DE102006044895B4 - Electrically adjustable transmission - Google Patents

Abstract

An electrically variable transmission (114) comprising: first (180) and second (182) motor / generators; a first (120), second (130) and third (140) differential gear set, each having first, second and third elements, the first and second motor / generators (180, 182) being coupled to a respective one of the differential gear sets (120, 130 , 140) are connected and controllable to provide that power; a plurality of torque transmitting mechanisms (150, 152, 154, 156, 158, 159); a transmission input member (17) for receiving power from a power source (12) continuously connected to an element (129) of the first differential gear set (120) and to a member (149) of the one of the torque - transmitting mechanisms (159) third differential gear set (140) is releasably connected; an output member (19) of the transmission (114) permanently connected to another member (144; 139) of one of the differential gear sets (130), (140); wherein the first gear set is connected between the drive member (17) and the second motor / generator (182) such that a connecting member (171) is interposed between the second motor / generator (182) and one of the other gear sets (130, 140) in the same direction as the drive member (17) rotates so that torque supplied from the power source (12) is added to the torque provided by the second motor / generator (182) to the output member (19); wherein the elements of the differential gear sets (120, 130, 140) have numbers of teeth that enable a forward and reverse range, each with equal forward and reverse speed ratios for given input speeds, and provide equal forward and reverse speed ratios, and allow the connector (171) rotated in the same direction as the drive element (17) of the transmission; wherein the plurality of torque-transmitting mechanisms (150, 152, 154, 156, 158, 159) can be selectively engaged in different configurations to control power received by the drive member (17) from the power source (12) through the differential gear sets (120 , 130, 140) to provide an electrically variable input-split first mode having forward and reverse ranges, each having equal forward and reverse speed ratios for given input speeds, and providing equal forward and reverse fixed speed ratios.

Description

TECHNICAL AREA

The present invention relates to electrically variable transmissions having selective operation in both variable speed ratio and power split ranges and fixed speed ratios having three planetary gear sets, two motor / generators, and a plurality of torque transmitting mechanisms to achieve equal forward and reverse performance.

BACKGROUND OF THE INVENTION

Internal combustion engines, especially those of the reciprocating type, currently power most vehicles. Such machines are relatively efficient, compact, lightweight and inexpensive mechanisms that convert highly concentrated energy in the form of fuel into useful mechanical power. A novel transmission system that can be used with internal combustion engines and reduces fuel consumption and emissions can be of great benefit to the population.

The wide variability of the demands that vehicles typically make on internal combustion engines increases fuel economy and emissions beyond the ideal case for such engines. Typically, a vehicle is powered by such a machine, which is started from a cold state by a small electric motor and relatively small electric storage batteries and then quickly placed under the loads of the drive and accessory machinery. Such a machine is also operated through a wide range of speeds and a wide range of loads typically averaging about one-fifth of its maximum output.

A vehicle transmission typically delivers mechanical power from an engine to the remainder of a drive system, such as a fixed final drive, axles, and wheels. A typical mechanical transmission allows some freedom in the operation of the engine, usually by alternately selecting five or six different drive ratios, a neutral selection that allows the engine to operate on auxiliaries when the vehicle is stationary, and clutches or a smooth torque converter Transitions between drive ratios and to start the vehicle from standstill while the machine is rotating. The transmission gear selection typically allows power to be output from the engine to the rest of the drive system at a ratio of torque multiplication and speed reduction, with a ratio of torque reduction and speed multiplication known as overdrive, or with a reverse gear ratio.

An electric generator may convert mechanical power from the engine to electrical power, and an electric motor may convert that electrical power back into mechanical power at different torques and speeds for the remainder of the vehicle drive system. This arrangement allows stepless adjustment in the ratio of torque and speed between the engine and the rest of the drive system within the limits of the electrical machinery. An electric storage battery used as a power source for the drive can be added to this arrangement, thereby forming a series hybrid electric drive system.

The in-line hybrid system allows the engine to operate with some independence of the torque, speed, and power required to drive the vehicle, so that the engine can be controlled for improved emissions and improved efficiency. This system allows the electric motor added to the engine to act as the engine for starting the engine. This system also allows the electric motor mounted on the remainder of the powertrain to act as a generator, recovering energy from decelerating the vehicle in the battery by regenerative braking. An in-line electric drive has problems in weight and cost of sufficient electric machinery to convert the overall performance of the internal combustion engine from mechanical to electrical in the generator and from electrical to mechanical in the drive motor, and to the benefit energy loss in these conversions.

A power-split transmission may use a so-called "differential gear set" to achieve a continuously variable torque and speed ratio between the drive and the output. An electrically variable transmission may use a differential gear set to transfer a fraction of its transmitted power through a pair of electric motors / generators. The remainder of its power flows through another parallel path that is fully mechanically and directly with a fixed gear ratio or alternatively selectable.

As known to those skilled in the art, a planetary gear set may form a differential gear set. A planetary gear arrangement is usually the preferred embodiment used in differential gear set designs, with the advantages of a compact unit and different torque and speed ratios between all elements of the planetary gear set. However, it is possible to construct this invention without planet gears, such as by the use of bevel gears or other gears in an arrangement in which the rotational speed of at least one element of the gear set is always a weighted average of rotational speeds of the other two elements.

A transmission system of a hybrid electric vehicle also includes one or more electrical energy storage devices. The typical device is a chemical storage electric battery, but may also include capacitive or mechanical devices such as an electrically driven flywheel. Electrical energy storage allows the mechanical output power from the transmission system to the vehicle to deviate from the mechanical input power from the engine to the transmission system. The battery or other device also allows starting of the internal combustion engine with the transmission system, as well as a regenerative vehicle braking.

An electrically variable transmission in a vehicle may simply transmit mechanical power from an engine input to an axle drive output. To do so, the electrical power generated by one motor / generator equalizes the electrical losses and the electrical power consumed by the other motor / generator. By using the above-mentioned electric storage battery, the electric power generated by one motor / generator may be larger or smaller than the electric power consumed by the other one. Electric power from the battery can sometimes allow both motor / generators to act as motors, particularly to assist the engine in vehicle acceleration. Both engines can sometimes act as generators to recharge the battery, especially during regenerative braking of the vehicle.

A successful replacement for the inline hybrid transmission is the electrically variable transmission with two sections, input split and compound split (two-range, input-split and compound-split electrically variable transmission), which is now manufactured for regular buses, as in U.S. Patent Number 5,931,757 , issued August 3, 1999 to Michael R. Schmidt, which is assigned to the present application and the disclosure of which is incorporated herein by reference in its entirety. Such a transmission uses a drive means to receive power from the vehicle engine, and a power output means to output power for driving the vehicle. A first and second motor / generator are connected to an energy storage device, such as a battery, so that the energy storage device can receive and supply power from the first and second motor / generators. A control unit regulates the power flow between the energy storage device and the motor / generator and between the first and second motor / generator.

Operation in the first or second variable speed ratio mode may be selectively achieved using clutches in the nature of first and second torque transmitting devices. In the first mode, a speed ratio range with input power split is established by engagement of the first clutch, and the output speed of the transmission is proportional to the speed of a motor / generator. In the second mode, a compound fuel ratio speed ratio range is formed by the engagement of the second clutch, and the output speed of the transmission is not proportional to the speeds of one of the motor / generators but is an algebraic linear combination of the speeds of the two motor / generators. Operation with a fixed transmission speed ratio can be selectively achieved by engaging both clutches. Operation of the transmission in a neutral mode of operation can be selectively achieved by releasing both clutches and decoupling the engine and both electric motors / generators from the transmission output. The transmission comprises at least one mechanical point in its first mode and at least two mechanical points in its second mode.

U.S. Patent No. 6,527,658 published on March 4, 2003, for Holmes et al. which is incorporated herein by reference in its entirety, and the disclosure of which is incorporated herein by reference in its entirety, discloses an electrically variable transmission employing two planetary gear sets, two motor / generators, and two clutches for input-split, compound branching - Provide (compund-split), neutral and reverse modes. Both planetary gear sets can be simple or one can be individually assembled. An electrical control regulates the power flow between an energy storage device and the two motor / generators. This gear provides two ranges or modes of electrically variable transmission (EVT) operation by selectively providing an input-split speed range and a compound-split speed ratio range. It can also be selectively achieved a fixed speed ratio.

DE 10 2006 000917 A1 describes an electrically variable transmission with a first and a second motor / generator and three differential gear sets, each having three elements and the motor / generators are connected to a respective one of the differential gear sets and controllable. A variety of torque-transmitting mechanisms are provided that may be selectively engaged to transfer power received from a drive element from the power source through the differential gear sets to provide an input-split, electrically variable mode of operation. In this case, a drive element of the transmission is configured to receive from a power source and constantly connected to an element of one of the differential gear sets and an output element of the transmission is constantly connected to another element of one of the differential gear sets.

SUMMARY OF THE INVENTION

It is an object of the invention to provide a drive with improved energy efficiency and emissions. In addition, optimal performance, optimum capacity, optimum package size and optimum gear ratio coverage for the transmission are sought.

To solve the problem, the invention provides an electrically adjustable transmission with the features of claim 1. Preferred embodiments are subject of the dependent claims.

The present invention provides an electrically variable transmission that provides several advantages over conventional automatic transmissions for use in hybrid vehicles, including improved vehicle acceleration performance, improved launch capability, and enhanced reverse performance.

The electrically variable transmission of the present invention provides first, second and third differential gear sets, two electric motors interchangeably serving as motors or generators, and a plurality of selectable torque transmitting mechanisms. The differential gear sets are preferably planetary gear sets, but other gear arrangements may be used, such as bevel gears or differential gear sets on an offset axis. The torque-transmitting mechanisms may be selectively engaged to provide an input-split electrically variable mode that provides equal forward and reverse speed ratios for given input speeds (ie, at a given engine speed, a given speed of the first motor / generator, and a given speed of the second motor / generator the forward speed ratio equal to the reverse speed ratio (although opposite in direction)). Also, substantially the same fixed forward and reverse speed ratios are achievable.

In this description, the first, second and third planetary gear sets may be counted from left to right or right to left.

Each of the planetary gear sets has three elements. The first, second or third element of each planetary gear set may be any of a sun gear, a ring gear or a carrier.

Each carrier may be either a single planet carrier (single) or a double planetary carrier (assembled).

A drive element is constantly connected to an element of one of the gear sets, preferably to a first element of the first planetary gear set. The output element is constantly connected to another element of one of the gear sets, preferably to an element of the second or third planetary gear set.

A connecting element preferably connects an element of the second planetary gear set constantly with an element of the third planetary gear set.

The first motor / generator is mounted on the transmission housing (or ground) and permanently connected to an element of the first planetary gear set, preferably the second element.

The second motor / generator is mounted on the transmission housing and permanently connected to an element of the third planetary gear set, preferably the third element.

The selectable torque transmitting devices are engaged individually or in combinations of two or three to give an EVT with a continuously variable range of speeds (including reverse) and up to six mechanically fixed forward speed ratios. A "fixed speed ratio" is an operating condition in which the mechanical drive power is transmitted mechanically to the output in the transmission and in the motor / generators no power flow is necessary (ie almost zero). An electrically variable transmission that can selectively achieve multiple fixed speed ratios for full engine power operation may be smaller and lighter for a given maximum capacity. Fixed gear ratio operation can also result in lower fuel consumption when operating under conditions where engine speed can approach its optimum without using the motor / generators. A variety of fixed speed ratios and variable ratio gear ratios can be realized by properly selecting the tooth ratios of the planetary gear sets.

