CN102802986B - drive train of a vehicle - Google Patents
drive train of a vehicle Download PDFInfo
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- CN102802986B CN102802986B CN201080026222.0A CN201080026222A CN102802986B CN 102802986 B CN102802986 B CN 102802986B CN 201080026222 A CN201080026222 A CN 201080026222A CN 102802986 B CN102802986 B CN 102802986B
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- 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
- 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 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 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
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- 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
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/08—Arrangement or mounting of internal-combustion or jet-propulsion units comprising more than one engine
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- 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
- 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 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 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
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- 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
- 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 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 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/70—Gearings
- B60Y2400/71—Manual or semi-automatic, e.g. automated manual transmissions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
技术领域 technical field
本发明涉及车辆的传动系及用于操作该传动系的方法并尤其涉及一个变速器-发动机装置。The invention relates to a drive train of a vehicle and a method for operating the drive train and in particular to a transmission-engine arrangement.
背景技术 Background technique
为了降低内燃机的燃料损耗，有利的是：内燃机可构成用于恒定负载或用于相对窄的功率范围，以致可实现相应的优化。但这通常不可转用在公知的用于车辆的驱动装置上。In order to reduce the fuel consumption of the internal combustion engine, it is advantageous if the internal combustion engine can be designed for a constant load or for a relatively narrow power range, so that a corresponding optimization can be achieved. However, this is generally not transferable to known drives for vehicles.
在DE3145381A1中公开了一个用于节省燃料的变速器-发动机装置，其中一个内燃机被分成两个或多个独立的部分内燃机，其方式是曲轴被分成两个或多个部分曲轴，它们被构成为可根据所需的转矩来接入。In DE3145381A1, a transmission-engine arrangement for saving fuel is disclosed, in which an internal combustion engine is divided into two or more independent partial internal combustion engines, in that the crankshaft is divided into two or more partial crankshafts, which are constructed as Engage according to the required torque.
这种用于节省燃料的变速器-发动机装置也给出在图4中，它表示具有部分曲轴1及2的一个分开的曲轴，其中部分曲轴1可通过离合器接到部分曲轴2上。在第一低负载区域中该变速器-发动机装置可用包含部分曲轴2的发动机4工作。由该发动机4产生的转矩通过主离合器5传递到变速器6的变速器输入轴7上。与相应的变速级相关地该转矩继续传递动变速器输出轴8上。Such a fuel-saving transmission-engine arrangement is also shown in FIG. 4, which shows a separate crankshaft with partial crankshafts 1 and 2, wherein partial crankshaft 1 can be coupled to partial crankshaft 2 via a clutch. In the first low-load range, the transmission-engine arrangement can be operated with the engine 4 including the partial crankshaft 2 . The torque generated by the engine 4 is transmitted via the main clutch 5 to the transmission input shaft 7 of the transmission 6 . Depending on the gear stage, this torque is transmitted onwards to the transmission output shaft 8 .
在提高功率要求的情况下发动机9通过离合器接入，其中发动机4及9的总转矩通过主离合器传递到变速器6上。In the event of an increased power requirement, the engine 9 is engaged via the clutch, wherein the combined torque of the engines 4 and 9 is transferred to the transmission 6 via the main clutch.
这种将一个发动机分成两个或多个独立的发动机4，9的主要优点在于：这些发动机可工作在更好的燃耗比下。The main advantage of this splitting of an engine into two or more independent engines 4, 9 is that these engines can be operated at a better fuel consumption ratio.
在根据图3的表中给出了与每两个不同额定功率相关的不同发电机的燃耗的比较。如从这些例子中可看出的，各个内燃机的燃耗随着功率输出(额定功率)而升高。这意味着，在使用根据图4的方案的多个小内燃机的情况下燃耗优于使用大发动机的车辆。该效果在现今使用的车辆上有很强的表现，因为在现今中等水平的车辆上平均调用的功率低于装置功率可大于系数10。In the table according to FIG. 3 a comparison of the fuel consumption of the different generators is given for each two different rated powers. As can be seen from these examples, the fuel consumption of each internal combustion engine increases with the power output (rated power). This means that the fuel consumption when using the solution according to FIG. 4 is superior to that of a vehicle with a large engine. This effect is strongly manifested in vehicles in use today, since the average power invoked on a medium-level vehicle today can be greater than a factor of 10 below the device power.
