EP2094993A1 - Power branching power train and infinitely variable hybrid transmission having three planetary gears on a single line - Google Patents

Power branching power train and infinitely variable hybrid transmission having three planetary gears on a single line

Info

Publication number
EP2094993A1
EP2094993A1 EP07823819A EP07823819A EP2094993A1 EP 2094993 A1 EP2094993 A1 EP 2094993A1 EP 07823819 A EP07823819 A EP 07823819A EP 07823819 A EP07823819 A EP 07823819A EP 2094993 A1 EP2094993 A1 EP 2094993A1
Authority
EP
European Patent Office
Prior art keywords
heat engine
gear
transmission according
transmission
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07823819A
Other languages
German (de)
French (fr)
Inventor
Michel Buannec
Paulo Mendes
Arnaud Villeneuve
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of EP2094993A1 publication Critical patent/EP2094993A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • 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
    • B60K6/26—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 motors or the generators
    • 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
    • B60K6/36—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 transmission gearings
    • B60K6/365—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 transmission gearings with the gears having orbital motion
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60L15/2054—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 by controlling transmissions or clutches
    • 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
    • B60L50/50—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
    • B60L2240/44—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
    • 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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • 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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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
    • Y02T10/70—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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a hybrid transmission power bypass for obtaining a continuous gear ratio, from reverse to forward, through a particular position, called neutral neutral, where the speed of movement of the vehicle is zero , for any regime of the engine.
  • This transmission and this powertrain are in an infinitely variable transmission ratio. They have a power bypass and two modes of operation. Their constituent elements are distributed between two power paths connecting in parallel the heat engine to the wheels of the vehicle, and they include at least two electrical machines, three planetary gear trains, and a reduction stage.
  • Publication FR 2 859 669 discloses an infinitely variable transmission of the type indicated above. Its change of mode makes it possible in particular to use the two electrical machines indifferently in "motor” or “generator”. Thanks to this peculiarity, the transmission can benefit from a sufficiently wide range or "opening of reports". to be able to integrate thermal engines of relatively modest power.
  • the present invention first proposes an infinitely variable hybrid transmission power bypass two operating modes, whose constituent elements are divided between two power paths connecting in parallel the engine to the wheels of the vehicle, these means including at least three epicyclic gear trains two electric machines, and a reduction stage. To meet the constraints of space, it proposes that the three planetary gear trains are aligned with the engine.
  • the two electrical machines can be aligned with the heat engine and the three planetary gear trains.
  • the two electrical machines can be offset laterally with respect to the alignment of the heat engine and planetary gear trains.
  • This invention also relates to a power train comprising such a transmission.
  • FIG. 1 is a schematic diagram of a transmission and a powertrain according to the invention.
  • FIG. 1 shows the heat engine M and the wheels V of the vehicle, between which the proposed transmission is arranged. It consists essentially of three planetary gear G1, G2 G3, and two electric machines ME1, ME2.
  • the heat engine M is connected to the ring C1 of the first gear G1, and to the sun gear P2 of the second gear G2.
  • the sun gear Pl of the first gear G1 is connected to the first electric machine ME1.
  • Its PSl satellite door is connected to the sun gear P3 of the third train G3.
  • the second train G2 is connected to the heat engine by its sun gear P2.
  • the second train G2 is also connected by its crown C2, to the crown C3 of the third train G3, and by its PS2 satellite door, to the wheels V.
  • the third channel G3 is connected by its sun gear P3 to the planet carrier PS1 of the first train, and the housing by its PS3 satellite door.
  • the second electric machine ME2 also joins the crown C2 of the second train G2.
  • the diagram mentions the presence of two reduction stages R, placed as an indication, at the arrival of the movement on the sun gear P2, and on the ring C2 of the second train G2.
  • Such a power scheme defines an infinitely variable hybrid transmission, whose constituent elements are distributed between two power paths connecting in parallel the heat engine M to the wheels R of the vehicle.
  • a first power lane takes the G2 train.
  • a second power path, or power bypass joins the G2 train by taking the two trains Gl and G3 associated with the two electric machines, operating in electric drive.
  • the means connecting the heat engine to the wheels therefore include at least three planetary gear trains, two electrical machines, and a reduction stage.
