 1 according to the present invention.
  • the drive arrangement 1 has two drive units, namely a combustion engine 2 and an electrical machine 4, as well as a gearbox 5.
  • the internal combustion engine 2 and the gearbox 5 are arranged essentially coaxially with respect to a central axis 8.
  • the electrical machine 4 is arranged parallel to this coaxial arrangement of internal combustion engine 2 and gearbox 5 - that is, the electrical machine 4 is arranged “offset” to internal combustion engine 2 and gearbox 5.
  • the internal combustion engine 2 is connected to a crankshaft 3 on the output side so as to be effective for driving purposes.
  • the manual transmission 5 shown schematically in FIG. 1 has a clutch device 6 with a clutch input 7.
  • the clutch input 7 is drivingly connected to the crankshaft 3, which in turn is drivingly connected to the internal combustion engine 2.
  • the electric machine 4 is operatively connected to the clutch input 7 via a spur gear stage 9.
  • the electrical machine 4 is arranged on a side of the coupling device 6 facing away from the internal combustion engine 2.
  • the driving connection between the electric machine 4 and the clutch input 7 of the clutch device 6 takes place via the spur gear stage 9 on the side of the clutch device 6 facing away from the combustion engine 2 at another suitable point of the coupling input 7
  • the gearbox 5 is designed as a double clutch transmission 5 'with a double clutch 6' as a coupling device 6
  • the double clutch transmission 5 'shown schematically in Fig. 1 to 3 has a double clutch 6' with a first friction plate clutch 10 and a second friction plate clutch 11, a first transmission input shaft 12, a second transmission input shaft 13, a first partial transmission 14, a second partial transmission 15 and a transmission output shaft 16.
  • the first transmission input shaft 12 is assigned to the first sub-transmission 14 and can be effectively connected to the crankshaft 3 via the first friction disk clutch 10 of the double clutch 6.
  • the second transmission input shaft 13 is assigned to the second sub-transmission 15 and can be effectively connected to the crankshaft 3 via the second friction disk clutch 11 of the dual clutch 6.
  • the first sub-transmission 14 and the second sub-transmission 15 each have several gears, the first sub-gear 14 being assigned the odd gears and the second sub-transmission 15 the even gears and a reverse gear (not shown).
  • the double clutch 6 ‘of the double clutch transmission 5’ has, as already described above, the first friction disk clutch 10 and the second Reiblamellenkupp treatment 11.
  • the first Reiblamellenkupp 10 and the second Reiblamellenkupp ment 11 are arranged radially nested.
  • the first friction clutch 10 is arranged radially on the outside and the second friction plate clutch 11 is arranged radially on the inside.
  • the direction indication “radial” describes a direction normal to the central axis 8.
  • the double clutch 6 'of the double clutch transmission 5' has a clutch pot 17, a clutch basket 18 and a clutch hub 19 (Fig.
  • the clutch pot 17, the clutch basket 18 and the clutch hub 19 are non-rotatably connected to one another.
  • the clutch pot 17 is connected to the crankshaft 3 and thus to the internal combustion engine 2 via connec- tion means.
  • these three components, namely the clutch pot 17, the clutch basket 18 and the clutch hub 19, are connected to one another in a rotationally test and jointly represent the clutch input 7.
  • a variant of the drive arrangement 1 is shown in which the drive-effective connection between the electrical machine 2 and the clutch input 7 takes place via the clutch hub 19 of the double clutch 6.
  • the coupling pot 17 is effective drivingly with the crankshaft 3 and thus the internal combustion engine 2 and rotatably connected to the coupling hub 19 and the coupling basket 18 of the double clutch 6 ‘.
  • the electrical machine 4 is connected to the clutch hub 19 in a driving manner via a spur gear stage 9.
  • a variant of the drive arrangement 1 is shown in which the drive connection between the electrical machine 2 and the clutch input 7 takes place via the clutch basket 18 of the double clutch 6 '.
  • the coupling basket 18 of the double clutch 6 ' forms a radial disk carrier both for the first friction disk clutch 10 and for the second friction disk clutch 11.
  • the clutch pot 17 is drivingly connected to the crankshaft 3 and thus the internal combustion engine 2 and non-rotatably connected to the clutch hub 19 and the clutch basket 18 of the double clutch 6 '.
  • the electrical Ma machine 4 is operatively connected to the clutch basket 18 via a spur gear stage 9.
  • the electric machine 4 is arranged on the side of the dual clutch 6 'facing away from the internal combustion engine 2, essentially parallel to the dual clutch transmission 5'.

Abstract

The invention relates to a drive assembly (1) for a motor vehicle, comprising an internal combustion engine (2), an electrical machine (4) and a transmission (5). The transmission (5) comprises a clutch device (6) having a clutch input (7). The clutch input (7) is connected, with respect to driving, to the internal combustion engine (2) and to the electrical machine (4). The internal combustion engine (2) and the transmission (5) are arranged substantially coaxially along a central axis (8). The electrical machine (4) is arranged substantially parallel to the central axis (8) on a side of the clutch device (6) facing away from the internal combustion engine (2).

