DE102018212575A1 - Hybrid powertrain for a vehicle - Google Patents

Abstract

The invention relates to a hybrid drive train (1) for a vehicle, in particular for a motor vehicle, with at least one internal combustion engine (2), with at least one electric motor (3), with at least one transmission (4) and with at least one separating clutch ( 5), in particular a K0 clutch, wherein the electric motor (3) has a rotor shaft (3a), wherein the separating clutch (5) functionally effective between the internal combustion engine (2) and the electric motor (3) and / or between the internal combustion engine (2) and the transmission (4) is arranged, wherein in the open state of the separating clutch (5) an internal combustion engine output shaft (6) from a transmission input shaft (7) is operatively effectively decoupled, and wherein in the closed state of the separating clutch (5) the Internal combustion engine output shaft (6) with the transmission input shaft (7) is functionally effectively coupled.Die assembly of the drive train is simplified in that a second coupling part (5 b) the separating clutch (5), which is operatively operatively coupled to the transmission input shaft (7), as a fixed wheel (9) is formed and that the connection of the fixed wheel (9) with the rotor shaft (3 a) of the electric motor (3) a comprises first axially mating rotatable connector (21).

Description

The invention relates to a hybrid drive train for a vehicle, in particular for a motor vehicle according to the features of the preamble of patent claim 1.

In the prior art, different hybrid powertrains for a vehicle are already known. In general, all hybrid powertrains have in common that they have at least one internal combustion engine, an electric motor, a transmission and at least one separating clutch (in particular a K0 clutch). The separating clutches are designed differently, these are usually arranged functionally effective between the internal combustion engine and the electric motor and / or the internal combustion engine and the transmission. In the opened state of the separating clutch, in particular a K0 clutch, the hybrid drive train or the internal combustion engine output shaft is operatively effectively decoupled from the transmission input shaft, and in the closed state of the clutch, in particular a K0 clutch, the hybrid powertrain or the internal combustion engine output shaft the transmission input shaft operatively coupled effectively.

In the prior art are now already widely different designs or types of hybrid powertrains with at least one separating clutch for coupling and decoupling the internal combustion engine output shaft with the transmission input shaft known. In general, such disconnect couplings can be categorized as to whether the disconnect clutch is open in the unactuated state, ie "normally open", or is closed in the unactuated state, ie "normally closed". This essentially means that when the actuation energy is removed, the separating clutch is in the automatically opened state or in the automatically closed state. For a disconnect clutch to maintain this state, ie "normally open" or "normally closed", accordingly, a force must accordingly act on the disconnect clutch or a so-called "holding force" must be applied to the disconnect clutch. This is preferably achieved by providing a spring or a spring accumulator and / or a hydraulic system for applying the corresponding holding force to the separating clutch for this purpose.

From the DE 10 2010 026 980 A1 , from which this invention proceeds, a hybrid powertrain for a vehicle is known, wherein two separating clutches are provided for coupling and decoupling of the hybrid drive train or the respective shaft. The two separating clutches provided here are in particular designed in each case as a jaw clutch of the three-cone type, each with a synchronizing device and positioned within the gearbox housing. Depending on the operating mode, different forward operating modes are set by engaging one disconnect clutch and disengaging the other disconnect clutch. For both separating clutches each a hydraulic actuator is provided for closing and the two separating clutches are designed by means of a spring bias as "normally open". For this purpose, a spring element or a spring store is accordingly required and then a sufficiently high hydraulic force required for actuation or for closing or torque transmission, which must be applied to the clutch.

From the AT 507 523 A2 For example, a hybrid powertrain is known in which the disconnect clutch is a synchronizer clutch. The rotor shaft of the electric motor is rotatably connected directly to the transmission input shaft, which due to relatively large torques of the electric motor at the relatively small diameter of the transmission input shaft very large forces in the connection between the rotor shaft and the transmission input shaft must be transmitted. This connection must then be dimensioned very resilient.

The well-known in the art hybrid powertrain is not yet optimally trained ..

The invention is therefore the object of the hybrid drive train initially mentioned in such a design and further that the design effort and space requirements is reduced.

