DE102021006071B4 - Distributor hybrid drive - Google Patents

Abstract

A distributor hybrid drive for a vehicle, which essentially consists of an internal combustion engine VM, two electric motor/generators E1, E2, a four-shaft distributor gearbox and a control unit in which the required part of the torque of the internal combustion engine VM is generated using the four-shaft Distributor transmission is transmitted via a mechanical drive train to a drive axle AA of the vehicle and the excess part of the torque of the internal combustion engine VM is absorbed by the electric motor/generators E1, E2 in order to charge the vehicle accumulator; whereby, regardless of the torque requirements of the drive axle AA, the internal combustion engine VM runs at a constant speed and a constant torque with its highest possible efficiency. The highest possible efficiency of the internal combustion engine VM is ensured using a control unit through the interaction of the three controllers: - a first controller for a constant speed of the internal combustion engine VM, which acts on the supply of fuel to the internal combustion engine VM; - a second regulator for a constant torque of the internal combustion engine VM, which maintains the constant torque on the motor shaft WM by changing the torque of the electric motor/generator E1; - a third controller, which determines the torque portion of the internal combustion engine VM for transmission to the drive axle AA by causing a change in the torque distribution in the distributor hybrid drive by changing the torque of the electric motor/generator E2. The distribution of the torque of the The internal combustion engine VM is carried out using a four-shaft distributor gearbox, in which: - the torque of the internal combustion engine VM is supplied to the transmission via the shaft W1 and is distributed to two drive branches using gears; - a distributor cage VK1, VK2 of the type of a planetary gear transmission is installed in each drive branch is, with the help of which the supplied torque in each drive branch is divided into a smaller and a larger part in a certain ratio; - part of the torque of the two distributor cages VK1, VK2 is transferred via the shafts W2, W3 to an electric motor/generator E1, E2, these torques are respectively regulated using the second and third regulators in the control of the distributor hybrid drive as defined above; - the second part of the torque of the two distributor cages VK1, VK2 is transmitted to the gear Z4, these two torque Parts on the gear Z4 act in the opposite direction; - the torque difference on the gear Z4 determines the torque on the shaft W4 and is transmitted to the drive axle AA of the vehicle; - each distributor cage VK1, VK2 contains three rotating elements: the cage itself and the two of its shafts ; In both drive branches, the torque can be applied either to each rotating element of the distributor cages VK1, VK2 and the torque for the drive axle AA can be derived from each of the two remaining elements. One of the electric motors/generators E1, E2 is connected to the third rotating element ; By choosing the different connection combinations of the rotating elements in both drive branches, different torque ratios are achieved between the four shafts W1, W2, W3, W4 of the transmission in order to adapt the distributor hybrid drive for the different applications.

Description

Switching automobile traffic from combustion engines to electric drives has not proven easy. The biggest problem with electric cars is the low energy density of the car battery. For the same amount of energy, a car battery is 10 times heavier than a gasoline tank. In order to be able to drive a longer distance, the weight of the car battery exceeds the weight of the payload that the car can carry. Based on the current state of development, an electric car drive is suitable for shorter journeys, but compromise solutions are sought for longer journeys. Various hybrid drives have been developed that combine an electric drive with an internal combustion engine to form a drive unit.

Most hybrid drives can be assigned to one of two groups of hybrid drives, a parallel hybrid drive or a series hybrid drive. In a parallel hybrid drive, the drive is supplemented with an internal combustion engine with one or two electric motors/generators in order to increase the efficiency of the internal combustion engine; i.e. to improve the energy efficiency of the drive. The technical data of an internal combustion engine traditionally indicates its highest power, its highest torque and its best efficiency. In real operation, the combustion engine is operated far from its best possible technical values.

The power (P) transmitted by a rotating shaft, including that from a rotating motor shaft, is calculated in physical units Watt as a product: twice the number Pi times the speed (N) in revolutions per second times the torque (M) in Newtons *Meter, $$\text{P}=2\cdot \mathrm{\pi }\cdot \text{N}\cdot \text{M}$$

In order to keep the speed N constant, speed controllers are widely used in internal combustion engines. If the internal combustion engine runs idle at a constant speed N but without resistance with torque M = 0, its power P and its efficiency are equal to zero. As the torque M increases, its power P and its efficiency increase up to a certain load point M. In an internal combustion engine, some of the thermal energy supplied is converted into mechanical energy; After a certain load point M is exceeded or if the motor is overloaded, this conversion rate, also called efficiency, drops; the motor is still able to generate more mechanical power but with a lower efficiency and overheats. For each engine speed, there is a load point M with the highest efficiency. The set of these highest efficiency points in relation to the speed of the engine forms the efficiency curve of the internal combustion engine in a diagram. This curve shows the highest possible efficiency of the engine at a certain speed, which is stated in the engine's technical data. The efficiency curve with regard to the speed of the motor does not have a peak but shows a gentle progression; An efficient speed range can be determined for each internal combustion engine within which the efficiency of the engine differs insignificantly from its highest value. In a car with an internal combustion engine, the speed of the internal combustion engine is brought into the efficient speed range using a manual transmission. According to formula (1), the torque M, which is determined by the road resistance, should be taken into account when calculating the power of the engine. Most cars on the road are overpowered and operate at a fraction of their peak power under the load point M of the engine at its highest possible efficiency. The parallel hybrid drive builds on this performance difference.

In a parallel hybrid drive, one or two electric motors/generators are connected to the drive train with an internal combustion engine, which can absorb the excess power of the internal combustion engine and convert it into electrical energy, which is stored in the car battery and can be used when needed. The number of electric motors/generators is determined by the structural composition and the electrical control of the parallel hybrid drive. The electric motor/generators function like electric brakes to utilize the combustion engine when road resistance is low; In addition, they can absorb the braking energy of the car when braking or when coasting downhill and store it in the car accumulator.

