DE102009058732B4 - hybrid vehicle - Google Patents

Abstract

A hybrid vehicle comprising: an internal combustion engine (102); a transmission disposed in a first housing (450) having a transmission shaft (430), a clutch assembly (440), a plurality of gears (414B) selectively coupled to the transmission shaft (430) through the clutch assembly (440), and a transmission first electric motor (220A) and a second electric motor (220B); wherein the clutch assembly (440) comprises: - a first clutch (440); - A first clutch actuator (482) for selectively engaging the first clutch (440), wherein the first actuator (482) has a first rest position in engagement with the clutch (440) and a hydraulically filled position disengaged from the first clutch (440) ; and a second clutch actuator (446) having a second rest position disengaged from the first clutch (440) and a second hydraulically-filled position in engagement with the first clutch (440); wherein the first clutch actuator (482) is disposed radially inwardly of the second clutch actuator (446) and acts in the same axial direction on the first clutch (440) as the second clutch actuator (446); wherein the first clutch actuator (482) includes a first spring (472), wherein the first spring (472) biases the first clutch actuator (482) toward the first clutch (440) to start the engine (102).

Description

TERRITORY

The present invention relates to a hybrid vehicle having a specially designed coupling assembly. The clutch assembly includes a first clutch, a first clutch actuator for selectively engaging a first clutch, the first actuator having a first rest position in engagement with the clutch and a hydraulically-filled position disengaged from the first clutch, and a second clutch actuator with a second rest position away from the first clutch and a second hydraulically filled position in engagement with the first clutch, wherein the first clutch actuator is disposed radially inwardly of the second clutch actuator and acts in the same axial direction on the first clutch as the second clutch actuator.

Such a coupling group is for example from the documents US 4,560,034 . DE 40 41 159 A1 and WO 83/03124 A1 known. A similar coupling assembly further describes the US 3,770,085 A but where the first clutch actuator is not disposed radially inward of the second clutch actuator and does not act on the first clutch in the same axial direction as the second clutch actuator.

BACKGROUND

Internal combustion engines - hereinafter also referred to simply as "engine" - burn a mixture of air and fuel in cylinders to drive pistons, which generates drive torque. The air flow in gasoline engines is regulated by a throttle. More specifically, the throttle adjusts the throttle area, which increases or decreases the flow of air into the engine. As the throttle area increases, airflow into the engine increases. A fuel control system adjusts the rate at which fuel is injected to deliver a desired air / fuel mixture to the cylinders. Increasing the amount of air and fuel delivered to the cylinders increases the torque output of the engine.

Hybrid vehicles are becoming increasingly popular. Hybrid vehicles generally have two sources of power. The internal combustion engine is a first power source and an electric motor - hereinafter also referred to only as "engine" - is a second power source. The electric motor is used as a power source in urban driving, where kinetic energy can be recovered by regenerative braking, converted into electrical and chemical form, and stored in a battery from which the motor is driven. The internal combustion engine is most suitable for driving on highways where braking of the wheels and opportunities for energy recovery are rare, and the engine operates at its highest efficiency.

Such hybrid drives are known in principle, see for example DE 10 2005 011 862 A1 ,

In mixed driving conditions, the electric motor and the engine may be commonly used to transfer power to a transmission input shaft depending on driving conditions and the size of the battery capacity.

Typically, a machine includes a separate starter motor that is used to start the machine when the machine is stopped. Reducing the amount of components in a vehicle reduces the vehicle weight and thus increases the overall range or fuel mileage of the vehicle.

The invention is based on the object to reduce the vehicle weight of a hybrid vehicle in favor of its range.

SUMMARY

According to the invention, a hybrid vehicle comprises the features of claim 1.

The present invention thus eliminates a conventional starter motor from the vehicle and uses the hybrid electric motor and actuators to start the engine of the vehicle.

