Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
  • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
  • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
  • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
  • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
  • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
  • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
  • F16F15/13164—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by the supporting arrangement of the damper unit
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
  • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
  • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
  • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
  • F16F15/139—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by friction-damping means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles

Definitions

• the invention relates to a flywheel device comprising several masses of inertia linked together and acting in a particular way to improve the operation of the engine, as well as an engine (or a vehicle) thus equipped and the corresponding method which improves its operation .
• Such flywheels mounted on vehicles equipped with thermal engines are known to limit the harmful effects of the vibrations which emanate from these engines, in particular at idle or in the start-up phase of the engines. vehicles.
• High inertia is essential to ensure slow idling or regular starting, with appreciable vibration or without significant jolts.
• flywheels in particular those of the aforementioned type, is to ensure this inertia effect by storing energy in the explosion phases of the motors and by restoring it in the compression phases.
• flywheel devices there is known in particular that disclosed in FR-2 722 551 where the device comprises a first mass of inertia connected to a drive device and a second mass of inertia linked to the first mass d inertia via a connecting device to establish a friction connection between the first and second inertia masses.
• the connecting device belongs to a damping system enclosing at least one damper through which it is possible to establish said friction link between the first and second mass of inertia, in order to promote an operation of the flywheel without risk of deterioration at the resonant rotation speed of the masses.
• the considerations of the present invention are further.
• flywheels e in particular for smoothing vibrations or jolts at idle or during start-up phase
• a flywheel with constant inertia can store too much energy beyond of the idling speed or of the starting phase, penalizing the rise in engine speed and risking overconsumption of fuel.
• the masses of inertia of the flywheel are masses restarting in rotation at each relevant operating phase of the engine. This can represent between 10 and 15% or even 20% of the fuel consumption used to move the vehicle.
• Optimizing the operation of the tan flywheel during the idling or starting phases as when the vehicle is traveling at a stabilized speed, improving the performance, promoting a reduction in fuel consumption are goals targeted within the framework of the present invention.
• An object of the invention is to improve the aforementioned flywheel device so that it can operate in situations other than those, limiting, of US-A-3,280,653 or FR 2,722,551, in particular.
• first and second inertia masses are placed side by side around said axis of rotation, and / or the clutch means and the means for urging towards the engaged state act substantially parallel to the axis of rotation, and / or said predetermined operating conditions in which the biasing means act towards the disengaged state relate to at least one of:
• Considerations of the invention are to ensure regular rotation during the start-up phase by increasing the mass of the steering wheel, and / or, in steady state for example at the last gear ratio. speed, power if you want to privilege comfort, silence and reduction of vibrations by staying engaged.
• the performance of the engine can be refined by limiting the energy losses when the engine operating phase does not require the use of the maximum inertia effect, and in particular rapid rises in speed are favored. .
• the clutch means whether it is a direct bond or indirect bond.
• the flywheel device of the invention also comprises such a third mass d inertia linked to the first and / or second mass of inertia by means of at least one torsion damper and which is thus adapted to perform a limited rotation relative to said first and / or second mass (s ) of inertia.
• the first flywheel mass of the flywheel include a cage in which are enclosed the second mass of inertia and the clutch means, or even the third mass of inertia.
• a complementary aim which the invention seeks to optimize concerns the control of the inertia conditions.
• an additional characteristic of the invention for this, an additional characteristic of
• the clutch means comprise a lining system which is interposed between the first and second inertia masses and which is naturally biased towards its position "engaged", under the effect of a return system .
• a solution using a rheological fluid can be provided.
• the second mass of inertia is made of magnetizable material
• the clutch means comprise an electromagnetic control acting on the second mass of inertia to break the connection with the first, in the disengaged position.
• the second mass of inertia is mounted movable in translation relative to the first mass of inertia, to evolve between the engaged and disengaged positions, and that the device further comprises a stop limiting the amplitude of translation of the second mass of inertia relative to the first.
• this includes elastic washers bearing on one side on a shoulder of the first mass of inertia and, on the other hand, on a bearing mounted on the second mass of inertia.