Description

Antriebsanordnunq für ein Kraftfahrzeug Drive arrangement for a motor vehicle
Gebiet der Erfindung Field of the invention
Die vorliegende Erfindung betrifft eine Antriebsanordnung für ein Kraftfahrzeug umfassend eine Verbrennungskraftmaschine, eine elektrische Maschine und ein Schaltgetriebe, wobei das Schaltgetriebe eine Kupplungsvorrichtung mit einem Kupplungseingang aufweist, wobei der Kupplungseingang antriebswirksam mit der Verbrennungskraftmaschine und der elektrischen Maschine verbunden ist, wobei die Verbrennungskraftmaschine und das Schaltgetriebe im Wesentlichen koaxial entlang einer zentralen Achse angeordnet sind und die elektrische Ma schine im Wesentlichen parallel zu der zentralen Achse auf einer von der Ver brennungskraftmaschine abgewandten Seite der Kupplungsvorrichtung angeord net ist. The present invention relates to a drive arrangement for a motor vehicle comprising an internal combustion engine, an electric machine and a gearbox, the gearbox having a clutch device with a clutch input, the clutch input being connected to the internal combustion engine and the electric machine in a driving manner, the internal combustion engine and the gearbox are arranged essentially coaxially along a central axis and the electrical machine is arranged essentially parallel to the central axis on a side of the coupling device facing away from the internal combustion engine.
Stand der Technik State of the art
Derartige Antriebsanordnungen finden in der Kraftfahrzeugtechnik beispielsweise in Hybridantriebssträngen Anwendung. In der Regel versteht man in der Fahr zeugtechnik unter einem Hybridkraftfahrzeug ein Kraftfahrzeug, das eine Kombi nation eines verbrennungsmotorischen und eines elektrischen Antriebssystems aufweist. Die Kombination dieser beiden Antriebe kann auf unterschiedlichste Weise erfolgen. Je nachdem wie die Verbrennungskraftmaschine, die elektrische Maschine und das Getriebe des Kraftfahrzeugs angeordnet sind unterscheidet man grundsätzlich zwischen seriellen, parallelen und leistungsverzweigten Hyb ridantriebssträngen. Weiterhin kommen auch vielfach Mischformen dieser drei Grundstrukturen zum Einsatz, die die Vorteile der jeweiligen Strukturen kombinie- ren. Die gängigste Form in der Hybridfahrzeugtechnik stellt die parallele Hybridan triebsstranganordnung dar bei der der elektrische Pfad parallel zum verbren nungsmotorischen Pfad verläuft und die Leistung beider Systeme zum Antrieb des Fahrzeugs mechanisch überlagert wird. Hierbei kann die elektrische Maschine an unterschiedlichen Stellen im Antriebsstrang angeordnet sein, wodurch sich jeweils spezifische Vor- und Nachteile ergeben. Nach der Position der elektrischen Ma schine im Antriebsstrang des Kraftfahrzeugs unterscheidet man im Allgemeinen zwischen einem P1 , einem P2, einem P3 und einem P4 Parallelhybridantriebs strang. Auch hier sind jedoch oftmals Mischformen erwünscht, die die Vorteile der jeweiligen Ausführungen kombinieren. Such drive arrangements are used in motor vehicle technology, for example in hybrid drive trains. In vehicle technology, a hybrid motor vehicle is generally understood to mean a motor vehicle that has a combination of an internal combustion engine and an electric drive system. These two drives can be combined in a wide variety of ways. Depending on how the internal combustion engine, the electrical machine and the transmission of the motor vehicle are arranged, a basic distinction is made between serial, parallel and power-split hybrid drive trains. Furthermore, mixed forms of these three basic structures are often used, which combine the advantages of the respective structures. The most common form in hybrid vehicle technology is the parallel hybrid drive train arrangement in which the electrical path runs parallel to the internal combustion engine path and the power of both systems for driving the vehicle is mechanically superimposed. The electrical machine can be arranged at different points in the drive train, which results in specific advantages and disadvantages in each case. Depending on the position of the electrical machine in the drive train of the motor vehicle, a general distinction is made between a P1, a P2, a P3 and a P4 parallel hybrid drive train. Here too, however, mixed forms are often desired that combine the advantages of the respective designs.
Bei einer P1 -Anordnung ist die elektrische Maschine direkt an der Verbrennungs kraftmaschine angebracht und fest mit der Kurbelwelle verbunden. Die Verbren nungskraftmaschine kann hierbei nicht von der elektrischen Maschine abgekoppelt werden und muss sowohl bei elektrischer Fahrt wie auch beim Rekuperieren mit geschleppt werden, was einen äußerst ineffizienten Betrieb bedingt. In a P1 arrangement, the electric machine is attached directly to the internal combustion engine and firmly connected to the crankshaft. The internal combustion engine cannot be decoupled from the electric machine and has to be dragged with both electric travel and recuperation, which causes extremely inefficient operation.