Utilizing the combustion engine at low road resistance with the help of electric motors/generators results in higher fuel consumption than would be necessary to drive on this section of road. This property of the parallel hybrid drive is justified by the fact that the mechanical energy of the combustion engine, which is absorbed by the electric motor/generators, is not lost but is stored in the car battery. This justification is only partially true. The mechanical energy of the internal combustion engine is first converted into electrical energy in the electric motor/generators, the electrical energy is converted into the car battery chemical energy is converted, then, when required, the chemical energy is converted back into electrical energy and delivered by the electric motor/generators as mechanical energy to the drive axle of the car. Each of these conversion stages has its own efficiency and is associated with energy losses. Instead of the conversions mentioned, this energy could wait in the car's gas tank to be used. With the parallel hybrid drive, the electric drive train works in parallel to the mechanical drive train; Up to 20% of the mechanical energy is converted into heat in the electrical drive train, while only up to 2% of the mechanical energy is lost in the mechanical drive train. The speed of the combustion engine is usually changed using a manual transmission and cannot be kept constant with the parallel hybrid drive. Fuel savings in a car with a parallel hybrid drive are achieved if the car battery is fully charged before driving.

• - US 2009 / 209 381 A1 - Two mode electro-mechanical transmission and control,
• - JP 2005- 9 514 A - Controller of vehicle,
• - US 2010 / 0 190 604 A1 - Transmission,
• - DE 100 21 025 A1 - Getriebe, insbesondere für Kraftfahrzeuge.

The disadvantages of a parallel hybrid drive are intended to be eliminated with the series hybrid drive. The car with an electric drive is equipped with a comparatively smaller car battery for the purpose of reducing weight; Based on the resulting weight savings, the electric drive is supplemented with a unit consisting of an internal combustion engine and an electric generator in order to charge the car battery when necessary while driving. With a series hybrid drive, the combustion engine is decoupled from the car's drive axle and runs at a constant speed at a load point with the highest possible efficiency. One of the disadvantages of the serial hybrid car is that the combustion engine-generator unit has to be driven constantly, which would not be necessary for shorter distances. In addition, the entire mechanical power of the combustion engine is delivered to the drive axle of the car via the electric drive train with the corresponding conversion losses, whereas with the parallel hybrid drive only part of the mechanical power of the combustion engine is sent via the electric drive train. A compromise version for the serial hybrid drive is the electric car, which is equipped with a small combustion engine-generator unit, also called a range extender, for the purpose of reducing weight; This means that the car can drive to the nearest charging station without outside assistance if necessary. Some relevant examples of hybrid drives for motor vehicles are described in the following patent documents:

• - US 2009 / 209 381 A1 - Two mode electro-mechanical transmission and control,
• - JP 2005-9 514 A - Controller of vehicle,
• - US 2010 / 0 190 604 A1 - transmission,
• - DE 100 21 025 A1 - Transmissions, especially for motor vehicles.

This briefly describes the state of the art.

A hybrid drive for the car in which the combustion engine runs at a constant speed at a load point with the highest possible efficiency and the mechanical power of the combustion engine is transmitted to the drive axle of the car via a mechanical drive train without electrical conversion losses is not known today. The task of this application is to propose a hybrid drive with the above-mentioned properties. This task is solved with a device with which a constant torque of the internal combustion engine is maintained; whereby the required part of the torque of the internal combustion engine is transferred to the drive axle of the car via the mechanical drive train, the excess torque of the internal combustion engine is distributed to the two electric motors/generators, which ensures a constant torque of the internal combustion engine. Due to this distribution function of the torque, the device is called a four-shaft distributor gearbox and the drive is called a distributor hybrid drive. Various versions of the four-shaft distributor gearbox are available until shown.

Most car drives are equipped with a transfer gearbox. The torque of the drive is distributed equally to the drive wheels of a drive axle using a differential gear, because there is no reason to favor one wheel over the other. Due to the unevenness of the road and in the curves, the drive wheels get different speeds; Regardless of the speed, each wheel on the drive axle receives the same torque from the differential gear. This technical solution is only good until the two drive wheels have sufficient grip on the ground. If a wheel loses grip with the ground and spins, then the torque for this wheel is low. Due to the compensating function of the differential gear, the opposite wheel on the drive axle receives the same low torque and the car stops. The consideration of the means of eliminating this disadvantage lies outside the scope of this letter. The drive torque is distributed to the driven shafts in a ratio of 50:50 or 1:1 in the differential gear using a distributor cage, also known as a differential cage. With the torque of the distributor taken into account The torque distribution is written down in the cage: 100 = 50 + 50 or 2 = 1 + 1; The number 2 shows the relative size of the torque on the differential cage with respect to the torque on a wheel. The distributor cage in the differential gear is usually driven using a bevel gear transmission, consisting of a bevel gear, also called a pinion, and a plate gear. The gear ratio on the bevel gear transmission is also called the final gear ratio. For example, if the final gear ratio is 10:1, then the torque distribution for the entire differential gear on the drive axle is recorded: 0.2*10 = 1 + 1; The number 0.2 shows the relative size of the torque on the drive shaft of the differential gear on the drive axle with respect to the torque on a wheel. The differential gear on the drive axle represents a type of three-shaft distributor gear with a constant torque distribution between the three shafts. If, for example, a wheel is turned, the torque distribution for the differential gear is rewritten: 1 = 0.2 10 - 1; The minus sign shows that the torque on the mating gear acts in the opposite direction.