• a solution once again reliable, efficient and adapted to the context requiring internal combustion engines for motor vehicles, consists in advising that the clutch means (declutching) are linked to an electrical supply comprising magnets fixed on the crankcase and coils mounted opposite the first mass of inertia.
• Yet another problem relates to the possibility of using the multi-mass flywheel as not only a flywheel, but also a starter and a generator.
• Such a group when operating as a starter, such a group receives an electric starting current which can be of the order of 800 to 1000 A, while the torque and the required power leads to the use of an electrical voltage of 36 to 42 volts.
• Such groups have high manufacturing and operating costs.
• a motor vehicle comprising a conventional heat engine equipped with a flywheel provided with a starter ring, a pinion starter, and an alternator driven by means of a belt and pulleys
• a flywheel provided with a starter ring, a pinion starter, and an alternator driven by means of a belt and pulleys
• an object of the present invention is to propose an improvement of this prior art which is economical, simple, reliable and allows good acceleration of the rotational speed of the heat engine while limiting the torsional and bending vibrations of the crankshaft, especially when the engine is idling.
• the device (or assembly) forming a flywheel, starter and generator of the aforementioned type is then characterized in that:
• the device also cooperates with first clutch means to drive the input shaft of the gearbox, the first mass of inertia is fixed on the output shaft of the heat engine, coaxially to it, and the device further comprises an electrical group comprising a rotor, essentially constituted by the second mass of inertia , and a stator and which is adapted to be actuated by control means to operate either as a motor or as a generator. It will thus be possible to start the heat engine by actuating the second clutch means and by using in particular the kinetic energy of the rotor previously put in rotation. This makes it possible to obtain both faster accelerations of the speed of rotation of the heat engine, and therefore of the speed of a vehicle driven by said engine, and a reduction in energy expenditure, and therefore in consumption. fuel.
• the first and second clutch means will advantageously be actuated, the rotor-stator group will operate as a generator, and the rotor will rotate with the flywheel so that preferably the inertia of the rotating mass is maximum in order to reduce the bending vibrations of the crankshaft.
• the generator can then recharge, if necessary, the vehicle battery while participating, by the mass of the rotating rotor, in stabilizing the rotational speed of the heat engine and in reducing vibrations.
• Figure 1 is a schematic half view in axial section of a flywheel device according to a preferred embodiment of the invention
• Figure 2 is an enlarged, local view, taken in the direction of arrow II of Figure 1;
• FIG. 3 is a schematic view in axial section, similar to Figure 1, of another embodiment of the present invention.
• FIG. 4 is a sectional view along IV- IV in FIG. 3, - Figure 5 is an axial sectional view of another embodiment of the device according to the present invention;
• Figure 6 is a schematic perspective view of the half assembly shown in Figure 1;
• FIGS. 7 to 10 are logic diagrams respectively representing the algorithms of various operating modes of the assembly shown diagrammatically in FIGS. 5 and 6.
• the flywheel device (or assembly) 1 illustrated in FIG. 1 comprises a primary disc, or first mass of inertia 3, connected in a separable manner, at 5, to a shaft such as the crankshaft 7 of a drive device not shown, for example an internal combustion engine.
• the axis 9 represents the axis of rotation of an engine output shaft (typically crankshaft) around which the flywheel device 1 rotates, only a half-view of this device being represented perpendicular to the axis 9, the other half-view being able to be constructed by symmetry with respect to this axis.
• an engine output shaft typically crankshaft
• the starter is very roughly shown diagrammatically, or more precisely a starter ring gear suitably fixed on the flywheel 1, and more precisely in this case on the primary disc 3.
• the toothed crown 11 can be fixed to the primary disc 3 by shrinking, screwing or welding, without leaving any degree of freedom to the crown.
• the starting crown Alternatively, it can however be provided to give the starting crown a certain flexibility and possibility of deformation concerning in particular the zone of the crown carrying the teeth by relative to the zone of the crown fixed on the peripheral surface of the primary disc 3.
• the starting ring 11 Fixed at the outer periphery of the primary disc 3, the starting ring 11 here ensures the launching in rotation of the device.