The aforementioned object is now solved by the features of claim 1.

The separating clutch has a first coupling part and a second coupling part, wherein the first coupling part in particular has a toothed part and the first coupling part can be connected or connected in a rotationally fixed manner to the internal combustion engine output shaft. The second coupling part is functionally operatively connected or connected to the transmission input shaft. The second coupling part is designed as a fixed wheel. The fixed gear is operatively connected to the rotor shaft of the e-machine functionally effective. According to the invention, the connection of the fixed wheel with the rotor shaft of the electric motor comprises a first axially plug-together rotationally fixed plug connection.

In an advantageous variant, the connection of the fixed wheel with the transmission input shaft also comprises a second axially pluggable connection non-rotatable connector. Quite advantageously, the first connector and the second connector at least partially simultaneously be realized.

The disconnect clutch is now executed in the open state and in the closed state without holding force or as a holding force-free disconnect clutch and / or trained.

The basic principle of the invention initially goes to the fact that no spring accumulator and / or hydraulic system for applying a holding force. Thus, no, in particular permanent actuation energy / holding force for holding the separating clutch in the open or in the closed circuit is provided or must be applied. As a result, in particular the necessary space, in particular within the transmission housing is reduced. In connection with this, in particular the weight of the separating clutch can also be reduced, the costs being reduced because the separating clutch is designed and / or designed in the open state and in the closed state "without holding force". In particular, a holding force is not applied to the separating clutch in principle - as in the prior art - with a spring accumulator and / or a hydraulic system in order to operate it in a "normally open" or "normally closed" configuration. As a result, in particular, the energy consumption for operating the clutch itself is reduced, since, for example, in particular a hydraulic pressure does not have to counteract a spring force.

Furthermore, energy can be saved in operation, in particular by a running with a lock synchronization and / or trained holding force-free disconnect clutch, since the clutch only during the actuation process for opening or closing, requires a lower power supply. After the actuation process remains the "holding force-free disconnect clutch" without an additional power supply in the respective position, since this respective position is then self-holding. In addition, spares synchronization, the components involved in a switching operation or the coupling parts, and thus also increases their lifespan.

The separating clutch also has at least one axially movable sliding sleeve, at least one locking piece held by springs, at least one actuator (in particular with a pin) and / or a synchronizing device, in particular a synchronizing ring. The synchronizer ring is preferably designed with a friction layer and / or a friction lining. This can increase the coefficients of friction, improve the temperature resistance, and achieve a smoother response or a reduction in operating noise. In particular, the separating clutch is designed as a finely synchronizing "toothed coupling".

In the case of actuation of the separating clutch, ie when opening or when closing the separating clutch, the sliding sleeve is moved accordingly, in particular axially displaced, in particular by means of the aforementioned actuator. For this purpose, in particular a pin is provided, wherein the pin is on the one hand operatively connected to the actuator and on the other hand for realizing an axial movement of the sliding sleeve in the sliding sleeve and / or in a portion of the sliding sleeve functionally effectively engages, in particular provided in a designated grinding seat of the sliding sleeve intervenes. In particular, the separating clutch on a locking piece, which is provided functionally effective between the sliding sleeve and the first coupling part. Furthermore, the separating clutch has a synchronizing device, in particular a synchronizing ring, in particular for the synchronization of the rotational speeds of the internal combustion engine output shaft and the transmission input shaft. In particular, the synchronizing device is designed or executed as a blocking synchronization. The latter causes that when the rotational speed difference between the first and the second coupling part is too high, the sliding sleeve can not be further moved axially by the actuator in the corresponding position for coupling the first and second coupling part by the frictional forces generated at the teeth of the synchronizer ring , The latter is only possible when the corresponding synchronous speed is reached, so that then the sliding sleeve can be moved in the axial direction and then the positive connection in particular between the first coupling part of the separating clutch and the second coupling part of the separating clutch, can be realized.