In all-wheel drive cars, the drive torque is distributed to the two drive axles using a center differential. In most cars, the engine is mounted at the front, so the front drive axle is more loaded and has better grip on the ground than the rear axle. Logically, the front drive axle should receive more torque than the rear axle. The unequal distribution of the torque in the center differential gear is usually done using a distributor cage in the form of a planetary gear gear. In a planetary gear transmission, the planet carrier is driven; The planetary gears distribute the torque to the sun gear in the center of the gearbox and to the ring gear attached to the distributor cage. For example, the torque is distributed in a ratio of 60:40 or 1.5:1, which means that the diameter of the ring gear is one and a half times larger than the diameter of the sun gear; The planetary gears roll in the annular gap between the ring gear and the sun gear. The center differential gear is a type of three-shaft distributor gear with a constant torque distribution between the three shafts: 100 = 60 + 40 or 2.5 = 1.5 + 1; this torque distribution remains at all speeds of the distributor cage and its shafts; The number 2.5 shows the relative magnitude of the torque on the planetary gear carrier of the distributor cage with respect to the torque on the sun gear. The unequal distribution of torque between the two drive axles only works well until all four wheels on the car have sufficient grip on the ground. For example, if a wheel on the rear axle loses grip with the ground and spins, then the torque on this wheel and on the rear axle as a whole is low; The front drive axle receives one and a half times more torque from the center differential gear than the low torque of the rear axle, which does not have any significant advantage for the movement of the car. The consideration of the means of eliminating this disadvantage lies outside the scope of this letter.

The four-shaft distributor gearbox is proposed here for distributing the torque of the combustion engine in a distributor hybrid drive to the drive axle of the car and to the two electric motors/generators. The four-shaft distributor gearbox is, essentially, assembled from two distributor cages of the planetary gear transmission type. Each of the two distributor cages contains three rotating elements: the cage itself and the two of its shafts. The two rotating elements of a distributor cage are each connected in pairs to the two rotating elements of the second distributor cage using gears or a sleeve in various combinations, which creates the two rotating connection points and leaves one rotating element free for each distributor cage. A shaft is connected to each of the two rotating connection points; These two shafts, each to two different connection points, and the two free rotating elements of the distributor cages represent the four shafts of the four-shaft distributor gearbox. The internal combustion engine is connected to one shaft to one connection point, and from the second shaft to the second connection point transmit the torque to the drive axle of the car. An electric motor/generator is connected to the two free rotating elements of the distributor cages, with which the torque distribution among the four shafts mentioned is controlled. If the drive axle of the car gets the torque from the gears of the connected distributor cages, then this is called a four-shaft type A distributor gearbox. If the drive axle of the car gets the torque from the gears of the two shafts of the distributor cages connected to it, then this is called a four-shaft Transfer gearbox of type B. If the torque to the drive axle of the car is derived from the rotating connection point of one distributor cage with one of the shafts of the second distributor cage, then this four-shaft transfer gearbox is called type C.

VM

Verbrennungsmotor,

WM

Motorwelle,

W1, W2, W3, W4

Verteiler-Getriebes Wellen,

S1, S2, S3, S4

Wellen Sperren,

VK1, VK2

Verteiler Käfige,

Z1, Z2, Z3, Z4, Z5, Z6,

Zahnräder,

SG

Schaltgetriebe,

E1, E2

Elektromotor/Generatoren,

AA

Autos Antriebs Achse.

On the The four-shaft distributor gearbox for distributor hybrid drive type A is shown. The following names have been introduced:

VM

internal combustion engine,

WM

motor shaft,

W1, W2, W3, W4

distributor gear shafts,

S1, S2, S3, S4

blocking waves,

VK1, VK2

distributor cages,

Z1, Z2, Z3, Z4, Z5, Z6,

gears,

SG

manual transmission,

E1, E2

electric motor/generators,

AA

Cars drive axle.

In paragraph [0003] it was mentioned that in a car with an internal combustion engine, the speed of the internal combustion engine is brought into the efficient speed range using a manual transmission. On the until the manual transmission SG is intended for a different purpose. As soon as the combustion engine in the distributor hybrid drive is running, its speed is kept constant by the engine speed controller. Many electric drives for passenger cars function without a manual transmission. In a truck, the torque requirements for the drive are very different when the car is driving unloaded or heavily loaded; In these cars, the electric drive is supplemented with a manual transmission. The manual transmission SG on the until can be offered as an option for various distribution hybrid drive applications.

A car with a hybrid drive should only be able to drive electrically or only with the combustion engine. The four shafts W ₁ , W ₂ , W ₃ , W ₄ of the four-shaft distributor gearbox can be locked either individually or in various combinations using the respective shaft locks S ₁ , S ₂ , S ₃ , S ₄ . For example, if on the until the shaft W ₄ is locked using the shaft lock S ₄ , then when the car is stationary and the internal combustion engine VM is running, the car accumulator is charged by the electric motor/generators E ₁ , E ₂ . The combustion engine VM runs at a constant speed at a load point with the highest possible efficiency regardless of the torque requirements of the car's drive axle AA. Locking or unlocking a shaft should be taken into account in the control of the distributor hybrid drive.

The torque of the internal combustion engine VM is on the transmitted through the shaft W ₁ to the connection point of the two gears Z ₁ , Z ₅ and further distributed from these gears to the two shafts of the distributor cages VK ₁ , VK ₂ . The torque distribution on the respective gear pairs and inside the distributor cages VK ₁ , VK ₂ should be specifically determined for each application of the distributor hybrid drive. In a distributor cage, the torque is distributed unequally between the shafts. Accordingly, the shaft of a distributor cage with the larger torque is called the strong shaft, and the second shaft with the smaller torque is called the weak shaft. On the the distributor cages VK ₁ , VK ₂ are connected to each other using gears Z ₂ , Z ₃ , Z ₄ ; From this connection point, the torque is transmitted through the shaft W ₄ to the drive axle AA of the car. According to the classification in paragraph [0010], the four-shaft distributor gearbox belongs to the to type A.

