Drive arrangement for a vehicle, and vehicle having the drive arrangement

Abstract

A drive arrangement and a vehicle having a damper device having a damper primary side and a damper secondary side. The damper primary side forms a first drive interface for the coupling of a crankshaft of an internal combustion engine, having a freewheel device with a freewheel input and a freewheel output. The damper secondary side is coupled rotationally conjointly to the freewheel input, having a gearbox section operatively connected to the freewheel output, having an output interface for the coupling of a drive output section of the vehicle, wherein the output interface is operatively connected to the gearbox section, and having a second drive interface for the coupling of the electric motor and operatively connected to the gearbox section by a control device. The drive arrangement can, by the control device, be switched into different operating states such that a drive torque can be transmitted to the output interface by the first drive interface or by the second drive interface.

Claims

1. A drive system for a vehicle, the drive system comprising: a damper device, the damper device having a damper primary side and a damper secondary side, the damper primary side forming a first drive interface for coupling a crankshaft of an internal combustion engine; a freewheel device, the freewheel device having a freewheel input and a freewheel output, the damper secondary side being rotatably fixedly connected to the freewheel input; a transmission section, the transmission section being operatively connected to the freewheel output; an output interface for coupling an output section of the vehicle, the output interface being operatively connected to the transmission section; and a second drive interface for coupling an electric motor, the second drive interface being operatively connected to the transmission section, the drive system being switchable by a control device to different operating states, so that a driving torque is conducted or conductible from the first drive interface or from the second drive interface to the output interface as a function of the operating state, the transmission section including an input shaft and an output shaft situated in parallel to each other, the transmission section including an electric motor drive wheel rotatably fixedly coupled with the second drive interface and a first drive wheel of a first gear stage meshing with the electric motor drive wheel, the first drive wheel being an idler wheel rotatably coupled with the input shaft via a selective coupling device, wherein the freewheel device is designed as a clamping body freewheel device, the clamping body freewheel device including an inner ring component and an outer ring component as well as a plurality of clamping bodies, the clamping bodies being situated between the inner and outer ring components wherein the inner ring component is fastened to the damper secondary side.

2. The drive system as recited in claim 1 wherein the freewheel device is designed as an overrunning clutch.

3. The drive system as recited in claim 1 wherein the damper device and freewheel device form a shared built-in module.

4. The drive system as recited in claim 1 wherein the control device is designed to activate a transition of the drive system, the internal combustion engine and the electric motor from a first operating state, only one drive torque from the second drive interface being present at the output interface, to a second operating state, only one driving torque from the first drive interface being present at the output interface, so that, during the transition, the freewheel device is transferred from a freewheel mode to a coupled mode by increasing the input rotational speed at the damper device.

5. The drive system as recited in claim 4 wherein, during the transition, the freewheel output is connected to the output interface via a form-fitting geared path.

6. The drive system as recited in claim 1 wherein the input shaft and the output shaft are selectively operatively connectable or operatively connected via the first gear stage and via at least one second gear stage.

7. A vehicle comprising the drive system as recited in claim 1.

8. A drive system for a vehicle, the drive system comprising: a damper device, the damper device having a damper primary side and a damper secondary side, the damper primary side forming a first drive interface for coupling a crankshaft of an internal combustion engine; a freewheel device, the freewheel device having a freewheel input and a freewheel output, the damper secondary side being rotatably fixedly connected to the freewheel input; a transmission section, the transmission section being operatively connected to the freewheel output; an output interface for coupling an output section of the vehicle, the output interface being operatively connected to the transmission section; and a second drive interface for coupling an electric motor, the second drive interface being operatively connected to the transmission section, the drive system being switchable by the control device to different operating states, so that a driving torque is conducted or conductible from the first drive interface or from the second drive interface to the output interface as a function of the operating state, the freewheel device being designed as a clamping body freewheel device, the clamping body freewheel device including an inner ring component and an outer ring component as well as a plurality of clamping bodies, the clamping bodies being situated between the inner and outer ring components, the outer ring component defining a receptacle for receiving and rotatably fixedly connected to an input shaft of the transmission section.

9. The drive system as recited in claim 8 wherein the inner ring component is formed as a single piece with a fixing flange, the fixing flange being connected directly to the damper secondary side.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further features, advantages, and effects of the present invention result from the following description of a preferred exemplary embodiment of the present invention as well as the appended figures.

(2) FIG. 1 shows a schematic block diagram of a drive system as one exemplary embodiment of the present invention;

(3) FIG. 2 shows a schematic longitudinal section of a built-in module in the drive system in FIG. 1.