Each embodiment of the electrically variable transmission disclosed herein has an architecture in which neither the transmission drive nor the transmission output is directly connected to a motor / generator. This allows a reduction in the size and cost of the electric motor / generators required to achieve the desired vehicle performance.

First, second, third (and optionally fourth and fifth) torque-transmitting mechanisms and the first and second motor / generators are operable to provide various operating states in the electrically-variable transmission having a battery backward, EVT reverse, steady state Backward and Fixed Forward Startup, modes with continuously variable transmission ranges (including EVT forward start) and fixed gear ratio states. The rotational speed or torque ratios of the output member / drive member or the applicable output member motor / generator in EVT reverse, battery reverse, hard reverse, hard forward start, and EVT forward launch are substantially equivalent. The operating mode EVT Varual starting is an operating mode with input branching. There is also provided a second electrically variable forward mode composite splitter.

The above features and advantages and other features and advantages of the present invention will become more readily apparent from the following detailed description of the best modes for carrying out the invention when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

1 Figure 3 is a schematic representation of a powertrain including an electrically variable transmission of the present invention, illustrated in part by a nodal diagram;

2 is a schematic representation of a node diagram illustrating a second electrically variable mode of operation of the transmission of 1 can be achieved;

3 is a schematic representation of a node diagram illustrating an alternative arrangement of the components of the transmission of 1 to achieve a second electrically adjustable mode of operation;

4 is a schematic representation of a node diagram showing yet another alternative arrangement of the components of the transmission of 1 to achieve a second electrically adjustable mode of operation;

5 is a schematic representation of a node diagram showing yet another alternative arrangement of the components of the transmission of 1 to achieve a second electrically adjustable mode of operation;

5 is a schematic representation of a node diagram showing yet another alternative arrangement of the components of the transmission of 1 to achieve a second electrically adjustable mode of operation;

7 is a schematic representation of some of the components of the transmission of 1 configured to achieve a second electrically adjustable mode of operation;

8th is a schematic representation of a first embodiment of a transmission, which according to the node diagram of 1 is built;

9A is a schematic representation of a second alternative embodiment of a transmission, which according to the node diagram of 1 is built;

9B is an operating state table showing some of the operating characteristics of the transmission of 9A shows;

10 FIG. 12 is a graph of component speeds versus output speed of various components of the transmission of FIG 9A ;

11 is a schematic representation of a third embodiment of a transmission, which according to the node diagram of 1 is built with dome mechanisms in alternative positions;

12A is a schematic representation of a fourth embodiment of a transmission, wherein the first planetary gear, unit A and unit B according to the node diagram of 1 and the forward / reverse / mode II section according to the alternative node diagram version of FIG 5 is built;

12B is an operating state table that covers some of the operating characteristics of the transmission 12A shows;

13A is a schematic representation of a fifth embodiment of a transmission, wherein the first planetary gear, unit A and unit B according to the node diagram of 1 are built, and the forward / reverse / mode II section according to the alternative node diagram of 5 is built;

13B is an operating state table showing some of the operating characteristics of the transmission of 13A ;

14 is a schematic representation of a sixth embodiment of a transmission, wherein the first planetary gear, unit A and unit B according to the node diagram of 1 are built, and the forward / reverse / mode II section according to the alternative node diagram of 5 is built, where K = 1;

15 is a schematic representation of a seventh embodiment of a transmission, wherein the first planetary gear, unit A and unit B according to the node diagram of 1 are built, and the forward / reverse / mode II section according to the alternative node diagram of 3 is built; and

16 is a schematic representation of an eighth embodiment of a transmission, wherein the first planetary gear unit A and unit B according to the node diagram of 1 are built, and the forward / reverse / mode II section according to the alternative node diagram of 3 is built.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the drawings, in which like reference numerals refer to similar components, shows 1A the drive train 10 who is a machine 12 associated with an embodiment of an electrically variable transmission (EVT), generally designated by the reference numeral 14 is designated. The gear 14 is designed to at least part of its drive power from the machine 12 to recieve. The machine 12 has an output shaft as the drive element 17 of the transmission 14 serves. A transient torque damper (not shown) may also be placed between the engine 12 and the drive element 17 of the transmission 14 be used.

In the embodiment shown, the machine 12 a fossil fuel engine, such as a diesel engine, which can be easily adjusted to typically output its available power output at a constant number of revolutions per minute (RPM).

Regardless of the means by which the machine 12 with the transmission drive element 17 is connected, is the transmission drive element 17 with a first node 20 connected. In the context of the present invention, a (node) is a junction of three or more power paths through which power can be distributed between or among the power paths. For example, a (node) can receive power from a power path and distribute the power between or under two separate power paths. Similarly, one (node) can pick up power from two power paths and transmit power to a third power path.

In 1 is the machine 12 as well as a first and a second motor generator 80 . 82 (referred to as unit A and unit B, respectively) to the first node 20 connected or connectable. Examples of devices that may act as nodes include a planetary gear set including a sun gear, a ring gear, and a planet carrier assembly that includes a carrier, a dual-way clutch, a differential, a Ravigneaux gear set, etc. Power paths may include input shafts, output shafts, electric motor / generators, rotatable fasteners, etc. include. The present gearbox 14 also includes a second node 30 who in 1 is shown schematically as a box, which is marked with "forward ratio", and a third node 40 who in 1 is shown as a box marked "reverse ratio". Within the scope of the present invention are the nodes 20 . 30 . 40 preferably planetary gear sets. Accordingly, the remainder of the description may refer to the nodes in the form of planetary gear sets.

In 1 For example, certain components (discussed below) are shown in phantom and relevant to various optional aspects of the invention. The basic transmission scheme includes those elements that are not shown in phantom and includes a connector 71 that between the first and the second node 20 . 30 is switched. The second motor / generator 82 is also with the connecting element 71 connected. It is a connecting element 70 shown that the second node 30 with the third node 40 combines.

Torque from the machine 12 rotates the drive element 17 in a direction indicated by the arrow A. The unit B 82 may be controlled so that they are in the same direction as the machine 12 rotates. The first node 20 that also called the planetary gear set 20 is designed so that it is ensured that the connecting element 71 between the first node 20 and the second node 30 in the same direction as the direction of rotation of the drive element 17 rotates. Accordingly, the arrow B is shown rotating in the same direction as the arrow A. Thus, the torque of the engine adds to the torque of the second motor / generator 82 ,

A torque transmitting mechanism, such as a brake 50 , which is shown schematically as MI F, can be indented to be an element of the second node 30 with a fixed gearbox 60 which, as discussed below, allows for forward translation by causing an output element 19 in one direction, which turns the final drive 16 and drives a vehicle in a forward travel direction. Similarly, a torque transmitting device, such as a brake 52 , which is shown schematically as MI R, to be indented to an element of the third node 40 with the gearbox 60 connect and thereby cause the output element 19 rotated in an opposite direction, to a reverse direction of the final drive 16 belongs.

The first and second motor / generator 80 respectively. 82 each include stators 80a . 82a and rotors 80b . 82b , The stator 80a of the first motor / generator 80 is on the gearbox 60 attached. The rotor 80b of the first motor / generator 80 is at an element of the first node 20 attached, as it is more accurate in terms of 7 - 17 shown below. The stator 82a of the second motor / generator 82 is also on the gearbox 60 attached. The rotor 82b of the second motor / generator 82 is on a separate element of the node 20 attached.

Because the second motor / generator 82 of the transmission 10 from 1 is controlled to always in the same direction as the machine 12 In mode I forward or mode I reverse rotation, the starting in either forward or reverse mode I can be done. Mode I Forward is achieved by operating mode I Forward (MI F) Brake 50 is indented. Similarly, mode I is achieved backwards by using the MI R brake 52 is indented. Because first planetary gear set 20 In both mode I forward and mode I reverse is used in the same way, any difference in torque performance between these two modes will be affected by the gear teeth numbers of gear sets 30 and 40 established. These numbers of teeth may be selected to result in equal forward and reverse torque performance for given drive speeds, as will be understood by those skilled in the art. The brake 50 . 52 can be synchronized when the output element 19 has a speed of zero (ie at idle). The brake 50 . 52 can be synchronized when the output element 19 has a speed of zero (ie at idle). This is possible because at a zero output speed, unit B operates at zero rpm, as best illustrated in the graph of FIG 10 shown and described below. When unit B makes zero rpm, all element speeds of the gear elements of the planetary gear sets have 30 . 40 a speed of zero. The synchronous transition shifting reduces idling slip friction losses since two of the three planetary gear sets 30 . 40 idle at a rotational speed of zero. This scheme also permits a reduction in the electrical hill-hold loads by engagement of both MI F 50 as well as MI R 52 to. This allows the engine power to be reduced during operation at a zero output speed when high output loads (ie, torque loads on the output member 19 ) are present due to gradients. Especially if both brake 50 as well as brake 52 are engaged simultaneously, both planetary gear sets 30 and 40 held stationary by the transmission housing. Thus, when a vehicle has stopped on a grade, the engagement of both brakes becomes 50 and 52 allow the gearbox 60 Provides a reaction torque to prevent a rolling movement when torque (due to gravity) is applied to the output member. Since none of the motor / generators is used to perform this braking function, the electrical load is reduced. In addition, the output section ensures equal forward / reverse performance in the "battery" state, the first EVT mode, and the first fixed operating state ,

Unit A / Unit B / Machine Lockup Clutch

Further, to provide superior acceleration and efficiency, the transmission can 14 the unit A / unit B / machine lockup clutch 54 be added as it is in 1 is shown. As stated below with respect to, for example, the 9A . 12A and 13A is discussed, the lock-up clutch can be engaged to both units A 80 or B 82 and the machine 12 for common rotation with each other, allowing all three to act as drive sources to the connector 71 to deliver a combined torque. Thus, the output speeds and torques provided for given input speeds in both the I forward and reverse modes and the first fixed (mechanical) gear ratio will be equal. Accordingly, the output torque is sufficient to start in the EVT mode I (forward or reverse) or in the first fixed speed ratio.

Electrical mode / machine-off-disconnection and engine start brake

The gear 14 may also selectively provide additional functions including engine startup and vehicle drive using only power generated by an energy storage device or electrical power source 86 is delivered (instead of energy through the machine 12 supplied), such as a battery, to one of the motor / generators 80 . 82 drive. Energy gets between the battery 86 and the motor / generators 80 . 82 via a controller 88 transfer, as experts will understand. The electric power source 86 may include one or more batteries. Other electrical power sources, such as a fuel cell or ultra-capacitors, that have the ability to provide, store, and dispense electrical power may be used in lieu of batteries without altering the concepts of the present invention. The ECU 88 is programmed to ensure that unit B 82 rotated in one direction, so that torque from the unit B 82 the torque from the machine 12 on the connecting element 71 will be added.