For the various applications of the distributor hybrid drive, the distributor cages VK ₁ , VK ₂ can be used with the same or different torque distribution. For example, the weak wave of the distributor cage VK ₁ on the rotates 10 times faster than the strong shaft with respect to the distributor cage. For the torque distribution this means that the torque of the strong shaft is divided into 10, of which a tenth part goes to the weak shaft and the remaining nine tenth parts go to the distributor cage VK ₁ . The torque distribution for the distributor cage VK ₁ and the two of its shafts is written down: 100 = 90 + 10 or 10 = 9 + 1. At all speeds, the torque at the distributor cage VK ₁ is 9 times and at the strong Shaft of the distributor cage VK ₁ is 10 times greater than the torque on the weak shaft. This is also called a 10:1 torque ratio between the shafts of a distributor cage.

On the The electric motor/generator E ₁ is connected to the weak shaft W ₂ of the distributor cage VK ₁ . With a torque ratio of 10:1 between the shafts of the distributor cage VK ₁ , a relatively weak electric motor/generator E ₁ can determine the torque on the shaft W ₁ and thus the torque on the motor shaft W _M of the internal combustion engine VM. When controlling the distributor hybrid drive, the torque on the electric motor/generator E ₁ is conditionally regulated using a torque controller in order to keep the torque on the motor shaft W _M constant.

On the The distributor cage VK ₁ is connected to the connection point consisting of the gears Z ₂ , Z ₃ , Z ₄ . With a torque ratio of 10:1 between the shafts of the distributor cage VK ₁ , the distributor cage VK ₁ receives 9 times greater torque than the torque on the weak shaft W ₂ . This torque is transferred to gear Z ₄ via gear Z ₂ carry. On the other hand, the torque of the distributor cage VK ₂ is also transmitted to the gear Z ₄ via the gear Z ₃ , with the torques of the two distributor cages VK ₁ , VK ₂ on the gear Z ₄ acting in the opposite direction. If the opposing torques on gear Z ₄ balance each other out, shaft W ₄ receives no torque. For example, if the torque ratio between the shafts of the distributor cage VK ₂ is selected 5:1, then the torque distribution on the distributor cage VK ₂ takes place according to the formula 100 = 80 + 20 or 5 = 4 + 1 and the distributor cage VK ₂ receives 4 times greater torque than the torque on the weak shaft W ₃ to which the electric motor/generator E ₂ is connected. When controlling the distributor hybrid drive, the torque on the electric motor/generator E ₂ is conditionally regulated using a torque controller in order to compensate for the two torques on the gear Z ₄ when the car is stationary and to set the torque on the shaft W ₄ to zero. The torque of the internal combustion engine VM is thus distributed to the two electric motor/generators E ₁ , E ₂ and is kept constant by the effect on the torque of the electric motor/generator E ₁ using the torque controller for the motor shaft W _M.

The control of the distributor hybrid drive contains three controllers. With the help of a speed controller, the speed of the internal combustion engine VM is kept constant, which affects the fuel supply to the internal combustion engine VM. The torque on the motor shaft W _M is kept constant using a torque controller, which works by changing the torque of the electric motor/generator E ₁ . A torque controller is used to regulate the torque difference on gear Z ₄ for shaft W ₄ , which works by changing the torque of electric motor/generator E ₂ . After a specification from the accelerator pedal, the torque of the electric motor/generator E ₂ is on the elevated. The increased torque is increased 4 times by the transmission in the distributor cage VK ₂ and is transmitted from the distributor cage VK ₂ via the gear Z ₃ to the gear Z ₄ ; At the same time, the 5-fold increased torque from the strong shaft of the distributor cage VK ₂ is added to the torque of the motor shaft W _M via the connection point of the two gears Z ₅ , Z ₁ . The torque controller for the motor shaft W _M then reduces the torque of the electric motor/generator E ₁ in order to keep the torque on the motor shaft W _M constant. The reduced torque on the shaft W ₂ causes the torque to be reduced on the distributor cage VK ₁ , which acts on the gear Z ₄ via the gear Z ₂ . By increasing the torque on the distributor cage VK ₂ and reducing the torque on the distributor cage VK ₁ , a torque difference is created on the gear Z ₄ , which is transmitted via the shaft W ₄ to the drive axle AA of the car. Regardless of the resistance of the drive axle AA or a specification from the accelerator pedal, the internal combustion engine VM runs at a constant speed in a load point with the highest possible efficiency; whereby the required part of the torque of the internal combustion engine VM is transmitted via the mechanical drive train to the drive axle AA of the car, which corresponds to the intention from paragraph [0007].

The distributor hybrid drive is controlled by the interaction of three controllers: a speed controller for the combustion engine VM and two torque controllers, which each act on the two electric motors/generators E ₁ , E ₂ . Suppose that in the fig.
1, the torque difference on gear Z ₄ is regulated to zero using the two torque controllers when the car is stationary. The small disturbances in control loops can create a small torque difference on gear Z ₄ and the car can start moving. To prevent this, the shaft lock S ₄ on the shaft W ₄ should be kept closed by the control of the distributor hybrid drive when the car is stationary; This roughly corresponds to the function of the handbrake, which is applied to secure a stationary car. In the event that the car has to be pushed or towed, an unlocking of all shaft locks S ₁ , S ₂ , S ₃ , S ₄ should be provided. If the shaft lock S ₁ is blocked, then the distributor hybrid drive becomes an electric drive with two electric motors/generators E ₁ , E ₂ . If one of the shaft locks S ₂ or S ₃ is locked then the distributor hybrid drive becomes a parallel hybrid drive with either an electric motor/generator E ₁ or E ₂ . For driving in the mode of a parallel hybrid drive or, if necessary, only with the combustion engine VM, a stepless change in the speed setting on the speed controller for the combustion engine VM should be provided in order to be able to change the speed of the car because the controller ensures compliance the torque difference on gear Z ₄ is eliminated.