但图3中所示的为了节省燃料在发动机中设有分开的曲轴及将所产生的转矩通过一个连接部分传递到变速器的变速器-发动机装置具有一个比较复杂的结构。与一个双离合器组合则需要三个离合器，由此使耗费及由此形成的成本以及所需的结构空间比传统的系统有所增高。However, the transmission-motor arrangement shown in FIG. 3, which has a separate crankshaft in the engine for fuel saving and transmits the generated torque to the transmission via a connection, has a relatively complex construction. In combination with a double clutch, three clutches are required, which increases the outlay and the resulting costs as well as the required installation space compared to conventional systems.
发明内容 Contents of the invention
因此本发明的任务在于，给出一种用于节省燃料的变速器-发动机装置，借助它可使其耗费、成本及结构空间比上述的公知的现有技术有所下降。It is therefore the object of the present invention to provide a fuel-saving transmission-motor arrangement with which the outlay, costs and installation space can be reduced compared to the known prior art described above.
根据本发明该任务将通过具有两个可相互无关地工作的驱动单元及一个设有两个变速器输入轴及一个共同的变速器输出轴的双离合器变速器的变速器-发动机来解决，其中第一驱动单元可通过第一离合器与第一变速器输入轴连接及第二驱动单元可通过第二离合器与第二变速器输入轴连接，及其中第一变速器输入轴与变速器输出轴构成第一子变速器及第二变速器输入轴与变速器输出轴构成第二子变速器，并由第一驱动单元产生的转矩及由第二驱动单元产生的转矩可相互无关地导入共同的变速器输出轴上及在那里可组合成一个总转矩。According to the invention this task is solved by a transmission-motor having two drive units which can work independently of each other and a dual clutch transmission with two transmission input shafts and a common transmission output shaft, wherein the first drive unit The first clutch can be connected with the first transmission input shaft and the second drive unit can be connected with the second transmission input shaft through the second clutch, and wherein the first transmission input shaft and the transmission output shaft form the first sub-transmission and the second transmission The input shaft and the transmission output shaft form the second sub-transmission, and the torque generated by the first drive unit and the torque generated by the second drive unit can be conducted independently of each other on the common transmission output shaft and can be combined there. total torque.
根据本发明的双发动机与变速器在部分负载时包括一个明显改善的工作点，因为对于总转矩在理论上必需的驱动机被分成两个独立的发动机，它们可彼此无关地产生转矩，然后各通过双离合器变速器的一个子变速器将转矩传递给共同的变速器输出端。这样形成的该双发电机与变速器装置的燃耗优点也可从图3中示范表示的表中看出。The dual motor and transmission according to the invention includes a significantly improved operating point at part load, because the drive machine theoretically necessary for the overall torque is divided into two independent motors, which can generate torque independently of each other, and then Each of the subtransmissions of the dual clutch transmission transmits the torque to a common transmission output. The fuel consumption advantage of the dual generator and transmission arrangement thus formed can also be seen from the table shown exemplarily in FIG. 3 .
本发明还提出：使用具有两个输入端的负载换挡变速器及每个输入端与一个独立的驱动单元(内燃机和/或电动机)连接。以此方式可使两个驱动单元交替地或同时地工作。由此可实现：视负载而定这些驱动单元可运行在更好的燃耗比点上并由此使燃耗下降10％至30％。与公知的曲轴分开的现有技术相比我们总可节省一个离合器及一个双离合器可通过两个小的用于半发动机转矩的单离合器来来替代。The invention also proposes the use of a load shift transmission with two inputs and the connection of each input to a separate drive unit (internal combustion engine and/or electric motor). In this way, both drive units can be operated alternately or simultaneously. This makes it possible for the drive units to be operated at a better fuel consumption point depending on the load and thus to reduce fuel consumption by 10% to 30%. Compared with the known state of the art with split crankshafts we can always save a clutch and a double clutch can be replaced by two small single clutches for half the engine torque.