In particular, an electric start and an electric drive can be provided independently of each other to prevent unwanted vibration interactions. More precisely, a separation mechanism 56 , which is preferably a torque-transmitting mechanism, such as a clutch, that is a node connection of nodes 20 is solved, resulting in the separation of the machine 12 from the connecting element 71 leads when disengaged. When the torque transmitting element 56 is disengaged, unit B is 82 available to the connector 71 and through the respective forward or reverse gear sets 30 respectively. 40 the output element 19 To deliver torque. An example of the separation torque transmitting mechanism is by the torque transmitting mechanism 156 from 8th and will be described with reference thereto. Based on 8th will be appreciated by those skilled in the art that when the torque transmitting mechanism (disconnecting mechanism 156 ) is engaged, unit B with the ring gear 124 of the planetary gear set 120 connected is. As the carrier 129 with the machine 12 connected and the sun wheel 122 is connected to the unit A, all three gear elements of the planetary gear set 120 engaged, which are thus active to machine torque through the planetary gear sets 130 respectively. 140 (depending on the selection of forward mode I brake 150 or reverse mode I brake 152 ) to the final drive 16 through the output element 19 To deliver torque. However, when the separation torque transmitting mechanism 156 not engaged, is the planetary gear set 120 not active and engine torque is from the output element 19 separated. In this case, unit B is available to drive torque to the output member 19 to deliver.

Again after 1 can the gearbox with a brake 58 be provided, which can be engaged to a mechanical connection with fixed gear ratio between the unit A and the machine 12 to allow the unit A as a starter for the machine 12 acts. The ability to make an electrical start over unit A. 80 with the brake engaged 58 Ensure that the maximum torque is delivered to initiate a startup and that minimum power is required by eliminating secondary node power flows. This arrangement in 1 Also provides three to four times the torque of unit A to the drive shaft of the machine 12 to provide a very fast start. The brake 58 is indented to the machine 12 to start over unit A in this way when the separating torque transmitting mechanism 56 is disengaged. Accordingly, the separation torque transmitting mechanism provides 56 sure that the electric drive of the vehicle over unit B is independent of the electrical start of the machine 12 takes place via the unit A. This results in a smooth start with the lowest required starting energy since the inertial energy of the planetary gear sets 130 and 140 not in the mechanical path between the unit A and the machine 12 during the electric start of the machine 12 about unit A 80 (ie only the planetary gear set 120 is included in this electric start).

The gear 14 can be used for regenerative recovery of switching energy from inertia of the machine. This is done by the controller 88 programmed so that the unit A 80 acting as a generator to absorb rotational energy of the engine, which is temporarily not used when the clutch engagement is changed during shifts.

1 shows in dashed lines a torque-transmitting mechanism 59 such as a clutch that can be engaged to an element of nodes 20 with an element of the third node 40 connect to. The connection of nodes 20 with knots 40 via the operating mode II clutch 59 provides a second electrically adjustable mode (mode II). When the operating mode II clutch 59 is engaged, the MI F becomes brake 50 synchronously disengaged, resulting in an electrically adjustable mode II with compound and power split. By connecting the input differential (ie node or gear set 20 ) with the reverse translation ratio module (ie node 40 ) at the end of mode I by engagement of the clutch mode II 59 Thus, the second electrically variable mode is manufactured and used as the highly efficient means to achieve higher vehicle drive speeds and ensure low electrical power losses.

Block diagrams of the output configuration

The 2 - 6 are schematic block diagrams illustrating the power flow arrangements and connection alternatives in mode II of the planetary gear sets 30 and 40 represent. Specify more precisely 2 - 6 alternative arrangements of these elements, generally with the dashed circle C of 1 are shown, ie the connection of unit B, planetary gear sets 30 and 40 and mode II clutch (hereinafter referred to as forward / reverse / mode II section). In the block diagrams of the 2 - 6 are the connection of unit A and unit B as well as the forward gear ratio node or gear set (ie gear set 20 from 1 ) Not shown. Experts will share the similarities of the block diagram of 2 - 6 detect. More specifically, common features for an electrically variable transmission with two modes of operation and the ability to provide equal forward / reverse ratios require mode II clutch to be in series with the engine drive. In addition, the reverse brake (BR in the block diagrams) must be connected to the output of mode II clutch and to one or two element nodes. In addition, the forward mode brake (represented by B1 in the block diagrams) is connected to one or two nodes. The engine of unit B must be connected to one or two nodes. The forward mode brake (B1), the output and the unit B operate to be independently connected to a node or to nodes.

In 2 is the output of the final drive 16 with two nodes 30 and 40 connected. The operating mode I Selection brake 50 is with the single node 30 connected. The reverse selection brake 52 is with two nodes 30 and 40 connected. The unit B is with a single node 40 connected.

To 3 is the output or final drive 16 with a single node 30 connected. The operating mode I Selection brake 50 is with two nodes 30 and 40 connected. The reverse selection brake 52 is with two nodes 30 and 40 connected. The unit B is with a single node 40 connected.

To 4 is the output or final drive 16 with two nodes 30 and 40 connected. Type of operation I Selection brake 50 is with a single node 30 connected. The reverse selection brake 52 is with a single node 40 connected. The unit B is with two nodes 30 and 40 connected.

The 5 and 6 represent a special downforce option that uses an internally compound gear set. In the 5 and 6 are two nodes 30 and 40 connected to a fixed gear ratio (in 5 indicated by "K"). This can be done in an assembly such as a Ravigneaux gear set as described with respect to FIG 12 shown and described. The reverse selection brake 52 can contact the wearer of both nodes 30 and 40 be connected, creating an assembly module that is a quadruple drive node 30 . 40 leads, as is in 6 is shown schematically. The 11 - 14 implement the block diagram option of the internally assembled output.

Diagram of the mechanical scheme of operating mode II Composite branching

7 Figure 4 is a partial schematic diagram of the desired planetary gear connections between the drive node or planetary gear set 20 and the reverse planetary gear module or node 40 during a second electrically variable mode II in which the torque transmitting mechanism 59 is indented. The planetary gear set or node 30 which is used in mode I forward is not shown in this diagram. Because the MI R brake 52 from 1 in operating mode I forward operation of the gearbox 14 is not used, it is unloaded and is therefore for the indentation to implement the mode 2 Composite branching architecture available. Thus, if the torque-transmitting mechanisms 52 and 59 from 7 are engaged, the transmission becomes 14 operate in an electrically adjustable mode II. A desired positioning of a parking mechanism 90 with respect to the output element 19 is in 7 also shown.

First schematic embodiment

In 8th is a full schematic preferred embodiment of a powertrain 110 that a gear 114 has shown. In the embodiments of the 8th to 16 Like numerals are used to refer to similar components of the schematic node block diagrams of FIGS 1 to 6 to acquire. The powertrain 110 includes a gearbox 114 , the three differential gear sets preferably in the nature of planetary gear sets 120 . 130 . 140 used. The planetary gear set 120 applies an outer gear element 124 which is typically referred to as a ring gear. The ring gear 124 surrounds an inner gear element 122 which is typically referred to as sun gear. A planet carrier arrangement 126 includes a carrier 129 , the planetary gears 127 rotatably supports, so that each planetary gear 127 meshing with both the ring gear 124 as well as the sun wheel 122 of the first planetary gear set 120 engaged. The drive element 17 is on the carrier 129 of the planetary gear set 120 attached.

The planetary gear set 130 also has an outer gear element 134 on, which is also often referred to as a ring gear, which is an inner gear member 132 surrounds, which is also often referred to as sun gear. Several planet gears 137 are also rotatable on a support 139 a planet carrier arrangement 136 mounted so that every planetary gear 137 simultaneously and meshing with both the ring gear 134 as well as the sun wheel 132 of the planetary gear set 130 engaged.

The planetary gear set 140 also has an outer gear element 144 on, which is also often referred to as a ring gear, which is an inner gear member 142 surrounds, which is also often referred to as sun gear. Several planet gears 147 are also rotatable on a support 149 a planet carrier arrangement 146 mounted so that every planetary gear 147 simultaneously and meshing with both the ring gear 144 as well as the sun wheel 142 of the planetary gear set 140 engaged.

An inner connecting element 170 connects the sun wheel 132 constantly with the ring gear 142 , In addition, a connecting element connects 172 the carrier 139 constantly with the ring gear 144 ,

The gear 114 Also includes a first and second motor / generator 180 respectively. 182 , The motor / generators 180 . 182 are also referred to as unit A and unit B and work as in relation to the 1 to 7 described similar to the unit A and unit B. 80 . 82 , The stators 180a . 182a the respective motor / generators 180 . 182 are on the gearbox 160 attached. The rotor 180b Unit A is on the sun gear 122 attached. The rotor 180b Unit B is on the sun gear 132 and on the sun wheel 142 over the connecting element 171 attached. The planetary gear set 120 is designed (via gear teeth numbers and a connection of the machine 12 with the planet carrier arrangement 126 ) that the connecting element 171 in the same direction as the machine 12 rotates. The output element 19 is on the ring gear 144 and on the carrier 139 over the connecting element 172 attached. A parking brake mechanism 190 is in a position relative to the output element 19 shown.

The first torque-transmitting mechanism, such as mode I forward (MI F) brake 150 can be selective with the ring gear 134 be engaged. The second torque-transmitting mechanism, such as mode I reverse (MI R) brake 152 connects the carrier 149 selectively with the gearbox 160 , The third torque-transmitting mechanism, such as a disconnect clutch 156 , connects the second motor / generator 182 selectively with the ring gear 124 , A fourth torque-transmitting mechanism, such as a brake 158 , connects the ring gear 124 selectively with the gearbox 160 , Finally, a fifth torque-transmitting mechanism, such as mode II, connects the clutch 159 the drive element 17 selectively with the carrier 149 , The torque transmission mechanisms 150 . 152 . 156 . 158 and 159 are used to select the operating modes of the hybrid transmission 114 support, as explained in more detail below.

Out 8th The above description will clearly show that the transmission 114 selectively power from the machine 12 receives. The hybrid transmission 114 also receives power from an electrical power source 186 that with a controller or an ECU 188 connected is. The electric power source 186 can be one or more batteries. Other electrical power sources, such as fuel cells, that have the ability to provide or store and deliver electrical power may be used in lieu of batteries without altering the concepts of the present invention. The output element 19 of the transmission 114 is located at a location that is well suited for transversal use. This may apply to vehicles such as front wheel drive cars or transmissions employing a four-wheel drive transfer case. Thus, applications that stack the engine and transmission systems behind the front axle, as well as the transmission 114 to use.

General operating considerations

One of the primary control devices is a well-known drive range selector (not shown) that includes an electronic control unit (the controller or the ECU 188 ) to configure the transmission for the parking, reverse, neutral or forward drive areas. Second and third primary controllers form an accelerator pedal (not shown) and a brake pedal (also not shown). The information provided by the ECU 188 are obtained from these three primary control sources are referred to as the "operator command". The ECU 188 Also receives information from several sensors (drive and output) regarding the condition of: the torque transfer devices (either engaged or disengaged); the engine output torque; the combined capacity level of the battery or batteries; and the temperatures of selected vehicle components. The ECU 188 Determines what is required and then operates the selectively operated components of the transmission, or components associated therewith, to respond to the operator request.

