Hybrid Drive Train Segmentation for Low-Voltage AWD
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Solution Overview
Problem
Current hybrid vehicle drive trains for four-wheel-driven vehicles are costly and have high CO2 emissions due to the use of high-voltage electric machines and complex safety measures, limiting their efficiency and performance.
Innovation Solution
A hybrid drive train design featuring a primary axle with an internal combustion engine and a secondary axle with a low-voltage electric machine, connected via a change transmission and a multiplate clutch arrangement, allowing for variable operating modes such as all-wheel drive, disconnect, recuperation, and purely electric driving, while enabling independent regulation of hybrid and all-wheel drive modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If high-voltage electric machines are used in hybrid drive trains for four-wheel-driven vehicles, then all-wheel drive capability is achieved, but manufacturing costs and system complexity increase due to required safety measures
Solution Approach 1:
The patent divides the drive train into two independent partial drive trains: a first partial drive train with an internal combustion engine for the primary axle, and a second partial drive train with a low-voltage electric machine for the secondary axle. This segmentation allows the electric machine to operate independently at low voltage, eliminating the need for complex high-voltage safety systems while maintaining all-wheel drive capability through the clutch arrangement.
Solution Approach 2:
The patent employs a low-voltage electric machine instead of a high-voltage electric machine, effectively using a simpler, less expensive component in place of a complex one. The low-voltage electric machine provides sufficient torque for all-wheel drive operation without requiring the expensive safety infrastructure associated with high-voltage systems.
2Adaptability or versatility
If high-voltage electric machines are used in hybrid drive trains, then all-wheel drive capability is achieved, but manufacturing costs increase
Solution Approach 1:
The patent employs a low-voltage electric machine instead of a high-voltage electric machine, effectively using a simpler, less expensive component in place of a complex one. The low-voltage electric machine provides sufficient torque for all-wheel drive operation without requiring the expensive safety infrastructure associated with high-voltage systems.
Solution Approach 2:
The patent divides the drive train into two independent partial drive trains: a first partial drive train with an internal combustion engine for the primary axle, and a second partial drive train with a low-voltage electric machine for the secondary axle. This segmentation allows the electric machine to operate independently at low voltage, eliminating the need for complex high-voltage safety systems while maintaining all-wheel drive capability through the clutch arrangement.
3Adaptability or versatility
If a separate electric rear axle is used as a secondary axle in addition to front-wheel drive, then all-wheel drive capability is achieved, but torque availability is limited by thermal or energy constraints
Solution Approach 1:
The patent merges the output of the internal combustion engine and the low-voltage electric machine through the clutch arrangement connected to the secondary axle. This allows both power sources to contribute simultaneously to the secondary axle, providing adequate torque for all-wheel drive operation without being limited by the thermal or energy constraints that would affect a standalone electric rear axle system.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design results in a cost-effective, low-emission drive train that offers efficient and variable all-wheel drive capabilities, improved fuel efficiency, and enhanced driving dynamics, while being adaptable for both all-wheel drive and front-wheel drive vehicles.
Implementation Method 1
a clutch arrangement is arranged between the first partial drive train and the second partial drive train so that the secondary axle can be coupled in a driving manner to the primary axle by means of the clutch arrangement
Implementation Method 2
a second drive unit configured as an electric machine
Implementation Method 3
a first drive unit configured as an internal combustion engine
Data Source
AI summary
A drive train for a hybrid vehicle, in particular for a temporarily four-wheel-driven motor vehicle, wherein the drive train comprises a first partial drive train assigned to a primary axle and a second partial drive train assigned to a secondary axle, and wherein the first partial drive train comprises a first drive unit configured as an internal combustion engine and a second drive unit configured as an electric machine and a change transmission, is refined in that the hybrid drive train is inexpensive to produce, has low CO2 emissions in operation, and may be used in a drive train of a temporarily four-wheel-driven motor vehicle. This is achieved in that change transmission comprises an input shaft and an output shaft, wherein the first drive unit is coupled to the primary axle via the change transmission, and wherein the second drive unit is coupled to the primary axle via the input or output shaft of the change transmission, and wherein the drive train furthermore comprises a clutch arrangement, wherein the secondary axle can be coupled in a driving manner to the primary axle by means of the clutch arrangement.