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
  • B60K6/08—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
  • B60K6/30—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 chargeable mechanical accumulators, e.g. flywheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
  • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/10—Vehicle control parameters
  • B60L2240/12—Speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/421—Speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/423—Torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/44—Drive Train control parameters related to combustion engines
  • B60L2240/441—Speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/44—Drive Train control parameters related to combustion engines
  • B60L2240/443—Torque
• • 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
• • 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
  • Y02T10/64—Electric machine technologies in electromobility
• • 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
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • 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
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • 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
  • Y02T10/72—Electric energy management in electromobility

Definitions

• Powertrain of a motor vehicle and method of controlling such a powertrain.
• the present invention relates to a powertrain of a motor vehicle and to a method for controlling such a powertrain.
• the efficiency of heat engines for the propulsion of motor vehicles is a function of the power delivered.
• the power delivered is zero or low, for example at standstill or in the initial starting phases, this efficiency is low, in particular because of the idling.
• the consumption of fuel or electrical energy is very high.
• hybrid vehicles with power batteries have been developed. These vehicles include a thermal engine and an electric machine for driving the propulsion shaft in rotation. The electric machine is electrically connected to a power battery.
• the electric machine When such a vehicle decelerates, the electric machine functions as an alternator and stores electrical energy in the power battery. When the vehicle is restarted, the heat engine is cut off. The power battery then supplies electrical energy to power the electric machine. This machine operates as an engine and drives the propulsion shaft of the vehicle for example for around thirty seconds until the engine is restarted.
• Such vehicles make it possible to significantly reduce fuel consumption, particularly for journeys in urban areas.
• the main object of the invention is to remedy this drawback by proposing a powertrain for a hybrid motor vehicle which has reduced fuel consumption, at low cost.
• the subject of the invention is a powertrain of a motor vehicle, of the type comprising:
• a first electric machine comprising a first stator and a first rotor
• the energy storage means comprise:
• a second electric machine comprising a second rotor and a second stator, connected on the one hand, electrically to the energy distribution means and on the other hand, mechanically by a shaft to a small flywheel.
• the diameter of the flywheel is between 10 and 25 cm; - the mass of the flywheel is between 5 and 10 kg;
• the electrical energy distribution means comprise a first inverter electrically connected on the one hand, to the first stator and on the other hand to a filtering capacitor; and a second inverter electrically connected on the one hand to the filtering capacitor and on the other hand to the second stator;
• the first rotor is mechanically connected on the one hand, to the output shaft of the engine by a clutch and on the other hand, to the propulsion shaft;
• the output shaft of the heat engine is integral with the propulsion shaft and is connected to the first rotor by transmission means; the output shaft of the heat engine, the propulsion shaft and the first rotor are mechanically connected to a first planetary gear train;
• the mechanical connection between the third electric machine and the propulsion shafts and second planetary gear train comprises a dog clutch
• the electrical energy storage means comprise a fuel cell.
• the invention also relates to a motor vehicle equipped with a powertrain as described above.
• the subject of the invention is also a method of controlling a powertrain as previously mentioned, characterized in that it comprises the following phases: a phase of starting the vehicle in which:
• - Figure 1 shows schematically the main elements of a first powertrain according to the invention
• - Figure 2 is a plot of the stored energy, the vehicle speed, and the consumption of the engine as a function of time when starting a vehicle equipped with the powertrain of Figure 1;
• FIG. 3 shows schematically the main elements of a second powertrain according to the invention
• FIG. 4 shows. schematically the main elements of a third powertrain according to the invention.
• FIG. 5 shows schematically the main elements of a fourth powertrain according to the invention.
• FIG 1 there is shown schematically the elements of a powertrain of a hybrid motor vehicle.
• This powertrain comprises a propulsion assembly 11, driven in rotation by a heat engine 13 and / or a first electric machine 15 provided with a supply assembly 17.
