Electrical generator or motor structure – Dynamoelectric – Rotary
Patent
1996-01-11
1997-11-25
LaBalle, Clayton E.
Electrical generator or motor structure
Dynamoelectric
Rotary
310 67R, 180165, 290 38R, H02K 4900
Patent
active
056915888
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates to a drive arrangement for a hybrid vehicle and, more particularly, to a drive arrangement with an electric motor having an external rotor encased in a hub body, a stator, two dry-disc clutches located across from each other on different axial faces of the hub body, each clutch having first and second functional components, the first functional components being non-rotatably connected to either the crank shaft or the gear shaft of an internal combustion engine, the second functional components being non-rotatably connected to the rotor, and the first and second functional components frictionally engaging each other and the dry-disc clutches in a torque transmitting connection.
2. Description of the Prior Art
A hybrid drive for a motor vehicle is known in the art and described in German Patent Application No. DE 37 37 192 A1. This motor has internal combustion engine and an electric motor designed as an asynchronous machine. The rotor of the electric motor can be connected to the crank shaft of the internal combustion engine via a first dry-disc separation clutch and to the input shaft of the gear via a second separation dry-disc clutch. The internal combustion engine has no flywheel of its own. Instead, the rotor of the electric motor can be used as the flywheel mass for the internal combustion engine when the first clutch is closed. The rotor of the electric motor, which is located inside of the stator, has a hub body that is arranged on the side facing the gear and mounted on the gear input shaft. It is very massive in design and thus constitutes a large part of the flywheel mass. The hub body forms the support for the clutch disc of the second separation clutch, which establishes the frictional connection between the rotor and the gear input shaft. The first separation clutch is located on the face of the electric motor facing the internal combustion engine. The clutch disc of this first separation clutch is non-rotatably connected fashion to the crank shaft. In order to establish a frictional connection in the engaged state the first separation clutch has an annular shaped support, also of massive design, which is connected rigidly to the rotor. The two separation clutches are thus arranged next to one another on the same side of the hub body, The output of the electric motor, which functions as a generator when the hybrid vehicle is operated by the internal combustion engine alone, i.e. both separation clutches closed and feeds the vehicle battery and other electric consumers, is equal to only a relatively small fraction of the output of the internal combustion engine and totals, for example, 7 kW. For this reason, the driving power during purely electric operation (first separation clutch opened between rotor and crank shaft; second separation clutch closed) is correspondingly modest. The electric motor in this hybrid vehicle is also meant to be able to act as a starter for the internal combustion engine. Due to the low output and the relatively low torque that can be produced, however, direct start-up from a stoppage of the electric motor is not always possible. Therefor, the electric motor is initially brought to a relatively high rotational speed with the separation clutches open, so as to store a considerable quantity of energy in the rotating flywheel mass of the rotor. Only then is the first separation clutch between the rotor and the crankshaft engaged, jerkily, so that the internal combustion engine is revved up to above its starting speed and can then continue to run automatically. Along with these relatively poor conditions for starting the internal combustion engine, this drive unit has a relatively large axial structural length, which can be an obstacle to installation in standard engine/transmission units.
The object of the invention is therefore to further develop a generic drive arrangement in such a way that the output capacity of the electric motor is increased and the start-up of the internal combustion eng
REFERENCES:
patent: 4626696 (1986-12-01), Maucher et al.
patent: 4868436 (1989-09-01), Attilio et al.
"Stand der Entwicklung von Elektro-Strassenfahrzeugen 1989 Allgemeine Problemkreise, Antriebssysteme, Energiespeicher"; A. Gahleitner; OZE, Jg. 42, H.5, May 1989, pp. 179-194.
Bauch-Panetzky Dieter
Feldhaus Reinhard
Lutz Dieter
Thieler Wolfgang
Fichtel & Sachs AG
LaBalle Clayton E.
Williams Timothy A. J.
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