DESCRIPTION OF THE DRAWINGS

The present disclosure will be more fully understood from the detailed description and the accompanying drawings, wherein:

1 FIG. 4 is a functional block diagram of an example machine system in accordance with the principles of the present disclosure; FIG.

2 is a block diagram view of a hybrid vehicle system;

3 an end view of a transmission according to the present disclosure;

4 Fig. 10 is a broken view of a transmission with the transmission in the off state and the transmission starting the engine;

5 Fig. 5 is a broken view of a transmission for the clutch positions after starting the vehicle;

6 FIG. 3 is a cross-sectional view of a secondary housing according to the present disclosure; FIG. and

7 FIG. 10 is a flowchart of a method of starting a hybrid vehicle using the hybrid transmission. FIG.

DETAILED DESCRIPTION

For the sake of clarity, the same reference numbers will be used throughout the drawings to identify similar elements. As used herein, the term at least one of A, B and C should be construed as meaning a logical (A or B or C) using a non-exclusive logical-oder. It is to be understood that steps in a method may be performed in different order without altering the principles of the present disclosure.

As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or a group), and memories that execute one or more software or firmware programs. a combinatorial logic circuit and / or other suitable components that provide the described functionality.

Now referring to 1 is a functional block diagram of an example machine system 100 shown. The machine system 100 includes a machine 102 that burns an air / fuel mixture to drive torque for a vehicle based on a driver input module 104 to create. Air gets into the intake manifold 110 through a throttle 112 admitted. For example only, the throttle 112 comprise a flap valve with a rotatable blade. An engine control module (ECM) 114 controls a throttle actuator module 116 that is an opening of the throttle 112 Regulated to control the amount of air in the intake manifold 110 is admitted.

Air from the intake manifold 110 gets into cylinder of the machine 102 admitted. Although the machine 102 multiple cylinders, is a single representative cylinder for purposes of illustration 118 shown. For example only, the machine 102 2, 3, 4, 5, 6, 8, 10 and / or 12 cylinders. The ECM 114 can be a cylinder actuator module 120 command to selectively deactivate some of the cylinders, which may improve fuel economy under certain engine operating conditions.

Air from the intake manifold 110 gets into the cylinder 118 through an inlet valve 122 admitted. The ECM 114 controls a fuel actuator module 124 that regulates fuel injection to achieve a desired air / fuel ratio. Fuel can enter the intake manifold 110 at a central location or at multiple locations, such as near the intake valve of each of the cylinders. In different versions, the in 1 not shown, fuel may be injected directly into the cylinders or into mixing chambers associated with the cylinders. The fuel actuator module 124 can interrupt the injection of fuel into cylinders that have been deactivated.

The injected fuel mixes with air and generates an air / fuel mixture in the cylinder 118 , A piston (not shown) in the cylinder 118 compresses the air / fuel mixture. Based on a signal from the ECM 114 acts on a Zündfunkenaktuatormodul 126 a spark plug 128 in the cylinder 118 with energy that ignites the air / fuel mixture. The timing of the spark may be specified relative to the time when the piston is at its uppermost position, referred to as top dead center (TDC).

The combustion of the air / fuel mixture drives the piston down, thereby driving a rotating crankshaft (not shown). The piston then begins to move back up and pushes the combustion by-products through an exhaust valve 130 out. The byproducts of combustion are removed from the vehicle via an exhaust system 134 pushed out.

The spark actuator module 126 can be controlled by a timing signal indicating how far before or after TDC the spark should be delivered. The operation of the spark actuator module 126 can therefore be synchronized with the crankshaft rotation. In various embodiments, the spark actuator module 126 stop delivering the spark to deactivated cylinders.

The inlet valve 122 can through an intake camshaft 140 be controlled while the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various embodiments, multiple intake camshafts may control multiple intake valves per cylinder and / or may control the intake valves of multiple cylinder banks. Similarly, several can Exhaust camshafts control multiple exhaust valves per cylinder and / or can control exhaust valves for multiple cylinder banks. The cylinder actuator module can control the cylinder 118 Disable by opening the inlet valve 122 and / or the exhaust valve 130 is locked.

