EP2344367A1

EP2344367A1 - Vehicle having drive train

Info

Publication number: EP2344367A1
Application number: EP09796609A
Authority: EP
Inventors: Martin Leibbrandt; Rolf Najork; Stefan Huepkes; Roland Nasdal; Wolfgang Brings; Harald Schmitz; Lutz Kather; Stefan Kniesburges; Ingo Steinberg
Original assignee: Getrag Ford Transmissions GmbH
Current assignee: Getrag Ford Transmissions GmbH
Priority date: 2008-10-15
Filing date: 2009-10-15
Publication date: 2011-07-20
Also published as: CN103640556A; US20110203859A1; CN102216131B; US8459390B2; CN102216131A; EP2933128A1; WO2010043420A1

Abstract

The invention relates to a vehicle having a drive train, which comprises at least one first engine and a wheel, wherein a torque can be transmitted from the first engine to the wheel by the drive train, and wherein at least one first unit of the drive train is connected to an interface, by which rapid and simple replaceability of said unit is possible, wherein the interface is designed to be connected to a second unit, which is different from the first unit, wherein both units are designed to store electricity, to convert chemically bound energy into energy of rotation and/or to convert electricity into energy of rotation and/or to convert rotation energy of rotation into electricity.

Description

GETRAG FORD Transmissions GmbH 50735 Cologne

Vehicle with powertrain

description

The invention relates to a vehicle with a drive train having at least a first motor and a wheel, wherein by the drive train torque from the first motor to the wheel is transferable and wherein at least a first unit of the drive train is connected to an interface through which a simple and quick replacement of this unit is possible.

From the prior art it is known, a vehicle in which the first motor is designed as an electric machine to exchange over the interface a discharged battery, which is used for storing electrical energy, against a charged battery quickly and easily. As a result, longer periods of downtime of the vehicle can be avoided, which are otherwise necessary to charge the built-in battery accumulator by an external power source.

While the ease and quick replacement of batteries is one way of increasing the range of electric machine-powered vehicles without prolonged downtime, there is a continuing need to further develop vehicles to have advantages in range, ride comfort, and / or power. The object underlying the invention is achieved with the feature combination according to claim 1. Preferred embodiments may be taken from the subclaims.

According to claim 1, the vehicle is characterized in that the interface is adapted to be connected to a second unit different from the first unit, both units being arranged to store electrical energy, convert chemically bound energy into rotational energy, electrical Converting energy into rotational energy and / or converting rotational energy into electrical energy. The first unit is different from the second unit.

For example, the first unit may be an accumulator while the second unit comprises a machine for generating rotational energy. This machine can be, for example, an internal combustion engine or an electric machine.

If, for example, the vehicle has an electric motor as the first motor, it is thus possible to connect either the accumulator or the second unit to the vehicle or to the drivetrain via the interface, thus, for example, providing more drive power to the vehicle with the installation of the second unit to provide. Also, by replacing the accumulator with the second unit comprising the engine, the range of the vehicle can be increased.

If, for example, one starts from the exemplary embodiment in which an accumulator and, on the other hand, an internal combustion engine can be coupled to the drive train via the interface, the interface preferably has a connection for transmitting electrical energy and a connection for transmitting rotational energy. In this case, the internal combustion engine could be coupled directly to the drive train, ie the internal combustion engine directly delivers torque to the wheel via the drive train. However, there is also the possibility that the second unit comprises an electric generator driven by the internal combustion engine becomes. In this case, it would be sufficient that the interface, apart from any other auxiliary connections, has only one connection for the transmission of electrical energy, by which either power from the accumulator or current can be transmitted by the generator.

The second unit may also include a fuel cell and an electric motor.

Preferably, the first unit and the second unit are different from each other such that the first unit is configured to store, deliver and / or receive only electrical energy while the second unit converts chemically bound energy to rotational energy, such as in an internal combustion engine of the Case is where the energy contained in the fuel is converted into heat and then into rotational energy. However, the difference between the first and second units can also be exhausted in that, for example, electrical energy is converted into rotational energy in the first unit, whereas in the second unit said chemically bound energy is converted into rotational energy. Also, the difference between the first and second unit may be due to the fact that the first unit only opens up the possibility of converting chemically bound energy into rotational energy via an internal combustion engine, while the second unit has, in addition to this internal combustion engine, a generator through which rotational energy is it converts it into electrical energy from the combustion engine or from another source from the powertrain.

One of the two units or even both units may comprise a fuel tank and an exhaust system, so that the corresponding unit is to be regarded as a self-sufficient unit which is only to be coupled via the connection for transmitting rotational energy to the vehicle or the drive train. However, it is also possible to design the interface so as to allow fuel delivery so that the fuel tank and corresponding unit can be separated from each other. The same applies mutatis mutandis to the exhaust system. Again, it is conceivable that the interface is a connection - A - comprises, is guided by the exhaust gas of the corresponding unit to a fixed exhaust system in the vehicle.