Bei einer P2-Anordnung ist die elektrische Maschine nicht direkt an der Verbren nungskraftmaschine verbaut, sondern befindet sich am Getriebeeingang mit einer dazwischen liegenden Kupplung, die es ermöglicht die Verbrennungskraftmaschi ne bei Bedarf über eine „Disconnect“-Kupplung vom restlichen Antriebsstrang abzukoppeln. Die elektrische Fahrt und die Rekuperation sind in einem wesentlich effizienteren Rahmen, nämlich ohne Einbußen des Schleppmoments der Verbren nungskraftmaschine, betreibbar. In a P2 arrangement, the electric machine is not installed directly on the internal combustion engine, but is located at the transmission input with an intermediate coupling that enables the internal combustion engine to be disconnected from the rest of the drive train using a “disconnect” coupling. The electric drive and the recuperation can be operated in a much more efficient framework, namely without sacrificing the drag torque of the internal combustion engine.
Bei P1 und P2 Hybridlösungen können über die elektrische Maschine neben den Funktionen elektrisches Fahren, Boosten und Rekuperieren auch weitere Funktio nen, wie beispielsweise elektrisches Starten und Standladen realisiert werden. Ist das Getriebe als Doppelkupplungsgetriebe ausgebildet, so ist die elektrische Maschine bei P1 und P2-Hybridlösungen radial außerhalb der Doppelkupplung des Getriebes angeordnet. Die dafür verwendeten elektrischen Maschinen sind relativ groß bauend - sie weisen einen verhältnismäßig großen Durchmesser auf und bedingen derart neben einem hohen Gewicht, einen großen Materialeinsatz und somit hohe Kosten. Das Drehzahlniveau der elektrischen Maschine entspricht dem Drehzahlniveau der Verbrennungskraftmaschine. Ein Betrieb beider Maschi nen gemeinsam im jeweiligen Wirkungsgradbestpunkt ist nicht möglich. Bei der P2-Anordnung wird zudem eine Kupplung zwischen der Verbrennungskraftma schine und der elektrischen Maschine verbaut, die gekühlt werden muss und über einen zusätzlichen Aktuator gesteuert werden muss. Dies führt zu weiteren Kosten und einem erhöhten Bauraum- sowie Konstruktionsaufwand. With P1 and P2 hybrid solutions, in addition to the functions of electric driving, boosting and recuperation, other functions, such as electric starting and stationary charging, can also be implemented via the electric machine. If the transmission is designed as a double clutch transmission, the electrical machine in P1 and P2 hybrid solutions is arranged radially outside the double clutch of the transmission. The electrical machines used for this are relatively large - they have a relatively large diameter and, in addition to being high in weight, require a large amount of material and thus high costs. The speed level of the electric machine corresponds to the speed level of the internal combustion engine. It is not possible to operate both machines together at the respective best efficiency point. In the P2 arrangement, a clutch is also installed between the internal combustion engine and the electrical machine, which must be cooled and controlled via an additional actuator. This leads to further costs and an increased installation space and construction effort.
In der P1 -Anordnung können diese Nachteile zumindest teilweise überwunden werden und insbesondere in „Mild-Hybrid-Systemen“ mit eingeschränkten Anfor derungen betreffend „elektrisches Fahren“ können diese Systeme punkten, insbe sondere, weil im Gegensatz zu P2-Anordnungen auf eine „Disconnect“-Kupplung verzichtet werden kann und so Kosten und Bauraum eingespart werden können. In the P1 arrangement, these disadvantages can be at least partially overcome and, in particular, in “mild hybrid systems” with restricted requirements regarding “electric driving”, these systems can score points, in particular because, in contrast to P2 arrangements, on a “disconnect” “Coupling can be dispensed with, saving costs and installation space.
Zusammenfassung der Erfindung Summary of the invention
Es ist eine Aufgabe der Erfindung eine Antriebsanordnung für ein Kraftfahrzeug, insbesondere ein Hybridkraftfahrzeug, anzugeben, die funktional einer P1 - Anordnung entspricht und dabei eine optimierte Nutzung von vorhandenem Bau raum erlaubt und so eine kosten- wie auch bauraumoptimierte P1 -Lösung dar stellt. It is an object of the invention to specify a drive arrangement for a motor vehicle, in particular a hybrid motor vehicle, which functionally corresponds to a P1 arrangement and thereby allows an optimized use of the available space and thus represents a cost and space-optimized P1 solution.
Dieser Bedarf kann durch den Gegenstand der vorliegenden Erfindung gemäß dem unabhängigen ersten Anspruch gedeckt werden. Vorteilhafte Ausführungs- formender vorliegenden Erfindung sind in den abhängigen Ansprüchen beschrie ben. This need can be met by the subject matter of the present invention according to the independent first claim. Advantageous execution Molds of the present invention are described in the dependent claims.
Die erfindungsgemäße Antriebsanordnung umfasst eine Verbrennungskraftma schine, eine elektrische Maschine und ein Schaltgetriebe. Entsprechend der vor liegenden Erfindung sind die Verbrennungskraftmaschine und das Schaltgetriebe im Wesentlichen koaxial entlang einer zentralen Achse angeordnet und die elektri sche Maschine ist im Wesentlichen parallel zu der zentralen Achse und somit „offset“ zu der Verbrennungskraftmaschine und dem Schaltgetriebe angeordnet. The drive arrangement according to the invention comprises an internal combustion engine, an electric machine and a gearbox. According to the present invention, the internal combustion engine and the gearbox are arranged essentially coaxially along a central axis and the electrical machine is arranged essentially parallel to the central axis and thus “offset” to the internal combustion engine and the gearbox.