根据一个优选实施例，双离合器变速器的第一子变速器包括奇数挡及第二子变速器包括偶数挡。According to a preferred embodiment, the first sub-transmission of the dual clutch transmission comprises odd gears and the second sub-transmission comprises even gears.
最好在两个子变速器中每个最小的变速级在其变速比上相互接近，由此在其两个驱动单元工作的工作状态中，尤其在重载起动时能耗可分配在两个离合器上。在本发明的变速器-发动机装置中第一驱动单元和/或第二驱动单元可为内燃机和/或电动机。在此情况下在内燃机与子变速器之间设有一个离合器，尤其一个具有干式摩擦配合的单离合器。在两个驱动单元为内燃机的情况下，这两个内燃机可具有一个共同的冷却回路。Preferably, each of the smallest gear stages of the two subtransmissions is close to each other in terms of their gear ratios, so that in the operating state in which the two drive units are active, energy consumption can be distributed between the two clutches, especially when starting with a heavy load . In the transmission-engine arrangement according to the invention the first drive unit and/or the second drive unit can be an internal combustion engine and/or an electric motor. In this case, a clutch, in particular a single clutch with a dry friction fit, is provided between the internal combustion engine and the subtransmission. If the two drive units are internal combustion engines, the two internal combustion engines can have a common cooling circuit.
根据另一优选的实施例两个驱动单元中的一个被构成内燃机，其中在内燃机与所属的子变速器之间设有一个离合器，尤其一个具有干式摩擦配合的单离合器，及其中另一驱动单元为电动机。According to a further preferred embodiment, one of the two drive units is formed as an internal combustion engine, wherein a clutch, in particular a single clutch with dry friction fit, is arranged between the internal combustion engine and the associated subtransmission, and the other drive unit for the motor.
此外有利的是，其中至少一个驱动单元被构成由一个内燃机及一个电动机组成的机组。It is also advantageous if at least one of the drive units is designed as a unit consisting of an internal combustion engine and an electric motor.
根据一个特别优选的实施例一个或多个(视以上实施方案的选择而定)内燃机被构成一个或多个双汽缸对置式发动机。According to a particularly preferred embodiment one or more (depending on the choice of embodiment above) internal combustion engines are formed as one or more opposed twin cylinder engines.
根据另一优选实施例第一驱动单元及第二驱动单元被构成电动机，它们直接地与各个子变速器内所属的变速器输入轴连接。According to a further preferred embodiment, the first drive unit and the second drive unit are formed as electric motors, which are directly connected to the associated transmission input shaft in the respective subtransmission.
上述变速器-发动机装置可优选地使用在自动换挡变速器或自动变速器的情况下。The above-described transmission-engine arrangement can preferably be used in the case of an automatically shifted transmission or an automatic transmission.
在手动换挡变速器的情况下(对以上变速器-发动机装置变换地)根据本发明的任务将通过具有两个可相互无关地工作的驱动单元及一个设有一个变速器输入轴及一个变速器输出轴的手动换挡变速器的变速器-发动机装置来解决，其中第一驱动单元可通过第一离合器与变速器输入轴连接及第二驱动单元可通过第二离合器与变速器输入轴连接，及其中由第一驱动单元产生的转矩及由第二驱动单元产生的转矩可相互无关地导入共同的变速器输出轴上及在那里可组合成一个总转矩。In the case of a manually shifted transmission (converting the above transmission-engine arrangement) the task according to the invention will be achieved by having two drive units which can work independently of each other and a transmission input shaft and a transmission output shaft. The transmission-engine arrangement of the manual shift transmission is solved, wherein the first drive unit can be connected with the transmission input shaft through the first clutch and the second drive unit can be connected with the transmission input shaft through the second clutch, and wherein the first drive unit The generated torque and the torque generated by the second drive unit can be conducted independently of one another on a common transmission output shaft and can be combined there to form a total torque.