The time to which the inlet valve 122 is open with respect to the TDC of the piston through an intake cam phaser 148 to be changed. The time to which the exhaust valve 130 is open with respect to the TDC of the piston by an exhaust cam phaser 150 to be changed. A phaser actuator module 158 controls the intake cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114 , When used, may be provided by the phaser actuator module 158 also a variable valve lift can be controlled.

The machine system 100 may include a boost pressure boosting device, the compressed air to the intake manifold 110 supplies. For example, shows 1 a turbocharger 160 who has a hot turbine 160-1 which is supplied with power by hot exhaust gases passing through the exhaust system 134 stream. The turbocharger 160 also includes a cold air compressor 160-2 passing through the turbine 160-1 is driven, the air flowing into the throttle 112 is conducted, condensed. In various embodiments, a charge blower driven by the crankshaft may draw air from the throttle 112 compress and the compressed air to the intake manifold 110 submit.

A wastegate 162 can allow exhaust to the turbocharger 160 bypasses, whereby the boost pressure (the amount of intake air compression) of the turbocharger 160 is reduced. The ECM 114 controls the turbocharger 160 via a boost pressure actuator module 164 , The boost pressure actuator module 164 can reduce the boost pressure of the turbocharger 160 modulate by adjusting the position of the wastegate valve 162 is controlled. In various designs, multiple turbochargers may pass through the boost pressure actuator module 164 to be controlled. The turbocharger 160 may have a variable geometry passing through the boost pressure actuator module 164 can be controlled.

An intercooler (not shown) can dissipate some of the heat of the compressed air charge that is generated when the air is compressed. The compressed air charge may also absorb absorbed air because of the proximity of the air to the exhaust system 134 exhibit. Although shown separately for purposes of illustration, the turbine is 160-1 and the compressor 160-2 often attached to each other, placing intake air in close proximity to hot exhaust gas.

The machine system 100 can an exhaust gas recirculation valve (EGR valve) 170 include, the exhaust gas selectively back to the intake manifold 110 directs. The EGR valve 170 can be upstream of the turbocharger 160 be arranged. The EGR valve 170 can through an EGR actuator module 172 to be controlled.

The machine system 100 The speed of rotation of the crankshaft may be in revolutions per minute (RPM or RPM) using a speed sensor 180 measure up. The temperature of the engine coolant may be determined using an engine coolant temperature (ECT) sensor. 182 be measured. The ECT sensor 182 can in the machine 102 or at other locations where the coolant circulates, such as a radiator (not shown).

The pressure in the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184 be measured. In various embodiments, engine vacuum may be the difference between ambient air pressure and the pressure in the intake manifold 110 is to be measured. The mass flow rate of air entering the intake manifold 110 can flow using an air mass flow sensor (MAF sensor) 186 be measured. In various versions, the MAF sensor 186 be arranged in a housing, which is also the throttle 112 includes.

The throttle actuator module 116 can change the position of the throttle 112 using one or more throttle position sensors (TPS) 190 monitor. The ambient temperature of air entering the machine 102 can be admitted using an intake air temperature sensor (IAT sensor) 192 be measured. The ECM 114 can use signals from the sensors to make control decisions for the machine system 100 hold true.

The ECM 114 can with a transmission control module 194 communicate to coordinate the shifting of gears in a transmission (not shown). For example, the ECM 114 Reduce engine torque during a gear shift. The ECM 114 can with a hybrid control module 196 communicate to the operation of the machine 102 and an electric motor 198 to coordinate. The hybrid control module 196 can control on fuel economy or performance. The vehicle operator may be able to select the operating mode.

The electric motor 198 can also act as a generator and can be used to generate electrical energy for use with electric Vehicle systems and / or for storage in a battery to produce. In different versions, different functions of the ECM 114 , the transmission control module 194 and the hybrid control module 196 be integrated into one or more modules.