The invention may use simple or compound planetary gear sets. In a simple planetary gear set, a single set of planet gears is normally supported for rotation on a carrier which is itself rotatable.

In a simple planetary gear set, when the sun gear is held stationary and power is applied to the ring gear of the simple planetary gear set, the planet gears rotate in response to the power applied to the ring gear and "circumferentially" orbit around the fixed sun gear to rotate the carrier in the same direction as the direction in which the ring gear is rotated to effect.

If any two elements of a simple planetary gear set rotate in the same direction and at the same speed, the third element is forced to rotate at the same speed and in the same direction. For example, when the sun gear and the ring gear rotate in the same direction and at the same speed, the planetary gears do not rotate about their own axes but rather act as wedges to lock the entire unit and thus effect a so-called direct drive. That is, the carrier rotates with the sun and ring gears.

However, if the two ring gears rotate in the same direction but at different speeds, the direction in which the third gear rotates can often be determined simply by visual analysis, but in many situations the direction will not be obvious and can only be determined accurately the knowledge of the number of teeth that is present on all gear elements of the planetary gear set.

Each time the carrier is prevented from circulating freely and power is applied to either the sun gear or the ring gear, the planet gears act as idler gears. In this way, the driven element is rotated in the direction opposite to the driving element. Thus, in many transmission arrangements, when the reverse range is selected, a torque transmitting device acting as a brake is frictionally actuated to engage the carrier and thereby prevent it from rotating so that power applied to the sun gear will turn the ring gear in the opposite direction. Thus, when the ring gear is connected to the drive wheels of a vehicle, such an arrangement is able to reverse the direction of rotation of the drive wheels and thereby the direction of the vehicle itself.

In a simple set of planetary gears, if any two speeds of rotation of the sun gear, the carrier and the ring gear are known, then the speed of the third element can be determined using a simple rule. The speed of rotation of the carrier is always proportional to the speeds of the sun and the ring, weighted by their respective numbers of teeth. For example, a ring gear may have twice as many teeth as the sun gear in the same set. The speed of the carrier is then the sum of two thirds of the speed of the ring gear and one third of the speed of the sun gear. When one of these three elements rotates in an opposite direction, the arithmetic sign for the speed possessed by that element is negative in the mathematical calculations.

The torque on the sun gear, the carrier, and the ring gear may also be easily related to each other, if this is done without regard to the masses of the gears, the acceleration of the gears, or the friction within the gear set, all of which have a relatively minor impact have well-designed gears. The torque applied to the sun gear of a simple planetary gearset must balance the torque applied to the ring gear in proportion to the number of teeth on those gears. For example, the torque applied to a ring gear with twice as many teeth as the sun gear in that set must be twice that applied to the sun gear, and must be applied in the same direction. The torque applied to the carrier must be the same magnitude and the opposite direction to the sum of the torque on the sun gear and the torque on the ring gear.

In a compound planetary gear set, the use of inner and outer sets of planetary gears causes replacement of the ring gear and carrier rollers as compared to a simple planetary gear set. For example, if the sun gear is held stationary, the carrier will rotate in the same direction as the ring gear, but the carrier will move faster with internal and external sets of planetary gears than the ring gear rather than slower.

In a compound planetary gear set having intermeshing inner and outer sets of planet gears, the speed of the ring gear is proportional to the speeds of rotation of the sun gear and the carrier weighted by the number of teeth on the sun gear and the number of teeth filled by the planet gears. For example, the difference between the ring gear and the sun gear that is being filled by the planet gears could be as many teeth as there are on the sun gear in the same set. In this situation, the speed of the ring gear would be the sum of two thirds of the speed of the carrier and one third of the speed of the sun. When the sun gear or carrier rotates in an opposite direction, the arithmetic sign for that speed is negative in the mathematical calculations.

If the sun gear is held stationary, then a carrier will rotate with inner and outer sets of planetary gears in the same direction as the rotating ring gear of that set. On the other hand, if the sun gear is held stationary and the support member is driven, then planetary gears in the inner set that engage the sun gear will "roll" along the sun gear, rotating in the same direction as the support rotates. Planetary gears in the outer set that mesh with planetary gears in the inner set will rotate in the opposite direction, forcing a meshing ring gear in the opposite direction, but only with respect to the planetary gears with which the ring gear is meshingly engaged. The planet gears in the outer set are transported along in the direction of the carrier. The effect of the rotation of the planet gears in the outer set on their own axes and the greater effect of the orbital motion of the planet gears in the outer set due to the movement of the carrier are combined so that the ring gear in the same direction as the carrier but not as fast as the carrier rotates.

If the carrier is held stationary in such a compound planetary gearset and the sun gear is rotated, then the ring gear will rotate at less speed and in the same direction as the sun gear. If the ring gear of the simple planetary gear set is held stationary and the sun gear is rotated, then the carrier carrying a single set of planet gears will rotate at less speed and in the same direction as the sun gear. Thus, it is easy to observe the replacement of the rollers between the carrier and the ring gear caused by the use of inner and outer sets of planetary gears meshing with one another compared to the use of a single set of planet gears in a simple planetary gear set.

The normal effect of an electrically variable transmission is to transfer mechanical power from the drive to the output. As part of this transmission effect, one of its two motor / generators acts as a generator of electrical power. The other motor / generator acts as a motor and uses this electrical power. As the speed of the output increases from zero to a high speed, the two motor / generators swap 180 . 182 gradually the roles of generator and engine, and can do this more than once. These exchanges occur around mechanical points where substantially all of the power from the drive to the output is transmitted mechanically and no significant power is transmitted electrically.

In a hybrid electrically variable transmission system, the battery can 186 also power the transmission, or the transmission can supply power to the battery. If the battery supplies significant electrical power to the transmission, such as vehicle acceleration, then both motor / generators act as motors. When the transmission supplies electrical power to the battery, such as for regenerative braking, both motor / generators can act as generators. Very close to the mechanical operating points, both motor / generators can act as generators with small electrical output powers because of electrical losses in the system.

In contrast to the normal action of the transmission, the transmission can actually be used to transfer mechanical power from the output to the drive. This can be done in a vehicle to assist the vehicle brakes or to improve or regenerate the regenerative braking of the vehicle supplement, especially on long slopes. When the power flow through the transmission is reversed in this way, the roles of the motor / generators are reversed from those under normal action.

Specific operating considerations

Each of the embodiments described herein ( 8th . 9A -B, 11 - 16 ) has many operating conditions. These operating conditions are described below and can best be understood by reference to respective operating state tables that accompany the schematic transmission diagrams, such as the operating state tables of FIG 9A . 12B and 13B ,

A first operating state is the "battery backward" state, which corresponds to the battery backward line of each operating state table. In this state, the engine is off and the transmission element connected to the engine is not controlled by the engine torque, although there may be some residual torque due to rotational inertia of the engine. The EVT is powered by one of the motor / generators using energy from the battery, causing the vehicle to move in reverse. Depending on the kinematic configuration, the other motor / generator may or may not rotate in this state, and may transmit or not transmit torque. When it rotates, it is used to generate energy that is stored in the battery. In the embodiment of 8th is in the state of battery backwards the brake 152 engaged, the motor / generator 180 has zero torque, and the motor / generator 182 provides a reverse torque ratio through the active gear set 140 ,

A second operating state is "EVT reverse mode". In this state, the EVT is powered by the engine and one of the motor / generators. The other motor / generator may depend on the command of the controller 188 working in motor or generator mode. This depends on different inputs. Normally, the second unit acts as a generator without battery support and transfers 100% of the energy generated back to the driving motor. The net effect is that the vehicle is powered backwards, with combined power available from both the engine and the memory storage systems. To 8th are in the operating mode EVT reverse the brake 152 and the clutch 156 indented, where 156 disengaged, gear set 20 is active and unit A acts as a generator, unit B acts on the final drive 16 in an opposite (backward) direction as drive element 17 with energy.

A third mode of operation includes the "reverse and forward start modes" (also referred to as "high and low torque forward modes"), which correspond to the hard reverse and fixed F1 lines of each operating mode table. In this condition, the transmission is driven by the engine and selectively by one or both of the motor / generators. A selectable fraction of the energy can be generated in the generator unit and stored in the battery, with the remaining energy being transferred to the motor. To 9A In the reverse and forward starting modes, the clutches are the clutches 254 . 256 and either 250 or 252 (depending on whether forward or reverse start is desired) indented.

A fourth operating state is "continuously variable transmission mode" comprising the operating points EVT 1.1, EVT 1.2, EVT 2.1 and EVT 2.2, which correspond to lines of the operating point table, such as those of 9B . 12B and 13B , In this mode of operation, the EVT is powered by the engine as well as by one of the motor / generators operating as a motor. The other motor / generator works as a generator and transmits 100% of the energy generated back to the engine. The operating points represented by the EVT forward modes are discrete points in the continuum of forward speed ratios provided by the EVT. In these modes, the speed ratio of the drive to the output is controlled by the speed control of the units A and B and leads to a stepless variability within the operating limits of the motor / generators.

A fifth mode of operation includes the "fixed gear ratio" states Fixed Backward 1, Fixed F1, Fixed Ratio, Fixed F2, Fixed F3, as indicated in the operating state tables of FIG 9A . 12B and 13B is shown. In these states, the transmission operates like a conventional automatic transmission with three torque transmitting devices engaged to provide a discrete transmission ratio. The dome table that accompanies each figure shows only some of the forward gear ratio forward gears that are available. There may be additional fixed gear ratios if the brakes are applied to a unit A or unit B. (A brake on unit A is not shown.) After 10 There is then the opportunity to engage a clutch or brake each time two component speeds intersect or cross the zero component speed X axis. For example, if unit A crosses the zero speed, a brake (not shown) could be applied synchronously, disabling and turning off unit A rotation a fixed speed ratio of drive to output leads. Clutching occurs when two rotating elements reach the same speed. In 10 For example, unit A, unit B, and the engine all contribute the same speed at an output speed 221 on. This provides the opportunity to synchronously couple these elements, which is exactly the function of the clutch 254 in 9A is. The diagram in 10 Figure 4 shows opportunities for up to six fixed forward and second fixed reverse gear ratios defined by intersections of the components with each other or with the zero component speed x-axis. A variation of 8th to 9A illustrates how to add a clutch 254 is done to take advantage of switching on such an occasion. The selection of operation in modes I and II and the range within the selected mode (ie, EVT 1.1 or 1.2 or 2.1 or 2.2) is performed by the controller 288 and depends on the various inputs and design algorithms. These fixed gear ratios can be added for improved efficiency, higher accelerations, or for use with high average power cycles.

The gear 14 is able to work in so-called single or dual modes. In a single mode, the engaged torque transfer device remains the same for the full continuum of forward speed ratios (represented by the discrete points: EVT 1.1, EVT 1.2). In the dual mode, the engaged torque transmitting device will be at some intermediate speed ratio (eg, EVT 2.1 in 12B ) switched. Depending on the mechanical configuration, this change in engagement of the torque transmitting device has advantages in reducing element speed in the transmission, thereby improving efficiency and reducing electrical stress.