并且在该替代的变速器-发动机装置上也设有两个输入端，它们各与一个独立的发动机(内燃机和/或电动机)相连接，以致在该构型中也可实现：两个发动机交替地或同时地工作。相应地可实现上述的燃耗优点。此外例如可使用两个小的用于半转矩的单离合器，以致耗费/成本及结构空间可比公知的曲轴分开方案有所减小。Moreover, two inputs are also provided on this alternative transmission-motor arrangement, which are each connected to a separate motor (internal combustion engine and/or electric motor), so that in this configuration it is also possible to realize that both motors alternate or work simultaneously. Accordingly, the above-mentioned fuel consumption advantages can be achieved. In addition, for example, two small single clutches for half torques can be used, so that the outlay/costs and installation space can be reduced compared to known split crankshaft concepts.
上述任务在方法技术的角度上可通过用于驱动变速器-发动机装置的方法来解决，其中驱动单元在部分负载时交替地或仅一个驱动单元工作及在满负载时这些驱动单元共同地工作。在子变速器的各个变速器级之间换挡期间可短时地提高保留在力传递路径中的驱动单元的转矩，以避免或减小牵引力的下降。From a methodological point of view, the above-mentioned object can be solved by a method for driving a transmission-motor arrangement in which the drive units are operated alternately at partial load or only one drive unit and at full load the drive units are operated jointly. During a shift between the individual transmission stages of the subtransmission, the torque of the drive unit remaining in the power transmission path can be briefly increased in order to avoid or reduce a drop in tractive force.
以下借助优选实施例并结合附图来详细描述本发明。The present invention is described in detail below with the aid of preferred embodiments and with reference to the accompanying drawings.
附图说明 Description of drawings
图1：具有两个双汽缸对置式发动机及具有一个负载换挡变速器(双离合器变速器)的变速器-发动机装置，Figure 1: Transmission-engine arrangement with two opposed twin-cylinder engines and a load-shift transmission (dual clutch transmission),
图2：具有两个双缸对置式发动机及具有手动换挡变速器的变速器-发动机装置，Figure 2: Transmission-engine arrangement with two opposed twin-cylinder engines and with manual shift transmission,
图3：不同发动机的燃料损耗的比较，及Figure 3: Comparison of fuel consumption of different engines, and
图4：具有曲轴离合器的一个汽缸对置式发动机。Figure 4: An opposed engine with a crankshaft clutch.
具体实施方式 detailed description
图1中表示具有两个可相互无关地操作的驱动单元及一个双离合器变速器(即具有一个带变速器的双发动机)的变速器-发动机装置的第一实施例。FIG. 1 shows a first exemplary embodiment of a transmission-motor arrangement with two drive units that can be operated independently of each other and a dual-clutch transmission, ie with a twin motor with a transmission.
该变速器-发动机装置包括一个第一驱动单元10，在这里它被构成双汽缸对置式发动机10。因为这种双汽缸对置式发动机其本身是公知的，故省略了对该驱动单元例子的详细描述。The transmission-engine arrangement includes a first drive unit 10 , which is designed here as a opposed engine 10 . Since such a opposed-twin engine is known per se, a detailed description of an example of the drive unit is omitted.
这里的变速器-发动机装置还包括一个第二驱动单元11，在这里它也被构成双汽缸对置式发动机。The transmission-motor arrangement here also includes a second drive unit 11 , which is also designed here as a opposed engine.
但该两个双汽缸对置式发动机的优选应用不被理解为强制性的。而是也可使用其它的内燃机或电动机或由内燃机与电动机的组合来作为第一驱动单元10和/或第二驱动单元11。However, the preferred use of the two opposed twin cylinder engines is not to be understood as mandatory. Instead, other internal combustion engines or electric motors or combinations of internal combustion engines and electric motors can also be used as first drive unit 10 and/or second drive unit 11 .
汽缸对置式发动机10可通过离合器11与一个子变速器13的变速器输入轴14连接。驱动单元11则可通过离合器12与第二子变速器15的变速器输入轴16连接。The opposed-cylinder engine 10 is connectable via a clutch 11 to a transmission input shaft 14 of a sub-transmission 13 . The drive unit 11 can then be connected via a clutch 12 to a transmission input shaft 16 of the second sub-transmission 15 .