Das Schaltgetriebe weist erfindungsgemäß eine Kupplungsvorrichtung mit einem Kupplungseingang auf. According to the invention, the gearbox has a clutch device with a clutch input.
Die Verbrennungskraftmaschine ist erfindungsgemäß antriebswirksam mit dem Kupplungseingang der Kupplungsvorrichtung verbunden. According to the invention, the internal combustion engine is connected to the clutch input of the clutch device in a driving manner.
Weiterhin erfindungsgemäß ist die elektrische Maschine antriebswirksam mit dem Kupplungseingang der Kupplungsvorrichtung verbunden. Furthermore, according to the invention, the electric machine is connected to the coupling input of the coupling device in a driving manner.
Entsprechend der vorliegenden Erfinung ist die elektrische Maschine zudem auf einer von der Verbrennungskraftmaschine abgewandten Seite der Kupplungsvor richtung des Schaltgetriebes angeordnet. According to the present invention, the electrical machine is also arranged on a side of the clutch device of the gearbox facing away from the internal combustion engine.
Vorzugsweise ist die antriebswirksame Verbindung zwischen der elektrischen Maschine und dem Kupplungseingang auf der von der Verbrennungskraftmaschi ne abgewandten Seite der Kupplungsvorrichtung angeordnet. Die Kupplungsvor richtung ist bevorzugt als Lamellenkupplung ausgebildet. The drive connection between the electrical machine and the clutch input is preferably arranged on the side of the clutch device facing away from the internal combustion engine. The coupling device is preferably designed as a multi-plate clutch.
In einer bevorzugten Ausführungsvariante der vorliegenden Erfindung ist die elekt rische Maschine über eine Stirnradstufe antriebswirksam mit dem Kupplungsein- gang der Kupplungsvorrichtung verbunden. Die antriebswirksame Verbindung kann jedoch auch über andersartige Zahnräder, Ketten, Riemen oder anderen mechanischen Antriebselementen realisiert werden. In a preferred embodiment of the present invention, the electric machine is driven via a spur gear stage with the clutch input gear connected to the coupling device. The drive-effective connection can, however, also be implemented using different types of gearwheels, chains, belts or other mechanical drive elements.
Die antriebswirksame Verbindung kann auch über einen Umschlingungstrieb, nämlich beispielsweise eine Zahnkette, an einem Bauteil der Kupplungsvor richtung - beispielsweise an dem Kupplungstopf - radial außenliegend erfol gen. Vorteil liegt darin, dass diese Ausführungsform keine Auswirkung auf die axiale Baulänge der Kupplungsvorrichtung hat und sich diese demnach nicht vergrößert. The effective drive connection can also take place radially on the outside via a belt drive, namely, for example, a toothed chain, on a component of the coupling device - for example on the coupling pot. The advantage is that this embodiment has no effect on the overall axial length of the coupling device and this therefore not enlarged.
In einer besonders bevorzugten Ausführungsvariante der vorliegenden Erfindung ist das Schaltgetriebe als Doppelkupplungsgetriebe mit einer Doppelkupplung als Kupplungsvorrichtung ausgebildet. Eine Ausführung des Schaltgetriebes als ma nuelles Schaltgetriebe (MT), automatisiertes Schaltgetriebe (AMT), Stufenautoma tikgetriebe (AT), stufenlose Getriebe (CVT), etc. ist ebenso denkbar. In a particularly preferred embodiment of the present invention, the gearbox is designed as a double clutch transmission with a double clutch as the clutch device. A version of the gearbox as a manual gearbox (MT), automated gearbox (AMT), multi-step automatic transmission (AT), continuously variable transmission (CVT), etc. is also conceivable.
Die Kupplungsvorrichtung weist bevorzugt einen Kupplungstopf, einen Kupplungs korb und eine Kupplungsnabe auf, wobei der Kupplungstopf, der Kupplungskorb und die Kupplungsnabe drehfest miteinander verbunden sind und den Kupplungs eingang der Kupplungsvorrichtung darstellen, wobei die elektrische Maschine über den Kupplungstopf, den Kupplungskorb oder die Kupplungsnabe der Kupplungs vorrichtung antriebswirksam mit dem Kupplungseingang verbunden ist. The coupling device preferably has a coupling pot, a coupling cage and a coupling hub, the coupling pot, the coupling cage and the coupling hub being non-rotatably connected to one another and representing the coupling input of the coupling device, the electric machine being via the coupling pot, the coupling cage or the coupling hub Coupling device is operatively connected to the clutch input.
Das Schaltgetriebe weist vorzugsweise ein Gehäuse auf, wobei die elektri sche Maschine innerhalb des Gehäuses angeordnet ist. Hierdurch kann eine gemeinsame Kühlung des Getriebes und der elektrischen Maschine realisiert werden. Vermittels der erfindungsgemäßen Ausbildung der Antriebsanordnung, insbeson dere der Anordnung der elektrischen Maschine, kann eine kosten- sowie bau raumoptimierte Antriebsanordnung entsprechend einer P1 -Anordnung realisiert werden. The gearbox preferably has a housing, wherein the electrical cal machine is arranged within the housing. This enables the transmission and the electrical machine to be cooled together. By means of the design of the drive arrangement according to the invention, in particular the arrangement of the electrical machine, a cost and space-optimized drive arrangement corresponding to a P1 arrangement can be implemented.