A control module for an electronic brake 200 can also with the engine control module 114 communicate. Various torques associated with the electronic braking system may be incorporated into the torque control as factors, as described below.

Any system that changes a machine parameter may be referred to as an actuator that receives an actuator value. For example, the Drosselaktuatormodul 116 may be referred to as the actuator, and the throttle opening area may be referred to as the actuator value. In the example of 1 reaches the Drosselaktuatormodul 116 the throttle opening area, by adjusting the angle of the flap of the throttle 112 is set.

Similarly, the spark actuator module 126 may be referred to as an actuator, while the corresponding actuator value may be the amount of spark advance relative to the TDC of the cylinder. Other actuators may be the boost pressure actuator module 164 , the EGR actuator module 172 , the phaser actuator module 158 , the fuel actuator module 124 and the cylinder actuator module 120 include. For these actuators, the actuator values may each correspond to the boost pressure, the EGR valve opening area, the intake and exhaust cam phaser angles, the fueling rate, and the number of cylinders activated, respectively. The ECM 114 can control actuator values to get a desired torque from the machine 102 to create.

Now referring to 2 is a general block diagram view of a hybrid vehicle 210 shown. The vehicle includes the machine system 100 that a crankshaft 212 that includes a hybrid transmission system 214 communicates. The hybrid transmission system 214 transmits torque through a driveline 216 to the wheels of a vehicle.

The hybrid transmission system 214 includes at least one electric motor 220 , Actuators 222 , the clutches or the like for engaging and disengaging gears in a transmission 230 can contain. Both the transmission control module 194 as well as the hybrid control module 196 can be used together to make the hybrid transmission system 214 to control. The transmission control module 194 and the hybrid control module 196 are in the 1 and 2 shown as separate elements. However, the two can act as a single control module 240 be combined.

Now referring to 3 , An end view of a transmission with a main body 310 and a plurality of secondary housings 312A . 312B and 312C , As will be described below, the secondary housings are used for stationary piston assemblies. There are three secondary housings. However, various elements of housings may be provided.

Now referring to 4 is a broken view of the hybrid transmission 214 shown. Components of the transmission include a flywheel damper assembly 400 , which attaches the gearbox to the machine, and a gearbox section 402 that includes gears for changing the drive ratio of the transmission. The coupling assembly section 404 is shown in more detail. The gear 214 has a first electric motor 220A and a second electric motor 220B on. The motor 220A includes a stator 410A and a rotor 412A , The motor 220B includes a stator 410B and a rotor 412B , The hybrid transmission system 214 also includes a first planetary gear set 414A , which is a ring gear 416A , a sun wheel 418A and planet gears 420A includes. The gear set 414A stands with the gear shaft 430 by different support components 432 in connection.

It is a second gear set 414B provided to torque between the electric motor 220B and the gear shaft 430 to convey. The second gear set may also be a planetary gear set, which is a ring gear 416B , a sun wheel 418B and planet gears 420B includes. The operation of the gear sets 414A and 414B will be further described below.

The hybrid transmission system 214 includes a first clutch assembly 440 and a second clutch assembly 442 , The first coupling assembly 440 is used both to start the machine 100 from 2 as well as used to operate the transmission. The coupling assembly 442 is also used to operate the gearbox. The first coupling assembly 440 includes a spring 444 acting on an actuator or piston 446 acts. The feather 444 pushes the piston 446 from the clutch pack 448 path. This is the resting position. The clutch pack 448 has discs that come with a clutch housing 450 coupled, and discs 452 in conjunction with a clutch support 454 , The second housing 312A includes a pressure port 456 to deliver pressure in one Cavity between the piston 446 and the piston cavity 458 is formed. The piston 446 is shown retracted to a rest position, so that the cavity is not present. The cavity is described below in 5 shown. A seal 460 seals the piston to the cavity 458 from. When it is hydraulically filled, the piston becomes 446 emotional.