With the schematic embodiments disclosed herein, it is possible to synchronize the slip speeds of the clutch elements such that shifting events with minimal torque disturbance are achievable (so-called "cold" shifts). For example, the transmission of the 9A . 12A and 13A cold switching between the areas 1.2 and 2.1 on. In 10 cuts the speed of the carrier 249 the engine speed at an output speed at 223 , Under this condition, a coupling mechanism can be engaged synchronously. This mechanism, MII coupling 259 from 9 , has no energy loss and thus no temperature rise, which leads to the expression "cold" switching process.

Again with respect to 8th can the gear teeth ratios of the planetary gear sets 120 . 130 and 140 of the transmission 114 from 8th be changed as desired to obtain the desired speed ratios. The gear 114 may be modified to obtain at least six forward speed ratios as well as two fixed reverse gear ratios, an electrically variable forward and reverse gear ratio, and a battery forward and reverse speed ratio. For example, assuming that the teeth ratio of the planetary gear set 120 (ie, N _R1 / S _R1 ) is 1.612, the N _R2 / S _R2 value of the planetary gear set 130 Is 2.194 and the N _R3 / S _R3 value of the planetary gear set 140 3.16, then an electrically variable backward gear ratio corresponding to a backward torque multiplier ratio of -3.160 may be obtained by the nodes 30 and 40 is defined, driven, obtained by the clutches 152 and 156 be indented. Similarly, a substantially identical forward variable speed electrically variable ratio, to a torque ratio of 3.1944, may be provided by the nodes 30 and 40 is defined, driven, is obtained by the clutches 150 and 156 be indented. The first electrically variable speed ratio is obtained in mode I and is a first input-split variable start-up mode. The coupling 259 can be engaged simultaneously, such as clutch 250 is disengaged to obtain a compound split mode II with higher speeds and higher efficiencies. When coupling 158 engaged and clutch 156 is disengaged, the unit A is available to start the engine regardless of the unit B being driven. If in addition the couplings 156 . 158 and 159 are engaged, a mechanically fixed normal driving condition is achieved with high efficiency. The reverse battery mode, the engine startup state using the power of unit A, and a battery forward electrical speed ratio energized by unit B are available when the clutch is engaged 156 is disengaged from the unit B. A more specific example of the variety of speed ratios that are available with embodiments of the invention is in the truth tables of 9B . 12B and 13B associated with the respective gears of the 9A . 12A and 13A are related. Those skilled in the art will readily appreciate the variety of gear ratios achievable with other embodiments, such as those of 8th on the basis of the description of the embodiments of 9A . 12A and 13A understand.

Second schematic embodiment

In 9A is a second complete schematic preferred embodiment of a powertrain 210 that a gear 214 has shown. The gear 114 uses three differential gear sets, preferably in the nature of planetary gear sets 220 . 230 and 240 , The planetary gear set 220 applies a ring gear 224 that's a sun gear 222 surrounds. A planet carrier arrangement 226 includes a carrier 229 who has the variety of planet wheels 227 rotatably supports, so that each planetary gear 227 meshing with both the ring gear 224 as well as the sun wheel 222 engaged. The drive element 17 is on the carrier 229 attached.

The planetary gear set 230 has a ring gear 234 on, that is a sun wheel 232 surrounds. The variety of planet wheels 237 is rotatable on a support 239 a planet carrier arrangement 236 mounted so that every planetary gear 237 simultaneously and meshing with both the ring gear 234 as well as the sun wheel 232 engaged.

The planetary gear set 240 also has a ring gear 244 on, that is a sun wheel 242 surrounds. A variety of planetary gears 247 is rotatable on a support 249 a planet carrier arrangement 246 mounted so that each at the same time and meshing with both the ring gear 244 as well as the sun wheel 242 engaged.

A connecting element 270 constantly connects the sun gears 232 and 242 , In addition, a connecting element connects 272 the planet carrier arrangement 236 constantly with the ring gear 244 ,

The gear 214 Also includes a first and a second motor / generator 280 respectively. 282 having stators attached to the transmission housing 260 are attached. A rotor of unit A is on the sun gear 222 attached. The rotor of unit B is on the sun gear 232 and thereby on the sun gear 242 over the connecting element 270 attached. A parking brake mechanism 290 is in the position relative to the output element 19 shown.

The first torque transmitting mechanism, such as the forward mode brake MI F 250 , can be selective with the ring gear 234 be engaged to the ring gear 234 on the gearbox 260 set. A second torque transmitting mechanism, such as the reverse brake MI R 252 , connects the planet carrier arrangement 246 selectively with the gearbox 260 , A third torque transmitting mechanism 254 connects the rotor of the unit A selectively with the carrier 229 as well as with the machine 12 , A fourth torque-transmitting mechanism 256 connects the rotor of the unit B selectively with the ring gear 224 , A fifth torque-transmitting mechanism 258 , like a brake, connects the ring gear 224 selectively with the gearbox 260 , Finally, a sixth torque-transmitting mechanism, such as a clutch, connects 259 , the machine 12 selectively with the carrier 249 , The coupling 259 is referred to as the mode II clutch.

Out 9A it can be seen that the gearbox 214 selectively power from the machine 12 receives. The hybrid transmission 214 also gets power from an electrical power source 286 that with a controller 288 connected is. With the engagement of the clutch 254 (the same as the lockup clutch 54 in relation to the above 1 described) works the planetary gear set 220 locked when the motor / generator 280 with both the sun gear 222 as well as the carrier 229 connected is. Professionals will easily understand that locking the planetary gear set 220 the rotation of the motor / generators 280 . 282 and the machine 12 locks to allow all three sources to act as sources of drive for optimal acceleration performance, high efficiency at constant low speed, or stronger regenerative braking. With engaged clutch 254 The torque of the machine and the torques of the units are independent and controlled as it is in the controller 288 is programmed.

The engagement plan for the torque transmission mechanisms of 9A is in the operating mode table and in the table for fixed-ratio operating modes 9B shown. 9B also provides an example of torque ratios available using the following gear tooth numbers: 49 for sun gear 222 . 15 for planetary gear 227 . 79 for ring gear 224 . 36 for sun gear 232 . 19 for planetary gear 237 . 25 for ring gear 242 . 27 for planetary gears 247 and 79 for each of the ring gears 234 . 244 , The gear ratio steps achieved using the example of indicated numbers of teeth can be calculated by dividing the forward gear ratio by another subsequent forward gear ratio. For example, the step ratio between the first electrically variable forward mode EVT 1.1 and the second electrically variable mode EVT 1.2 is 1.99.

In the truth table of 9B For example, many forward and reverse states are grouped as "machine connected" states and may be due to engagement of the clutch 256 be described as such.

When the clutch 256 can be connected, power from the machine 12 to the output shaft 19 flow. 9B also shows "machine separated" conditions that include ratios that are achievable when coupling 256 is disengaged, so no power from the machine 12 to the output shaft 19 flows.

The truth table of 9B indicates that an identical reverse speed ratio of -3.160 can be achieved in three different ways: via a fixed ratio, an electrically variable ratio (for given drive speeds), or a "reverse battery" gear ratio. The fixed reverse gear ratio is determined by the engagement of the clutches 254 and 256 as well as the brake 252 achieved. With the engagement of the clutch 254 becomes the gear set 220 inactive, because the motor / generator 280 with both the sun gear 222 as well as the carrier 229 connected is. At a zero output speed, the speed of unit B is zero (as in the representative speed diagram of FIG 10 is stated). Thus, the engine torque flows through the third gear set 240 to achieve a fixed backward gear ratio of -3.160.

The electrically adjustable reverse gear ratio (EVT reverse) becomes with the engagement of the MI R brake 252 and the clutch 256 reached. This allows for extra torque from the machine 12 and the unit B the sun gear 242 energized. The planet wheel 247 gets through the brake 252 held stationary, and the output ratio is at the ring gear 244 provided.

The gear ratio battery backward of -3.160 is achieved by engaging the clutch 252 reached. Because the clutch 256 is not engaged, is the machine 12 disconnected, and the reverse output ratio is determined by power from the motor / generator 282 (Unit B) reached by the active gear set 240 to the output element 19 flows.

It should be noted that the transmission 214 from 9A Also, the same forward starting ratios of 3.194 in an electrically variable EVT mode 1.1 (at discrete given input speeds) in a fixed forward ratio FI and in an electrical ratio energized by unit B are achieved. These ratios are achieved by engagement of different clutches, as in 9B is shown. The forward gear ratios EVT 1.1, fixed FI and unit B forward are substantially equivalent to the gear ratios fixed reverse, EVT reverse (at the same discrete given input speeds as the EVT 1.1 ratio) and battery backward gear ratios. Thus achieved the transmission 214 from 9A an input-split forward feed mode having a substantially equivalent gear ratio at any given input speed, such as an EVT reverse mode having substantially equivalent fixed forward and reverse gear ratios, and having substantially equivalent machine separated forward and reverse gear ratios.

10 FIG. 12 is a graphical representation of the rotational speeds of various transmission components with respect to the rotational speed of the output shaft in an exemplary operation of the transmission. FIG 214 , In the 9A and 10 is the speed of the machine 12 (and the drive shaft 17 ) by line 213 shown the speed of the motor / generator 280 is by link 211 shown the speed of the motor / generator 282 is by line 215 shown, and the speed of the carrier 249 is by line 218 shown. In a first forward range or a first forward mode 231 the EVT operation, ie before the output shaft speed 221 , are the clutches 250 and 256 indented. The gear set 220 works in a differential mode, and the gear set 230 operates in a torque multiplication mode. The drive shaft speed 213 , and accordingly the speed of the engine, is substantially constant throughout the operation of the transmission to simplify the description. The controller 288 causes the speed of the first motor / generator 280 starts at about 8000 rpm and decreases with increasing output shaft speed. At the same time the speed of the electric motor starts 282 at zero and increases as the output shaft speed increases. The speed of the carrier 249 increases in proportion to the output shaft speed. As it is from the graph of 10 becomes clear, the motor / generator speeds are in the forward mode 231 and the reverse mode 243 equal (though opposite in direction), as by engaging either the clutch 250 (forwards) or clutch 252 (for reverse) while clutch 256 remains indented, is selected.

At the output shaft speed 221 overhauls the speed of the motor / generator 282 (Unit B) that of the machine 12 , where the speed of the motor / generator 280 (Unit A) below that of the machine 12 falls. The speed ranges caused by 231 and 233 are together form an operating range mode I forward. At an output speed near 1500 rpm, the speed of the motor / generator is 280 zero. Be the output shaft speed 223 will the transmission of the first EVT range or mode I (the speed ranges 231 . 233 includes) into a second EVT area or mode II 235 . 241 connected. At such points are the speeds of the machine 12 and the vehicle 249 due to the engagement of the couplings 250 and 256 essentially the same, so the clutch 259 essentially engaged without resulting torque disturbance (and clutch 250 is disengaged) to switch from the first electrically variable mode (mode I) to the second electrically variable mode (mode II). In operating mode II, the speed of the motor / generator is running 280 continues to increase with increasing output shaft speed, and the speed of the motor / generator 280 decreases with increasing output shaft speed.