• the flywheel device does not comprise a single “monobloc” mass of inertia: the first mass of inertia 3 is in fact separably linked to a second mass of inertia 13, by means of a device d clutch / disengage identified as a whole 15.
• the second mass of inertia (or auxiliary disc) 13 is advantageously mounted unacceptable in rotation with respect to screw of the first inertia mass 3 therefore vis-à-vis the shaft, (at least in the disengaged position of the clutch device 15).
• the second mass of inertia 13 is preferably connected radially, towards its outer periphery, to a third mass of inertia 19, by means of a system of damping 21 which acts as a torsional damper.
• the third inertia mass 19 can perform a limited rotation with respect to the mass 13 in the plane of rotation of the latter, on either side of an equilibrium position, by being called back to this position, during the rotation of the second mass of inertia around the axis 9, by a return device which here comprises a double wound torsion spring.
• the third inertia mass 19 advantageously has a section substantially "U" so as to reserve an internal channel 25 provided with a narrowed neck 27 at the location of its internal radial opening and through which the torsion spring 23 passes, so as to allow the aforementioned limited damping beat.
• the third inertia mass 19 and the damping system 21 are arranged towards the outer radial periphery of the second inertia mass 13.
• the primary disc 3 illustrated is presented as a cage which contains the second and third masses of inertia 13, 19, as well as the clutch / declutching device 15 and the free rolling means 17, in particular.
• the free rotation means 17 consists of a bearing connection which may include roller bearings.
• the first and second masses of inertia 3.13 are arranged side by side (and not radially) around the axis 9.
• an electromagnetic clutch device comprising a clutch lining 125 interposed between two lateral surfaces of the first inertia mass 3 and of the second inertia mass 13 and an electromagnetic type control device identified as a whole 127.
• This choice requires that at least locally the second mass of inertia 13 comprises a magnetizable material thus making it possible to engage or disengage by means of the lining 125, by displacement in translation of the mass 13 relative to the mass 3 , along axis 29 parallel to axis 9.
• the electromagnetic control device 127 comprises, in the embodiment, a fixed core 131 which extends along the axis 29, between the zone of the lateral surface of the mass 13 opposite to that where the lining 125 is located and the lateral surface opposite the mass 3.
• the core 131 is surrounded by a system of coils 133 arranged in a disk around it, in such a way that under the effect of an electric current, the coil 133 induces an attraction of the second mass 13 by the fixed core 131, spreading thus this mass of mass 3 and placing the system in its disengaged state.
• the auxiliary disc 13 When it is not so stressed by the attraction of the core 131, the auxiliary disc 13 is preferably naturally stressed in its engaged position with the disc 3, under the effect of the return system 35 which is also enclosed in the inside the cage 3.
• the clutch means and the biasing means towards the engaged state act here substantially parallel to the axis 9.
• this return system comprises a series of elastic washers 39 mounted naturally inclined on one side bearing on a shoulder 37 of the cage 3 and bearing on the other against a bearing (in this case a bearing roller) 41 linked to the second inertia mass 13, next to the aforementioned bearing 17 mounted perpendicular to the bearing 41 concerned, taking into account the respectively radial and transverse effects provided by these bearings.
• a bearing in this case a bearing roller
• the function of the stop 43 is to avoid that in the disengaged position, the second mass of inertia 13 may have a tendency to cooperate with the core 131 which would otherwise risk 1 'inadvertently causing it to rotate.
• a remote control 47 comprising a transmitter 49 placed in a suitable place in the vehicle and a receiver 51, in this case a radio antenna connected by an electric cable 54 to the electronic unit 45 housed in the cage 3.
• the antenna 51 can protrude slightly from the outer radial wall of the cage 3.
• An on-board computer (not shown) of the vehicle can determine the power on / off sequences of the electronic unit 45 and therefore of the core assembly / windings advantageously depending on the engine speed.
• the electrical supply of the means 27 and 45, or even of the antenna 51, could be provided by a rotary manifold mounted on the crankshaft.
• a solution of the reverse alternator type has been preferred here comprising a series of magnets arranged in inner periphery of the motor housing 53 (stator) and fixed to it.
