WO2014202068A2 - Topologie de groupe motopropulseur et dispositif d'actionnement à cet effet - Google Patents

Topologie de groupe motopropulseur et dispositif d'actionnement à cet effet Download PDF

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Publication number
WO2014202068A2
WO2014202068A2 PCT/DE2014/200224 DE2014200224W WO2014202068A2 WO 2014202068 A2 WO2014202068 A2 WO 2014202068A2 DE 2014200224 W DE2014200224 W DE 2014200224W WO 2014202068 A2 WO2014202068 A2 WO 2014202068A2
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
actuator
freewheel
friction
drive train
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE2014/200224
Other languages
German (de)
English (en)
Other versions
WO2014202068A3 (fr
Inventor
Christoph Maier
Thomas Eckenfels
Martin Dilzer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and 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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE112014002946.7T priority Critical patent/DE112014002946A5/de
Publication of WO2014202068A2 publication Critical patent/WO2014202068A2/fr
Publication of WO2014202068A3 publication Critical patent/WO2014202068A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • B60K6/22—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 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 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
    • B60K6/383—One-way clutches or freewheel devices
    • 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
    • B60K6/22—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 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 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
    • 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
    • B60K6/22—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 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 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
    • 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
    • B60K6/22—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 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 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
    • 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
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • 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
    • 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 invention relates to a drive train topology, in particular a hybrid powertrain topology, in particular for motor vehicles.
  • the invention also relates to an actuating device for this purpose.
  • the invention relates to a parallel hybrid (P2) powertrain topology for manual (MT) or automated manual transmissions (AMT).
  • P2 powertrain topology 1 for manual or automated manual transmissions 2
  • the starting clutch (K1) is arranged between traction machine 3 and transmission 2 in the drive train.
  • a starter 5 or belt starter generator can be present, so to speak as a small traction machine. But this small traction machine can also be omitted if the internal combustion engine 4 is started by means of the traction machine 3.
  • a damping element 6 may be provided in the drive train. In this case, the number of damping elements 6 may be different and these may also be arranged at different positions in the drive train, such as a disc damper of a clutch disc or as a dual mass flywheel.
  • the following main operating states of the clutches must be fulfilled in order to be able to represent the full functionality of the powertrain topology, see the table according to FIG. 2.
  • a 0 means that the clutch does not transmit torque and a 1 that the clutch transmits torque.
  • the two clutches KO and K1 are engaged, see state # 1.
  • both clutches KO and K1 are disengaged, see states # 4 and # 5.
  • the clutch KO may also be closed during gear changes in state # 5 of hybrid driving.
  • the invention had the object of finding a drive train topology for a vehicle with manual transmission (MT) or automated manual transmission (AMT), with full functionality, operated via an actuator, such as actuators, and with little additional axial space requirements to find.
  • MT manual transmission
  • AMT automated manual transmission
  • the inventive solution to the problem consists in a new drive train topology with a freewheel and possibly a coupling element, instead of the previous clutch between the engine and transmission.
  • This new topology can be operated with just one actuator to show full functionality.
  • An embodiment of the invention relates to a hybrid powertrain topology with an internal combustion engine and an electric traction machine and a downstream transmission in the torque flow, wherein in the torque flow between the engine and the traction machine, a freewheel and between the traction machine and the transmission, a clutch, in particular as a starting clutch, is arranged ,
  • a mechanical coupling element is provided in the torque flow parallel to the freewheel.
  • This mechanical coupling element is preferably mechanically actuated by means of an actuator. It is also advantageous if in the torque flow between the freewheel and the
  • the clutch may advantageously comprise a clutch disc, wherein a damper is arranged in the clutch disc.
  • the invention further relates to an actuator for clutch assemblies in which two clutches or clutch systems are to be actuated with an actuator.
  • the two clutch systems are designed as a friction clutch starting clutch and designed as a positive jaw clutch coupling element.
  • the actuating force that the actuator has to provide to actuate both clutches acts unidirectionally.
  • the clutches are advantageously a friction clutch and a dog clutch.
  • the friction clutch should be actively opened by the actuation system, wherein the clutch is closed in the unactuated state, that is engaged.
  • the contact force required for transmitting the acting moments is provided by means of an energy storage device, such as a disk spring.