DETAILED DESCRIPTION

(4) FIG. 1 shows a highly schematic representation of a drive system 1 for a vehicle 2, which is illustrated only as a schematic block. Drive system 1 is used to generate and to output a driving torque for vehicle 2. Vehicle 2 includes driven wheels 3, only one wheel being illustrated in a highly schematic manner in the present case.

(5) Drive system 1 includes an internal combustion engine 4 or is coupled therewith, internal combustion engine 4 being able to provide a driving torque via a first drive interface 5. Drive system 1 furthermore includes an electric motor 6, which is able to provide a driving torque via a second drive interface 7. First drive interface 5 and second drive interface 7 are directly or indirectly coupled with a transmission section 8, whichfrom a functional point of viewperforms the task of conducting the driving torques from internal combustion engine 4 and/or electric motor 6 into an output area 10 via an output interface 9, output area 10 being operatively connected to driven wheels 3. In FIG. 1, for example, a driving torque is transmitted from output interface 9 to a differential device, which distributes it to two driven wheels 3 of vehicle 2.

(6) A damper device 11 as well as a freewheel device 12 are situated between internal combustion engine 4 and transmission section 8. Damper device 11 and freewheel device 12 may be designed as a shared built-in module 13. Damper device 11 has a damper primary side 15, which forms first input interface 5 and which is rotatably fixedly coupled with a crankshaft 14 of internal combustion engine 4. Damper device 11 also has a damper secondary side 16, a damper section 17 being situated between damper primary side 15 and damper secondary side 16. Damper section 17 permits a limited and at the same time damped relative movement in the circumferential direction around crankshaft 14 from damper primary side 15 and damper secondary side 16. Oscillations or vibrations of internal combustion engine 4 active in the circumferential direction are thus damped by damper device 11.

(7) Freewheel device 12 includes a freewheel input 18 and a freewheel output 19. Freewheel input 18 is rotatably fixedly coupled with damper secondary side 16. Freewheel output 19 is operatively connected to transmission section 8 and forms an input thereto. Freewheel device 12 is designed as an overrunning clutch, it being provided, in relation to a rotation direction, that a rotation is transferred from damper secondary side 16 to freewheel output 19 when the angular velocity is greater than the instantaneous angular velocity of freewheel output 19. In the case that the angular velocity of freewheel output 19 is greater than that of freewheel input 18 and/or damper secondary side 16, freewheel device 12 is in a freewheeling state, and the rotational movements are decoupled from each other. Freewheel device 12 is designed, in particular, as a clamping body freewheel device.

(8) In another specific embodiment, which is not illustrated here, a connecting interface between damper secondary side 16 and freewheel input 18 is structurally designed as an offset compensating element in such a way that a possible radial and/or axial clearance occurring during assembly may be compensated for. Torque and rotational speed may thus be transmitted via this interface, despite an axis offset and/or lack of axis parallelism of the axis of the damper secondary side and the axis of the freewheel input. This connecting interface is preferably structurally integrated into shared built-in module 13.

(9) In another preferred specific embodiment, the connecting interface between damper secondary side 16 and freewheel input 18 may be structurally designed as an offset compensating element in such a way that an axis offset and/or lack of axis parallelism between the crankshaft and the freewheel input may be compensated for.

(10) Transmission section 8 includes an input shaft 20 and an output shaft 21 situated in parallel thereto. Input shaft 20 is rotatably fixedly coupled with freewheel output 19. In this example, input shaft 20 and output shaft 21 are coupled via three gear stages 22a, b, c. In other exemplary embodiments, there may be two gear stages or more gear stages.

(11) First gear stage 22a includes a drive wheel 23a, which is situated as an idler wheel coaxially to input shaft 20. First gear stage 22a furthermore includes an output wheel 24a, which is situated as an idler wheel coaxially on output shaft 21. Second gear stage 22b includes a drive wheel 23b, which is situated as an idler wheel coaxially on input shaft 20. Second gear stage 22b furthermore includes an output wheel 24b, which is situated as a fixed wheel on output shaft 21. Third gear stage 22c includes a drive wheel 23c, which is situated as an idler wheel on input shaft 20, as well as an output wheel 24c, which is situated as a fixed wheel on output shaft 21. Second drive interface 7 is rotatably fixedly coupled with an electric motor drive wheel 27, which meshes with first drive wheel 23a of first gear stage 22a.

(12) Gear stages 22a, b, c each convert a different gear ratio. Drive wheels 23a, b, c designed as idler wheels and output wheel 24a designed as an idler wheel may each be rotatably fixedly coupled with the particular assigned shaft, i.e. input shaft 20 or output shaft 21, via a coupling device 25a, b, c, d.