Kurzbeschreibung der Zeichnungen Brief description of the drawings
Die Erfindung wird im Folgenden beispielhaft unter Bezugnahme auf die Zeich nungen beschrieben. The invention is described below by way of example with reference to the drawings.
Fig. 1 zeigt eine schematische Darstellung einer Antriebsanordnung. Fig. 1 shows a schematic representation of a drive arrangement.
Fig. 2 zeigt einen Ausschnitt einer schematischen Darstellung einer An triebsanordnung mit einer antriebswirksamen Verbindung einer elektrischen Maschine an einer Kupplungsnabe. Fig. 2 shows a section of a schematic representation of a drive arrangement with a drive-effective connection of an electrical machine on a clutch hub.
Fig. 3 zeigt einen Ausschnitt einer schematischen Darstellung einer An triebsanordnung mit einer antriebswirksamen Verbindung einer elektrischen Maschine an einem Kupplungskorb. Fig. 3 shows a section of a schematic representation of a drive arrangement to with a driving connection of an electrical machine on a clutch basket.
Detaillierte Beschreibung der Erfindung Detailed description of the invention
In Fig. 1 ist eine Antriebsanordnung 1 entsprechend der vorliegenden Erfindung dargestellt. 1 shows a drive arrangement 1 according to the present invention.
Die Antriebsanordnung 1 weist zwei Antriebseinheiten, nämlich eine Verbren nungskraftmaschine 2 und eine elektrische Maschine 4, sowie ein Schaltgetriebe 5 auf. Die Verbrennungskraftmaschine 2 und das Schaltgetriebe 5 sind im Wesentlichen koaxial in Bezug auf eine zentrale Achse 8 angeordnet. Die elektrische Maschine 4 ist parallel zu dieser koaxialen Anordnung von Verbrennungskraftmaschine 2 und Schaltgetriebe 5 angeordnet - d.h. die elektrische Maschine 4 ist „offset“ zu der Verbrennungskraftmaschine 2 und dem Schaltgetriebe 5 angeordnet. The drive arrangement 1 has two drive units, namely a combustion engine 2 and an electrical machine 4, as well as a gearbox 5. The internal combustion engine 2 and the gearbox 5 are arranged essentially coaxially with respect to a central axis 8. The electrical machine 4 is arranged parallel to this coaxial arrangement of internal combustion engine 2 and gearbox 5 - that is, the electrical machine 4 is arranged “offset” to internal combustion engine 2 and gearbox 5.
Die Verbrennungskraftmaschine 2 ist abtriebsseitig antriebswirksam mit einer Kurbelwelle 3 verbunden. The internal combustion engine 2 is connected to a crankshaft 3 on the output side so as to be effective for driving purposes.
Die in Fig. 1 schematisch dargestellte Schaltgetriebe 5 weist eine Kupplungsvor richtung 6 mit einem Kupplungseingang 7 auf. Der Kupplungseingang 7 ist an triebswirksam mit der Kurbelwelle 3 verbunden, die wiederum antriebswirksam mit der Verbrennungskraftmaschine 2 verbunden ist. Die elektrische Maschine 4 ist über eine Stirnradstufe 9 antriebswirksam mit dem Kupplungseingang 7 verbun den. The manual transmission 5 shown schematically in FIG. 1 has a clutch device 6 with a clutch input 7. The clutch input 7 is drivingly connected to the crankshaft 3, which in turn is drivingly connected to the internal combustion engine 2. The electric machine 4 is operatively connected to the clutch input 7 via a spur gear stage 9.