  • this transmission has control means associated with one of the epicyclic gear trains, to establish two distinct operating modes and to switch between them.
  • This hybrid transmission (since it combines a heat engine with two electric machines) makes it possible, thanks to the two electric machines operating in electric drive, to continuously vary the reverse gear ratio in the forward direction through a particular position, known as of neutral in gear, where the speed of movement of the vehicle is zero, for any speed of the engine.
  • the epicyclic gear G3 furthest from the heat engine M is associated with the mode change system C of the transmission.
  • this provision is not limiting.
  • the two electrical machines ME1, ME2 are aligned with the heat engine and the planetary gear trains G1, G2, G3, while in FIGS. 4 and 5 they are offset laterally.
  • this system consists of a synchronization group C, consisting of the clutch cone A1 connected to C3, of the hub A2, connected to PS3, on which a synchronization ring A4 can slide (no shown in the diagrams), and another sync cone A3 fixed on the housing B.
  • the synchronizing group A1, A2, A3, A4 makes it possible to make the ring gear C3 and the sun gear P3 of the G3 train integral, or to immobilize the PS3 planet carrier with respect to the casing B.
  • the hub A2 and the Al cone are synchronized, the crown C3 and the satellite carrier PS3 are made integral through the ring A4, so that the third train G3 is blocked.
  • This situation corresponds to a first mode of operation of the transmission.
  • the hub A2 of the cone A3 is secured by means of the ring A4, PS3 is immobilized with respect to the casing, so that the ring C3 rotates in the opposite direction of the sun gear P3, thereby playing a role. of motion inverter.
  • the transmission is in a second mode of operation.
  • the synchronization group (A1, A2, A3, A4) thus makes it possible to make its crown C3 and the sun gear P3 integral in a first mode of operation, or to immobilize its planet carrier PS3 with respect to the housing in a second mode of operation.
  • the synchronization device A1, A2, A3, A4 is designed in such a way that the ring C3 and the satellite gate PS3 are made integral, while the satellite gate PS3 is not yet unlocked. This corresponds, for the entire transmission, to a fixed reduction ratio. If the PS3 satellite gate was unlocked, while it is not yet engaged with the crown C3, power transmission would become temporarily impossible.
  • FIGS. 2 to 5 still show the output link of the transmission to the wheels V.
  • This connection is effected by two successive reductions L2, L3, any other embodiment that can be envisaged without departing from the scope of the invention, provided that the final direction of rotation of the wheels is that which is desired.
  • the epicyclic gear G3 furthest from the heat engine M is associated with the mode change system C of the transmission.
  • the trains are in the following order starting from the engine: G2 (power channel assembly), Gl ( distribution of torque between the two power paths before the wheels), and G3 (command change of mode).
  • the two electric machines ME1, ME2 have aligned with the trains G1, G2, G3.
  • the first electrical machine MEl is connected directly to the sun gear Pl of the first gear G1, while the second ME2 is connected directly to the ring C2 of the second gear G2.
  • the alignment of the electric machines makes it possible to obtain a transmission and a powertrain whose side space is particularly small.
  • the absence of triple concentric connection at the central train Gl is particularly small.
  • FIG. 5 therefore allows the same shortening in length of the box that Figure 4, but with the same triple stack of concentric links at the central train G2 that Figure 3.
  • This suppression is particularly advantageous for a transverse mounting of the transmission (and powertrain) in the engine compartment of a vehicle, in particular because it avoids the shift between the main line of the transmission and the engine, thus reducing the risks of interference with other vehicle components, such as the cradle, spars, or suspension.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

The invention relates to an infinitely variable power branching hybrid transmission having two operating modes, the components of which are distributed between two power lines connecting in parallel the heat engine (M) to the wheels of the vehicle, said means including at least three planetary gears (G1, G2, G3), two electric machines (ME1, ME2) and a reduction stage (R), characterised in that the three planetary gears (G1, G2, G3) are aligned on the heat engine (M).