The second coupling part, in particular the fixed gear is executed functionally effective connectable with the rotor shaft of the electric motor or rotationally firmly connected. For this purpose, the electric machine is preferably designed on a 48 V base, whereby a larger amount of energy can be transmitted to the electric machine and the electric machine requires less installation space with comparable power to a 12 V electric machine , In addition, a small, 48V-based e-machine adds significant weight reduction to the hybrid powertrain, which in turn has a positive effect on the overall efficiency of the motor vehicle and offers potential for CO ₂ savings. In addition, a power electronics on the 48 V base is significantly cheaper than the power electronics for a high-voltage system. In this context, a high-voltage system is understood to mean a system voltage above 25 V (alternating current) and 60 V (direct current).

Since the actuator is designed in particular as a magneto-mechanical and / or as an electromechanical actuator, in particular no hydraulic line systems are required and as a result the space requirement can be reduced, in particular within the gear housing. In addition, the actuator can also be provided outside of the actual "coupling space" and thus the actuator does not protrude into the "coupling space", whereby the separating clutch can also be made more compact. For the realization of the axial movement of the sliding sleeve, the actuator preferably has at least one electric drive, at least one reduction gear, at least one spindle and / or at least one carriage, whereby then the force which is applied by the actuator to the sliding sleeve and the travel path initiated thereby can be set very accurately. The travel path is preferably determined by means of an existing in the actuator internal Wegsensierung, wherein for controlling the actuator by means of a control unit, preferably the transmission control unit, the corresponding signals are further processed or the control unit controls the travel of the actuator.

So that, following actuation of the separating clutch, the separating clutch remains not only latching but "secured" in the corresponding closed or open position as well, in particular in the interior of the magneto-mechanical and / or electromechanical actuator, detenting and / or additionally provided a self-locking mechanism. However, the separating clutch accordingly requires no further additionally applied holding force or no additionally applied holding energy. Furthermore, by an undercut on an external toothing of a toothing part of the first coupling part, the sliding sleeve in the closed state of the separating clutch engage and be held, thereby preventing the sliding sleeve is disengaged.

As a result, the disadvantages described above are avoided and corresponding advantages are achieved.

• 1 zumindest teilweise eine schematisch, geschnittene Darstellung eines Hybrid-Antriebsstrangs, insbesondere eine Trennkupplung (K0-Kupplung) in einer bevorzugten Ausführungsform mit nur ausschnittsweiser Darstellung weiterer wesentlicher Komponenten des Hybrid-Antriebsstranges,
• 2 einen Ausschnitt aus 1 in vergrößerter schematischer Darstellung, und
• 3 in schematischer Darstellung den Aktuator zur Betätigung der Trennkupplung.

There are now a variety of ways to design the hybrid powertrain of the invention for a vehicle, in particular for a motor vehicle in an advantageous manner and further. For this purpose, reference may first be made to the claims subordinate to claim 1. In the following, a preferred embodiment of the invention with reference to the drawings and the associated description may be explained in more detail. In the drawing shows:

• 1 at least partially a schematic, sectional representation of a hybrid drive train, in particular a separating clutch (K0 clutch) in a preferred embodiment with only partial illustration of further essential components of the hybrid drive train,
• 2 a section from 1 in an enlarged schematic representation, and
• 3 in a schematic representation of the actuator for actuating the separating clutch.

The 1 to 3 show at least partially a hybrid powertrain 1 for a vehicle (not shown in detail), in particular for a motor vehicle.

The hybrid powertrain 1 has at least one internal combustion engine 2 , at least one here not completely illustrated electric motor 3 , at least one here not completely illustrated transmission 4 and at least one separating clutch 5 , in particular a K0 coupling.

The hybrid powertrain 1 or the motor vehicle or the transmission 4 are not shown here in detail or not completely. Shown is but at least partially the corresponding separating clutch 5 , in particular the K0 coupling and other essential components.

The separating clutch 5 is functionally effective between the internal combustion engine 2 and the electric machine 3 and / or between the internal combustion engine 2 and the transmission 4 arranged. In the opened state of the separating clutch 5 is an internal combustion engine output shaft 6 from a transmission input shaft 7 functionally effectively decoupled, and in the closed state of the separating clutch 5 is the internal combustion engine output shaft 6 with the transmission input shaft 7 operatively coupled, with the separating clutch 5 in each of the two positions or states (open or closed) holding force free executed and / or trained, the separating clutch 5 So as a holding force-free disconnect clutch 5 is trained.