Die elektrische Maschine 4 ist auf einer von der Verbrennungskraftmaschine 2 abgewandten Seite der Kupplungsvorrichtung 6 angeordnet. Zudem erfolgt die antriebswirksame Verbindung von elektrischer Maschine 4 und Kupplungseingang 7 der Kupplungsvorrichtung 6 über die Stirnradstufe 9 an der von der Verbren nungskraftmaschine 2 abgewandten Seite der Kupplungsvorrichtung 6. Die an triebswirksame Verbindung von elektrischer Maschine 4 und Kupplungseingang 7 kann jedoch beliebig erfolgen, d.h. auch an anderer geeigneter Stelle des Kupp lungseingangs 7 The electrical machine 4 is arranged on a side of the coupling device 6 facing away from the internal combustion engine 2. In addition, the driving connection between the electric machine 4 and the clutch input 7 of the clutch device 6 takes place via the spur gear stage 9 on the side of the clutch device 6 facing away from the combustion engine 2 at another suitable point of the coupling input 7
In weiterer Folge wird zur beispielhaften Erläuterung der Erfindung davon ausge gangen, dass das Schaltgetriebe 5 als Doppelkupplungsgetriebe 5‘ mit einer Dop pelkupplung 6‘ als Kupplungsvorrichtung 6 ausgeführt ist Das in Fig. 1 bis Fig. 3 schematisch dargestellte Doppelkupplungsgetriebe 5‘ weist eine Doppelkupplung 6‘ mit einer ersten Reiblamellenkupplung 10 und einer zwei ten Reiblamellenkupplung 11 , eine erste Getriebeeingangswelle 12, eine zweite Getriebeeingangswelle 13, ein erstes Teilgetriebe 14, ein zweites Teilgetriebe 15 sowie eine Getriebeausgangswelle 16 auf. Die erste Getriebeeingangswelle 12 ist dem ersten Teilgetriebe 14 zugeordnet und über die erste Reiblamellenkupplung 10 der Doppelkupplung 6 mit der Kurbelwelle 3 antriebswirksam verbindbar. Die zweite Getriebeeingangswelle 13 ist dem zweiten Teilgetriebe 15 zugeordnet und über die zweite Reiblamellenkupplung 11 der Doppelkupplung 6 mit der Kurbel welle 3 antriebswirksam verbindbar. Das erste Teilgetriebe 14 und das zweite Teilgetriebe 15 weisen jeweils mehrere Gangstufen auf, wobei dem ersten Teilge triebe 14 die ungeraden Gangstufen und dem zweiten Teilgetriebe 15 die geraden Gangstufen sowie eine Rückwärtsgangstufe zugeordnet sind (nicht dargestellt). In the following, for an exemplary explanation of the invention, it is assumed that the gearbox 5 is designed as a double clutch transmission 5 'with a double clutch 6' as a coupling device 6 The double clutch transmission 5 'shown schematically in Fig. 1 to 3 has a double clutch 6' with a first friction plate clutch 10 and a second friction plate clutch 11, a first transmission input shaft 12, a second transmission input shaft 13, a first partial transmission 14, a second partial transmission 15 and a transmission output shaft 16. The first transmission input shaft 12 is assigned to the first sub-transmission 14 and can be effectively connected to the crankshaft 3 via the first friction disk clutch 10 of the double clutch 6. The second transmission input shaft 13 is assigned to the second sub-transmission 15 and can be effectively connected to the crankshaft 3 via the second friction disk clutch 11 of the dual clutch 6. The first sub-transmission 14 and the second sub-transmission 15 each have several gears, the first sub-gear 14 being assigned the odd gears and the second sub-transmission 15 the even gears and a reverse gear (not shown).
Die Doppelkupplung 6‘ des Doppelkupplungsgetriebes 5‘ weist wie bereits zuvor beschrieben die erste Reiblamellenkupplung 10 und die zweite Reiblamellenkupp lung 11 auf. Die erste Reiblamellenkupplung 10 und die zweite Reiblamellenkupp lung 11 sind radial ineinander geschachtelt angeordnet. Die erste Reibkupplung 10 ist dabei radial außen und die zweite Reiblamellenkupplung 11 radial innen angeordnet. The double clutch 6 ‘of the double clutch transmission 5‘ has, as already described above, the first friction disk clutch 10 and the second Reiblamellenkupp treatment 11. The first Reiblamellenkupp 10 and the second Reiblamellenkupp ment 11 are arranged radially nested. The first friction clutch 10 is arranged radially on the outside and the second friction plate clutch 11 is arranged radially on the inside.
Die Richtungsangabe „radial“ beschreibt eine Richtung normal zu der zentralen Achse 8. The direction indication “radial” describes a direction normal to the central axis 8.
Weiterhin weist die Doppelkupplung 6‘ des Doppelkupplungsgetriebes 5‘ einen Kupplungstopf 17, einen Kupplungskorb 18 und eine Kupplungsnabe 19 auf (Fig. Furthermore, the double clutch 6 'of the double clutch transmission 5' has a clutch pot 17, a clutch basket 18 and a clutch hub 19 (Fig.
2, Fig. 3). Der Kupplungstopf 17, der Kupplungskorb 18 und die Kupplungsnabe 19 sind drehfest miteinander verbunden. Der Kupplungstopf 17 ist über Verbin dungsmittel mit der Kurbelwelle 3 und somit mit der Verbrennungskraftmaschine 2 verbunden. In dem in Fig. 2 und Fig. 3 dargestellten Ausführungsbeispielen sind diese drei Komponenten, nämlich der Kupplungstopf 17, der Kupplungskorb 18 und die Kupplungsnabe 19, drehtest miteinander verbunden und stellen gemein sam den Kupplungseingang 7 dar. 2, Fig. 3). The clutch pot 17, the clutch basket 18 and the clutch hub 19 are non-rotatably connected to one another. The clutch pot 17 is connected to the crankshaft 3 and thus to the internal combustion engine 2 via connec- tion means. In the exemplary embodiments illustrated in FIGS. 2 and 3 these three components, namely the clutch pot 17, the clutch basket 18 and the clutch hub 19, are connected to one another in a rotationally test and jointly represent the clutch input 7.