The functionality of the distributor hybrid drive can be described as follows. The torque of the internal combustion engine VM on the is distributed to two drive branches in an indefinite ratio using a gear transmission consisting of two gears Z ₁ , Z ₅ . If one drive branch offers no resistance, the second drive branch receives the entire torque of the combustion engine VM, the resistance-free drive branch simply rotates. If the co-rotating drive branch instead of rotating without resistance provides a negative resistance, i.e. introduces a torque, then this torque becomes the torque of the internal combustion engine VM added to shaft W ₁ . The internal combustion engine VM cannot change its torque direction; the distributor hybrid drive contains two electric motor/generators E ₁ , E ₂ whose torque direction is determined by the control of the drive; Due to this property, the distribution hybrid drive can not only absorb the excess power of the internal combustion engine VM using the electric motor/generators E ₁ , E ₂ for charging the car battery, but also deliver greater power to the drive axle AA of the car than the internal combustion engine VM can generate. A distributor cage VK ₁ or VK ₂ is installed in each drive branch, with the help of which the torque is distributed in a certain ratio, for example in the distributor cage VK ₁ 100 = 90 +10 or 10 = 9 + 1, or in the distributor cage VK ₂ 100 = 80 + 20 or 5 = 4 + 1. In each drive branch, the smaller part of the torque is transmitted via the shafts W ₂ or W ₃ to an electric motor/generator E ₁ or E ₂ ; the larger part of the torque from each drive branch acts on the gear Z ₄ via the gears Z ₂ or Z ₃ ; whereby the torques of the two drive branches on gear Z ₄ act in the opposite direction. The torque difference that arises at gear Z ₄ is transmitted as torque via shaft W ₄ to the car's drive axle AA. The torque for the drive axle AA is regulated using the control of the distributor hybrid drive by changing the torques of the electric motor/generators E ₁ , E ₂ ; If the torque on the shaft W ₄ for the drive axle AA is regulated to zero, then the entire power of the internal combustion engine VM is absorbed by the electric motor/generators E ₁ , E ₂ . Regardless of the requirements of the drive axle AA, the internal combustion engine VM runs at a constant speed with the highest possible efficiency, with the required part of the torque of the internal combustion engine VM being transmitted to the drive axle AA of the car via a mechanical drive train.

On the A possible version of the four-shaft distributor gearbox for distributor hybrid drive type B is shown. The four-shaft distributor gearbox on the is made of the same components as the gearbox on the assembled in a modified order. Among the three rotating elements of a distributor cage VK ₁ or VK ₂ , the strong shaft of the distributor cage contains the greatest torque. On the the torque for the shaft W ₄ is derived from the connection point of the strong shafts of the distributor cages VK ₁ and VK ₂ ; This could prove to be an advantage for the application of the distribution hybrid drive in a truck. The control of the Type B distributor hybrid drive is similar to the control of the Type A drive.

A possible version of the four-shaft distributor gearbox for distributor hybrid drive type B is on the shown. In contrast to The strong shafts of the distributor cages VK ₁ and VK ₂ are connected to each other using a sleeve instead of gears. The gear Z ₆ is attached to the connecting sleeve, with which the torque difference of the strong shafts is transmitted to the shaft W ₄ via the gear Z ₄ . When connecting the strong waves on the With the help of gears Z ₄ , Z ₅ , Z _6, rattling noises can occur between the gears in transition phases of the drive from pulling operation to pushing operation. When connecting the strong waves on the Using a sleeve, the precision of the control of the distributor hybrid drive is improved.

To accommodate the four-shaft distributor gearbox in existing car bodies, the components of the gearbox can be installed in smaller sub-housings instead of in a housing. A possible division of the transmission is on the shown. In order to maintain the properties of the distributor hybrid drive, the distributed components of the transmission must be connected to one another using shafts or cardan shafts.

On the A possible version of the four-shaft distributor gearbox for distributor hybrid drive type C is shown. The assembly of the gearbox on the is the assembly of the transmission on the similar.

In paragraph [0006] a serial hybrid drive with a small internal combustion engine was mentioned as a range extender. The distributor hybrid drive is well suited for the use of a small combustion engine. The small torque from a small internal combustion engine should logically be attached to the connection point of two weak shafts of the distributor cages VK ₁ and VK ₂ in order to participate in a drive with the larger torques of the electric motor/generators E ₁ , E ₂ . A possible version of the four-shaft distributor gearbox for distributor hybrid drive type A with a small combustion engine as a range extender is on the shown. The torque of the internal combustion engine VM is applied via the gears Z ₁ and Z ₉ to the connecting sleeve of the weak shafts of the distributor cages VK ₁ and VK ₂ . After the transmission in the distributor cages VK ₁ and VK ₂ , the torque of the internal combustion engine VM is transmitted via the gears Z ₂ and Z ₃ to the gear Z ₄ and further to the shaft W ₄ . The torque transmission via the gears Z ₅ , Z ₆ , Z ₇ , Z ₈ is introduced so that the torques from the gears Z ₂ and Z ₃ act on the shaft W ₄ in the opposite direction. In paragraph [0019] it was mentioned that the ver Splitter hybrid drive with the help of the electric motor/generators E ₁ , E ₂ can deliver greater power to the drive axle AA of the car than the combustion engine VM generates. Only when coasting while driving downhill or when the car is stationary is the small torque of the internal combustion engine VM absorbed by the electric motor/generators E ₁ , E ₂ in order to charge the car accumulator. The control of the distributor hybrid drive ensures that the small combustion engine VM runs at a constant speed with the highest possible efficiency, regardless of what proportion of its mechanical power is absorbed by the car's drive axle AA via the mechanical drive train.

On the A possible version of the four-shaft distributor gearbox for distributor hybrid drive type B with a small combustion engine VM is shown as a range extender. How the distribution hybrid drive works on the is how the drive works similar. There is the advantage of a type B drive over a type A drive, which is described in paragraph [0020].