In this preferred embodiment, it can also be seen that the holding force-free separating clutch 5 a synchronizer 12 which is preferably designed and / or embodied as a blocking synchronization.

The synchronizer 12 preferably has a synchronizer ring with a friction layer and / or a friction lining 12a on. This can increase the coefficients of friction, improve the temperature resistance, as well as a smoother response or a reduction in operating noise to reach. In particular, the separating clutch 5 designed as a finely synchronizing "gear coupling".

From the 1 it can be seen that the separating clutch 5 is in an open position or in an open state. It is evident that the separating clutch 5 two coupling parts 5a and 5b having. The first coupling part 5a is with the internal combustion engine output shaft 6 rotatably connected and arranged axially non-displaceable or fixed to the internal combustion engine output shaft 6 connected. Furthermore, the first coupling part 5a a gearing part 8th with an external toothing on. In particular, the external toothing also has an undercut into which the sliding sleeve 10 in the closed state of the separating clutch 5 can intervene or partially engage.

The second coupling part 5b is on the other hand with the transmission input shaft 7 functionally effective firmly connected and is the first coupling part 5a coaxially opposite. Furthermore, from the 1 it can be seen that the second coupling part 5b especially as a festrad 9 is trained. The separating clutch 5 has a sliding sleeve 10 , a locking piece 11 , a synchronizer 12 and an actuator 13 as well as a pin 14 on. Furthermore, the second coupling part 5b , especially the fixed wheel 9 with a rotor shaft 3a the electric machine 3 functionally firmly connected.

The connection of the fixed wheel ( 9 ) with the rotor shaft 3a the electric machine 3 ) comprises a first axially plug-together rotatable connector 21 , The first plug connection 21 is by mating an internal toothing at the end of the rotor shaft 3a and an external toothing on an axial extension on the outer circumference of the fixed wheel 9 realized. In the outer toothing of the fixed wheel 9 could also be an axial extension of the sliding sleeve 10 certain gearing of the fixed wheel 9 act or external teeth could have a same shape as this toothing. Thus, the production of the fixed wheel would be 9 simplified.
The plug connection 21 but could also z. B. by engaging projections of the rotor shaft 3a in the through recesses of the fixed wheel 9 in which are the locking pieces 11 are slidably mounted, realized. Furthermore, the fixed wheel 9 and the rotor shaft 3a have at their facing end faces corresponding serrations.
Thanks to the arrangement of the first spline 21 essentially on the outer circumference ie the largest diameter of the fixed wheel 9 , This can also be large torques from the rotor shaft 3a on the transmission input shaft 7 transferred without having too much space.

The connection of the fixed wheel 9 with transmission input shaft 7 comprises a second axially plug-together rotatable connector 22 , in particular a spline. The fixed wheel 9 can thus - advantageous also with the complete separating clutch 5 , namely u. a. with the sliding sleeve 10 - on the transmission input shaft 7 be pushed axially, which protrudes after assembly of the transmission from this. Advantageously, the first connector 21 and the second connector 22 at least partially simultaneously feasible. Like in the 1 can be seen, only the second connector engages 22 into one another and during the further axial displacement of the fixed wheel 9 then also engages the first connector into each other - namely the external teeth of the fixed wheel 9 engages in the internal toothing of the rotor shaft 3a , wherein the second connector in the further displacement also interlocks.
Thus, the fixed wheel 9 to the hybrid powertrain with already mounted gearbox including transmission input shaft 7 and the rotor 3a the electric machine 3 be mounted in a single step, namely axially on the transmission input shaft 7 be deferred, while doing the two splines 21 . 22 be realized and the rotor shaft 3a the electric machine 3 over the fixed wheel 9 with the transmission input shaft 7 effectively rotatably connected.

To realize the axial movement of the sliding sleeve 10 is an actuator 13 , in particular for opening and closing the separating clutch 5 intended.