Description

TRANSMISSION HYBRIDE INFINIMENT VARIABLE ET GROUPE INFINITELY VARIABLE HYBRID TRANSMISSION AND GROUP
MOTOPROPULSEUR A DERIVATION DE PUISSANCE COMPORTANT TROISMOTOR POWER DRIVER HAVING THREE
TRAINS EPICYCLOIDAUX SUR UNE SEULE LIGNEEPICYCLOIDAL TRAINS ON ONE LINE
La présente invention concerne une transmission hybride à dérivation de puissance permettant d'obtenir une variation continue de rapport, de marche arrière en marche avant, en passant par une position particulière, dite de neutre en prise, où la vitesse de déplacement du véhicule est nulle, pour un régime quelconque du moteur thermique .The present invention relates to a hybrid transmission power bypass for obtaining a continuous gear ratio, from reverse to forward, through a particular position, called neutral neutral, where the speed of movement of the vehicle is zero , for any regime of the engine.
Plus précisément, elle a pour objet une transmission hybride et un groupe motopropulseur comportant celle-ci. Cette transmission et ce groupe motopropulseur sont à rapport de transmission infiniment variable. Ils disposent d'une dérivation de puissance et de deux modes de fonctionnement. Leurs éléments constitutifs sont répartis entre deux voies de puissance reliant en parallèle le moteur thermique aux roues du véhicule, et ils incluent au moins deux machines électriques, trois trains épicycloïdaux, et un étage de réduction.More specifically, it relates to a hybrid transmission and a powertrain comprising the same. This transmission and this powertrain are in an infinitely variable transmission ratio. They have a power bypass and two modes of operation. Their constituent elements are distributed between two power paths connecting in parallel the heat engine to the wheels of the vehicle, and they include at least two electrical machines, three planetary gear trains, and a reduction stage.
Par la publication FR 2 859 669, on connaît une transmission infiniment variable du type indiqué ci- dessus . Son changement de mode permet notamment d'utiliser les deux machines électriques indifféremment en « motrice » ou en « génératrice ». Grâce à cette particularité, la transmission peut bénéficier d'une plage, ou « ouverture de rapports », suffisamment étendue pour pouvoir intégrer des moteurs thermiques de puissance relativement modeste.Publication FR 2 859 669 discloses an infinitely variable transmission of the type indicated above. Its change of mode makes it possible in particular to use the two electrical machines indifferently in "motor" or "generator". Thanks to this peculiarity, the transmission can benefit from a sufficiently wide range or "opening of reports". to be able to integrate thermal engines of relatively modest power.
Toutefois, les contraintes d'encombrement et la diversité des applications envisagées, conduisent à rechercher des architectures de plus en plus compactes, tout en disposant de larges possibilités d'adaptation.However, the congestion constraints and the diversity of applications envisaged, lead to search architectures more and more compact, while having wide possibilities of adaptation.
Comme indiqué plus haut, la présente invention propose en premier lieu une transmission hybride infiniment variable à dérivation de puissance à deux modes de fonctionnement, dont les éléments constitutifs sont répartis entre deux voies de puissance reliant en parallèle le moteur thermique aux roues du véhicule, ces moyens incluant au moins trois trains épicycloïdaux deux machines électriques, et un étage de réduction. Pour répondre aux contraintes d'encombrement, elle propose que les trois trains épicycloïdaux soient alignés sur le moteur thermique .As indicated above, the present invention first proposes an infinitely variable hybrid transmission power bypass two operating modes, whose constituent elements are divided between two power paths connecting in parallel the engine to the wheels of the vehicle, these means including at least three epicyclic gear trains two electric machines, and a reduction stage. To meet the constraints of space, it proposes that the three planetary gear trains are aligned with the engine.
Dans un premier mode de réalisation de l'invention, les deux machines électriques peuvent être alignées sur le moteur thermique et les trois trains épicycloïdaux.In a first embodiment of the invention, the two electrical machines can be aligned with the heat engine and the three planetary gear trains.
Dans un deuxième mode de réalisation, les deux machines électriques peuvent être déportées latéralement par rapport à l'alignement du moteur thermique et des trains épicycloïdaux. Cette invention porte également sur un groupe motopropulseur comportant une telle transmission.In a second embodiment, the two electrical machines can be offset laterally with respect to the alignment of the heat engine and planetary gear trains. This invention also relates to a power train comprising such a transmission.