• the propulsion assembly 11 comprises a propulsion shaft 19, and a mechanical power transmission 21 comprising a gearbox and a clutch (not shown) connected to the wheels 23 of the vehicle.
• the heat engine 13 is provided with an output shaft 25 which is rotated under the effect of the combustion of petrol or natural gas in the cylinders of the heat engine 13.
• the first electric machine 15 comprises a rotor and a stator.
• the rotor is mechanically connected on the one hand, to the propulsion shaft 19, and on the other hand, to the output shaft 25 of the heat engine 13 by a clutch 24.
• the electric motor 15 is arranged between the heat engine 13 and the transmission 21.
• the clutch 24 makes it possible to completely stop the heat engine 13 when the latter is not in use.
• the first electric machine 15 functions as a motor for driving the rotor when the stator is supplied with electric energy. It operates as an alternator to collect the electrical energy induced by the rotation of the rotor at the terminals of the stator when the stator is not supplied with electrical energy.
• the power supply assembly 17 includes a distributor 26 and a second electrical machine 27.
• the distributor 26 comprises a first inverter 29, a filtering capacitor 31, and a second inverter 33.
• the first inverter 29 is electrically connected to the stator of the first electric machine 15 by a three-phase alternating current connection.
• the first inverter 29 is also connected to the filtering capacitor 31 by a DC link.
• This inverter 29 converts the alternating current received from the first stator into direct current charging the capacitor 31 when the first electric machine operates in the form of an alternator. It also converts the direct current delivered by the filtering capacitor 31 into alternating current delivered to the first stator when the first electric machine 15 operates as a motor.
• the filtering capacitor 31 is charged under a direct voltage on the one hand, by the first inverter 29, and on the other hand, by the second inverter 33.
• the maximum power to be recovered during startup is less than 20kW and substantially equal to 10 kW. Therefore, the voltage across the capacitor is maintained at a value greater than 300 volts, preferably substantially equal to 400 volts.
• the second inverter 33 is electrically connected on the one hand, to the filtering capacitor 31 by a DC link, and on the other hand, to the second electric machine 27 by a three-phase AC link. This inverter 33 is identical to the first inverter 29.
• the second electric machine 27 comprises a stator, a rotor, and is provided with a small flywheel 35.
• the second stator is connected to the second inverter 33 by a three-phase alternating current link.
• the rotor is mechanically connected to a drive shaft 37 of the flywheel 35.
• the flywheel 35 is of small dimensions. Its diameter is between 10 and 25 cm and preferably between 15 and 20 cm. Its mass is between 5 and 10 kg. These dimensions allow it to store an energy substantially equal to 100 KJ in the form of mechanical energy of rotation.
• the second electric machine 27 operates as a propulsion motor for the flywheel 35 when the second stator is supplied with electric energy. It operates as an alternator to collect the electrical energy induced by the rotation of the rotor across the stator when it is not supplied.
• the first electric machine 15 operates as an alternator and the heat engine 13 is cut.
• the wheels 23 rotate the propulsion shaft 19 and consequently the first rotor of the first electric machine 15.
• This rotation induces at the terminals of the stator a three-phase alternating current which is collected by the first inverter 29.
• This first inverter 29 operates then as a rectifier and transmits the electrical energy generated by the first machine 15 to the filtering capacitor 31.
• the second inverter 33 converts the electrical energy received by the capacitor 31 into a three-phase alternating current which is transmitted to the second electrical machine 27.
• This second electric machine 27 then operates as a motor and drives the flywheel 35 in rotation.
• the electrical energy received by the second electric machine 27 is therefore converted into mechanical energy for rotation and stored by the flywheel 35.
• the vehicle is stopped.
• the flywheel 35 slows down slightly, and the mechanical energy stored by this flywheel 35 decreases slightly.
• the vehicle restarts.
• the engine 13 is always cut.
• the rotation of the flywheel 35 generates at the terminals of the stator of the second machine 27 a three-phase alternating current which is transmitted to the second inverter 33.
• the second inverter 33 transmits the electrical energy received to the filtering capacitor 31. The voltage at the terminals of this capacitor 31 therefore tends to increase.
• the first inverter 29 converts the electrical energy received into a three-phase alternating current which is transmitted to the stator of the first machine 15.
• This stator inductively rotates the first rotor, the shaft of propulsion 19 and under the action of the transmission 21 controlled by the driver, of the wheels 23 of the vehicle.
• the speed of the vehicle gradually increases, while the mechanical energy stored by the steering wheel 35 decreases.
• the heat engine 13 is started to supply the mechanical energy necessary for the end of the vehicle speed increase.