Preferably, the first unit and the second unit are fully automatically coupled to the interface. The units can also be decoupled or removed from the interface fully automatically. In a preferred embodiment, the first unit and the second unit can be coupled to the interface from an underside of the vehicle. Thus, for example, the vehicle could be guided onto a device by means of which the first unit installed in the vehicle is automatically removed from below and then, in a second step, a new second unit is coupled from below via the interface with the vehicle. As a result, the times for replacing the units can be minimized without the driver having to leave the vehicle.

Preferably, the interface has quick connections or plug-in connections, which are particularly easy to disconnect and close.

The powertrain may include a transmission having at least a first clutch by which an electric machine may be geared separated from the wheel. The transmission may also include a second clutch by which an internal combustion engine may be geared separated from the wheel. For example, when the second clutch is open, it is possible to run the internal combustion engine when the vehicle is at a standstill in order to load a battery via a generator. Furthermore, the transmission may comprise further clutches, by the electric machine and combustion engine for different modes of operation can be interconnected. For example, it is thus possible to use the internal combustion engine for particularly strong acceleration processes in addition to the electric machine, while during normal driving, the internal combustion engine merely serves to provide electrical energy for driving the electric machine via rotational energy. Thus, a serial hybrid, a parallel hybrid and combinations thereof can be realized via the transmission with the various clutches. Reference to the figures shown in the drawing, the invention is explained in detail. Show it:

FIG. 1 shows a vehicle with an exchangeable accumulator;

FIG. 2 shows the vehicle of FIG. 1 with a unit replacing the accumulator;

FIG. 3 schematically shows a first exemplary embodiment of a transmission with possible operating states (see FIG. 3b);

Figure 4 shows another transmission with possible operating conditions

(see Figure 4b);

Figure 5 shows another transmission; and

Figure 6 shows another transmission with different operating conditions

(see Figure 6b).

Before going into the individual figures, individual aspects of the invention will be described further and in other words. Thus, the invention can also be interpreted to mean that it relates to a device for increasing the range of an electric motor and / or a combustion engine operated vehicle.

In modern vehicles, high demands are placed on the efficiency of the powertrain. To increase efficiency, hybrid concepts can be used in vehicle construction. At first two classical concepts are known. In a serial hybrid, an electric machine drives a vehicle, wherein the power source may be an internal combustion engine (VKM) or a fuel cell, which generates by means of a generator or direct electrical energy for the electric machine. A parallel hybrid is thereby indicates that both an electric machine and an internal combustion engine can drive a vehicle.

In a purely electromotive powered vehicle with accumulators as energy storage, the range of the vehicle is limited. To increase the range, it is known that an internal combustion engine or fuel cell can serve as an energy source. An electric machine, which is operated as a generator, converts the mechanical energy into electrical energy in the internal combustion engine. The electrical energy gained thereby can be stored either directly to the operation of the electric motor as well as in the existing accumulators, so that it is available when needed.

Thus, electric drive systems exist which either have only accumulators as the sole energy store or which have an internal combustion engine / fuel cell in addition to the accumulators as an energy source.

It is desirable to flexibly expand the range of an electric motor driven vehicle according to customer requirements.

The invention allows in a preferred embodiment, the subsequent installation of a separate unit (called "Range Extender") in a motor vehicle. This unit or this unit preferably comprises a generator, the corresponding power electronics and a generator driving the internal combustion engine. Alternatively, a fuel cell can also form the independent unit, wherein the power electronics present in the vehicle should take into account operation with the fuel cell. In a further embodiment, the unit consists of a fuel cell and an electric motor, wherein a mechanical coupling between the electric motor of the unit and the transmission is present. It should be made clear once again that the unit is intended to represent an independent interchangeable module or an independent interchangeable module. This unit can be placed in a free position in the vehicle or can replace a battery. The aggregate can also include the fuel supply and the exhaust aftertreatment of the generator driving the engine.

FIG. 1 shows a vehicle with an electromotive drive. FIG. 2 illustrates the variant with an increase in the range in which an accumulator has been replaced by the above-described unit with respect to FIG.

Through appropriate interfaces to the vehicle, which can be electrical and / or mechanical type, the simple installation in the vehicle is guaranteed. The connections are preferably optimized for fast interchangeability, the orientation of the contact shields can be facilitated by means of centering or specified by the housing shape of the unit or by flanges. By an automatically folding transport system, the battery or range-increasing unit can be brought and installed by the customer without workshop support itself to the vehicle. Alternatively, a replacement of the accumulator by a range-increasing aggregate and vice versa at the gas station by means of a replacement device can be done automatically.