It is a second piston assembly 470 shown. The second piston assembly 470 includes a spring 472 in a piston cavity 474 is arranged. The piston cavity 474 also includes a spring cavity 476 , The piston cavity 474 includes a fluid port 478 for supplying hydraulic fluid into a piston chamber 480 that between a first piston 482 and a second piston 484 is formed. A first seal 486 attached to the first piston 482 is arranged, forms a seal in the piston cavity 474 , A second seal 488 seals the piston chamber 480 and the piston 484 between the first piston 482 and the outer wall of the piston cavity 474 fluid technically. The piston 484 gets hit by a stop 492 prevented from moving axially in the direction of the motor B.

The feather 472 tenses the piston 482 axially in front of the discs 448 and 452 to engage the indentation. The extension of the spring and thus of the housing is in an idle state. As will be described below, the engagement of the clutch plates will fail 448 and 452 Finally, that the gear assembly 414B provides a starting torque to the machine. The gear assembly 414A Also provides an electrical starting torque to the transmission shaft 430 for providing a starting torque to the machine. A second clutch assembly 500 also includes discs 502 and 504 used to engage and disengage various gears in the gear set 414B used to provide different drive ratios in a conventional manner. The hydraulically filled position of the piston is away from the clutch.

Now referring to 5 is the piston assembly 470 shown in a retracted position. That is, the piston 482 is from the slices 448 withdrawn. In this embodiment, the piston 482 axially in the direction of the motor 410A retracted by passing hydraulic fluid through the port 478 is delivered. When the hydraulic fluid chamber 480 Due to the hydraulic forces in it expands, the force of the spring 472 overcome, and thus the clutch is in a normal operating position.

It is thus admitted that the piston 446 the coupling assembly 440 actuated by the piston 446 is moved so that the clutch discs 448 . 452 engage. The operation of the coupling assembly 440 and 500 allows for different drive ratios from the gear shaft 430 can be provided.

In operation, when the vehicle's engine is not started, the spring pushes 472 the piston 482 engaged so that the clutch discs 448 and 452 have enough friction between them. By the clutch support 454 is fixed in place, is also the ring gear 416B fixed in his position. The sun wheel 418B is driven by the engine B, and thus torque is applied to the transmission shaft 430 delivered. The engine A drives the sun gear 418A on, so torque on the gear shaft 430 is transmitted. That of the engine 220A and the engine 220B supplied torque provides a sufficient amount of torque to the in 2 illustrated machine system 100 to start. The hybrid transmission system 214 finally couples the transmission shaft 430 with the crankshaft 212 of the machine system 100 ,

After the machine 100 has been started, hydraulic fluid through the port 478 delivered to a sufficient hydraulic pressure between the pistons 482 and 484 provide the force of the spring 472 to overcome and thus allow the piston 482 the disks 448 . 452 disengages. After that it is allowed that the couplings 440 and 500 operate the transmission and gear assembly in a desired manner.

It is a third piston assembly 510 shown a spring 512 which has the pistons 514 and 516 pushes apart. Hydraulic fluid passes through a port 518 into a chamber, around the piston 516 in engagement with the coupling assembly 500 to move. The piston 514 remains stationary while the piston 516 moved axially.

Now referring to 6 is a side view of the secondary housing 312 shown in more detail. This view is provided to the relative positions of the first piston cavity 458 and the second piston cavity 474 display. The housing 312 may be arranged using dowel pins or other location setting methods. The dowel pins can be attached to the main body 310 or the secondary housing 312 be arranged. The dowel pins, not shown, transmit the torque and compressive load generated when the clutch is engaged. By providing the illustrated clutch assembly, increased clutch capacity can be provided with the same gear landing conditions. Also, a reduced number of clutch plates or discs in the clutch packs 440 and 500 intended. Rotation loss is also reduced while the fuel efficiency of the vehicle is increased. The additional housing also allows for three pistons to be radially stacked, reducing transmission length.