• N north
• S south
• the on-board computer commands to leave the core 131 / coils 133 assembly in the inactive state so that the core does not attract the second mass of inertia 13 towards it.
• the elastic washers 39 which rotate with the primary disc 3 therefore bias along the axis 29 the mass 13 in the engaged position with the first mass of inertia 3.
• the flywheel then has its maximum inertia.
• the engaged operating speed can be established not only at idle and starting, but at other established engine speeds, to increase silence, driving comfort and reduce vibrations.
• the remote control 47 then activates the core / coil assembly of the control means 27 so that the magnet 31 attracts towards it, along the axis 29, the second inertia mass 13, thus placing it in its disengaged state with respect to - screw of the mass 3.
• the stop 43 prevents the core 131 from replacing the lining 125 to unexpectedly rotate this mass 13, without however of course preventing it from turning mad on the bearings 17.
• the gearbox 136 is connected by its input shaft 137 to the clutch 67.
• a sensor 138 or any means of providing data
• the speed of the gearbox 136 in gear at a given moment of engine operation could be supplied to an on-board computer 139 controlling by an electric or electronic relay 140 (switch for example) the operation of the electromagnetic control device 127 to disengage the first and second inertia masses 3, 13.
• an accelerometer 141 for example linked to the motor output shaft 9, could supply acceleration data to the computer 139 which could act in the same way as above (relay 140).
• a calculation by the computer 139 of the derivative pa with respect to the time of the speed of rotation of the engine could provide the acceleration data.
• a vibration sensor 142 could detect a vibration threshold on the crankshaft 9 or on the engine block (cylinder head for example) and supply this data to the computer 139, or even act directly on the relay 140, if it It is an intelligent sensor that only triggers the relay after a certain vibration threshold.
• the flywheel device 101 comprises the first mass of inertia 3 and a second mass of inertia 113 which is secured by default, by means of the clutch 15, to the first mass 3.
• the second mass 113 can be disengaged by means of the electromagnetic control device 127. It is mounted by means of the elements already described above for the mass of inertia 13.
• the third mass of inertia 119 is mounted by means of a damping system 121 which plays the role torsional damper on two arms 120 fixed to the first inertia mass 3 and extending substantially radially outwards to support the springs 121 and the third inertia mass 119.
• the command and control means of the second mass 113 and the operating modes of the second and third inertia masses 113 and 119 are identical to those described above with reference to FIGS. 1 and 2.
• a hydraulic control could be provided the release of the second mass 13, 113 in place of the electromagnetic device described, using for this purpose, in any known manner, the oil pressure supplied by the engine oil pump, or any other known mode clutch and disengage control.
• Any other known means can also be used to supply the electrical energy necessary for actuation of the clutch and disengage device, and to control the clutch and disengage operations of the second mass 13, 113.
• first and second inertia masses are mentioned respectively “flywheel” 212 and “rotor” 208, it being specified that this rotor is considered to comprise essentially the second inertia mass here concerned.
• FIGS. 5 and 6 therefore show an assembly 201 capable of fulfilling the three respective functions of a flywheel, of a starter and of a generator, conventionally equipping a piston heat engine adapted to equip a mobile device (not shown), for example an automobile.
• the assembly 201 is adapted to be mounted coaxially on the output shaft 202 of a piston engine, shown diagrammatically in 203, and to cooperate with first clutch means, shown diagrammatically in 204, to drive the input shaft 205 of a gearbox, shown diagrammatically at 206, which can be manual or automatic.
• the assembly 201 comprises an electrical group 207 formed by a rotor 208 and a stator 209 and adapted to be actuated by control means, shown diagrammatically at 210, to operate either as an electric motor or as a generator, in particular as an alternator.
• the rotor 208 is adapted to rotate freely around the output shaft 202 of the heat engine 203.
• the assembly 201 also comprises second clutch means, shown diagrammatically at 211, arranged between the rotor 208 and said output shaft 202.
• the second clutch means 211 are adapted, when they are actuated, to secure the rotor 208 and the output shaft 202 to each other in rotation, in particular for starting the heat engine 203 by using in particular the kinetic energy of rotor 208 previously rotated.