The gear 214 is also characterized by an area operating mode I reverse 243 out. At a zero output speed, the clutches can 252 and 256 be indented. The gear ratio of the active planetary gear sets 220 and 240 is such that through the planetary gear 240 a negative gear ratio is achieved which is almost equal to that provided by the planetary gear set 230 is reached in the forward mode. Thus, the EVT path can be operated exactly as in the mode I forward, providing an equal reverse range. A mechanical (fixed) reverse gear ratio equal to the ring gear / sun gear tooth ratio of the planetary gear set 240 is by engaging the clutches 252 . 254 and 256 reached. The selection of an electrically adjustable mode or a fixed ratio mode is again by the controller 288 certainly.

Third schematic embodiment

In 11 is a third complete schematic preferred embodiment of a powertrain 310 that a gear 314 has shown. The gear 314 uses three differential gear sets, preferably in the nature of planetary gear sets 320 . 330 and 340 , The planetary gear set 320 applies a ring gear 324 that's a sun gear 322 surrounds. A planet carrier arrangement 326 includes a carrier 329 who has the variety of planet wheels 327 rotatably supports, so that each planetary gear 327 meshing with both the ring gear 324 as well as the sun wheel 322 engaged. The drive element 17 is on the carrier 329 attached.

The planetary gear set 330 has a ring gear 334 on, that is a sun wheel 332 surrounds. The variety of planet wheels 337 is on a carrier 339 a planet carrier arrangement 336 rotatably mounted so that each planetary gear 337 simultaneously and meshing with both the ring gear 334 as well as the sun wheel 332 engaged.

The planetary gear set 340 also has a ring gear 344 on, that is a sun wheel 342 surrounds. A variety of planetary gears 347 is rotatable on a support 349 a planet carrier arrangement 346 mounted so that each at the same time and meshing with both the ring gear 344 as well as the sun wheel 342 an intervention is.

A connecting element 370 constantly connects the ring gears 334 and 344 , In addition, a connecting element connects 372 the ring gear 324 constantly with the sun wheel 342 , The carrier 339 is on the gearbox 360 established.

The gear 314 Also includes a first and a second motor / generator 380 (Unit A) or 382 (Unit B). The rotor of unit A is on the sun gear 322 attached. The rotor of unit B is on the ring gear 324 and thereby on the sun gear 342 through the connecting element 372 attached. A parking brake mechanism 390 is in a position relative to the output element 19 shown.

A first torque transmitting mechanism, such as forward mode I clutch MI F 350 , can be selective with the sun gear 332 be engaged to the sun gear 332 with the ring gear 334 and the sun wheel 342 connect to. A second torque transmitting mechanism, such as reverse brake MI R 352 , selectively connects the carriers 339 and 349 , A third torque-transmitting mechanism, such as clutch 359 , selectively connects the machine 12 with the planet carrier 349 , The coupling 359 is referred to as mode II clutch and establishes a second electrically adjustable forward drive mode.

Out 11 it can be seen that the gearbox 314 selectively power from the machine 12 receives. The hybrid transmission 314 Also selectively receives power from an electrical power source 386 that with a controller 388 connected is. Optional torque-transmitting mechanisms may be used for a machine start by unit A, as well as lock mechanism (around unit A, unit B and the machine 12 for a better acceleration) and for a separation between the units A and B, as described above with reference to the node diagram of 1 and the schematic embodiments of 8th and 9A has been described.

Fourth schematic embodiment

In 12A is a fourth preferred embodiment of a powertrain 410 that a gear 414 has shown. The gear 414 uses three differential gear sets, preferably in the nature of planetary gear sets 420 . 430 and 440 , The planetary gear set 420 applies a ring gear 424 that's a sun gear 422 surrounds. A planet carrier arrangement 426 includes a carrier 429 that has a variety of planetary gears 427 rotatably supports, so that each planetary gear 427 meshing with both the ring gear 424 as well as the sun wheel 422 engaged. The drive element 17 is on the carrier 429 attached.

The planetary gear sets 430 and 440 are "composed" of constantly connected planet gears 437 . 447 from each corresponding gear set and share a common carrier. The planetary gear set 430 also has a sun wheel 432 on, meshing with each planetary gear 437 engaged. The planetary gear set 440 also has a ring gear 444 on, that is a sun wheel 442 surrounds. The variety of planet wheels 447 is on a carrier 449 of planet carrier arrangement 446 rotatably mounted, so that each at the same time and meshing with both the ring gear 444 as well as the sun wheel 442 engaged. This type of compound planetary gear 430 . 440 is known to those skilled in the art as Ravigneaux gear set. The composite gear set 430 . 440 provides a sufficient "degree of freedom" to synchronously switch from forward mode I brake 450 to the reverse MI R brake 452 as described below in relation to the truth table of 12B is described.

The gear 414 Also includes a first and a second motor / generator 480 respectively. 482 , which may be designated as unit A and unit B, respectively. The rotor of unit A 480 is on the sun wheel 422 attached. The rotor of unit B 482 is on the sun wheel 442 via connecting element 471 attached. The planetary gear set 420 is (about gear teeth numbers and a connection of the machine 12 with the planet carrier 429 ) constructed such that the connecting element 471 in the same direction as the machine 12 rotates. The output element 19 is on the ring gear 444 attached. The parking brake mechanism 490 is in a desired position relative to the output member 19 shown.

The first torque-transmitting mechanism, such as Mode I Forward (MI F) brake 450 , connects the sun gear 432 selectively with the gearbox 460 , The second torque-transmitting mechanism, such as mode I reverse (MI R) brake 452 , connects the carrier 449 selectively with the gearbox 460 , The third torque-transmitting mechanism, like the disconnect clutch 456 , connects the second motor / generator 482 selectively with the ring gear 424 , A fourth torque-transmitting mechanism, such as a brake 458 , connects the ring gear 424 selectively with the gearbox 460 , Finally, a five-way torque transmitting mechanism, such as Type II operating clutch, connects 459 , the drive element 17 selectively with the carrier 449 , The torque-transmitting mechanisms 450 . 452 . 456 . 458 and 459 are used to select the operating modes of the hybrid transmission 414 support, as explained in more detail below.

Out 12A and from the foregoing description it can be seen that the transmission 414 selectively power from the machine 12 receives. The hybrid transmission 414 also receives power from an electrical power source 486 that with a controller or an ECU 488 connected is. The electric power source 486 can be one or more batteries. Other electrical power sources, such as fuel cells, that have the ability to provide or store and deliver electrical power may be used in lieu of batteries without altering the concepts of the present invention.

As stated above, the engagement schedule for the torque-transmitting mechanisms in the mode table and the fixed-gear-ratio operating table is FIG 12B shown. 12B also provides an example of torque ratios available using the following gear tooth numbers: 49 for sun gear 422 . 15 for planetary gear 427 . 79 for ring gear 424 . 25 for each of the ring gears 432 . 442 . 27 for each of the planet gears 437 . 438 and 79 for ring gear 444 , The gear ratios achieved using the example of teeth numbers given can also be calculated by dividing a forward gear ratio by another subsequent forward gear ratio. For example, the step ratio between the first forward electrically-variable mode 1.1 and the second electrically-variable mode 1.2 is 1.620.

In the truth table of 12B For example, many forward and reverse states are grouped as "machine connected" states and may be due to engagement of the clutch 456 be described as such. When the clutch 456 can be connected, power from the machine 12 to the output shaft 19 flow. 12B also shows "machine separated" conditions, which are gear ratios that can be achieved when the clutch is engaged 456 is disengaged, so no power from the machine 12 to the output shaft 19 flows.

The truth table of 12B indicates that an identical reverse speed ratio of -3.160 can be achieved in three different ways: over a fixed one Gear ratio, an electrically variable gear ratio (for given drive speeds) or a machine-separated gear ratio "battery reverse".

The transmission ratio battery backwards is achieved when the clutch 456 not engaged, so the machine 12 is disconnected while the clutch 452 is indented, which allows the unit B 382 the output element 19 in reverse operation via planetary gear set 440 energized.

The mode I EVT 1.1, which is driven by a speed ratio of 2.926 (ie, a speed ratio of 2.926 is given at drive input speeds for unit A 480 , Unit B 482 and machine 12 achieved) is by engagement of the couplings 450 and 456 reached. The EVT 1.1 speed ratio of 2.926 is an input split ratio because of torque from the drive shaft 17 through the active planetary gear set 420 flows. By engaging the clutch 454 to the unit A with the planet carrier 427 to connect and thereby the planetary gear set 420 To block, drive the units A and B and the machine 12 the transmission with a low gear ratio, the at the combined planetary gear sets 430 and 440 provided. The electrically adjustable forward ratio EVT 1.2 is achieved by the clutches 450 . 456 are engaged when the speed of the unit A is zero, at which point the speed ratio of the engine to the output is 1.806. At this point, the provision of a brake (not included in the diagram) on unit A would allow a synchronous shift to a fixed gear ratio of 1.806. The gear ratio, which is characterized by switching mode I mode II, is a switching point when both the clutch 450 as well as the clutch 459 are indented. At this point is the speed of the carrier 449 equal to the speed of the machine, which allows a synchronous switching. When both clutches are engaged, a fixed gear ratio is achieved at this point, but if the clutch 450 disengaged and 459 is engaged, an electrically adjustable mode II is achieved. Further increasing the output speed reduces the speed of unit A in mode II after shifting.

The operating mode II EVT 2.1 is with the engagement of the clutches 459 and 456 reached when the rotational speed of the unit A is equal to zero, and leads to a transmission speed ratio of the machine 12 to the output element 19 from 1,244. If a unit A brake is added in this scheme, synchronous engagement of that brake would again result in a fixed gear ratio. It must be made clear that the points are speed ratios from the engine to the output, but the output torque is dependent on the torque of the engine, the unit A and the unit B. With the engagement of the clutch 454 in addition to the couplings 459 and 456 If desired, a fixed direct ratio of 1.00 (referred to as fixed F2) may be achieved. The planetary gear set 420 is disabled when the speed of unit A at both the sun gear 422 as well as the carrier 429 is provided. The engine speed becomes effective at both the ring gear 442 as well as the carrier 449 provided. Accordingly, the achieved speed ratio of engine to output is 1.00. With the indentation of only the clutches 459 and 456 when the speed of unit B is zero, the speed ratio in the electrically variable mode II EVT 2.2 of 0.76 is reached. As with the other conditions, adding a brake to unit B allows for the provision of a fixed drive-to-output ratio. In the case of the schema in 12A is by engaging the brake 458 a fixed F3 speed ratio of 0.76 is provided. The scheme then has the potential to be either in a fully electrically adjustable mode or in up to six fixed forward and two fixed reverse ranges. The logical or operational choice is based on operator requirements, system conditions, and programmed logic to improve emissions, fuel economy, or performance.

Fifth schematic embodiment

In 13A is a fifth preferred embodiment of a powertrain 510 that a gear 514 has shown. The gear 514 uses three differential gear sets, preferably in the nature of planetary gear sets 520 . 530 and 540 , The planetary gear set 520 applies a ring gear 524 that's a sun gear 522 surrounds. A planet carrier arrangement 526 includes a planet carrier 529 that has a variety of planetary gears 527 rotatably supports, so that each planetary gear 527 meshing with both the ring gear 524 as well as the sun wheel 522 engaged. The drive element 17 is on the carrier 529 attached.