与此相应地负载换挡变速器的两个子变速器13，15可通过离合器11，12各与一个驱动机10，11连接。作为这些驱动机各可设置内燃机和/或电动机。如果设置内燃机作为两个可原始驱动的驱动单元，则可以具有一个共同的冷却回路，由此可用简单的方式来保证一个待调节的工作温度。Correspondingly, the two subtransmissions 13 , 15 of the load shift transmission can be connected via clutches 11 , 12 to a drive machine 10 , 11 in each case. In each case an internal combustion engine and/or an electric motor can be provided as these drive engines. If an internal combustion engine is provided as two initially drivable drive units, a common cooling circuit can be provided, whereby an operating temperature to be regulated can be ensured in a simple manner.
如果已具备了一个电动机，则该电动机也可被用作两个内燃机的起动机。如果不设有电动机，则可在这些内燃机的一个上设置一个起动电动机及作为用于两个内燃机的起动机。If an electric motor is already available, this electric motor can also be used as a starter for both internal combustion engines. If no electric motor is provided, a starter motor can be provided on one of the internal combustion engines and as a starter for both internal combustion engines.
如果设置内燃机作为一个或多个驱动机，则必需使用离合器11，12，其中每个离合器可构成单离合器。如果使用电动机作为驱动机，则这些电动机也可无离合器地直接连接在变速器输入轴14，16上。If an internal combustion engine is provided as one or more drive machines, it is necessary to use clutches 11 , 12 , each of which can form a single clutch. If electric motors are used as drive machines, these electric motors can also be coupled directly to the transmission input shafts 14 , 16 without clutches.
这里在子变速器13中设置了奇数的挡1，3，5，7及在另一子变速器15设置了偶数的挡2，4，6，8，其中挡的数目可任意地适配相应的应用。Here, odd-numbered gears 1, 3, 5, 7 are provided in the sub-transmission 13 and even-numbered gears 2, 4, 6, 8 are provided in the other sub-transmission 15, wherein the number of gears can be arbitrarily adapted to the respective application .
这里两个第一挡1及2在其传动比上彼此接近，因此当两个驱动单元工作时，在重载起动时消耗的能量正好可分配在两个(最好被构成单离合器的)离合器上。Here the two first gears 1 and 2 are close to each other in their transmission ratios, so that when both drive units are active, the energy consumed during heavy-load starting can be distributed exactly between the two (preferably single-clutch) clutches superior.
这里两个子变速器13，15及两个起动离合器11，12各对于一个驱动单元(即这里为双汽缸对置式发动机)来设计，而变速器输出部分(即变速器输出轴17及差动装置18)则对于两个驱动单元的总转矩来设计。Here two subtransmissions 13, 15 and two starting clutches 11, 12 are respectively designed for a drive unit (i.e. here is a two-cylinder opposed engine), while the transmission output part (i.e. transmission output shaft 17 and differential device 18) is Designed for the total torque of the two drive units.
根据相应的应用情况也可使用多于两个的变速器输入端或多于两个的驱动单元。Depending on the respective application, more than two transmission inputs or more than two drive units can also be used.
驱动单元10，11在部分负载时最好交替地而在满负载时共同地工作。The drive units 10 , 11 preferably work alternately at partial load and jointly at full load.
最好在换挡期间使保持力传递的发动机产生的转矩短时地升高，以避免牵引力的下降或使其下降。The engine-generated torque with power transmission is preferably briefly increased during a gear change in order to avoid or reduce a reduction in tractive effort.
驱动单元10，11也可具有不同的功率。The drive units 10, 11 can also have different powers.
根据图2中所示的一个变速器-发动机装置的实施例，该装置正好可用于手动换挡装置或手动换挡变速器，也可设置一个第一驱动单元10及一个第二驱动单元11，在这里它们被构成双汽缸对置式发动机。驱动单元10，11可通过离合器(最好单离合器11，12)与一个共同的变速器输入轴20相连接。在该共同叠加驱动单元10，11的总转矩的变速器输入轴与一个共同的变速器输出轴21之间设有多个挡级。通过一个输出齿轮使变速器输出轴与一个差动装置22相连接。According to an embodiment of a transmission-engine arrangement shown in FIG. 2, which can just be used for a manual shift device or a manual shift transmission, a first drive unit 10 and a second drive unit 11 can also be provided, where They are constituted as twin-cylinder opposed engines. The drive units 10 , 11 can be connected to a common transmission input shaft 20 via clutches, preferably single clutches 11 , 12 . A plurality of gears is provided between the transmission input shaft, which superimposes the overall torque of the drive units 10 , 11 together, and a common transmission output shaft 21 . The transmission output shaft is connected to a differential 22 via an output gear.