The following statements relate to a transmission that may be part of a drive train of the vehicle. The innovations introduced with regard to the transmission can also be used independently of the above-described exchangeability of the first and second units.

In a vehicle, the combination of parallel and serial hybrid should provide high system availability. As a result, a transmission with clutches can fulfill the following tasks in a highly efficient manner: A transmission A can couple and disconnect a plurality of power and work machines, perform a speed compensation during cornering and an electric motor and / or internal combustion engine driving as well as an acceleration function (also "boost function "called) allow. In the case of transmissions B and C, it is additionally possible to charge the accumulator by means of an internal combustion engine while driving (as a serial hybrid) or even when the vehicle is stationary. Figures 3a, 4a and 5 include the gears A, B and C. K1 to K4 represent clutches. Transmissions B and C differ by the arrangement of the clutch K4. In the case of the transmission B, the clutch K4 is arranged outside the transmission. Advantage of an external clutch K4 may be the use of a standard existing single-disc dry clutch. In the case of the transmission C, the clutch K4 is located inside the transmission. One reason for transmission C could be the use of a wet-running clutch K4. Another reason could be the use of a common shift actuator for the clutches K3 and K4, which preferably includes 3 shift positions (K3 to and K4 open, K3 and K4 closed, K3 open and K4 closed). Instead of two individual clutches K3 and K4, alternatively, a double clutch can be used to save installation space.

The clutch K1 can also be arranged on the shaft of the clutch K3. Particularly advantageous is the positioning on the shaft of the internal combustion engine between the two gear stages, since then with the clutch K1 open and the gear I must not be dragged. This also applies to the gears B and C.

In all variants, the clutch K2 is located outside of the transmission, e.g. to use the standard single-disc dry clutch. Technically advantageous may also be an arrangement within the transmission, e.g. as a wet-running clutch.

If the generator is designed as an electric machine, which can also be used as an electric motor, the internal combustion engine can be started by the electric machine even when the vehicle is stationary.

In Figure 3b, the different operating conditions of the transmission A shown in Figure 3a can be considered. Clutches that are closed are marked with "x", while open clutches are marked with "-". In a purely electromechanical operation can be driven by closing the clutch K1 electric motor. When closing the clutch K2, the existing Recuperate generator when thrust, ie generate electrical energy. In internal combustion engine driving torque can be transmitted from the internal combustion engine to the wheels by closing the clutch K3. Once again, the generator can recuperate when the clutch K2 closes in the event of a thrust. Should the driver request a high acceleration, by closing the clutches K1 and K3, a higher torque can be transmitted to the wheels by adding the torques of the internal combustion engine as well as of the electric motor.

FIG. 4b shows the individual operating states of the transmission shown in FIG. 4a. Clutches that are closed are marked with "x", while open clutches are marked with "-". In the operating state "electromotive driving", the electric motor can transmit torque to the wheels by closing the clutch K1. In overrun mode, the existing generator can generate electrical energy by closing the clutches K3 and K4. In the operating state "drive internal combustion engine" can be transmitted from the engine to the wheels by the closed clutches K2 and K3 torque. In the recuperation phase, closing the clutches K3 and K4 generates electrical energy in the generator. If the driver requires great acceleration, the internal combustion engine and the electric motor can jointly transmit torque to the wheels by closing the clutches K1, K2 and K3. Another operating state may be the "charging of the accumulator via the internal combustion engine", wherein the accumulator can be loaded parallel to the electromotive driving on the closing of the clutches K1, K2 and K4 in a running internal combustion engine. Stands the vehicle, the accumulator can be charged by closing the clutches K2 and K4 by the internal combustion engine.

Alternatively, in the transmission A, the electric motor or the generator and its clutch may be mounted on the engine remote end of the shaft, if no transmission stage iι should be necessary. Alternatively, in the transmission A, the generator and the electric motor can be combined in an electric machine. As a result, the clutches K1 and K2 can be combined in a clutch. 3b, the operating states of this transmission change in such a way that all points of the clutches K1 and K2 marked with "x" are taken over in a common clutch and the common clutch is only open in the "train" when "driving the internal combustion engine" ,

The positions of the electric machine and its coupling can be at the end of the shaft facing away from the position on the internal combustion engine in the positions of the generator and its coupling shown in FIG. 3 a, the electric motor and its coupling.

Alternatively, in the transmission B, the electric motor and its clutch may be mounted on the end of the shaft facing away from the engine, if no gear stage i | should be necessary.

The present in the transmissions A to C electric motors, generators and internal combustion engines may be components of the disclosed in the disclosed unit to increase the range. The other components of the unit can be used by components of the transmission.

In a vehicle, the combination of parallel and serial hybrid should provide high system availability. In contrast to the embodiments described above, this is to be made possible by a simpler design with a smaller number of components.