In paragraph [0010] it was defined that the four-shaft distributor gearbox is, essentially, assembled from two distributor cages of the planetary gear transmission type. The installation of the distributor cage VK ₁ in the four-shaft distributor gearbox on the is detailed on the shown. In the selected type of planetary gear transmission, the sun gear in the middle of the transmission is omitted for the purpose of a compact design. Inside the distributor cage VK _1, a planet gear carrier or frame Ra is attached to the weak shaft W ₂ , in which the four planet gear pairs PZ1 _a - PZ2 _a , PZ1 _b - PZ2 _b , PZ1 _c - PZ2 _c , PZ1 _d - PZ2 _d , with their shafts WP _a , WP _b , WP _c , WP _d , are stored. The paired planetary gears are firmly connected to each other or are milled as one part. The four planetary gear pairs roll off the hollow gear HZ1, which is fastened inside the distributor cage VK ₁ , and transmit the torque to the hollow gear HZ2, which is fastened inside the distributor cage VK ₁ on the strong shaft W ₁ . The gear Z ₂ is attached to the outside of the distributor cage VK ₁ ; The gear Z ₁ is attached to the strong shaft W ₁ outside of the distributor cage VK ₁ . On average A - A on the The planet gears PZ1 _a , PZ1 _b , PZ1 _c , PZ1 _d are not hatched so that you can see the ball bearings for the shafts WP _a , WP _b , WP _c , WP _d , in the frame Ra. For example, the following tooth numbers can be selected for the gears of the distributor cage VK ₁ : HZ1 = 63, HZ2 = 60, PZ1 = 21, PZ2 = 18. With this gear set, the 10 revolutions of the weak shaft W ₂ with respect to the distributor cage are made VK ₁ one revolution of the strong shaft W ₁ , or the torque ratio between the shafts of the distributor cage VK ₁ is 10:1. If the gear set is selected for the distributor cage VK ₂ : HZ1 = 66, HZ2 = 60, PZ1 = 22, PZ2 = 16, then the torque ratio between the shafts of the distributor cage VK ₂ is 5:1.

The torque from the shaft W ₄ to the until can also be distributed to the two drive axles of a car in a certain ratio using a three-shaft distributor gearbox, as described in paragraph [0009]. For example, if the torque is distributed in a ratio of 60:40, this ratio remains the same at different speeds of the driven shafts and cannot be changed. As an alternative to using a three-shaft distributor gearbox, the four-shaft distributor gearbox can be expanded with a third distributor cage VK ₃ , as shown on the is shown. This expansion turns a four-shaft distributor gearbox into a six-shaft distributor gearbox. The torque of the shaft W ₁ on the is distributed over three drive branches using a gear transmission consisting of three gears Z ₁ , Z ₆ , Z ₅ . One of the distributor cages VK ₁ , VK ₂ , VK ₃ is installed in each drive branch. The control of the torque distribution from the shaft W ₁ to the shafts W ₂ , W ₃ , W ₄ remains the same as in a four-shaft distributor gearbox. To control the torque distribution to the shafts W ₅ , W ₆ , a third electric motor/generator E ₃ is provided in the third drive branch, which is controlled by a fourth controller in the control of the distributor hybrid drive. The fourth controller causes the change in the torque on the shaft W ₆ by changing the torque of the electric motor/generator E ₃ . If the electric motor/generator E ₃ offers no resistance, then the shaft W ₆ receives no torque, the distributor cage VK ₃ simply rotates with the gear Z ₅ . The electric motor/generator E ₃ is connected to the weak shaft W ₃ of the distributor cage VK ₃ so that it can redistribute the torque of the internal combustion engine VM in the transmission with relatively small changes in its own torque. If the two torque controllers for shafts W ₄ and W ₆ receive the same input from the accelerator pedal, then the drive axles AA ₁ and AA ₂ receive the same torque. Similar to a rocker, the torque can be redistributed larger or smaller between the drive axles AA ₁ and AA ₂ using the control of the distributor hybrid drive. The torque from the distributor cages VK ₂ and VK3 is added to the torque of the shaft W ₁ via the gears Z ₅ , Z ₆ , Z ₁ and is balanced by the action of the torque controller for the motor shaft W _M in that the torque of the electric motor /Generator E ₁ is lowered so that the torque on the combustion engine VM remains constant. Regardless of the torque requirements of the drive axles AA ₁ and AA ₂ , the torque of the internal combustion engine VM is distributed in a six-shaft transfer gearbox via a mechanical drive train and the internal combustion engine VM runs at a constant speed and a constant torque with its highest possible efficiency.

To use the distributor hybrid drive in a vehicle with three drive axles, the six-shaft distributor gearbox is used, as shown on the , further expanded with a VK ₄ distributor cage, creating an eight-shaft distributor gearbox. A possible version for the eight-shaft distributor gearbox is on the shown. The magnitude of the torque for the shaft W ₈ is determined by the torque of the electric motor/generator E ₄ . If the electric motor/generator E ₄ offers no resistance, then the shaft W ₈ receives no torque, the distributor cage VK ₄ simply rotates. For an occasional separation of the distributor cage VK ₄ from the car's mechanical drive train is on the a clutch K is provided. Similar to the model on the is the distributor cage VK ₄ on the shown in a separate partial housing. The torque for the shaft W ₈ is regulated using a fifth regulator in the control of the distributor hybrid drive, which acts on the electric motor/generator E ₄ . The electric motor/generator E ₄ is connected to the weak shaft W ₇ of the distributor cage VK ₄ so that it can redistribute the torque of the internal combustion engine VM in the transmission with relatively small changes in its own torque. If the three torque controllers for the shafts W ₄ , W ₆ , W ₈ receive the same input from the accelerator pedal, then the torque of the internal combustion engine VM is distributed in equal parts to the three drive axles AA ₁ , AA ₂ , AA ₃ . In the control of the distribution hybrid drive, any redistribution of torque between the drive axles of the car can be defined. Regardless of the distribution of the torque to the drive axles, the torque of the internal combustion engine VM is transmitted via a mechanical drive train and the internal combustion engine VM runs at a constant speed and a constant torque with its highest possible efficiency.