  • the jaw clutch should only be closed and opened when the friction clutch is closed. About the jaw clutch only thrust moments of the engine should be transmitted. The moments to be transmitted therefore always work in the same direction.
  • the inventive solution of the problem is advantageous in an actuating system, which combines a lever system, spring systems and other functional parts so that a unidirectionally acting actuator / Ausgurersystem for sequential operation of friction and claw coupling can be used.
  • the actuating device is designed with an electric machine, a friction clutch and a dog clutch, wherein the friction clutch and the dog clutch are arranged radially inside the electric machine.
  • an actuator which exerts an actuating force on a release system, wherein depending on the position of the release system and thus the lever system, the friction and dog clutch are open or the friction clutch is closed and the dog clutch is open or friction and Claw clutch are closed.
  • Coupling systems such as friction and dog clutch, closed in the unactuated state, as are closed by a spring force.
  • both clutches are advantageously closed when no force is applied from the outside, ie from the actuator. This allows unidirectional operation.
  • the toothing of the dog clutch is designed as a sawtooth toothing. This advantageously only transmits moments in one direction.
  • the force-bearing flanks are made steep and thus the reaction forces can be kept low on the actuation system
  • Figure 1 is a schematic view of a drive train topology according to the prior
  • FIG. 2 shows a table for explaining the operating states of the couplings of the drive train topology according to FIG. 1,
  • FIG. 3 shows a schematic view of a drive train topology according to the invention
  • FIG. 4 shows a table for explaining the operating states of the couplings of the drive train topology according to FIG. 3,
  • FIG. 5 shows a schematic view of a drive train topology according to the invention
  • FIG. 6 shows a table for explaining the operating states of the couplings of the drive train topology according to FIG. 5, FIG.
  • FIG. 7 is a diagram for explaining the operation of the actuator
  • FIG. 8 shows a sectional view of an actuating device
  • Figure 9 is a perspective view of an actuator
  • FIG. 10 is a perspective view of an actuator.
  • FIG. 3 shows a parallel hybrid (P2) powertrain topology for manual (MT) or automated manual transmissions (AMT).
  • P2 parallel hybrid
  • AMT automated manual transmissions
  • 1 1 is a freewheel 12 in Drehrmo- ment flow between the engine 14 and the traction engine 13.
  • the starting clutch (K1) is located between the traction machine 13 and gear 1 1 in the drive train.
  • a starter 15 or belt starter generator can be present, so to speak as a small traction machine.
  • this small traction machine 15 can also be omitted if by means of the traction engine 13 of the engine 14 is started.
  • a damping element 16 may be provided in the drive train.
  • the number of damping elements 16 may be different and these may also be arranged at different positions in the drive train, such as disc damper a clutch disc of the clutch K1 or as a dual mass flywheel.
  • the Antnebsstrangtopologie has various operating conditions of the freewheel 12 (FL) and the clutch (K1), see the table of Figure 4. In this case, six operating states are distinguished, which are shown in the table of Figure 4.
  • a 0 means that the freewheel or the clutch does not transmit torque and a 1 that the freewheel or the clutch transmit torque.
  • the vehicle When parking a vehicle with a manual gearbox without an electronic parking lock, the vehicle can roll away in one direction when parking with the gear engaged, see # 6. This can be avoided by an electronic parking brake or electric parking brake.
  • FIG. 5 shows a parallel hybrid (P2) powertrain topology for manual (MT) or automated manual transmissions (AMT).
  • P2 parallel hybrid
  • MT manual
  • AMT automated manual transmissions
  • the starting clutch (K1) is located between the traction engine 23 and transmission 21 in the drive train.
  • KE mechanical coupling element 25
  • a starter 26 or belt starter generator can continue to be present, so to speak as a small traction machine. However, this small traction machine 26 can also be omitted if the combustion engine 24 is started by means of the traction machine 23.
  • a damping element 27 may be provided in the drive train.
  • the number of damping elements 27 may be different and these may also be arranged at different positions in the drive train, such as disk damper a clutch disc of the clutch K1 or as a dual mass flywheel.
  • the Antnebsstrangtopologie has various operating states of the freewheel 22 (FL), the coupling element 25 and the clutch (K1), see the table of Figure 6. In this case, seven operating states are distinguished, which are shown in the table of Figure 6.
  • a 0 means that the one-way clutch, the coupling member, or the clutch does not transmit torque and that the one-way clutch, the coupling member or the clutch transmits torque.
  • the clutch K1 is engaged, while the freewheel FL locks in traction mode and does not lock in the overrun mode, see state # 1.
  • the coupling element 25 is disengaged.
  • This topology has the advantage that the drag torque of the internal combustion engine 24 at the output, with closed coupling element 25, is available and the disadvantages of the prior art are not present. In addition, only a very small amount of space is required for this topology.
  • the actuator for actuating the clutch (K1) and the coupling element (KE) can be operated in a manual transmission (MT) via a so-called clutch-by-wire system.
  • the Coupling element 25 can act positively or non-positively and be executed in any manner.
  • FIG. 7 shows schematically a mode of operation of an actuator in which, depending on the actuator position, the clutch and / or the coupling element 25 are actuated. In a first position, the clutch K1 and the coupling element 25 are closed, that is engaged. In a second position, the clutch K1 is engaged and the coupling element 25 is disengaged, so opened. In a third position, the clutch K1 and the coupling element 25 are opened, that is disengaged.
