Hybrid drive for vehicles and method for controlling a transmission for a hybrid drive

The invention relates to a hybrid drive for vehicles.

In the Technical and Economics rubrics of the VDI news of January 21, 2005, number 3, a report was published dedicated to mixed drives (hybrid drives) of internal and electric combustion engines for automobile construction. A mixed drive consisting of a gasoline engine and an electric motor is described. Motor power branches during normal operation. One part of the power flows directly through a planetary gear and the other part of power flows through a generator and an electric motor, a rechargeable battery being fed. The corresponding branching of the power is guided by the maximum attainable degree of efficiency of the whole system.

In a report of The Polytechnic University of Chemnitz, published on the Internet, describes a continuous gear for vehicles with mechanical power branching (SEL) that is initially dedicated to the mixed drive described above. The fact that the output torque can never exceed the sum of the crown and electromotor pairs on the output side is considered a serious disadvantage of the gear mentioned above. In this concept, the crown torque is always lower than the already small torque of the internal combustion engine, at most 150 Nm. For high accelerations and high ascending capacity, even a light vehicle requires an output torque of 600 Nm and more. With the drive concept mentioned above, this requires a very large drive machine.

With the SEL concept that is also described in the article of the Polytechnic University of Chemnitz, it is intended to maintain the first principle described by eliminating or the disadvantages. Additionally, it is proposed that in order to make high output pairs, the crown pair of the shaft is transmitted to the output at another stage of the planetary gear with high multiplication. In this way, it is intended that the two planetary wheel stages added cause a high multiplication, being able to generate drive pairs greater than 1,000 Nm.

Although in this way a positive development in terms of the output pairs can already be achieved, also in this case it is disadvantageous that a second planetary gear stage must be used, which makes the gear more expensive.

Document DE19818108 is considered the closest state of the art and presents the features of the preamble of independent claim 1.

The object of the invention aims to improve the state of the art in such a way that, despite using a single planetary gear, that is, a single stage of planetary gear, in active combination with a relatively small electric motor and, in addition, with a significantly reduced need for gearshift, can be satisfied

the maximum power in the corresponding vehicle running intervals.

This objective is achieved by a hybrid drive for vehicles, which comprises at least one main engine, especially an internal combustion engine, a generator, an electric motor and a planetary gearbox that has a satellite pinion, a crown, a pinion support, as well. as planetary wheels, including at least one receiving shaft, and in which for a first interval of the vehicle, for the addition of the pairs, the drive shafts of the main motor and the electric motor are coupled to the satellite pinion of the planetary gear and, for another gear range, one of the two motors can be coupled in forced connection with the crown of the planetary gear, for mechanical addition of the pairs according to the principle of superposition.

Some advantageous variants of the object of the invention appear in the corresponding subordinate claims.

This objective is also achieved by a procedure for controlling a gear for a hybrid drive, which comprises at least two motors connected to each other through a clutch, and at least one planetary gear having at least one receiving shaft and whose crown it can be fixed through at least one brake, so that, in a first gear range, the motors interconnect by adding their torques, and one of the engines changes gear through at least one additional clutch, so that the engines operate in another gear range by adding their torques.

Some advantageous variants of the object of the invention appear in the corresponding subordinate claims of the process.

In a varian Therefore, only a single planetary gear is used, that is, a single planetary gear stage, in active combination with a low power electric motor.

If necessary, the hybrid drive according to the invention can be equipped with a conventional hydrodynamic converter, usual in automatic gearboxes, with bridge clutch, so that on the one hand a good idling behavior is guaranteed and, on the other hand, a smooth change procedure can be performed from the lower gear range (the first) to the upper (next) and vice versa.

According to the invention, by means of a control, the main engine made as an internal combustion engine can always be kept in the optimum speed range. Therefore, in addition to the known positive influence quantities of a hybrid drive, fuel savings are achieved.

The hybrid drive according to the invention can be used in all types of vehicles. It refers, among others, to cars, trucks, buses, utility vehicles, special vehicles, agricultural machines or similar. With a corresponding adaptation of the power parameters of an internal combustion machine and an electric motor, there is also the possibility of using said hybrid drive on ships (sports boats and freighters).

