Drive apparatus having a clutch device, drive system having said drive apparatus and method for operating the drive system

Patent metadata

Field	Value
Publication number	US-10889177-B2
Application number	US-201916585057-A
Country	US
Kind code	B2
Filing date	Sep 27, 2019
Priority date	Apr 6, 2017
Publication date	Jan 12, 2021
Grant date	Jan 12, 2021

Abstract

A drive apparatus for a hybrid vehicle has an internal combustion engine, which has a crankshaft for outputting a drive power, and a torsional vibration reduction device, which is designed to reduce torsional vibrations and to transfer drive power from the crankshaft in the direction of a drivable wheel of the motor vehicle. A clutch device has a clutch input side, a clutch output side, a form-fit clutch and a frictional clutch. The torque transfer from the clutch input side to the clutch output side and thus from the crankshaft to the drivable wheel can be selectively produced, wherein the torque transition from the clutch input side to the clutch output side is enabled as soon as at least one of the two clutches is closed. The torsional vibration reduction device is arranged after the clutch device, relative to the torque transmission from the crankshaft in the direction of the drivable wheel. The clutch input side is connected to the crankshaft for conjoint rotation and the clutch output side is connected to the torsional vibration reduction device for conjoint rotation.

First claim

What is claimed is:

1. A drive apparatus for a hybrid vehicle having an internal combustion engine, comprising:
a crankshaft for outputting a drive power;
a torsional oscillation reducing device, which is configured so as to reduce torsional oscillations and so as to transmit drive power from the crankshaft in a direction of a drivable wheel of the motor vehicle; and
a clutch assembly having a clutch input side, a clutch output side, a positive-locking clutch and a frictional-locking clutch, wherein
the transmission of torque from the clutch input side to the clutch output side and therefore from the crankshaft to the drivable wheel is selectively producible,
the transmission of torque from the clutch input side to the clutch output side is rendered possible as soon as at least one of the two clutches is closed,
the torsional oscillation reducing device is arranged downstream of the clutch assembly with regard to the transmission of torque from the crankshaft in the direction of the drivable wheel, and
the clutch input side is non-rotatably connected to the crankshaft and the clutch output side is non-rotatably connected to the torsional oscillation reducing device.

2. The drive apparatus for a motor vehicle according to claim 1 , wherein
the positive-locking clutch is embodied as a zero backlash positive-locking clutch with the result that, in the closed state of this clutch, torque may be transmitted with zero backlash from the clutch input side to the clutch output side.

3. The drive apparatus for a motor vehicle according to claim 2 , wherein
the positive-locking clutch is embodied as a gear clutch, in that a positive-locking element is movable by way of a positive-locking actuator in order to produce a torque-conducting connection to the positive-locking clutch, and
the positive-locking element is embodied in a conical manner at least in sections in a region which is configured so as to form the selective torque-conducting connection.

4. The drive apparatus according to claim 1 , wherein
the positive-locking clutch is a self-retaining clutch.

5. The drive apparatus according to claim 1 , wherein
the frictional-locking clutch is a single disk clutch or a multi-disk clutch having at least one or a plurality of frictional lamellae for selective transmission of torque.

6. The drive apparatus according to claim 1 , wherein
the positive-locking clutch is a normally closed clutch and the frictional-locking clutch is a normally open clutch.

7. The drive apparatus according to claim 1 , wherein
a maximum frictional-locking torque is transmittable from the clutch input side to the clutch output side using solely the frictional-locking clutch, and
a maximum positive-locking torque is transmittable from the clutch input side to the clutch output side using solely the positive-locking clutch, and the positive-locking torque is greater than the frictional-locking torque.

8. The drive apparatus according to claim 1 , wherein
the torsional oscillation reducing device comprises a primary side and a secondary side,
the primary side is connected to the secondary side in a torsionally-flexible manner in order to reduce torsional oscillations, and
the clutch output side is non-rotatably connected to the primary side.

9. The drive apparatus according to claim 8 , wherein
the clutch output side is integrated into the primary side of the torsional oscillation reducing device such that said clutch output side and said torsional oscillation reducing device are embodied as a single part with one another.

10. A drive system for a hybrid vehicle, comprising:
a drive apparatus according to claim 1 ;
a separating clutch;
an electromechanical energy converter; and
a shiftable transmission, wherein
with regard to the transmission of torque from the crankshaft to the drivable wheel, the electromechanical energy converter is arranged upstream of the shiftable transmission and downstream of the torsional oscillation reducing device and the separating clutch is arranged between the electromechanical energy converter and the torsional oscillation reducing device, and
the separating clutch is configured so as to selectively interrupt a torque-conducting connection between the torsional oscillation reducing device and the electromechanical energy converter.

11. The drive system according to claim 10 , further comprising:
a transmission clutch arranged in the shiftable transmission, wherein
the shiftable transmission comprises a transmission input shaft and a transmission output shaft,
the transmission ratio between these transmission shafts is changeable, and
the transmission clutch is configured so as to selectively interrupt a torque-conducting connection between the drivable wheel and the electromechanical energy converter.

12. A method for operating a drive system for a hybrid vehicle with an internal combustion engine, the drive system comprising:
a drive apparatus having an crankshaft for outputting a drive power; a torsional oscillation reducing device, which is configured so as to reduce torsional oscillations and so as to transmit drive power from the crankshaft in a direction of a drivable wheel of the motor vehicle; and a clutch assembly having a clutch input side, a clutch output side, a positive-locking clutch and a frictional-locking clutch,
a separating clutch;
an electromechanical energy converter; and
a shiftable transmission,
wherein the method comprises:
during a pulse start of the internal combustion engine in which the crankshaft is accelerated from a standstill to a starting rotational speed utilizing energy that is stored in the torsional oscillation reducing device, the frictional-locking clutch is transferred into a closed state or is held in this closed state, and
during said accelerating procedure, the positive-locking clutch is transferred into an opened state or at least temporarily or permanently held in this opened state, and
after the pulse start in a fired operation of the internal combustion engine, in which drive power may be output from the crankshaft in the direction of the drivable wheel, the positive-locking clutch is transferred into a closed operating state or is held in this closed operating state.

13. The method for operating an internal combustion engine according to claim 12 , wherein
during the fired operation of the internal combustion engine, the frictional-locking clutch is at least temporarily or permanently transferred into an opened state or is permanently held in this opened state.

Assignees

• Bayerische Motoren Werke Ag

Inventors

• Hoess Bernhard
• Jung Thomas
• Kobler Sebastian

Classifications

• F16D2300/22

  Vibration damping · CPC title

• B60K6/547

  the transmission being a stepped gearing · CPC title

• B60K6/387 Primary

  Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means · CPC title

• B60W20/40

  Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers {(power-up or power-down of the driveline B60W30/192)} · CPC title

• F16D21/00

  Systems comprising a plurality of actuated clutches (for synchronisation F16D23/04) · CPC title