  • Figures 8 to 10 show an embodiment of an actuator 100 according to the invention for actuating two clutches, such as a friction clutch 1 1 1 and a jaw clutch 1 17 as a coupling element.
  • Lever system 103 on the inner pad, the actuating force of an actuator via a release system 150 acts.
  • the lever system 103 is supported on the cover 108 of the friction clutch 1 1 1.
  • the release system is fully disengaged or the friction clutch 1 1 1 closed and the jaw clutch 1 17 open, the release system is in center position or friction and jaw clutch 1 1 1, 1 17 are closed, the release system is fully engaged.
  • the lever system 1 13 is applied to its outer support on an intermediate plate 105 and transmits the Ausschweg and the disengaging force with the appropriate leverage on the intermediate plate.
  • the intermediate plate 105 is connected via a spring system 106 to a tie rod 107.
  • the spring system 106 may consist of any or various tension or compression springs depending on the connection side and thus effective direction. About the spring system 106 only forces are transmitted in the axial direction, no moments. In middle position, as shown, of Ausgurers is the spring system 106 under bias, so that the release system is not force-free in the center position and the actuator has a holding force must be applied.
  • the inner support of the plate spring 121 is in the clutch cover.
  • the plate spring 121 can be designed both as a simple force edge without tongues or as a force edge with tongues arranged around the outer diameter. A composite of several disc springs is conceivable.
  • the disc spring force must be applied to the release system according to the lever ratio. Upon further pivotal movement of the lever thus the friction clutch is opened. The contact pressure on the clutch disc decreases and pad suspension and a leaf spring 109 between pressure plate and clutch cover, optionally arranged inside or outside, ventilate the friction clutch 1 1 1.
  • the described dead path between intermediate plate and tie rod must be provided in a clutch without wear adjustment due to the wear of the friction surfaces over the clutch life. With increasing clutch wear decreases this dead path, since the tie rod 107 moves in the direction of the friction clutch 1 1 1. In clutch systems with wear adjustment, this dead path changes or may possibly completely disappear.
  • the release system is in mid-position due to the biased spring system between the intermediate plate 105 and tie rod 107 under preload, which must be applied by the clutch actuator.
  • the release system is pushed back by the lever, therefore continues to engage and the intermediate plate 105 moves in the direction of the dog clutch according to the pivotal movement of the lever.
  • the force of the spring system is supported on the one hand via the intermediate plate 105 on the lever, on the other hand via the tie rod 107 on the plate spring.
  • the tie rod 107 remains in its position due to the lower power level of the spring system compared to the plate spring.
  • the toothed ring 1 16 is in turn connected by means of leaf springs 1 14 with a co-rotating, axially fixedly positioned component, in this case a support wall 1 13.
  • the dog clutch 1 17 is closed and acted upon by the residual force of the spring system between the intermediate plate 105 and tie rod 107 minus the leaf spring force on the toothed ring.
  • the maximum acting release force is determined by the disc spring and the leverage.
  • the spring travel of the spring system is limited due to the introduction between tie rods and intermediate plate 105 on the dead path of the wear reserve and the closing path of the dog clutch 1 17. It does not have to be laid out the entire way the outer lever support.
  • the spring system for closing the jaw clutch 1 17 between the intermediate plate 105 and clutch cover can be arranged. In this case, in addition to the design of the spring system, the release stroke of the friction clutch 1 1 1 must be considered.
  • a toothing with conical teeth can be provided. This can be designed free of play.
  • a coupling can be provided in which two toothed carrier are connected by means of a sliding sleeve.
  • lever spring can be used with force margin, which can act depending on the size and installation supporting the closing spring system, or may be designed so that can be dispensed with the closing spring system, since all closing forces are applied by the lever spring.
  • the clutch cover is connected to the rotor carrier 102 of the electric machine, such as screwed, riveted or the like.
  • the coupling system with actuation system described allows a space-efficient and cost-effective design of P2 (parallel) hybrid head applications. Since only one unidirectional actuator system is used to operate two clutches, costs may be saved. Such an actuation system can also be used in other applications with two couplings.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Operated Clutches (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une topologie de groupe motopropulseur hybride comprenant un moteur à combustion interne et un moteur électrique de traction en aval desquels est montée une transmission dans le flux de couple, une roue libre étant agencée entre le moteur à combustion interne et le moteur de traction et un embrayage, en particulier un embrayage de démarrage, étant agencé entre le moteur de traction et la transmission dans le flux de couple. L'invention concerne également un dispositif d'actionnement associé.
PCT/DE2014/200224 2013-06-20 2014-05-21 Topologie de groupe motopropulseur et dispositif d'actionnement à cet effet Ceased WO2014202068A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112014002946.7T DE112014002946A5 (de) 2013-06-20 2014-05-21 Antriebsstrangtopologie und Betätigungsvorrichtung hierfür