In Fig. 2 ist eine Variante der Antriebsanordnung 1 dargestellt in der die antriebs wirksame Verbindung zwischen der elektrischen Maschine 2 und dem Kupplungs eingang 7 über die Kupplungsnabe 19 der Doppelkupplung 6‘ erfolgt. Der Kupp lungstopf 17 ist antriebswirksam mit der Kurbelwelle 3 und somit der Verbren nungskraftmaschine 2 und drehfest mit der Kupplungsnabe 19 sowie dem Kupp lungskorb 18 der Doppelkupplung 6‘ verbunden. Die elektrische Maschine 4 ist über eine Stirnradstufe 9 antriebswirksam mit der Kupplungsnabe 19 verbunden. In Fig. 2, a variant of the drive arrangement 1 is shown in which the drive-effective connection between the electrical machine 2 and the clutch input 7 takes place via the clutch hub 19 of the double clutch 6.. The coupling pot 17 is effective drivingly with the crankshaft 3 and thus the internal combustion engine 2 and rotatably connected to the coupling hub 19 and the coupling basket 18 of the double clutch 6 ‘. The electrical machine 4 is connected to the clutch hub 19 in a driving manner via a spur gear stage 9.
In Fig. 3 ist eine Variante der Antriebsanordnung 1 dargestellt in der die antriebs wirksame Verbindung zwischen der elektrischen Maschine 2 und dem Kupplungs eingang 7 über den Kupplungskorb 18 der Doppelkupplung 6‘ erfolgt. Der Kupp lungskorb 18 der Doppelkupplung 6‘ bildet einen radial Lamellenträger sowohl für die erste Reiblamellenkupplung 10 wie auch für die zweite Reiblamellenkupplung 11 aus. Der Kupplungstopf 17 ist antriebswirksam mit der Kurbelwelle 3 und somit der Verbrennungskraftmaschine 2 und drehfest mit der Kupplungsnabe 19 sowie dem Kupplungskorb 18 der Doppelkupplung 6‘ verbunden. Die elektrische Ma schine 4 ist über eine Stirnradstufe 9 antriebswirksam mit dem Kupplungskorb 18 verbunden. Über den Kupplungskorb 18 der Doppelkupplung 6‘ wird somit Dreh moment seitens der Verbrennungskraftmaschine 2 auf Lamellenpakete der ersten Reiblamellenkupplung 10 und der zweiten Reiblamellenkupplung 11 geleitet. Ein radial innerer Lamellenträger der ersten Reiblamellenkupplung 10 ist antriebswirk sam mit der ersten Getriebeeingangswelle 12 verbunden und ein radial innerer Lamellenträger der zweiten Reiblamellenkupplung 11 ist antriebswirksam mit der zweiten Getriebeeingangswelle 13 verbunden. In sämtlichen Ausführungsvarianten ist die elektrische Maschine 4 auf der von der Verbrennungskraftmaschine 2 abgewandten Seite der Doppelkupplung 6‘ im We sentlichen parallel zu dem Doppelkupplungsgetriebe 5‘ angeordnet. In Fig. 3, a variant of the drive arrangement 1 is shown in which the drive connection between the electrical machine 2 and the clutch input 7 takes place via the clutch basket 18 of the double clutch 6 '. The coupling basket 18 of the double clutch 6 'forms a radial disk carrier both for the first friction disk clutch 10 and for the second friction disk clutch 11. The clutch pot 17 is drivingly connected to the crankshaft 3 and thus the internal combustion engine 2 and non-rotatably connected to the clutch hub 19 and the clutch basket 18 of the double clutch 6 '. The electrical Ma machine 4 is operatively connected to the clutch basket 18 via a spur gear stage 9. Via the clutch basket 18 of the double clutch 6 ', torque is thus passed on the part of the internal combustion engine 2 to the disk packs of the first friction disk clutch 10 and the second friction disk clutch 11. A radially inner disk carrier of the first friction disk clutch 10 is drivingly connected to the first transmission input shaft 12 and a radially inner disk carrier of the second friction disk clutch 11 is drivingly connected to the second transmission input shaft 13. In all embodiment variants, the electric machine 4 is arranged on the side of the dual clutch 6 'facing away from the internal combustion engine 2, essentially parallel to the dual clutch transmission 5'.