The planetary gear sets 530 and 540 are about constantly connected planet gears 537 . 547 from each corresponding gear set "assembled". The planetary gear set 530 also has a sun wheel 532 on, meshing with each planetary gear 537 engaged. The planetary gear set 540 also has a ring gear 544 on, that is a sun wheel 542 surrounds. The variety of planet wheels 547 is on a carrier 549 of the Planet carrier assembly 546 rotatably mounted, so that each at the same time and meshing with both the ring gear 544 as well as the sun wheel 542 engages and is a common carrier device of both planetary gear sets. This kind of compound planetary gears 530 . 540 is known to those skilled in the art as Ravigneaux gear set. The composite gear set 530 . 540 provides a sufficient degree of freedom to synchronous switching from forward mode I brake 550 to the reverse MI R brake 552 as described below with reference to the truth table of 13B is described.

The gear 514 Also includes a first and a second motor / generator 580 respectively. 582 , which may be designated as unit A and unit B, respectively. The rotor of unit A 580 is on the sun wheel 522 attached. The rotor of unit B 582 is on the sun wheel 542 via connecting element 571 attached. The planetary gear set 520 is (about gear teeth numbers and a connection of the machine 12 with the planet carrier 529 ) constructed such that the connecting element 571 in the same direction as the machine 12 rotates. The drive element 19 is on the ring gear 544 attached. A parking brake mechanism 590 is in a desired position relative to the output member 19 shown.

The first torque-transmitting mechanism, such as Mode I Forward (MI F) brake 550 , connects the sun gear 532 selectively with the gearbox 560 , The second torque-transmitting mechanism, such as mode I reverse (MI R) brake 552 , connects the planetary gear 547 selectively with the gearbox 560 , The third torque-transmitting mechanism, like disconnect clutch 556 , connects the second motor / generator 582 selectively with the ring gear 524 , A fourth torque-transmitting mechanism, such as brake 558 , connects the ring gear 524 selectively with the gearbox 560 , Finally, a five-way torque transmitting mechanism, such as Type II operating clutch, connects 559 , the drive element 17 selectively with the carrier 549 , The torque transmission mechanisms 550 . 552 . 556 . 558 and 559 are used to select the operating states of the hybrid transmission 514 support, as explained in more detail below.

It is off 13A you can see that the transmission 514 selectively power from the machine 12 receives. The hybrid transmission 514 also receives power from an electrical power source 586 that with a controller 588 connected is. The electric power source 586 can be one or more batteries. Other electrical power sources, such as fuel cells, that have the ability to provide or store and deliver electrical power may be used in place of the batteries without altering the concepts of the present invention. The ECU 588 is programmed to ensure that unit B 582 rotated in one direction, so that torque from unit B 582 the torque from the machine on the connecting element 571 will be added.

As stated above, the engagement schedule for the torque-transmitting mechanisms is in the operating state table and the fixed gear ratio operating modes of FIG 13B shown. 13B also provides an example of torque ratios available using the following gear tooth numbers: 49 for sun gear 522 . 15 for planetary gear 527 . 79 for ring gear 524 . 25 for each of the ring gears 532 . 542 . 27 for each of the planet gears 537 . 547 and 79 for ring gear 544 , The gear ratio levels achieved when using the given example tooth ratios can be calculated by dividing a forward gear ratio by another subsequent forward gear ratio. For example, the step ratio between the first electrically adjustable forward range (mode I EVT 1.1) and the second electrically adjustable range (mode I EVT 1.2) is 1.618.

In the truth table of 13B For example, many forward and reverse states are grouped as "machine connected" states and may be due to engagement of the clutch 556 be described as such. When the clutch 556 Power may be at least partly due to the machine 12 to the output shaft 19 flow. 13B also shows "machine separated" states which are gear ratios that are achievable when the clutch is engaged 556 is disengaged, so no power from the machine 12 to the output shaft 19 flows.

The truth table of 13B indicates that the reverse speed ratio of -3.160 of the planet carrier assembly 546 can be used in three different ways: via a fixed gear ratio, an electrically variable gear ratio, or a "battery reverse" gear ratio, as will be appreciated by those skilled in the art based on the above description 12B to understand. The same applies to forward, with a positive ratio of 3.19 of the planet carrier arrangement 546 in an electrically adjustable, machine-separated or transmission ratio "battery forward" can be used. As in the earlier descriptions, some ratios shown in this graph represent the input-to-output ratio of the transmission under conditions where the unit rotational speeds are zero or the component speeds are the same, allowing for the option for brake or coupling devices. These gear ratios also describe the clutch or engine events as the output speed increases.

Sixth schematic embodiment

In 14 is a sixth preferred embodiment of a powertrain 610 that a gear 614 has shown. The gear 614 uses three differential gear sets, preferably in the nature of planetary gear sets 620 . 630 and 640 , The planetary gear set 620 applies a ring gear 624 that's a sun gear 622 surrounds. A carrier 629 a planet carrier arrangement 626 stores a variety of planetary gears 627 rotatable so that each planetary gear 627 meshing with both the ring gear 624 as well as the sun wheel 622 engaged. The drive element 17 is on the carrier 629 attached.

The planetary gear set 630 has a ring gear 634 on, that is a sun wheel 632 surrounds. planetary gears 637 attached to a carrier 639 a planet carrier arrangement 636 are rotatably mounted, mesh with the ring gear 634 and the sun wheel 632 engaged.

The planetary gear set 640 also has a ring gear 644 on, that is a sun wheel 642 surrounds. The variety of planet wheels 647 is rotatable on a support 649 mounted so that each at the same time and meshing with both the ring gear 642 as well as with a variety of planetary gears 648 engaged. The planet wheels 648 stand combing with the planet wheels 647 and the ring gear 644 engaged.

The engine / generator 682 is on the sun wheel 632 attached. A connecting element 670 connects the sun wheel 632 constantly with the sun wheel 642 , A connecting element 672 connects the ring gear 634 constantly with the carrier 649 ,

The gear 614 Also includes a first and a second motor / generator 680 respectively. 682 , The motor / generators 680 . 682 are also referred to as Unit A and Unit B and work as it is in relation to the 1 to 7 similar to unit A and unit B. 80 . 82 , The unit A 680 is on the sun wheel 622 attached. The unit B 682 is on the sun wheel 632 via connecting element 671 and also with the sun wheel 642 via connecting element 670 attached. The planetary gear set 620 is (about gear teeth numbers and a connection of the machine 12 with the planet carrier arrangement 626 ) constructed such that the connecting element 671 in the same direction as the machine 12 rotates. The output element 19 is on the carrier 636 attached.

Mode I Forward MI F Brake 650 connects the ring gear 634 selectively with the gearbox 660 , The separating clutch 656 brings the engine 682 selectively with the ring gear 624 engaged. The brake 658 connects the ring gear 624 selectively with the gearbox 660 , The operating mode II clutch 659 connects the machine 12 selectively with the ring gear 644 , The clutches and brakes 650 . 652 . 656 . 658 . 659 are selectively indented in the same order as identically numbered couplings that are listed in the truth tables of the 98 . 12B and 13B are shown to provide various speed ratios, such as an equal input and forward electrically variable forward and reverse ratio.

For example, an electrically variable reverse gear ratio (EVT reverse) (for given drive speeds) will become the engagement of the MI R brake 652 and the clutch 656 achieved. This allows the unit B to be the sun gear 642 energized, the machine 12 the ring gear 644 Power supplies, and the output ratio of the carrier 639 is provided.

Seventh schematic embodiment

In 15 is a seventh preferred embodiment of a powertrain 710 that a gear 714 has shown. The gear 714 uses three differential gear sets, preferably in the nature of planetary gear sets 720 . 730 and 740 , The planetary gear set 720 applies a ring gear 724 that's a sun gear 722 surrounds. A planet carrier arrangement 726 includes a carrier 729 who has the variety of planet wheels 727 rotatably supports, so that each planetary gear 727 meshing with both the ring gear 724 as well as the sun wheel 722 engaged. The drive element 17 on the carrier 729 attached.

The planetary gear set 730 has a ring gear 734 on, that is a sun wheel 732 surrounds. A planet carrier arrangement 736 includes a carrier 739 , The variety of planet wheels 737 is on the carrier 739 a planet carrier arrangement 736 rotatably mounted so that each planetary gear 737 simultaneously and meshing with both the ring gear 734 as well as the sun wheel 732 engaged.

The planetary gear set 740 also has a ring gear 744 on, that is a sun wheel 742 surrounds. The variety of planet wheels 747 is on a carrier 749 a planet carrier arrangement 746 rotatably mounted, so that each at the same time and meshing with both the ring gear 744 as well as the sun wheel 742 engaged.

A connecting element 770 connects the sun wheel 732 constantly with the ring gear 744 , In addition, a connecting element connects 772 the ring gear 734 constantly with the carrier 749 ,

The gear 714 Also includes a first and a second motor / generator 780 (Unit A) or 782 (Unit B). The rotor of unit A is on the sun gear 722 attached. The rotor of unit B is on the sun gear 742 via connecting element 771 attached. The planetary gear set 720 is (about gear teeth numbers and a connection of the machine 12 with the carrier 729 ) constructed such that the connecting element 771 in the same direction as the machine 12 rotates. The output element 19 on the carrier 739 attached.

A first torque-transmitting mechanism, such as forward mode I brake MI F 750 can be selective with the sun gear 732 be engaged. A second torque-transmitting mechanism, the reverse brake MI R 752 , can be selective with the carrier 749 and thereby with the ring gear 734 over the connecting element 772 get connected. A third torque transmitting mechanism 756 Like a clutch, the unit B selectively connects to the ring gear 724 , A fourth torque-transmitting mechanism, such as a clutch 759 , connects the machine 12 selectively with the ring gear 734 and thereby with the carrier 749 over the connecting element 772 , The coupling 759 is referred to as the mode II clutch and establishes a second electrically adjustable forward drive mode.

It is off 15 you can see that the transmission 714 selectively power from the machine 12 receives. The hybrid transmission 714 also receives power from an electrical power source 786 that with a controller 788 connected is. The ECU 788 is programmed to ensure that unit B 782 rotated in one direction, so that torque from the unit B 782 the torque from the machine 12 on the connecting element 771 will be added. An optional torque-transmitting mechanism may be added to selectively couple the unit A to the carrier 729 as a locking mechanism (around unit A, unit B and the machine 12 lock together for improved acceleration, as discussed above in relation to the node diagram of 1 and the schematic embodiments of 9A is described (torque transmission mechanism 254 ). In any case, the functions are similar as they are in the block diagram combinations of 1 to 6 are fulfilled.

Eighth schematic embodiment

In 16 is an eighth preferred embodiment of a powertrain 810 that a gear 814 has shown. The gear 814 uses three differential gear sets, preferably in the nature of planetary gear sets 820 . 830 and 840 , The planetary gear set 820 applies a ring gear 824 that's a sun gear 822 surrounds. A compound planet carrier arrangement 826 includes a carrier 829 who has the variety of planet wheels 827 and 828 rotatably supports, so that each planetary gear 828 meshing with both the ring gear 824 as well as planet wheels 827 engaged. The planet wheels 827 mesh with both the planetary gears 828 as well as the sun wheel 822 engaged. The drive element 17 is on the ring gear 824 attached.