In the 2 is a part of the 1 shown in an enlarged view. In particular, the pin 14 or the pin connection with the partially illustrated actuator 13 to recognize more precisely. The actuator 13 is here as an electromechanical actuator 13 is formed and to realize the axial movement of the sliding sleeve 10 intended. The actuator 13 is executable both on the basis of an electrical configuration, as well as on a magnetic configuration and is as an axial drive, in the sense of an axial movement or displacement, for the sliding sleeve 10 intended. For this purpose, it is provided that the actuator 13 functionally effective with the sliding sleeve 10 is connected, in particular by a pin provided for this purpose 14 which is in a grinding seat 10a in the sliding sleeve 10 intervenes. This is the pin 14 also effective with the actuator 13 connected. Thus, the sliding sleeve 10 functionally effective with the actuator 13 connected and can the axial movement of the actuator 13 follow or in a predetermined position by the actuator 13 be fixed or held, in which case by the actuator 13 itself no permanent holding power applied must, so that also the energy requirement for the control of the separating clutch 5 is reduced.

1 shows the open, ie not closed state of the separating clutch 5 , Here is the sliding sleeve 10 shifted to the right, so that an internal toothing of the sliding sleeve 10 not with the external toothing of the toothing part 8th engages or the toothing part 8th with the internal toothing of the sliding sleeve 10 is out of engagement. The first coupling part 5a and the second coupling part 5b , especially the fixed wheel 9 are therefore not effectively linked. The enlarged section 1 is in 2 shown accordingly.

When closing the separating clutch 5 becomes the sliding sleeve 10 shifted axially from right to left. This is the actuator 13 pressed accordingly, in which case with the help of the pins 14 the sliding sleeve 10 is moved from right to left. First, then the synchronizer 12 the separating clutch 5 operated to the speed of the second coupling part 5b or of the first coupling part 5a to synchronize accordingly, namely with the help of the friction lining 12a and one with the friction lining 12a coming into contact conical portion of the first coupling part 5a , The locking piece 11 and in particular the correspondingly arranged springs 11a cause that during the displacement of the sliding sleeve 10 to the left then the first and the second coupling part 5a and 5b be synchronized accordingly, because then the friction lining 12a of the synchronizer ring with the conical surface of the first toothing part 8th comes into contact. Only when a synchronization of the aforementioned coupling parts 5a and 5b is present, the sliding sleeve 10 completely shifted to the left, so that then the internal teeth of the sliding sleeve 10 with the external teeth of the first coupling part 5a , in particular here with the toothing part 8th engages. So then are the internal combustion engine output shaft 6 , the first coupling part 5a and the second coupling part 5b effective over the sliding sleeve 10 interconnected so that the corresponding rotational force from the internal combustion engine output shaft 6 on the transmission input shaft 7 can be transferred. At this point may also be noted that the second coupling part 5b firmly with the rotor shaft 3a is connected, as this results from the figures.

3 shows in an enlarged view the actuator 13 with other components, in particular a reduction gear 16 , a spindle 17 and a sled 18 , The actuator 13 has in particular a drive 15 on, in particular an electric and / or magnetic trained drive 15 , It is therefore in particular an electromechanical actuator 13 with an electrically trained drive 15 , in particular an electric motor 15a , About the arrangement of the reduction gear 16 , the spindle 17 and the sled 18 can be a very accurate axial displacement of the sliding sleeve 10 reach, especially with the help of the in the grinding seat 10a the sliding sleeve 10 engaging part of the pin 14 , The pin 14 is essentially effective with the help of the carriage 18 (in the 1 respectively. 2 to the right and left) arranged displaceably.

It should also be noted that the electromechanical actuator 13 a detent and / or additionally may have a self-locking mechanism in order to "secure" as a precaution, the position of the sliding sleeve in a certain position. Here, the detent and / or the self-locking mechanism but is designed so that no energetic holding force and / or no permanent holding force on the sliding sleeve 10 must be applied because the disconnect clutch 5 as "self-holding", namely in the closed and open position holding force-free disconnect clutch 5 is trained. As a result, the aforementioned disadvantages are avoided and achieved corresponding advantages.