D'autres caractéristiques et avantages de 1 ' invention apparaîtront clairement à la lecture de la description suivante, d'un mode de réalisation non limitatif de celle-ci, en se reportant aux dessins annexés, sur lesquels :Other features and advantages of the invention will become clear from reading the following description of a non-conventional embodiment. limiting thereof, with reference to the accompanying drawings, in which:
- la figure 1 est un schéma de principe, d'une transmission et d'un groupe motopropulseur conformes à l'invention, etFIG. 1 is a schematic diagram of a transmission and a powertrain according to the invention, and
- les figures 2 à 5 illustrent quatre modes de réalisation de l'invention.- Figures 2 to 5 illustrate four embodiments of the invention.
Sur la figure 1, on a fait apparaître le moteur thermique M, et les roues V du véhicule, entre lesquels est disposée la transmission proposée. Celle-ci est composée essentiellement de trois trains planétaires Gl , G2 G3 , et de deux machines électriques MEl , ME2. Le moteur thermique M est relié à la couronne Cl du premier train Gl, et au planétaire P2 du deuxième train G2. Le planétaire Pl du premier train Gl est relié à la première machine électrique MEl. Son porte satellites PSl est relié au planétaire P3 du troisième train G3. Le deuxième train G2 est relié au moteur thermique par son planétaire P2. Le deuxième train G2 est aussi relié par sa couronne C2 , à la couronne C3 du troisième train G3 , et par son porte satellites PS2, aux roues V. Le troisième tain G3 est relié par son planétaire P3 au porte satellites PSl du premier train, et au carter par son porte satellites PS3. La deuxième machine électrique ME2 rejoint aussi la couronne C2 du deuxième train G2. Enfin, le schéma mentionne la présence de deux étages de réduction R, placés à titre indicatif, à l'arrivée du mouvement sur le planétaire P2 , et sur la couronne C2 du deuxième train G2. Un tel schéma de puissance définit une transmission hybride infiniment variable, dont les éléments constitutifs sont répartis entre deux voies de puissance reliant en parallèle le moteur thermique M aux roues R du véhicule. Une première voie de puissance emprunte le train G2. Une seconde voie de puissance, ou dérivation de puissance, rejoint le train G2 en empruntant les deux trains Gl et G3 associés aux deux machines électriques, fonctionnant en variateur électrique. Les moyens reliant le moteur thermique aux roues incluent donc au moins trois trains épicycloïdaux, deux machines électriques, et un étage de réduction. Par ailleurs, comme décrit ci- dessous, cette transmission dispose de moyens de commande associés à un des trains épicycloïdaux, pour établir deux modes de fonctionnement distincts et commuter entre ces derniers .FIG. 1 shows the heat engine M and the wheels V of the vehicle, between which the proposed transmission is arranged. It consists essentially of three planetary gear G1, G2 G3, and two electric machines ME1, ME2. The heat engine M is connected to the ring C1 of the first gear G1, and to the sun gear P2 of the second gear G2. The sun gear Pl of the first gear G1 is connected to the first electric machine ME1. Its PSl satellite door is connected to the sun gear P3 of the third train G3. The second train G2 is connected to the heat engine by its sun gear P2. The second train G2 is also connected by its crown C2, to the crown C3 of the third train G3, and by its PS2 satellite door, to the wheels V. The third channel G3 is connected by its sun gear P3 to the planet carrier PS1 of the first train, and the housing by its PS3 satellite door. The second electric machine ME2 also joins the crown C2 of the second train G2. Finally, the diagram mentions the presence of two reduction stages R, placed as an indication, at the arrival of the movement on the sun gear P2, and on the ring C2 of the second train G2. Such a power scheme defines an infinitely variable hybrid transmission, whose constituent elements are distributed between two power paths connecting in parallel the heat engine M to the wheels R of the vehicle. A first power lane takes the G2 train. A second power path, or power bypass, joins the G2 train by taking the two trains Gl and G3 associated with the two electric machines, operating in electric drive. The means connecting the heat engine to the wheels therefore include at least three planetary gear trains, two electrical machines, and a reduction stage. Furthermore, as described below, this transmission has control means associated with one of the epicyclic gear trains, to establish two distinct operating modes and to switch between them.