VM

Verbrennungsmotor;

WM

Motorwelle;

W1, W2, W3, W4, W5, W6, W7, W8

Verteiler-Getriebes Wellen;

S1, S2, S3, S4, S5, S6, S7, S8

Wellen Sperren;

VK1, VK2, VK3, VK4

Verteiler Käfige;

Z1, Z2, Z3, Z4, Z5, Z6, Z7, Z8, Z9

Zahnräder;

SG

Schaltgetriebe;

E1, E2, E3, E4

Elektromotor/Generatoren;

AA1, AA2, AA3

Autos Antriebs Achsen;

Ra

Rahmen im Verteiler Käfig;

WPa, WPb, WPc, WPd

Planetenzahnrad Wellen;

PZ1a - PZ2a, PZ1b - PZ2b, PZ1c - PZ2c, PZ1d - PZ2d

Planetenzahnrad Paare;

HZ1, HZ2

Hohl Zahnräder;

K -

Kupplung.

On the pictures of until are given the following designations:

VM

internal combustion engine;

WM

motor shaft;

W1, W2, W3, W4, W5, W6, W7, W8

distributor gear shafts;

S1, S2, S3, S4, S5, S6, S7, S8

Lock Waves;

VK1, VK2, VK3, VK4

distributor cages;

Z1, Z2, Z3, Z4, Z5, Z6, Z7, Z8, Z9

gears;

SG

manual transmission;

E1, E2, E3, E4

electric motor/generators;

AA1, AA2, AA3

cars drive axles;

Ra

frame in distributor cage;

WPa, WPb, WPc, WPd

planetary gear shafts;

PZ1a - PZ2a, PZ1b - PZ2b, PZ1c - PZ2c, PZ1d - PZ2d

planetary gear pairs;

HZ1, HZ2

hollow gears;

K-

Coupling.

Claims (3)