• the assembly 201 further comprises a flywheel 212 fixed on the output shaft 202 of the heat engine 203, and the second clutch means 211 are arranged between the rotor 208 and the flywheel 212.
• the first clutch means 204 are arranged between the flywheel 212 and the input shaft 205 of the gearbox 206, and can therefore be conventional clutch means known in themselves.
• the rotor 208 is advantageously mounted between the heat engine 203 and the flywheel 212, other arrangements being possible.
• the rotor 208 is slidably mounted in the axial direction, that is to say in the direction of the double arrow 213 parallel to the geometric axis 214 common to the output shaft 202 and to the input shaft 205, on the output shaft 202 of the heat engine 203.
• the rotor 208 is mounted on the output shaft 202 by means of a cylindrical roller bearing 215 allowing such axial sliding of the rotor 208 relative to the output shaft 202.
• the assembly 201 comprises spring means, shown diagrammatically at 216, arranged so as to permanently urge the rotor 208 in the axial direction 213 towards the flywheel 212, that is to say to the right at Figures 5 and 6.
• the spring means are for example spring washers 217, which bear on a re-entrant shoulder 218 of the shaft 202 and on the free ring 219 of a ball bearing 220, the other ring 221 is fixed to the rotor 208.
• Seals 222 and 223 are disposed between the rotor 208 and the shaft 202 at the two axial ends of the rotor 208.
• the assembly 201 comprises fixed electromagnetic windings 224 adapted, when supplied, to bias and axially move the rotor 208 to move it away from the flywheel.
• the rotor 208 advantageously carries, on its radial face 225 adjacent to the flywheel 212, a lining II
• clutch shown diagrammatically at 226, adapted to engage with the radial face 227 of the flywheel 212 adjacent to the rotor 208.
• the electromagnetic windings 224 can be easily attached to the casing 228 of the heat engine
• the electromagnetic windings 224 are supplied with electric current only when it is desired to disengage the rotor 208 and separate it from the flywheel 212, hence a minimum energy consumption.
• Such clutch means which exhibit practically no wear, on the other hand require consumption of electrical energy as long as the rotor 208 must be secured in rotation to the flywheel
• the rotor 208 carries at its periphery 229 permanent magnets 230 adapted to cooperate with electromagnetic windings 231 disposed on the inner peripheral surface 232 of the stator 209.
• control means 210 is thus adapted to operate efficiently and reliably under the action of the control means 210 to operate either as a motor or as a generator, in the present case as an alternator, as specified below.
• 209 may have different windings adapted to deliver different respective voltages if necessary, for example 14 volts and 42 volts.
• control means 210 comprise an alternator / starter rocker, shown diagrammatically at 233, connected on one side to a regulator-rectifier, shown diagrammatically at 234, and on the other side to a variator, shown diagrammatically in 235, adapted to transform, in one direction or the other, an alternating current 12 volts, three phases, into direct current 12 volts, the regulator-rectifier 234 and the variator 235 being connected to at least one battery, diagrammatically in 236, adapted to deliver a direct current of voltage 12 volts.
• the operation of the electric group 207 is controlled by an electric motor, and the rotor 208 is rotated at a predetermined minimum speed, then the second clutch means 211 are actuated to drive the flywheel 212 in rotation, by using in particular the kinetic energy thus stored by the rotor 208.
• the operation of the group 207 is maintained by an electric motor until the heat engine 203 has reached a predetermined minimum speed of rotation, stabilized, then the electric group 207 is operated as an alternator driven by the heat engine 203.
• FIG. 7 shows the algorithm summarizing the test steps and successive actions to be implemented to ensure this function of starting the heat engine 203.
• step E1 the control means 210 are on standby; in step E2, it is monitored whether the ignition key is turned. If so, we go to step E3; in step E3, it is monitored that all the authorizations necessary for starting the heat engine are obtained, then we go to action Al.
• action Al the second clutch means 211 are deactivated to separate the rotor 208 of the steering wheel 212, then we go to action A2.
• action A2 the flip-flop 233 is actuated to control the operation of the electric group 207 as a motor, then we proceed to action A3.