Cette transmission hybride (puisqu'elle associe un moteur thermique à deux machines électriques) permet d'obtenir, grâce aux deux machines électriques fonctionnant en variateur électrique, une variation continue de rapport de marche arrière en marche avant en passant par une position particulière, dite de neutre en prise, où la vitesse de déplacement du véhicule est nulle, pour un régime quelconque du moteur thermique. Sur les figures 1 à 5, le train épicycloïdal G3 le plus éloigné du moteur thermique M est associé au système de changement de mode C de la transmission. Toutefois cette disposition n'est pas limitative. Sur les figures 2, et 3, les deux machines électriques MEl, ME2 sont alignées sur le moteur thermique et les trains épicycloïdaux Gl, G2 , G3 , alors que sur les figures 4 et 5, elles sont déportées latéralement .This hybrid transmission (since it combines a heat engine with two electric machines) makes it possible, thanks to the two electric machines operating in electric drive, to continuously vary the reverse gear ratio in the forward direction through a particular position, known as of neutral in gear, where the speed of movement of the vehicle is zero, for any speed of the engine. In FIGS. 1 to 5, the epicyclic gear G3 furthest from the heat engine M is associated with the mode change system C of the transmission. However, this provision is not limiting. In FIGS. 2 and 3, the two electrical machines ME1, ME2 are aligned with the heat engine and the planetary gear trains G1, G2, G3, while in FIGS. 4 and 5 they are offset laterally.
Ces figures font apparaître en plus l'emplacement et la structure du système de changement de mode C, qui est aligné sur l'ensemble de la transmission. Dans les exemples de réalisation non limitatifs illustrés par les figures, ce système consiste en un groupe de synchronisation C, composé du cône crabot Al relié à C3 , du moyeu A2 , relié à PS3 , sur lequel peut coulisser un anneau de synchronisation A4 (non représenté sur les schémas) , et d'un autre cône de synchro A3 fixé sur le carter B.These figures also show the location and structure of the mode change system C, which is aligned with the entire transmission. In the nonlimiting exemplary embodiments illustrated by the figures, this system consists of a synchronization group C, consisting of the clutch cone A1 connected to C3, of the hub A2, connected to PS3, on which a synchronization ring A4 can slide (no shown in the diagrams), and another sync cone A3 fixed on the housing B.
Le groupe de synchronisation Al, A2, A3, A4 permet de rendre solidaires la couronne C3 et le planétaire P3 du train G3 , ou d'immobiliser le porte-satellites PS3 vis-à-vis du carter B. Lorsque le moyeu A2 et le cône Al sont synchronisés, la couronne C3 et le porte satellites PS3 sont rendus solidaires par l ' intermédiaire de l'anneau A4, de sorte que le troisième train G3 est bloqué. Cette situation correspond à un premier mode de fonctionnement de la transmission. Si en revanche, on rend solidaires le moyeu A2 du cône A3 par l'intermédiaire de l'anneau A4, on immobilise PS3 par rapport au carter, de sorte que la couronne C3 tourne en sens inverse du planétaire P3 , en jouant ainsi un rôle d'inverseur de mouvement. Dans cette situation, la transmission est dans un second mode de fonctionnement. Le groupe de synchronisation (Al, A2, A3, A4) permet donc de rendre solidaires sa couronne C3 et le planétaire P3 , dans un premier mode de fonctionnement, ou d'immobiliser son porte-satellites PS3 vis-à-vis du carter dans un second mode de fonctionnement.The synchronizing group A1, A2, A3, A4 makes it possible to make the ring gear C3 and the sun gear P3 of the G3 train integral, or to immobilize the PS3 planet carrier with respect to the casing B. When the hub A2 and the Al cone are synchronized, the crown C3 and the satellite carrier PS3 are made integral through the ring A4, so that the third train G3 is blocked. This situation corresponds to a first mode of operation of the transmission. If, on the other hand, the hub A2 of the cone A3 is secured by means of the ring A4, PS3 is immobilized with respect to the casing, so that the ring C3 rotates in the opposite direction of the sun gear P3, thereby playing a role. of motion inverter. In this situation, the transmission is in a second mode of operation. The synchronization group (A1, A2, A3, A4) thus makes it possible to make its crown C3 and the sun gear P3 integral in a first mode of operation, or to immobilize its planet carrier PS3 with respect to the housing in a second mode of operation.