The object of the invention is represented in the drawing with the help of an exemplary embodiment and is described below. They show: Figure 1 a schematic diagram of the drive scheme for a drive

hybrid for vehicles, which can move in a first low speed gear range;

Figure 2 a schematic diagram of the drive scheme for a hybrid drive for vehicles, which can be moved in a second gear range of higher speed vada

Fig. 3 a schematic diagram of the drive scheme for a hybrid drive for vehicles, which, during loading of a tank by a generator through an internal combustion machine, is operated only with the electric motor;

4 shows a schematic diagram of the drive scheme for a hybrid drive for vehicles, which is operated only with the electric motor, namely when the internal combustion engine is disconnected during battery operation.

Table 1 Comparison of the power data of a 4-speed drive and the hybrid drive according to the invention.

The different figures show different regimes of the hybrid drive for a vehicle, for example, for tourism, describing only the operation, but not the concrete construction structure of the hybrid drive.

Figure 1 shows the schematic diagram of the scheme of drive for hybrid drive 1 according to the invention. The following essential components are represented:

An internal combustion machine, for example, a carburetor engine, a diesel engine or a natural gas engine, an electric generator 3, a control 4, a tank 5, a planetary gear 6 (gear shift gear), a electromotor 7, as well as a hydrodynamic converter 8. The hydrodynamic converter 9 that is commonly used in this type of hybrid drives ensures that drive energy cannot be transmitted to the vehicle's wheels during idling. It constitutes, so to speak, an additional clutch. The main motor 2 acts on a drive shaft 9 located on the input side, while the electric motor 7 drives a drive shaft 10 located on the input side. Drive shafts 9 and 10 can be connected to each other in active connection through a clutch 11. A The cogwheel 12 drives the generator 3. Other components of the hybrid drive 1 are formed by another clutch 13, a brake 14 and a receiving shaft 15 common at the output of the planetary gear 6. In addition, within the planetary gear 6 there is arranged a crown 16, a satellite pinion 17, as well as planetary wheels 18 and a pinion support 19 (core).

The drive scheme shown in Figure 1 represents the power flow in the first driving range of a vehicle, in this example, of a tourism. The power flow in this range can be seen by the inserted arrows. The main motor 2 drives the satellite pinion 17 of the planetary gear 6 directly through its drive shaft 9. Through the planetary wheels 18, the torque of the main motor 2 is transmitted to the pinion support 19 of the planetary gear 6 and, therefore, to the receiving shaft 15 which is connected to it and of which in this example There is only one. The electric motor 7 also drives the satellite pinion 17, through its drive shaft 10. The clutch 11 is closed in this driving range. Therefore, the pairs of the two motors 2, 7 are added in the area of ​​the drive shafts 9, 10 and transmitted, as shown, through the satellite pinion 17, the planetary wheels 18 and the support of pinion 19, to the receiving shaft 15 of the planetary gear 6. In this driving range, the crown 16 is fixed through the brake 14 and the clutch 13 is open, that is to say it is inactive. In this lower gear range, on the basis of the present drive regulation, for example, travel speeds of up to 50 km / h can be performed.

For a purely electric drive in this gear, for example, the main motor 2 can be disconnected and the clutch 11 opened. Otherwise, the power flow is identical to Figure 1, namely that the elec Thromotor 7 transmits its power to the receiving shaft 15, through its drive shaft 10 and the planetary gear 6.

Figure 2 shows the same drive scheme that is represented in Figure 1, so that the same reference signs are applicable. Here, it is about explaining the second gear range of the vehicle not shown in detail. Similarly to figure 1, also in figure 2 the power flow for this second gear interval is marked with arrows. The number of revolutions of the main motor 2 is transmitted by the drive shaft 9, through the clutch 13 which is now closed, the brake 14 being opened, directly through the crown 16 and the planetary wheels 18, to the pinion support 19 and, therefore, to the receiving tree 15. Since the clutch 11 is now open, the number of revolutions of the electric motor 7 is transmitted, via the satellite pinion 17, to the crown 16 and, therefore, superimposes by addition to the number of revolutions of the main motor 2. Through the planetary wheels 18, the revolutions numbers of the motors 2 and 7 are transmitted to the pinion support 19 and, therefore, to the receiving shaft 15. In this representation, the main motor 2 drives the generator 3, so that through the control 4 the tank 5 can be loaded. This second driving range can be used without further change procedures for vehicle speeds greater than 50 km / h , up to the final speed of the vehicle.