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE102013211620.9 2013-06-20
DE102013211652 2013-06-20
DE102013211652.7 2013-06-20
DE102013211620 2013-06-20
DE102013222096 2013-10-30
DE102013222096.0 2013-10-30

Publications (2)

Publication Number Publication Date
WO2014202068A2 true WO2014202068A2 (fr) 2014-12-24
WO2014202068A3 WO2014202068A3 (fr) 2015-03-05

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WO (1) WO2014202068A2 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015214266A1 (de) 2015-07-28 2017-02-02 Schaeffler Technologies AG & Co. KG Anordnung zur Reduzierung von Verspannmomenten in Klauenkupplungen einer Drehmomentübertragungsvorrichtung
DE102015215153A1 (de) 2015-08-07 2017-02-09 Schaeffler Technologies AG & Co. KG Hybridmodul für Handschalter- und automatisiertes Handschaltgetriebe eines Hybridfahrzeuges
DE102016215056A1 (de) 2015-08-31 2017-03-02 Schaeffler Technologies AG & Co. KG Zugmitteltrieb, insbesondere Riementrieb, für einen hybriden Antriebsstrang eines Kraftfahrzeuges
DE102016221015A1 (de) 2015-11-18 2017-05-18 Schaeffler Technologies AG & Co. KG Klauenkupplung mit Sperrblende und Antriebsstrang mit Freilauf und sperrblendenenthaltender Klauenkupplung
EP3741601A1 (fr) * 2019-05-20 2020-11-25 FPT Motorenforschung AG Agencement de transmission de véhicule et procédé de contrôle
DE102020105993A1 (de) 2020-03-05 2021-09-09 Schaeffler Technologies AG & Co. KG Antriebsstrang mit Freilauf
CN117545648A (zh) * 2021-08-09 2024-02-09 采埃孚股份公司 用于车辆的驱动系和车辆

Families Citing this family (6)

* Cited by examiner, † Cited by third party
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DE102016213309A1 (de) * 2016-07-21 2018-01-25 Schaeffler Technologies AG & Co. KG Verfahren zur Durchführung eines Schnüffelvorganges eines hydraulischen Kupplungsaktors in einem Hybridfahrzeug
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