因此根据图2的双离合器变速器包括一个对于两个驱动单元共同的输入轴20及一个共同的输出轴21，其中共同的变速器输入轴20与两个离合器11，12相连接。与此相应地根据图2的双离合器变速器也具有两个变速器输入端，尽管仅设有一个共同的变速器输入轴。如以上结合图1所讨论的其它所有的特征也可用于根据图2的实施例。与此相应地根据图1及2的两个实施例所共同的是：一个驱动机被分成两个独立的驱动单元及它们通过一个具有两个变速器输入端的变速器与一个共同的变速器输出端连接，以便与一个驱动机相比较在部分负载时可达到更好的工作点。The dual clutch transmission according to FIG. 2 therefore comprises a common input shaft 20 and a common output shaft 21 for both drive units, wherein the common transmission input shaft 20 is connected to the two clutches 11 , 12 . Correspondingly, the dual clutch transmission according to FIG. 2 also has two transmission inputs, although only one common transmission input shaft is provided. All other features as discussed above in connection with FIG. 1 are also applicable to the embodiment according to FIG. 2 . Correspondingly, the two embodiments according to FIGS. 1 and 2 have in common that a drive machine is divided into two independent drive units and that they are connected to a common transmission output via a transmission with two transmission inputs, In order to achieve a better operating point at part load compared to a drive machine.
特别有利的是，在加速过程中使用这些驱动单元的一个及设置来用于加速的该驱动单元其参数被设计得明显大于用于稳定行驶运行的驱动单元及参数被设计得小的驱动单元被使用在小负载的范围中。It is particularly advantageous if one of the drive units is used during acceleration and the drive unit provided for acceleration is designed with significantly larger parameters than the drive unit for stable driving operation and the drive unit with smaller parameters is designed Used in the range of small loads.
在上述实施例中对两个发动机的控制总是这样地进行，以致总功率符合驾驶员的需要。如果一个发动机就能覆盖功率需要，则这些发动机最好交替地工作。在换挡期间可(并非“一定要”)提高总功率，以补偿离合器损耗。由此可避免在现有技术中在换挡期间不可避免的功率下降。In the above-described embodiment, the control of the two engines is always carried out in such a way that the total power corresponds to the driver's requirements. If the power requirement can be covered by one engine, the engines are preferably operated alternately. Overall power can be (but is not "required") increased during a shift to compensate for clutch losses. In this way, the unavoidable power drop during gear changes in the prior art can be avoided.
如果通过一个发动机不再能覆盖驾驶员的功率需要，则我们可将本变速器的控制与两个并列换挡的四挡自动换挡变速器(ASG)的控制相比较。如果驾驶员需要功率的80％，则上述变速器的两个变速器半部分各独立地(设有牵引力中断)以40％的发动机功率工作。因为对于两个变速器半部分的换挡点最好同样地选择，故自动地得到一个交替的换挡序列。If the driver's power requirements can no longer be covered by one engine, the control of the present transmission can be compared with the control of two parallel-shifted four-speed automatic transmissions (ASG). If the driver requires 80% of the power, the two transmission halves of the above-mentioned transmission are each operated independently (without traction interruption) at 40% of the engine power. Since the shift points are preferably identically selected for both transmission halves, an alternating shift sequence is automatically obtained.