A gearbox D with clutches should perform the following tasks in a highly efficient manner: Coupling and separating implement several power and working machines, perform a speed compensation during cornering and electromotive and / or internal combustion engine driving and acceleration function (also "boost function") allow. In addition, an in-vehicle che engine while driving (as a serial hybrid) or even when the vehicle is charging an accumulator.

FIG. 6a includes the transmission D. K1 and K2 represent clutches.

The electric machine can be operated as a generator or as an electric motor and can serve as a prime mover.

When using an electric machine that can reach higher speeds of operation than an internal combustion engine during operation, a gear stage between the electric machine and the illustrated transmission may be required.

The translation of the stage in is preferably chosen such that the vehicle can drive in the region of higher driving speed (for example, greater than 100 km / h) also combustion engine.

In an embodiment of the stage in with at least two switchable gears, the internal combustion engine can also cover the range of low driving speed (for example, less than 100 km / h). The switchability can preferably be carried out under load, so that no interruption of traction occurs.

FIG. 6b shows the individual operating states of the transmission D shown in FIG. 6a. Clutches that are closed are marked with "x", while open clutches are marked with "-". In the state "driving electromotively" can be transmitted by closing the clutch K2 torque from the electric machine to the wheels. When Rekuperieren the electric machine can generate energy by closing the clutch K2 in coasting mode. In the operating state "drive internal combustion engine" can be transmitted from the engine to the wheels by closing the clutches K1 and K2 torque. When Rekuperieren the clutch K2 is closed in order to generate energy in overrun operation in the electric machine can. For high acceleration requirements by the driver, the clutches K1 and K2 can be closed, with both the Internal combustion engine and the electric motor can transmit torque to the wheels. The operating state "charging the accumulator via internal combustion engine" can take place parallel to the electromotive driving when the clutches K1 and K2 are closed. In a stationary vehicle, the clutch K1 can be closed so that the internal combustion engine drives the electric machine for power generation.

The electric motor and internal combustion engine present in the transmission D can be components of the inventive concept, by means of which it is possible to easily replace a unit with another unit in order to influence the characteristics of the drive train. The other components of the unit can be used by components of the transmission.

FIG. 1 shows a vehicle with a first unit 10, which is designed as an accumulator. In this version, the vehicle has a pure electric drive. The embodiment is characterized by the following features

1 accumulator in the tunnel

2 Optionally second accumulator in the engine compartment 3 Plug-in Hybrid 220/380 V

It should be noted that for dynamic driving reasons, the accumulator is preferably arranged between the two axes.

1, but now with a second unit 20, which may also be called a "range extender." The unit 20 comprises an internal combustion engine VKM or a fuel cell, a generator and power electronics between VKM / fuel cell and the wheels 30 of the vehicle)

Reference is made to the following features with reference to Figure 2: 1 accumulator in the tunnel Replacement of an energy storage by the unit "range extender" with "internal combustion engine, generator and power electronics / fuel cell / electric cell and electric motor" Increase the range by retrofitting the unit "range extender" with "internal combustion engine, generator and power electronics / fuel cell / fuel cell and Electric motor "Plug-in Hybrid 220/380 V

Claims

claims

A vehicle having a drive train having at least a first motor and a wheel, wherein by the drive train torque from the first motor to the wheel is transferable, and wherein at least a first unit of the drive train is connected to an interface through which a simple and rapid interchangeability of this unit is possible, characterized in that the interface is designed to be connected to a second, different from the first unit unit, wherein both units are designed to store electrical energy, convert chemically bound energy into rotational energy, electrical Convert energy into rotational energy and / or convert rotational energy into electrical energy.

2. Vehicle according to claim 1, characterized in that the first unit is an accumulator and the second unit comprises a drive for generating rotational energy.

3. Vehicle according to claim 1 or 2, characterized in that the second unit comprises an internal combustion engine.

4. Vehicle according to one of claims 1 to 3, characterized in that the second unit comprises a fuel cell.

5. Vehicle according to one of claims 1 to 4, characterized in that the second unit comprises a fuel tank and an exhaust system.

6. Vehicle according to one of claims 1 to 3, characterized in that the interface has a connection for transmitting electrical energy e- and or a connection for transmitting rotational energy.

7. Vehicle according to one of claims 1 to 5, characterized in that the first unit and the second unit are fully automatically coupled to the interface and are removable from the interface.

8. Vehicle according to one of claims 1 to 6, characterized in that the first unit and the second unit can be coupled from an underside of the vehicle forth with the interface.

9. Vehicle according to one of claims 1 to 8, characterized in that the drive train comprises a transmission with at least one first clutch, by means of which an electric machine can be separated by transmission from the wheel.

10. Vehicle according to claim 9, characterized in that the

Transmission comprises a second clutch can be geared by a combustion engine of the wheel.