Bezuqszeichenliste Reference list
1 Antriebsanordnung 1 drive arrangement
2 Verbrennungskraftmaschine 2 internal combustion engine
3 Kurbelwelle 3 crankshaft
4 Elektrische Maschine 4 electric machine
5 Schaltgetriebe 5 manual transmissions
5 Doppelkupplungsgetriebe 5 double clutch transmissions
6 Kupplungsvorrichtung 6 coupling device
6 Doppelkupplung 6 double clutch
7 Kupplungseingang 7 clutch input
8 Zentrale Achse 8 Central axis
9 Stirnradstufe 9 spur gear stage
10 Erste Reiblamellenkupplung 10 First friction plate clutch
11 Zweite Reiblamellenkupplung 11 Second friction plate clutch
12 Erste Getriebeeingangswelle 12 First transmission input shaft
13 Zweite Getriebeeingangswelle 13 Second transmission input shaft
14 Erstes Teilgetriebe 14 First partial transmission
15 Zweites Teilgetriebe 15 Second partial transmission
16 Getriebeausgangswelle 16 Transmission output shaft
17 Kupplungstopf 17 clutch pot
18 Kupplungskorb 18 clutch basket
19 Kupplungsnabe 19 coupling hub

Claims

Patentansprüche Claims
1. Antriebsanordnung (1 ) für ein Kraftfahrzeug umfassend eine Verbrennungskraftmaschine (2), eine elektrische Maschine (4) und ein Schaltgetriebe (5), wobei das Schaltgetriebe (5) eine Kupplungs vorrichtung (6) mit einem Kupplungseingang (7) aufweist, wobei der Kupplungseingang (7) antriebswirksam mit der Verbrennungskraft maschine (2) und der elektrischen Maschine (4) verbunden ist, wobei die Verbrennungskraftmaschine (2) und das Schaltgetriebe (5) im Wesentlichen koaxial entlang einer zentralen Achse (8) angeordnet sind und die elektrische Maschine (4) im Wesentlichen parallel zu der zentralen Achse (8) auf einer von der Verbrennungskraftmaschine (2) abgewandten Seite der Kupplungsvorrichtung (6) angeordnet ist. 1. Drive arrangement (1) for a motor vehicle comprising an internal combustion engine (2), an electric machine (4) and a gearbox (5), the gearbox (5) having a coupling device (6) with a coupling input (7), wherein the clutch input (7) is drivingly connected to the internal combustion engine (2) and the electrical machine (4), the internal combustion engine (2) and the gearbox (5) being arranged essentially coaxially along a central axis (8) and the electrical Machine (4) is arranged essentially parallel to the central axis (8) on a side of the coupling device (6) facing away from the internal combustion engine (2).
2. Antriebsanordnung (1) nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , dass die antriebs wirksame Verbindung zwischen der elektrischen Maschine (4) und dem Kupplungseingang (7) auf der von der Verbrennungskraftmaschine (2) ab gewandten Seite der Kupplungsvorrichtung (6) erfolgt. 2. Drive arrangement (1) according to claim 1, d a d u r c h g e k e n n z e i c h n e t that the drive-effective connection between the electrical machine (4) and the coupling input (7) takes place on the side of the coupling device (6) facing away from the internal combustion engine (2).
3. Antriebsanordnung (1) nach Anspruch 1 oder 2, d a d u r c h g e k e n n z e i c h n e t , dass die elektrische Maschine (4) über eine Stirnradstufe (9) antriebswirksam mit dem Kupp lungseingang (7) der Kupplungsvorrichtung (6) verbunden ist. 3. Drive arrangement (1) according to claim 1 or 2, characterized in that the electric machine (4) via a spur gear stage (9) is drivingly connected to the coupling input (7) of the coupling device (6).
4. Antriebsanordnung (1 ) nach Anspruch 1 , 2 oder 3, d a d u r c h g e k e n n z e i c h n e t , dass das Schaltge triebe (5) als Doppelkupplungsgetriebe (5‘) mit einer Doppelkupplung (6‘) als Kupplungsvorrichtung (6) ausgebildet ist. 4. Drive arrangement (1) according to claim 1, 2 or 3, d a d u r c h g e k e n n z e i c h n e t that the Schaltge gear (5) as a double clutch transmission (5 ‘) with a double clutch (6‘) is designed as a coupling device (6).
5. Antriebsanordnung (1) nach einem der Ansprüche 1 bis 4, d a d u r c h g e k e n n z e i c h n e t , dass die Kupplungs vorrichtung (6) einen Kupplungstopf (17), einen Kupplungskorb (18) und ei- ne Kupplungsnabe (19) aufweist, wobei der Kupplungstopf (17), der Kupp lungskorb (18) und die Kupplungsnabe (19) drehfest miteinander verbunden sind und den Kupplungseingang (7) der Kupplungsvorrichtung (6) darstel len, wobei die elektrische Maschine (4) über den Kupplungstopf (17), den Kupplungskorb (18) oder die Kupplungsnabe (19) der Kupplungsvorrichtung (6) antriebswirksam mit dem Kupplungseingang (7) verbunden ist. 5. Drive arrangement (1) according to one of claims 1 to 4, characterized in that the coupling device (6) has a coupling pot (17), a coupling basket (18) and a coupling hub (19), the coupling pot (17) , the coupling basket (18) and the coupling hub (19) are non-rotatably connected to each other and represent the coupling input (7) of the coupling device (6), the electrical machine (4) via the coupling pot (17), the coupling basket (18) or the coupling hub (19) of the coupling device (6) is connected to the coupling input (7) in a driving manner.
6. Antriebsanordnung nach einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass das Schaltge triebe ein Gehäuse aufweist, wobei die elektrische Maschine innerhalb des Gehäuses angeordnet ist. 6. Drive arrangement according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the Schaltge gear has a housing, wherein the electrical machine is arranged within the housing.
PCT/EP2020/072765 2019-09-16 2020-08-13 Drive assembly for a motor vehicle WO2021052687A1 (en)

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DE102020211466A1 (en) 2020-09-11 2022-03-17 Magna Pt B.V. & Co. Kg Drive arrangement for a motor vehicle
DE102020211913A1 (en) 2020-09-23 2022-03-24 Magna Pt B.V. & Co. Kg Hybrid powertrain for a motor vehicle

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CN114174092A (en) 2022-03-11

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