附图标记清单list of reference signs
1曲轴1 crankshaft
2曲轴2 crankshafts
3离合器3 clutches
4发动机4 engines
5主离合器5 main clutch
6变速器6 transmissions
7变速器输入轴7 transmission input shaft
8变速器输出轴8 transmission output shaft
9发动机9 engines
10因子10 factor
11驱动单元11 drive unit
12离合器12 clutch
13子变速器13 sub-transmission
14变速器输入轴14 Transmission input shaft
15第二子变速器15 second sub-transmission
16变速器输入轴16 transmission input shaft
17变速器输出轴17 transmission output shaft
20变速器输入轴20 transmission input shaft
21变速器输出轴21 transmission output shaft
22差动装置22 differential device
23起动机23 starter
Claims (12)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102009029740 | 2009-06-22 | ||
| DE102009029740.5 | 2009-06-22 | ||
| PCT/DE2010/000627 WO2010149128A1 (en) | 2009-06-22 | 2010-06-04 | Drive train of a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102802986A CN102802986A (en) | 2012-11-28 |
| CN102802986B true CN102802986B (en) | 2016-07-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201080026222.0A Expired - Fee Related CN102802986B (en) | 2009-06-22 | 2010-06-04 | drive train of a vehicle |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP2445740A1 (en) |
| CN (1) | CN102802986B (en) |
| DE (2) | DE112010002679A5 (en) |
| WO (1) | WO2010149128A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102012213148A1 (en) | 2012-07-26 | 2014-01-30 | Schaeffler Technologies AG & Co. KG | Drive train for motor vehicle, has two independently operable combustion engines, where one of two internal combustion engine is introduced in gear for directing regulating torque |
| DE102013221911A1 (en) * | 2012-11-15 | 2014-05-15 | Schaeffler Technologies Gmbh & Co. Kg | Gear motor assembly has two independent operable driving units which are designed as internal combustion engines for combining with electric machine, whose transmission input shafts are provided with gear boxes correspondingly |
| DE102013221904A1 (en) | 2012-11-15 | 2014-05-15 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling two drive units |
| CN104015601A (en) * | 2014-06-09 | 2014-09-03 | 三一矿机有限公司 | Bi-energy integrated structure and mining dump truck |
| IT202000014236A1 (en) * | 2020-06-15 | 2021-12-15 | Automac Eng S R L | COMPACT ENGINE FOR TRANSPORTATION |
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| US6306056B1 (en) * | 1999-12-17 | 2001-10-23 | Daimlerchrysler Corporation | Dual engine hybrid electric vehicle |
| JP3579888B2 (en) * | 2000-11-24 | 2004-10-20 | 本田技研工業株式会社 | Power transmission device |
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| DE102007051991A1 (en) * | 2007-10-31 | 2009-05-07 | Bayerische Motoren Werke Aktiengesellschaft | Hybrid vehicle with dual-clutch transmission |
-
2010
- 2010-06-04 CN CN201080026222.0A patent/CN102802986B/en not_active Expired - Fee Related
- 2010-06-04 DE DE112010002679T patent/DE112010002679A5/en not_active Withdrawn
- 2010-06-04 WO PCT/DE2010/000627 patent/WO2010149128A1/en active Application Filing
- 2010-06-04 DE DE102010022752A patent/DE102010022752A1/en not_active Withdrawn
- 2010-06-04 EP EP10737243A patent/EP2445740A1/en not_active Withdrawn
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|---|---|---|---|---|
| DE3145381A1 (en) * | 1981-11-14 | 1983-05-26 | Volkswagenwerk Ag, 3180 Wolfsburg | Multicylinder reciprocating piston internal combustion engine |
| CN2037694U (en) * | 1988-06-21 | 1989-05-17 | 周大觉 | Two-engine double-power device for vehicles |
| EP0773127A2 (en) * | 1995-11-13 | 1997-05-14 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle drive system with clutch for controlling engine driven planetary gear connected to motor/generator |
| DE19819233A1 (en) * | 1998-04-29 | 1999-11-04 | Michael Rossmann | Reciprocating internal combustion engine |
| FR2811395A1 (en) * | 2000-07-06 | 2002-01-11 | Peugeot Citroen Automobiles Sa | GEARBOX FOR HYBRID VEHICLE |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2445740A1 (en) | 2012-05-02 |
| DE112010002679A5 (en) | 2012-10-31 |
| CN102802986A (en) | 2012-11-28 |
| DE102010022752A1 (en) | 2011-02-17 |
| WO2010149128A1 (en) | 2010-12-29 |
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