LIST OF REFERENCE NUMBERS

1

Hybrid powertrain

2

Internal combustion engine

3

E-machine

3a

Rotor shaft of the electric motor

4

transmission

5

separating clutch

5a

first coupling part of the separating clutch

5b

second coupling part of the separating clutch

6

Internal combustion engine output shaft

7

Transmission input shaft

8th

toothed piece

9

fixed gear

10

sliding sleeve

10a

Grinding seat in the sliding sleeve

11

locking piece

11a

feather

12

synchronizing

12a

friction lining

13

actuator

14

Pin code

15

electrically or magnetically trained drive of the actuator

15a

Electric motor of the electrically formed drive

16

Reduction gear / gearbox of the actuator

17

Spindle of the actuator

18

Slide of the actuator

21

first plug connection

22

second plug connection

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102010026980 A1 [0004]
• AT 507523 A2 [0005]

Claims (10)

Hybrid drive train (1) for a vehicle, in particular for a motor vehicle, with at least one internal combustion engine (2), with at least one electric motor (3), with at least one transmission (4) and with at least one separating clutch (5), in particular a K0 clutch, wherein the electric motor (3) has a rotor shaft (3a), wherein the separating clutch (5) functionally effective between the internal combustion engine (2) and the electric motor (3) and / or between the internal combustion engine (2 ) and the transmission (4) is arranged, wherein in the opened state of the separating clutch (5) an internal combustion engine output shaft (6) is functionally effectively decoupled from a transmission input shaft (7), and wherein in the closed state of the separating clutch (5) the internal combustion engine output shaft (6) is functionally effectively coupled to the transmission input shaft (7), wherein the separating clutch (5) in the open state and in the closed state as a holding force-free separating clutch (5 ) and / or is formed, and the separating clutch (5) has a first coupling part (5a) and a second coupling part (5b), wherein the first coupling part (5a) with the internal combustion engine output shaft (6) and the second coupling part (5b) with the transmission input shaft (7) is functionally operatively connected, wherein the second coupling part (5b) is designed as a fixed gear (9) and that the fixed gear (9) is functionally operatively connected to the rotor shaft (3a) of the electric motor (3), characterized in that the connection of the fixed wheel (9) with the rotor shaft (3a) of the electric motor (3) comprises a first axially plug-together rotationally fixed plug connection (21). Hybrid powertrain after Claim 1 , characterized in that the connection of the fixed wheel (9) with the transmission input shaft (7) comprises a second axially zusammensteckbare rotatable plug connection (22) and that the first connector (21) and the second connector (22) are at least partially simultaneously realized. Hybrid powertrain after Claim 1 or 2 , characterized in that the holding force-free separating clutch (5) has a locking synchronization. Hybrid drive train according to one of the preceding claims, characterized in that the first coupling part (5a) has a toothing part (8). Hybrid drive train according to one of the preceding claims, characterized in that the separating clutch (5) at least one sliding sleeve (10) and / or at least one locking piece (11) and / or at least one synchronizing device (12), and / or at least one actuator ( 13). Hybrid drive train according to one of the preceding claims, characterized in that the actuator (13) for realizing the axial movement of the sliding sleeve (10) is provided in particular for opening and closing the separating clutch (5), in particular the actuator (13) functionally effective with the Sliding sleeve (10) is connected. Hybrid drive train according to one of the preceding claims, characterized in that a pin (14) is provided, wherein the pin (14) on the one hand with the actuator (13) is operatively connected and on the other hand for realizing an axial movement of the sliding sleeve (10) in the Sliding sleeve (10) and / or in a portion of the sliding sleeve (10) functionally effectively engages, in particular in a designated grinding seat (10a). Hybrid drive train according to one of the preceding claims, characterized in that the actuator (13) is designed as an electromechanical actuator (13) and for realizing the axial movement of the sliding sleeve (10) at least one electrically or magnetically formed drive (15), in particular a Electric motor (15a), a transmission (16), in particular a reduction gear, and / or a spindle (17) and / or a carriage (18). Hybrid drive train according to one of the preceding claims, characterized in that the electromechanical actuator (13) has a detent and / or additionally a self-locking mechanism. Hybrid drive train according to one of the preceding claims, characterized in that the detent is provided and / or formed in the interior of the electrically or magnetically formed drive (15).

Images