Therefore, a hybrid drive 1 is provided for a vehicle which, in this example, in a lower gear range is driven by both engines 2, 7, adding the torques emitted by the engines 2, 7, through the shafts of drive 9, 10 and clutch 11 closed, resulting in total torque. The total torque is driven to the receiving shaft 15, through the planetary gear 6. In the second upper gear interval, The electric motor 7 is not switched off, but is changed, so that the clutch 11 is opened, the clutch 13 is closed and the brake 14 is released. In this phase, the system acts as an overlapping gear. The number of revolutions introduced by the electric motor 7 is driven, through the satellite pinion 17, to the crown 16 of the planetary gear 6, and the number of revolutions of the main motor 2, introduced through the crown 16, overlaps or is mechanically summed, so that a high number of output revolutions is adjusted in the receiving shaft 15 and, therefore, a high travel speed results in the upper gear range.

The advantage over the state of the art is that with two motors 2, 7 and a single planetary stage 6 two running intervals can be made, so that in the first running interval the two pairs increase the total torque by adding the tensile force of the vehicle not shown in detail le, and during the following driving range, the two speed numbers increase by addition the total speed or speed of the vehicle.

Figure 3 shows the same drive scheme that is represented in Figures 1 and 2, so that also here, the same reference signs are applicable to the same components. The purely electric regime of the hybrid drive 1 is shown. In this regime, the clutch 11 is open. The clutch 13 is closed and the brake 14 is open. The main motor 2 drives the generator 3 that loads the tank 5 through the control 4. Additional clutches 20, 21 are provided for this embodiment. In this regime, the clutch 20 is open, the satellite pinion 17 is fixed and the clutch 21 is closed. Therefore, the number of revolutions of the electric motor 7 is applied directly to the crown 16 and, from it, is transmitted, to through the planetary wheels 1 8, to the pinion support 19 and the receiving shaft 15. This regime would correspond approximately to the upper gear range.

Figure 4 corresponds substantially to that of Figure 3, with the exception that

the main motor 2 is not running and the drive power is provided exclusively by the electric motor 7 that is fed with electric power through the tank

5. The power flow corresponds to that of Figure 3.

Table 1 shows a comparison of the power data of a conventional 4-speed drive, as well as the hybrid drive according to the invention. Compared to the conventional 4-speed drive, only one changeover procedure is required in the hybrid drive according to the invention. Involving a low power electric motor, with a low construction cost, substantially the same maximum speeds and maximum forces could be realized, per axis mplo for a tourism. This is done by taking advantage of the advantageous regulability that characterizes hybrid drives, with a view to driving with an optimized degree of action or reducing fuel consumption.

Reference signs

<dl><dt>1. </dt><dd>Hybrid drive </dd></dl>

<dl><dt>2. </dt><dd>Main drive motor </dd></dl>

<dl><dt>3. </dt><dd>Generator </dd></dl>

<dl><dt>4. </dt><dd>Control </dd></dl>

<dl><dt>5. </dt><dd>Deposit </dd></dl>

<dl><dt>6. </dt><dd>Planetary gear </dd></dl>

<dl><dt>7. </dt><dd>Electric motor </dd></dl>

<dl><dt>8. </dt><dd>Hydrodynamic converter (with bridge clutch) </dd></dl>

<dl><dt>9. </dt><dd>Drive shaft main motor </dd></dl>

<dl><dt>10. </dt><dd>Electromotor drive shaft 11 Coupling </dd></dl>

<dl><dt>12. </dt><dd>Cogwheel </dd></dl>

<dl><dt>13. </dt><dd>Clutch </dd></dl>

<dl><dt>14. </dt><dd>Brake </dd></dl>

<dl><dt>15. </dt><dd>Receiving tree </dd></dl>

<dl><dt>16. </dt><dd>Crown </dd></dl>

<dl><dt>17. </dt><dd>Satellite pinion </dd></dl>

<dl><dt>18. </dt><dd>Planetary wheels </dd></dl>

<dl><dt>19. </dt><dd>Pinion support (soul) </dd></dl>

<dl><dt>20. </dt><dd>Additional clutch </dd></dl>

<dl><dt>21. </dt><dd>Additional clutch </dd></dl>

Table 1

<dl><dt>Action amiento convencional de 4 marchas en régimen 1ª marcha </dt><dd>Accionamiento híbrido en intervalo de marcha inferior (1ª marcha) </dd></dl>

<dl><dt>Potencia motor de combustión interna N [KW] </dt><dd>85 Potencia motor de combustión interna N [KW] 50 </dd></dl>

<dl><dt>Núm. máx. de revoluciones de salida n [rev./min.] </dt><dd>5.500 Núm. máx. de revoluciones de salida n [rev./min.] 5.500 </dd></dl>