Now referring to 7 a method for operating a hybrid vehicle is set forth. In step 610 the vehicle is not in use, which means that the machine has not started. In step 612 the first piston is biased with a first spring torque force to engage the first clutch against a first clutch pack. This essentially prevents the clutch support 454 emotional. Sufficient spring force is provided to prevent the clutch support from moving and, therefore, the second motor is stationary with the transmission shaft 430 of the 4 and 5 in connection. Thus, the rest position is present with the engaged clutch. In step 614 the vehicle is started, with the first spring force the discs 448 . 452 the first clutch 440 engages. When in step 616 the vehicle is not started, is step again 614 performed in which the first spring force is brought into engagement with the first clutch. When the vehicle is in step 616 is started, generates step 618 Hydraulic pressure to overcome the first spring force. The hydraulic pressure is between the first piston 482 and the second piston 484 in the hydraulic chamber 480 delivered. Sufficient hydraulic fluid is supplied to overcome the spring force and thus the piston 482 retract from engagement with the clutch discs, causing the clutch discs 448 and 452 of the 4 and 5 rotate freely. This engagement of the clutch will be in step 620 carried out.

In step 622 the transmission is operated in the normal way. That is, the piston 446 brings the first clutch 440 engaged and disengaged, and the second piston 516 brings the clutch assembly 500 engaged and disengaged. By controlling the clutches in a conventional manner, the transmission ratio of the transmission shaft 430 be changed relative to a drive shaft of the transmission.

Claims (6)

A hybrid vehicle, comprising: an internal combustion engine ( 102 ); one in a first housing ( 450 ) arranged gear with a transmission shaft ( 430 ), a coupling assembly ( 440 ), a plurality of gears ( 414B ), which selectively with the transmission shaft ( 430 ) through the coupling assembly ( 440 ) and a first electric motor ( 220A ) and a second electric motor ( 220B ); the coupling assembly ( 440 ) comprises: - a first clutch ( 440 ); A first clutch actuator ( 482 ) for selectively engaging the first clutch ( 440 ), wherein the first actuator ( 482 ) a first rest position in engagement with the clutch ( 440 ) and a hydraulically filled position disengaged from the first clutch ( 440 ) having; and - a second clutch actuator ( 446 ) with a second rest position away from the first clutch ( 440 ) and a second hydraulically filled position in engagement with the first clutch ( 440 ); wherein the first clutch actuator ( 482 ) radially inwardly with respect to the second clutch actuator ( 446 ) and in the same axial direction on the first clutch ( 440 ) acts like the second clutch actuator ( 446 ); wherein the first clutch actuator ( 482 ) a first spring ( 472 ), wherein the first spring ( 472 ) the first clutch actuator ( 482 ) in the direction of the first clutch ( 440 ) biases to the internal combustion engine ( 102 ) to start. Hybrid vehicle according to claim 1, wherein the first clutch actuator ( 482 ) a first piston ( 482 ), wherein the first spring ( 472 ) the piston ( 482 ) in the rest position biases. Hybrid vehicle according to claim 1, wherein the second clutch actuator ( 446 ) a second spring ( 444 ), wherein the second spring ( 444 ) the second actuator ( 446 ) positioned in the second rest position. Hybrid vehicle according to claim 1, wherein the second clutch actuator ( 446 ) a second piston ( 446 ) and a second spring ( 444 ), wherein the second spring ( 444 ) the piston ( 446 ) in the rest position biases. Hybrid vehicle according to claim 1, further comprising a second clutch ( 442 ) and a third clutch actuator ( 516 ) connected to the second clutch ( 442 ) is engaged. Hybrid vehicle according to claim 1, wherein the coupling assembly ( 440 ) axially between the first electric motor ( 220A ) and the second electric motor ( 220B ) is arranged.

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