(13) Coupling devices 25a, b, c, d are form-fitting coupling devices, idler wheels 23a, b, c, 24a being connected in a form-fitting manner to particular shafts 20 or 21 in the circumferential direction in the coupled state. In particular, transmission section 8 or entire drive system 1 does not include a friction clutch which establishes a coupling exclusively on the basis of a frictional engagement.

(14) Drive system 1 includes a control device 26, which is designed to activate internal combustion engine 4, electric motor 6 as well as coupling devices 25a, b, c, d. Control device 26 may also have a decentralized design including multiple individual modules and be partially implemented by a main control device of vehicle 2.

(15) Due to the illustrated transmission architecture of drive system 1, the use of friction clutches may be completely dispensed with for a changeover of drive system 1 by control device 26 from an electromotive drive to an internal combustion engine drive.

(16) For example, if one contemplates the startup of vehicle 2, the latter is implemented electromotively, since the friction clutch may be dispensed with during electromotive startup. For a startup, control device 26 switches coupling device 25a to the coupled state, so that, starting from electric motor 6, a driving torque may be transmitted to output interface 9 and thus to output area 10 via second input interface 7, electric motor input wheel 27, drive wheel 23a, output wheel 24a, first coupling device 25a, and output shaft 21.

(17) For example, if a changeover from the first operating state to a second operating state is to take place for faster travel, the driving torque being provided by internal combustion engine 4, the transition is controlled as follows:

(18) Freewheel output 19 is brought into a form-fitting gear connection with output interface 9. For this purpose, it is possible that coupling device 25c or 25d is closed. If one initially contemplates an operation of internal combustion engine 4 at idling speed, freewheel input 18 rotates more slowly than freewheel output 19, since the latter is only dragged along with output interface 9 via the form-fitting gear connection. If the rotational speed of internal combustion engine 4 is slowly increased, the rotational speed of freewheel input 18 will adapt to and reach the rotational speed of freewheel output 19. Starting at the same rotational speed, freewheel input 18 is rotatably fixedly coupled with freewheel output 19 via freewheel device 12, so that a driving torque is transmitted from internal combustion engine 4 to output shaft 21 via input shaft 20. In this state, the electric motor may be decoupled at a synchronized speed by opening coupling device 25a.

(19) To prevent a startup jolt during the coupling in of internal combustion engine 4, damper device 11 is connected therebetween. A startup of vehicle 2 and a switch to an operating mode having an internal combustion engine drive may thus take place without a friction clutch.

(20) However, a transition from an electromotive drive to an internal combustion engine drive may be advantageously implemented in the same way and without jolting even at higher travel speeds.

(21) FIG. 2 shows a schematic longitudinal sectional view of built-in module 13, including damper device 11 and freewheel device 12. Damper device 11 has damper primary side 15, which is coupled with crankshaft 14. Damper device 11 furthermore has damper secondary side 16, damper section 17 being situated between damper primary side 15 and damper secondary side 16, which permits a relative rotation around rotation axis H from damper primary side 15 to damper secondary side 16 in a damped manner. For example, damper section 17 is designed as a set of torsion springs or as a damper shim.

(22) Freewheel device 12 includes an inner ring component 31 and an outer ring component 32, between which a plurality of clamping bodies 33 are situated. Inner ring component 31 has an outer running surface and outer ring component 32 has an inner running surface, on which clamping bodies 33 rest. At least one of the raceways is implemented as a clamping raceway. In the illustrated example, clamping bodies 33 are designed as clamping rolls. Inner ring component 31 has a fixing flange 34, molded on as a single piece, which is connected directly to damper secondary side 16. In this way, built-in module 13 results in a very compact structural unit. Freewheel device 12 furthermore includes a receptacle 35 for input shaft 20, which is rotatably fixedly connected directly to outer ring component 32.

LIST OF REFERENCE NUMERALS

(23) 1 drive system 2 vehicle 3 wheels 4 internal combustion engine 5 first drive interface 6 electric motor 7 second drive interface 8 transmission section 9 output interface 10 output area 11 damper device 12 freewheel device 13 built-in module 14 crankshaft 15 damper primary side 16 damper secondary side 17 damper section 18 freewheel input 19 freewheel output 20 input shaft 21 output shaft 22a first gear stage 22b second gear stage 22c third gear stage 23a, b, c drive wheels 24a, b, c output wheels 25a, b, c, d coupling devices 26 control device 27 electric motor drive wheel 31 inner ring component 32 outer ring component 33 clamping body 34 fixing flange 35 receptacle H rotation axis