<dl><dt>Par con nmáx Md [Nm] </dt><dd>128 Par con nmáx Md [Nm] 80 </dd></dl>

<dl><dt>Par máx. de salida Md [Nm] </dt><dd>160 Par máx. de salida Md [Nm] 100 </dd></dl>

<dl><dt>Potencia electromotor N [kW] </dt><dd> 35 </dd></dl>

<dl><dt>Núm. máx. de revoluciones de salida n [rev./min.] </dt><dd> 6.000 </dd></dl>

<dl><dt>Par máx. de salida Md [Nm] </dt><dd> 54 </dd></dl>

<dl><dt>Multiplicación de engranaje en 1ª marcha </dt><dd>4,00 Multiplicación de engranaje en 1ª marcha 3,85 </dd></dl>

<dl><dt>Núm. máx. de revoluciones de salida de </dt><dd>1.375 Núm. máx. de revoluciones de salida de engranaje en 1.429 </dd></dl>

<dl><dt>engranaje en 1ª marcha </dt><dd>1ª marcha </dd></dl>

<dl><dt>Par máx. de salida de engranaje en 1ª marcha </dt><dd>461 Par máx. de salida de engranaje en 1ª marcha 464 </dd></dl>

<dl><dt>Grado de acción de engranaje </dt><dd>0,90 Grado de acción de engranaje 0,90 </dd></dl>

<dl><dt>Multiplicación de eje </dt><dd>3,50 Multiplicación de eje 3,50 </dd></dl>

<dl><dt>Grado de acción de eje </dt><dd>0,90 Grado de acción de eje 0,90 </dd></dl>

<dl><dt>Radio de rueda [m] </dt><dd>0,30 Radio de rueda [m] 0,30 </dd></dl>

<dl><dt>Velocidad máx. de vehículo (1ª marcha) [km/h] </dt><dd>44 Velocidad máx. de vehículo (1ª marcha) [km/h] 46 </dd></dl>

<dl><dt>Fuerza de tracción máx. de vehículo (1ª marcha) </dt><dd>4.838 Fuerza de tracción máx. de vehículo (1ª marcha) [N] 4.875 </dd></dl>

<dl><dt>[N] </dt><dd /></dl>

<dl><dt>Accionamiento convencional de 4 marchas en régimen 4ª marcha </dt><dd>Accionamiento híbrido en intervalo de marcha superior (2ª marcha) </dd></dl>

<dl><dt>Potencia motor de combustión interna N [KW] </dt><dd>85 Potencia motor de combustión interna N [KW] 50 </dd></dl>

<dl><dt>Núm. máx. de revoluciones de salida n [rev./min.] </dt><dd>5.500 Núm. máx. de revoluciones de salida n [rev./min.] 5.500 </dd></dl>

<dl><dt>Par con nmáx Md [Nm] </dt><dd>128 Par con nmáx Md [Nm] 80 </dd></dl>

<dl><dt>Par máx. de salida Md [Nm] </dt><dd>160 Par máx. de salida Md [Nm] 100 </dd></dl>

<dl><dt>Potencia electromotor N [kW] </dt><dd> 35 </dd></dl>

<dl><dt>Núm. máx. de revoluciones de salida n [rev./min.] </dt><dd> 6.000 </dd></dl>

<dl><dt>Par máx. de salida Md [Nm] </dt><dd> 54 </dd></dl>

<dl><dt>Multiplicación de engranaje en 4ª marcha </dt><dd>1 , 00 Gear multiplication in 2nd gear 1.39 </dd></dl>

<dl><dt>Max. of gear output revolutions in 4th gear</dt><dd>5,500 Max. of gear output revolutions in 2nd gear 5,515 </dd></dl>

<dl><dt>Degree of gear action </dt><dd>0.90 Degree of gear action 0.90 </dd></dl>

<dl><dt>Shaft multiplication </dt><dd>3.50 Shaft multiplication 3.50 </dd></dl>

<dl><dt>Degree of shaft action </dt><dd>0.90 Degree of shaft action 0.90 </dd></dl>

<dl><dt>Wheel radius [m] </dt><dd>0.30 Wheel radius [m] 0.30 </dd></dl>

<dl><dt>Max. of vehicle (4th gear) [km / h]</dt><dd>178 Max. of vehicle (2nd gear) [km / h] 178 </dd></dl>

<dl><dt>In 2-speed mode, the electric motor is coupled to the satellite pinion and the co motor Internal combustion is coupled to the crown Planetary gear with number of crown teeth Z1 = 33 and number of teeth of satellite pinion Z2 = 13 i1 = 3.85 and i2 = 1.39</dt><dd /></dl>