• the first electrical machine then operates as an alternator and the electrical energy received by this first machine is transmitted to the flywheel as described above by the first inverter 29, the filtering capacitor 31, the second inverter 33 and the second machine 27.
• the mechanical energy stored by the flywheel 35 therefore increases as illustrated in FIG. 2.
• the vehicle reaches the desired speed.
• the engine 13 is then cut.
• the first electric machine 15 operates as a motor to maintain the vehicle at the desired speed.
• the electric power is supplied to the first electric machine 15 as described above by transferring the mechanical energy stored in the flywheel 35 in the form of electric energy through the second electric machine 27, the second inverter 33 , the filtering capacitor 31, and the first inverter 29.
• the energy stored by the flywheel 35 decreases during this phase until time t 5 when a new phase of deceleration of the vehicle begins. .
• the time during which the heat engine 5 is running is significantly less than the total cycle time of deceleration / stop / start.
• the fuel consumption of the vehicle equipped with this first powertrain according to the invention is therefore very low.
• FIG. 3 The main elements of a second powertrain according to the invention are illustrated in Figure 3.
• the propulsion shaft 19 is integral with the output shaft 25 of the heat engine 13
• the first rotor of the first electric machine is integral with a drive shaft 51.
• This drive shaft 51 is offset relative to the output shaft 25 of the heat engine 13.
• These two shafts 13, 51 are each provided with transmission pulleys 53, 55 facing each other.
• These transmission pulleys 53, 55 are interconnected by an endless transmission member 57 so that the rotation of one of the drive shaft 51 of the first electric machine 15 and the output shaft 25 of the heat engine 13 rotates the other of these shafts.
• FIG. 4 there is shown a third powertrain according to the invention. Unlike the powertrain shown in FIG. 1, this group also comprises a first planetary gear train 53, and a third electric machine 55 associated with a third inverter 57 and a second planetary gear train 58.
• the first epicyclic train 53 comprises a crown, a planet, and a planet carrier.
• the output shaft 25 of the heat engine 13, the rotor of the first electric machine 15, and the propulsion shaft 19 are each connected to an output of the first planetary gear train 53.
• the third electric machine 55 includes a third rotor and a third stator.
• the third rotor is integral with a connecting shaft 59.
• the third stator is electrically connected to the third inverter 57 by an electrical connection in three-phase alternating current.
• the third inverter 57 is electrically connected to the filtering capacitor 31 by an electric direct current connection.
• the second planetary gear train 58 includes a second ring gear, a second sun gear and a second planet carrier.
• the output shaft 25 of the heat engine is integral with an output of the second planetary gear train 58.
• the connecting shaft 59 of the third electric machine 55 is connected on the one hand to the propulsion shaft 19 , and on the other hand another output of the second planetary gear train 59 by a dog clutch type.
• this third powertrain is similar to that described in the French patent application n ° 01 15050 filed by the Applicant, to which was added the means of energy storage by flywheel d inertia identical to that of
• the variation in the reduction ratio between the heat engine 13 and the wheels 23 takes place in total continuity of torque and speed.
• the heat engine is replaced by a fuel cell 71 electrically connected to a converter 73.
• This converter 73 is also electrically connected to the filtration capacitor 31.
• the fuel cell 71 is activated and converts potential chemical energy into electrical energy.
• This electrical energy is transmitted to the first inverter 29.
• the inverter 29 converts this electrical energy into a three-phase alternating current.
• This three-phase alternating current feeds the first stator of the first electric machine 15. This supply causes the first rotor to rotate and consequently the propulsion shaft.
• This type of powertrain is used with fuel cells 71 which have a response time when they increase in power.
• the energy stored in the flywheel 35 provides the energy necessary for the propulsion of the vehicle.
• This powertrain has the advantage of being compact and easily adapts to different architectures of hybrid vehicles. Furthermore, this type of powertrain can operate advantageously in the presence of a fuel cell.
• the moment of inertia of the flywheel 35 is advantageously between 6 x 10 "3 and 8 x 10 " 2 kg. m 2 .
• this moment of inertia is substantially equal to 5 ⁇ 10 ⁇ 2 kg. M 2 .

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=33306425

Family Applications (1)

Country Status (5)

Families Citing this family (12)

Family Cites Families (6)

• 2003
  • 2003-05-16 FR FR0305922A patent/FR2854847B1/fr not_active Expired - Fee Related
• 2004
  • 2004-05-14 JP JP2006530359A patent/JP2007502240A/ja not_active Withdrawn
  • 2004-05-14 US US10/556,870 patent/US20070213158A1/en not_active Abandoned
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