The planetary gear set 830 has a ring gear 834 on, that is a sun wheel 832 surrounds. The variety of planet wheels 837 is on a carrier 839 the planet carrier arrangement 836 rotatably mounted so that each planetary gear 837 simultaneously and meshing with both the ring gear 834 as well as the sun wheel 832 engaged.

The planetary gear set 840 also has a ring gear 844 on, that is a sun wheel 842 surrounds. A variety of planetary gears 847 is on a carrier 849 a planet carrier arrangement 846 rotatably mounted, so that each at the same time and meshing with both the ring gear 844 as well as the sun wheel 842 engaged.

A connecting element 870 connects the sun wheel 832 constantly with the ring gear 844 , In addition, a connecting element connects 872 the ring gear 834 constantly with the carrier 849 ,

The gear 814 Also includes a first and a second motor / generator 880 (Unit A) or 882 (Unit B). The rotor of unit A is on the sun gear 822 attached. The rotor of unit B is on the sun gear 842 via connecting element 871 attached. The planetary gear set 820 is (about gear teeth numbers and a connection of the machine 12 with the ring gear 824 ) constructed such that the connecting element 871 in the same direction as the machine 12 rotates. The output element 19 on the carrier 839 attached.

A first torque transmitting mechanism, such as forward mode I brake MI F 850 can be selective with the sun gear 832 be engaged to the sun gear 832 and the ring gear 844 (via connecting element 870 ) on the transmission housing 860 set. A second torque-transmitting mechanism, such as reverse brake MI R 852 , connects the carrier 849 (and the ring gear 834 over the connecting element 872 ) selectively with the transmission housing 860 , A third torque transmitting mechanism, such as a clutch 856 , connects the motor / generator 882 (Unit B) selectively with the planetary gears 827 . 828 , A fourth torque-transmitting mechanism, such as a clutch 859 , connects the machine 12 selectively with the ring gear 834 , The coupling 859 is referred to as the mode II clutch and establishes a second electrically adjustable forward drive mode.

It is off 16 you can see that the transmission 814 selectively power from the machine 12 receives. The hybrid transmission 814 also receives power from an electrical power source 886 that with a controller 888 connected is. The electric power source 886 can be one or more batteries. Other electrical power sources, such as fuel cells, that have the ability to provide or store and deliver electrical power may be used in lieu of batteries without altering the concepts of the present invention. The ECU 888 is programmed to ensure that unit B 882 rotated in one direction, so that torque from the unit B 882 Torque from the machine 12 on the connecting element 871 will be added. Optional torque-transmitting mechanisms may be added for a machine start by unit A, a locking mechanism (around unit A, unit B and the machine 12 lock together for improved acceleration), as discussed above in relation to the node diagram of 1 and the schematic embodiment of, for example 9A is described.

Nodal diagrams represent the generalized compounds available for this invention, and the 8th . 9A . 11 . 12A . 13A . 14 . 15 and 16 are actual hardware implementation methods of those diagrams. However, the node diagrams may have minor modifications, such as clutches moving along connection lines. This will be apparent to those skilled in the art. An example is 11 , This configuration corresponds directly to the node diagram of 2 with the exception that B1 to the node connection between unit B and node 30 has been moved, and the shown coupled node is fixed. However, the general diagram illustrates this embodiment, and those skilled in the art will recognize these configuration possibilities.

Claims (19)

Electrically adjustable transmission ( 114 ), comprising: a first ( 180 ) and second ( 182 ) Motor / generator; a first ( 120 ), second ( 130 ) and third ( 140 Differential gear set, each having first, second and third elements, the first and second motor / generators ( 180 . 182 ) with a respective one of the differential gear sets ( 120 . 130 . 140 ) and are controllable to deliver that power; a variety of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ); a drive element ( 17 ) of the transmission for receiving power from a power source ( 12 ), which constantly with an element ( 129 ) of the first differential gear set ( 120 ) and that by means of one of the torque transmission mechanisms ( 159 ) with an element ( 149 ) of the third differential gear set ( 140 ) is releasably connected; an output element ( 19 ) of the transmission ( 114 ), which is constantly connected to another element ( 144 ; 139 ) of one of the differential gear sets ( 130 ) 140 ) connected is; wherein the first gear set in such a way between the drive element ( 17 ) and the second motor / generator ( 182 ), that a connecting element ( 171 ) between the second motor / generator ( 182 ) and one of the other gear sets ( 130 . 140 ) in the same direction as the drive element ( 17 ), so that torque coming from the power source ( 12 ) to which torque is added from the second motor / generator ( 182 ) on the output element ( 19 ) provided; the elements of the differential gear sets ( 120 . 130 . 140 ) Have numbers of teeth that allow a forward and reverse range, each with the same forward and reverse speed ratios, for given input speeds, and provide equal forward and reverse speed ratios, and allow the connector to (FIG. 171 ) is rotated in the same direction as the drive element ( 17 ) of the transmission; wherein the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) can be selectively engaged in different configurations to provide power generated by the drive element ( 17 ) from the power source ( 12 ) is received by the differential gear sets ( 120 . 130 . 140 ) to provide an electrically variable input split first mode having forward and reverse ranges, each having the same forward and reverse speed ratios for given input speeds, and providing equal forward and reverse fixed speed ratios. Electrically variable transmission according to claim 1, wherein the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) can also be selectively engaged to an electric to provide adjustable second mode with compound branching. Electrically variable transmission according to claim 1, wherein the torque-transmitting mechanisms ( 156 ) can also be selectively operated to supply the power source ( 12 ) of the output element ( 19 ) and thereby a same torque on the output element ( 19 ) over power supplied by the second motor / generator ( 182 ) is supplied in a forward speed ratio of an electric mode and in a reverse speed ratio of an electric mode when the power source ( 12 ) is so separated. Electrically variable transmission according to claim 1, wherein the electrical forward speed ratios and electrical reverse speed ratios of electric power from the second motor / generator ( 182 ), the second motor / generator ( 182 ) with the second or third differential gear set ( 130 . 140 ), wherein the first motor / generator ( 180 ) or from the power source ( 12 ) no power is provided in the forward electrical speed ratios and reverse electrical speed ratios. Electrically variable transmission according to claim 1, wherein the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) a first brake ( 150 ) and a second brake ( 152 ), wherein the first brake ( 150 ) and the second brake ( 152 ) can be selectively indented at the same time to each different elements of different gear sets ( 120 . 130 . 140 ) with a transmission housing ( 160 ) and thereby the output element ( 19 ) so that it is characterized by a speed of zero, wherein the transmission housing ( 160 ) provides a reaction torque to reduce the electrical load when torque on the output elements ( 19 ) is applied at a zero output speed. Electrically variable transmission according to claim 1, wherein at least one of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) can be selectively engaged, so the power supplied by the first motor / generator ( 180 ), the power supplied by the power source ( 12 ) and the power supplied by the second motor / generator ( 182 ), thereby providing equal and sufficient starting power in the forward range or reverse range of the first electrically variable mode. Electrically variable transmission according to claim 1, wherein the third differential gear set ( 140 ) is characterized by a torque load of zero in the forward speed ratio of the first electrically variable mode, and wherein one of the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) in synchronism with the disengagement of another of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) is applied to apply a torque load to the third differential gear set and switch from the electrically variable first mode to an electrically variable second mode compound split. Electrically variable transmission according to claim 1, wherein the first motor / generator ( 180 ) with a second element of the first differential gear set ( 120 ) connected is; and the second motor / generator ( 182 ) constantly with a first element of the third differential gear set ( 140 ) connected is; the connecting element ( 171 ) one of the elements of the second differential gear set ( 130 ) constantly with one of the elements of the third differential gear set ( 140 ) connects; and the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) can be selectively engaged to provide equal torque to the output member (FIG. 19 ) in an electrically variable forward speed ratio and in an electrically variable reverse speed ratio for a given input speed, and to provide equal output torque in a fixed forward speed ratio and in a fixed reverse speed ratio. Electrically variable transmission according to claim 8, wherein the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) can also be selectively indented to the power source ( 12 ) of the output element ( 19 ) and a same torque at the output element ( 19 ) in an electrical forward speed ratio and in a reverse electric speed ratio when the power source ( 12 ) is so separated. Electrically variable transmission according to claim 9, wherein the electrical forward speed ratios and electrical reverse speed ratios via electrical power from the second motor / generator ( 182 ) by the second and / or third differential gear set ( 140 ) to be provided. Electrically variable transmission according to claim 8, wherein the first motor / generator ( 180 ) is operable to the power source ( 12 ) in the electrically variable forward speed ratio or electrically adjustable reverse speed ratio, such that the power source ( 12 ) Power at the drive element ( 17 ). Electrically variable transmission according to claim 8, wherein the first differential gear set ( 120 ) is configured such that a direction of rotation of the drive element ( 17 ) is equal to a direction of rotation of the connecting element ( 171 ), which is the permanent connection between the second motor / generator ( 182 ) and the first element of the third gear set ( 140 ), so that torque coming from the power source ( 12 ) to which torque is added from the second motor / generator ( 182 ) on the output element ( 19 ) provided. Electrically variable transmission according to claim 12, wherein at least one of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) can be selectively engaged so that torque generated by the first motor / generator ( 180 ), the torque from the power source ( 12 ) and the torque generated by the second motor / generator ( 182 ), thereby providing sufficient starting torque in the electrically variable forward speed ratio. Electrically variable transmission according to claim 8, wherein one of the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) whose selective engagement determines whether one of the forward speed ratios or one of the reverse speed ratios is provided between the second motor / generator (FIG. 182 ) and the output element ( 19 ) is arranged. Electrically variable transmission according to claim 8, comprising an energy storage device ( 86 ) operable to connect the first and second motor / generators ( 182 ) To supply or receive power from this service; a controller ( 88 ) operable to effect power transfer between the energy storage device ( 86 ) and the first and second motor / generator ( 180 . 182 ) to control; where the controller ( 188 ) causes the first motor / generator ( 180 ) the power generated by the drive element ( 17 ) from the power source ( 12 ) during switching operations upon selective engagement of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) to the energy storage device ( 86 ) transmits. Electrically variable transmission according to claim 8, wherein the electrically adjustable forward speed ratio is achieved in a first mode; wherein the third differential gear set ( 140 ) is characterized by a torque load of zero in the forward speed ratio of the first electrically variable mode; and wherein one of the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) in synchronism with the disengagement of another of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) is applied to apply a torque load to the third differential gear set ( 140 ) and to switch from the first mode to an electrically variable second composite mode mode. Electrically variable transmission according to claim 8, wherein one of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) in synchronism with the disengagement of another of the torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) is engaged to switch between the electrically variable forward and reverse electrically variable speed ratios when the output element is characterized by a zero speed. Electrically variable transmission according to claim 17, wherein the second motor / generator ( 182 ) characterized by a speed of zero, when the output element ( 17 is characterized by a speed of zero, thereby causing the second and third differential gear set ( 140 ) are each characterized by a speed of zero to reduce frictional slip losses during shifting between the respective electrically variable and fixed forward and reverse speed ratios. Electrically variable transmission according to claim 8, wherein the selective engagement of the plurality of torque-transmitting mechanisms ( 150 . 152 . 154 . 156 . 158 . 159 ) provides two forward electrically variable modes, six fixed forward and two fixed reverse speed ratios.

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