A distributor hybrid drive for a vehicle, which essentially consists of an internal combustion engine VM, two electric motor/generators E ₁ , E ₂ , a four-shaft distributor gearbox and a control unit in which the required part of the torque of the internal combustion engine VM is generated using of the four-shaft distributor gearbox is transmitted via a mechanical drive train to a drive axle AA of the vehicle and the excess part of the torque of the internal combustion engine VM is absorbed by the electric motor/generators E ₁ , E ₂ in order to charge the vehicle accumulator; wherein, regardless of the torque requirements of the drive axle AA, the internal combustion engine VM runs at a constant speed and a constant torque with its highest possible efficiency. The highest possible efficiency of the internal combustion engine VM is ensured by means of a control unit through the interaction of three regulators: - a first constant speed regulator of the internal combustion engine VM, which acts on the supply of fuel to the internal combustion engine VM; - a second controller for a constant torque of the internal combustion engine VM, which maintains the constant torque on the motor shaft W _M by changing the torque of the electric motor/generator E ₁ ; - a third controller, which determines the torque share of the internal combustion engine VM for transmission to the drive axle AA by changing the torque distribution Distributor hybrid drive is caused by changing the torque of the electric motor/generator E ₂ . The torque of the internal combustion engine VM is distributed using a four-shaft distributor gearbox, in which: - the torque of the internal combustion engine VM is supplied to the transmission via the shaft W ₁ and is distributed over two drive branches using gears; - a distributor cage VK ₁ , VK ₂ of the type of planetary gear transmission is installed in each drive branch, with the help of which the supplied torque in each drive branch is divided into a smaller and a larger part in a certain ratio; - Part of the torque of the two distributor cages VK ₁ , VK ₂ is transmitted via the shafts W ₂ , W ₃ to an electric motor/generator E ₁ , E ₂ , these torques are controlled using the second and third regulators in the control system Distributor hybrid drive can be regulated as defined above; - the second part of the torque of the two distributor cages VK ₁ , VK ₂ is transmitted to the gear Z ₄ , with these two torque parts acting on the gear Z ₄ in the opposite direction; - the torque difference on gear Z ₄ determines the torque on shaft W ₄ and is transmitted to the drive axle AA of the vehicle; - where each distributor cage VK ₁ , VK ₂ contains three rotating elements: the cage itself and the two of its shafts; In both drive branches, the torque can be applied either to each rotating element of the distributor cages VK ₁ , VK ₂ and the torque for the drive axle AA can be derived from each of the two remaining elements. One of the electric motors/generators is applied to the third rotating element E ₁ , E ₂ connected; By choosing the different connection combinations of the rotating elements in both drive branches, different torque ratios are achieved between the four shafts W ₁ , W ₂ , W ₃ , W ₄ of the transmission in order to adapt the distributor hybrid drive for the different applications. A distributor hybrid drive for a vehicle with two drive axles, which essentially consists of an internal combustion engine VM, three electric motor/generators E ₁ , E ₂ , E ₃ , a six-shaft distributor gearbox and a control unit in which the required part the torque of the internal combustion engine VM is distributed to the two drive axles AA ₁ , AA ₂ of the vehicle using the six-shaft distributor gearbox via a mechanical drive train and the excess part of the torque of the internal combustion engine VM is distributed by the electric motor/generators E ₁ , E ₂ , E ₃ is recorded to charge the vehicle battery; wherein, regardless of the torque requirements of the drive axles AA ₁ , AA ₂ , the internal combustion engine VM runs at a constant speed and a constant torque with its highest possible efficiency. The highest possible efficiency of the internal combustion engine VM is ensured by means of a control unit through the interaction of four regulators: - a first constant speed regulator of the internal combustion engine VM, which acts on the supply of fuel to the internal combustion engine VM; - a second controller for a constant torque of the internal combustion engine VM, which maintains the constant torque on the motor shaft W _M by changing the torque of the electric motor/generator E ₁ ; - a third controller, which determines the torque portion of the internal combustion engine VM for transmission to the drive axle AA ₁ by causing a change in the torque distribution in the distributor hybrid drive by changing the torque of the electric motor / generator E ₂ ; - a fourth controller, which determines the torque share of the internal combustion engine VM for transmission to the drive axle AA ₂ by causing a change in the torque distribution in the distributor hybrid drive by changing the torque of the electric motor/generator E ₃ . The torque of the internal combustion engine VM is distributed using a six-shaft distributor gearbox, in which: - the torque of the internal combustion engine VM is fed to the transmission via the shaft W ₁ and is distributed over three drive branches using gears; - two drive branches of which work as intended Claim 1 is defined and transmits the proportion of the torque of the internal combustion engine VM to the drive axle AA ₁ , this proportion is determined by the control of the distributor hybrid drive; - in the third drive branch, a distributor cage VK ₃ of the type of planetary gear transmission is installed, with the help of which the supplied torque is divided into a smaller and a larger part in a certain ratio; - part of the torque of the distributor cage VK ₃ is transmitted via the shaft W ₅ to the electric motor/generator E ₃ , the torque of which is regulated using the fourth controller in the distributor hybrid drive control as defined above; - the second part of the torque of the distributor cage VK ₃ is transmitted via the shaft W ₆ to the drive axle AA ₂ of the vehicle; - where each distributor cage VK ₁ , VK ₂ , VK ₃ three rotating elements contains: The cage itself and the two of its shafts; In each of the three drive branches, the torque can optionally be applied to each rotating element of the distributor cages VK ₁ , VK ₂ , VK ₃ and the torque for the drive axles AA ₁ , AA ₂ of the vehicle can optionally be derived from each of the two remaining elements to which third rotating element, one of the electric motor/generators E ₁ , E ₂ , E ₃ is connected; By choosing the different connection combinations of the rotating elements in three drive branches, different torque ratios are achieved between the six shafts W ₁ , W ₂ , W ₃ , W ₄ , W ₅ , W ₆ of the transmission in order to create the distributor hybrid drive for the different Customize applications. A distribution hybrid drive for a vehicle with three drive axles, AA↓1, AA↓2, AA↓3, which essentially consists of an internal combustion engine VM, four electric motor/generators E ₁ , E ₂ , E ₃ , E ₄ , an eight-shaft distributor gearbox and a control unit, in which the required part of the torque of the internal combustion engine VM is distributed using the eight-shaft distributor gearbox via a mechanical drive train to the three drive axles AA ₁ , AA ₂ , AA ₃ of the vehicle and the excess part the torque of the internal combustion engine VM is absorbed by the electric motor/generators E ₁ , E ₂ , E ₃ , E ₄ in order to charge the vehicle accumulator; wherein, regardless of the torque requirements of the drive axles AA ₁ , AA ₂ , AA ₃ , the internal combustion engine VM runs at a constant speed and a constant torque with its highest possible efficiency. The highest possible efficiency of the internal combustion engine VM is ensured by means of a control unit through the interaction of five regulators: - a first constant speed regulator of the internal combustion engine VM, which acts on the supply of fuel to the internal combustion engine VM; - a second controller for a constant torque of the internal combustion engine VM, which maintains the constant torque on the motor shaft W _M by changing the torque of the electric motor/generator E ₁ ; - a third controller, which determines the torque portion of the internal combustion engine VM for transmission to the drive axle AA ₁ by causing a change in the torque distribution in the distributor hybrid drive by changing the torque of the electric motor / generator E ₂ ; - a fourth controller, which determines the torque portion of the internal combustion engine VM for transmission to the drive axle AA ₂ by causing a change in the torque distribution in the distributor hybrid drive by changing the torque of the electric motor/generator E ₃ ; - a fifth controller, which determines the torque share of the internal combustion engine VM for transmission to the drive axle AA ₃ by causing a change in the torque distribution in the distributor hybrid drive by changing the torque of the electric motor/generator E ₄ . The torque of the internal combustion engine VM is distributed using an eight-shaft distributor gearbox, in which: - the torque of the internal combustion engine VM is fed to the transmission via shaft W ₁ and is distributed to four drive branches using gears; - two drive branches of which work as intended Claim 1 is defined and transmits the proportion of the torque of the internal combustion engine VM to the drive axle AA ₁ , this proportion is determined by the control of the distributor hybrid drive; - the third drive branch works as it should Claim 2 is defined and transmits the proportion of the torque of the internal combustion engine VM to the drive axle AA ₂ , this proportion is determined by the control of the distributor hybrid drive; - in the fourth drive branch, a distributor cage VK ₄ of the type of planetary gear transmission is installed, with the help of which the supplied torque is divided into a smaller and a larger part in a certain ratio; - part of the torque of the distributor cage VK ₄ is transmitted via the shaft W ₇ to the electric motor/generator E ₄ , the torque of which is regulated using the fifth regulator in the control system of the distributor hybrid drive as defined above; - the second part of the torque of the distributor cage VK ₄ is transmitted via the shaft W ₈ to the drive axle AA ₃ of the vehicle; - where each distributor cage VK ₁ , VK ₂ , VK ₃ , VK ₄ contains three rotating elements: the cage itself and the two of its shafts; In each of the three drive branches, the torque can be applied either to each rotating element of the distributor cages VK ₁ , VK ₂ , VK ₃ , VK ₄ and the torque for the drive axles AA ₁ , AA ₂ , AA ₃ can be applied either from each of the two remaining elements of the vehicle, one of the electric motor/generators E ₁ , E ₂ , E ₃ , E ₄ is connected to the third rotating element; By choosing the different connection combinations of the rotating elements in four drive branches, different torque ratios are achieved between the eight shafts W ₁ , W ₂ , W ₃ , W ₄ , W ₅ , W ₆ , W ₇ , W ₈ of the transmission around the distributor -Hyb rid drive to adapt to different applications.

Images