• the electric group is launched to rotate the rotor 208 at a predetermined minimum speed V8, for example 100OT / Min.
• step E4 it is checked that the rotor 208 rotates at the speed of lOOOT / Min. If so, we go to action A4, otherwise, we go back to action A3. in action A4, the spark plugs of the heat engine 3 are controlled, and the parameters for starting the heat engine 203 at the predetermined speed V3 of lOOOT / Min are controlled, then we go to
• the second clutch means 211 are actuated to drive the flywheel 212, in particular by recovering the kinetic energy of the rotor 208, then we go to step E5.
• step E5 it is checked that the speed V3 of the heat engine 203 is, for example, between 300 and 800 rpm. If yes, we go to action A6, otherwise we go back to action A3. in action A6, the electric group 207 is controlled to rotate the rotor 208 at the set speed V8 of 800T / Min, then go to step E6.
• step E6 it is checked whether the speed V3 of the heat engine 203 is greater than or equal to 800T / Min. If yes, go to action A7. Otherwise we return to action A6. in action A7, the flip-flop 233 is actuated to operate the electrical group 207 as an alternator, then one proceeds to action A8. - In action A8, the parameters of the heat engine are controlled to make it rotate at 800 RPM, then one arrives at step E7. in step E7, the heat engine 203 is started and rotates at its preferred set speed of 800T / Min.
• the second clutch means 211 are deactivated in order to separate the rotor 208 from the flywheel 212, so as to reduce the rotary mass integral with the output shaft 202 to reduce the inertia of the rotating mass driven by the output shaft 202, and the alternator function is thus temporarily eliminated; then, as soon as it is detected that the speed of rotation of the heat engine 203 is substantially stabilized, the second clutch means 211 are again actuated to increase the mass in rotation, to decrease the vibrations of the output shaft 202 and rotate the electric group 207 to an alternator to charge the battery 236 if necessary.
• step E7 the heat engine 203 is started and rotates at the stabilized idle speed, of 800 RPM for example.
• step E10 it is checked whether the pinion engaged in the gearbox 206 corresponds to the first, second or third speed, and it is checked whether the accelerator pedal is depressed by more than 40% for example its race.
• step Eli it is checked whether the heat engine is in the acceleration phase, that is to say if the value of the acceleration is greater than a predetermined minimum value. If the answer to steps E10 and Eli is yes, we go to action A10, otherwise we return to step E7.
• the second clutch means 211 are deactivated to separate the rotor 208 from the flywheel 212, then we go to actions Ail and A12 and in step E12.
• action Ail the rocker 233 is actuated to operate the electric group 207 as a motor, and in action A12, the rotor 208 of the electric group 207 is rotated at a predetermined average speed V8 of docking of the rotor 208 on the steering wheel 212, for example at 2000 rpm.
• step E12 it is checked whether the acceleration is very low and less than a predetermined lower limit. Otherwise, we maintain the previous situation. If so, go to action A13. in action A13, the second clutch means 211 are actuated to secure the rotor 208 with the flywheel 212, then we proceed to action A14.
• the rocker 233 is actuated to operate the electrical group 207 as an alternator driven by the heat engine 203.
• the second clutch means 211 are kept actuated and the electrical group 207 is operated as a generator (alternator) driven by the combustion engine 203.
• This assembly or device is perfectly suited to stopping short-term combustion engines automatically controlled in the event of the vehicle stopping in front of a red parking light or in front of a traffic jam, depending on the operating mode commonly called "Idle Stop” or “Stop and Go ".
• FIG. 9 represents the algorithm of the steps and of the actions to be implemented to fulfill this function.
• the heat engine 203 is started and rotates at its stabilized speed at idle, for example 800 RPM.
• step E20 it is checked whether there are more than a few minutes, for example 5 minutes, that the heat engine 203 is running, if the voltage at the terminals of the battery 236 indicates a charge greater than or equal to for example 80 %, and if the heat engine 203 is hot enough (coolant temperature equal to at least 70 ° C for example). If these three conditions are met, we go to step E21. in step E21, it is checked whether the "Idle Stop" function is requested. If yes, go to step E22. in step E22, it is checked that all the authorizations are obtained to stop the heat engine. If so, we go to action A20. in action A20, the parameters for stopping the heat engine are established, then one proceeds to action A21. in action A21, the second clutch means 211 are deactivated, then one proceeds to action A22.