Le dispositif de synchronisation Al, A2 , A3, A4 est conçu de telle manière, que la couronne C3 et le porte satellites PS3 sont rendus solidaires, alors que le porte satellites PS3 n'est pas encore débloqué. Ceci correspond, pour l'ensemble de la transmission, à un rapport de réduction fixe. Si le porte satellites PS3 était débloqué, alors qu'il n'est pas encore engagé avec la couronne C3, la transmission de puissance deviendrait temporairement impossible.The synchronization device A1, A2, A3, A4 is designed in such a way that the ring C3 and the satellite gate PS3 are made integral, while the satellite gate PS3 is not yet unlocked. This corresponds, for the entire transmission, to a fixed reduction ratio. If the PS3 satellite gate was unlocked, while it is not yet engaged with the crown C3, power transmission would become temporarily impossible.
Les figures 2 à 5, montrent encore la liaison de sortie de la transmission vers les roues V. Cette liaison s'effectue par deux réductions successives L2 , L3, toute autre réalisation pouvant être envisagée sans sortir du cadre de l'invention, pourvu que le sens de rotation final des roues soit celui qui est souhaité.FIGS. 2 to 5 still show the output link of the transmission to the wheels V. This connection is effected by two successive reductions L2, L3, any other embodiment that can be envisaged without departing from the scope of the invention, provided that the final direction of rotation of the wheels is that which is desired.
Sur toutes les figures, le train épicycloxdal G3 le plus éloigné du moteur thermique M est associé au système de changement de mode C de la transmission. Sur la figure 2, qui respecte, comme l'ensemble des figures 2 à 5, le schéma cinématique de la figure 1, les trains sont dans l'ordre suivant en partant du moteur : G2 (réunion des voies de puissance) , Gl (répartition du couple entre les deux voies de puissance avant les roues) , et G3 (commande du changement de mode) . Par ailleurs les deux machines électriques MEl, ME2, ont alignées sur les trains Gl, G2 , G3. La première machine électrique MEl est reliée directement au planétaire Pl du premier train Gl, tandis que la deuxième ME2 est reliée directement à la couronne C2 du deuxième train G2. L'alignement des machines électriques permet d'obtenir un une transmission et un groupe motopropulseur dont l ' encombrement latéral est particulièrement réduit. Par ailleurs, on peut noter sue le schéma l'absence de liaison concentrique triple au niveau du train central Gl .In all the figures, the epicyclic gear G3 furthest from the heat engine M is associated with the mode change system C of the transmission. In FIG. 2, which respects, like all of FIGS. 2 to 5, the kinematic diagram of FIG. 1, the trains are in the following order starting from the engine: G2 (power channel assembly), Gl ( distribution of torque between the two power paths before the wheels), and G3 (command change of mode). Moreover, the two electric machines ME1, ME2, have aligned with the trains G1, G2, G3. The first electrical machine MEl is connected directly to the sun gear Pl of the first gear G1, while the second ME2 is connected directly to the ring C2 of the second gear G2. The alignment of the electric machines makes it possible to obtain a transmission and a powertrain whose side space is particularly small. Furthermore, it can be noted in the diagram the absence of triple concentric connection at the central train Gl.
Sur la figure 3, les machines électriques MEl, ME2 sont toujours alignées, toutefois la disposition des deux premiers trains Gl et G2 est inversée par rapport à la figure 2, de sorte que le train le plus proche du moteur thermique est désormais le train répartiteur de couple Gl. Cette disposition apparemment plus rationnelle, présente toutefois la particularité d'introduire une triple liaison concentrique au niveau du train central G2, visible sur le schéma, qui peut être pénalisante du point de vue de l'architecture et de la réalisation mécanique .In FIG. 3, the electric machines ME1, ME2 are still aligned, however the arrangement of the first two trains G1 and G2 is reversed with respect to FIG. 2, so that the train closest to the heat engine is now the dispatching train. of couple Gl. This seemingly more rational arrangement, however, has the particularity of introducing a concentric triple link at the central train G2, visible in the diagram, which can be penalizing from the point of view of architecture and mechanical realization.
