Drive arrangement for a hybrid vehicle

Details Drive arrangement for a hybrid vehicle Drive arrangement for a hybrid vehicle

1996-01-11

1998-05-26

Johnson, Brian L.

Motor vehicles

Power

Electric

B60K 600

Patent

active

057553025

DESCRIPTION:

BRIEF SUMMARY
BACKGROUND OF THE INVENTION

1. Field of the Invention
The invention is directed to a drive arrangement for a hybrid vehicle and, in particular, to a drive arrangement having only one switchable clutch for engaging and disengaging the crankshaft of an internal combustion engine.
2. Description of the Prior Art
A hybrid drive for a motor vehicle driven by an internal combustion engine and an electric motor which is constructed as an asynchronous machine is known from DE 37 37 192 A1. The rotor of the electric motor can be connected with the crankshaft of the internal combustion engine through a first disengaging clutch (dry clutch) and with the input shaft of the transmission through a second disengaging clutch. The internal combustion engine does not possess its own flywheel. Instead, the rotor of the electric motor can be used as a flywheel mass for the internal combustion engine when the first clutch is closed. The rotor of the electric motor which is arranged inside the stator has a hub body disposed at the side facing the transmission and is supported on the transmission input shaft. The hub body construction possesses considerable mass and accordingly makes up a large part of the flywheel mass. The hub body forms an abutment for the clutch plate of the second disengaging clutch which produces the frictional engagement between the rotor and the transmission input shaft. The first disengaging clutch is arranged at the end of the electric motor facing the internal combustion engine. Its clutch plate is connected with the crankshaft so as to be fixed with respect to rotation relative thereto. In order to produce the frictional connection in the engaged state, it has its own annular abutment which is likewise constructed so as to have considerable mass and is rigidly connected with the rotor. Thus, both disengaging clutches are arranged one beside the other on the same side of the hub body. The electric motor works as a generator when the hybrid vehicle is driven exclusively by the internal combustion engine (i.e., when both disengaging clutches are closed). The output of the electric motor supplied to the vehicle battery and other electrical components amounts to only a relatively small fraction of the output of the internal combustion engine, e.g., 7 kW. Thus, drive outputs are correspondingly modest during exclusive electric motor operation (i.e., when the first disengaging clutch between the rotor and crankshaft is open and the second disengaging clutch is closed). In this hybrid vehicle, the electric motor should also be able to take over the function of the starter for the internal combustion engine. However, because of the low output and relatively low torque of the electric motor, direct starting by the electric motor is not possible when the electric motor is at rest. Therefore, it is proposed that the electric motor be brought up to a relatively high speed first while the disengaging clutches are open so that considerable energy is already stored in the rotating flywheel mass of the rotor. Only at this point is the first disengaging clutch between the rotor and crankshaft engaged in a jolting or sudden manner so that the internal combustion engine can be revved up beyond the starting speed and can then continue to run by itself. In addition to drive operation by either electric motor alone or by internal combustion engine alone, both motors can also be used for a simultaneous drive operation when the two disengaging clutches are closed so that the electric machine is operated as an electric driving motor rather than as a generator.
A disadvantage in this known drive arrangement consists in the need for two separate disengaging clutches with their accompanying actuating devices. This results not only in added construction (production costs), but also in a greater space requirement, particularly in the axial direction.


SUMMARY OF THE INVENTION

Therefore, the object of the present invention is to provide a simplified drive arrangement which is compact and which nevertheless provides the three dif

REFERENCES:
patent: 4346773 (1982-08-01), Hofbauer et al.
patent: 4562894 (1986-01-01), Yang
patent: 4585085 (1986-04-01), Handel et al.
patent: 5389825 (1995-02-01), Ishikawa et al.
patent: 5433282 (1995-07-01), Moroto et al.

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