• the rotor 208 is launched at a speed V8 of 2,500 RPM, for example, then it proceeds to action A23.
• the heat engine is stopped, then we go to step E23.
• step E23 the "Idle Stop" function is performed and finished, and we go to step E24.
• step E24 it is checked whether there is a restart request. If so, we move on to action A24.
• action A24 the parameters for starting the heat engine 203 are established; then we go to action A25.
• action A25 the second clutch means 211 are actuated, then one proceeds to action A26.
• action A26 it is checked that the heat engine 203 is started, then we proceed to action A27.
• action A27 the flip-flop 233 is controlled to operate the electrical group 207 as an alternator.
• the diagram in FIG. 10 shows the algorithm controlling the function consisting in stopping the heat engine 203: in step E7, the heat engine 203 is started, and we go to step E30. in step E30, it is checked whether the ignition key is still in the "on" position. If not, we go to action A30. in action A30, the stopping parameters of the heat engine 203 are established, then one proceeds to action A31. - in action A31, the heat engine 203 is stopped, then we go to action A32. in action A32, the electric group 207 is stopped.
• a simple and reliable device 201 has thus been described which allows in the best conditions of comfort, efficiency and fuel economy, by varying the inertia of the mass total rotationally linked with the output shaft 202 of the combustion engine 203, a reduction in vibrations in stabilized operation, and, during a request for acceleration, a rapid increase in the speed of rotation of the engine 203 by decreasing the inertia of the total rotating mass.
• the flywheel 212 carries at least one additional mass, shown diagrammatically at 238, coaxial with the flywheel 212, adapted to have a rotational movement with respect to the flywheel 212 relative, and connected to the steering wheel 212 by a torsion damping device, shown diagrammatically at 239 in the figure, for example at least one spring, so as to attenuate the synchronism faults of the heat engine 203, such an additional mass 238 and such a device torsion damper 239 being known in themselves.
• a torsion damping device shown diagrammatically at 239 in the figure, for example at least one spring
• the electric group 207 can operate as an electric motor to drive the input shaft 205 of the gearbox 206, if necessary without driving the combustion engine 203 to a standstill.
• the embodiment shown in Figures 5 and 6 can operate with a simple 12/14 battery volts.
• the rotor 208 may for example comprise eight north poles and eight alternating south poles, the stator 209 comprising for example twelve coils wired to allow operation of the group 207 as an alternator / motor supplied with three-phase current of voltage 12/14 volts.
• the clutch means concerned may include magneto or electro-rheological control means varying the viscosity of a magneto or electro-rheological fluid.
• the fluid receives a magnetic field or an electrical energy and its viscosity varies as a function. Construction details are presented in
• EP-A-0 980 991 (column 3, line 17 - column 5, line 2) and in US-A-5007303 (column 3, line 57 - column 4, line 49). It will be noted that a radial mounting of the inertia masses with respect to one another is considered to be unfavorable due in particular to the higher inertia which remains on the external mass when it is disengaged from the "axial, side by side” solution preferred in the invention. Although therefore having drawbacks, such "radial" mounting is not prohibited here, at least in a non-mechanical clutch (rheological, hydraulic, magnetic) in which the effect of centrifugal force is not (particularly) used.
• the flywheel device 1, 201 which is arranged between the heat engine and the gearbox 136, 206, corresponding to the figures, could alternatively be arranged on the side of the heat engine opposite to this gearbox .

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Physics & Mathematics (AREA)
• Acoustics & Sound (AREA)
• Aviation & Aerospace Engineering (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Mechanical Operated Clutches (AREA)

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• 2004
  • 2004-04-23 EP EP04742569A patent/EP1616112A2/de not_active Withdrawn
  • 2004-04-23 WO PCT/FR2004/000998 patent/WO2004097251A2/fr active Application Filing

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