Sur la figure 4, la disposition des trains est identique à celle de la figure 2 (G2, Gl, G3 ) , mais les machines électriques sont déportées latéralement par rapport à ces deniers. Ainsi la première machine MEl, reliée au planétaire Pl par un renvoi ri, est placée sous le schéma en dessous du système de changement de mode, tandis que la deuxième machine ME2, reliée à la couronne C2 , par un renvoi r2 , est placée au dessus des trains, sur le schéma. Cette disposition réduit l'encombrement axial de la transmission par rapport aux figures 2 et 3. Par ailleurs, comme sur la figure 2, on peut noter l'absence de liaison concentrique triple au niveau du train central Gl .In Figure 4, the layout of the trains is identical to that of Figure 2 (G2, G1, G3), but the electrical machines are offset laterally with respect to these funds. Thus the first machine ME1, connected to the sun gear P1 by a reference ri, is placed under the diagram below the mode change system, while the second machine ME2, connected to the crown C2, by a reference r2, is placed above the trains, in the diagram. This arrangement reduces the axial size of the transmission with respect to Figures 2 and 3. Moreover, as in Figure 2, it can be noted the absence of triple concentric connection at the central train G1.
Enfin sur la figure 5, la disposition des machines électriques correspond à celle de la figure 4, mais la disposition des trains G2, Gl, G3 , correspond à celle de la figure 3. La figure 5 assure permet donc le même raccourcissement en longueur de la boîte que la figure 4, mais avec le même empilement triple de liaisons concentriques au niveau du train central G2 que la figure 3. En conclusion, il faut souligner, que dans tous les modes de réalisation proposés, et contrairement à l'art antérieur, il n'y a pas de réduction en sortie du moteur thermique. Cette suppression est particulièrement avantageuse pour un montage transversal de la transmission (et du groupe motopropulseur) dans le compartiment moteur d'un véhicule, notamment car elle évite le décalage entre la ligne principale de la transmission et le moteur, réduisant ainsi les risques d'interférence avec d'autres éléments du véhicule, tels que le berceau, les longerons, ou la suspension. Finally, in FIG. 5, the arrangement of the electrical machines corresponds to that of FIG. 4, but the arrangement of the trains G2, G1, G3 corresponds to that of FIG. 3. FIG. 5 therefore allows the same shortening in length of the box that Figure 4, but with the same triple stack of concentric links at the central train G2 that Figure 3. In conclusion, it should be emphasized that in all the proposed embodiments, and unlike the prior art there is no reduction at the output of the engine. This suppression is particularly advantageous for a transverse mounting of the transmission (and powertrain) in the engine compartment of a vehicle, in particular because it avoids the shift between the main line of the transmission and the engine, thus reducing the risks of interference with other vehicle components, such as the cradle, spars, or suspension.

Claims

- S -REVENDICATIONS - S -REVENDICATIONS
1. Transmission hybride infiniment variable à dérivation de puissance à deux modes de fonctionnement, dont les éléments constitutifs sont répartis entre deux voies de puissance reliant en parallèle le moteur thermique (M) aux roues du véhicule, ces moyens incluant au moins trois trains épicycloïdaux (Gl, G2, G3) alignés sur le moteur thermique M, deux machines électriques (MEl, ME2 ) , et un étage de réduction (R), alignés sur le moteur thermique (M) caractérisée en ce que le train épicycloïdal (G3) le plus éloigné du moteur thermique (M) est associé au système de changement de mode (C) de la transmission. 1. Infinitely variable hybrid transmission with power bypass with two modes of operation, the constituent elements of which are distributed between two power paths connecting in parallel the heat engine (M) to the wheels of the vehicle, these means including at least three planetary gear trains ( Gl, G2, G3) aligned with the heat engine M, two electric machines (ME1, ME2), and a reduction stage (R), aligned with the heat engine (M), characterized in that the epicyclic gear (G3) further away from the heat engine (M) is associated with the mode change system (C) of the transmission.
2. Transmission selon la revendication 1, caractérisée en ce que les deux machines électriques (MEl, ME2) sont alignées sur le moteur thermique et les trains épicycloïdaux (Gl, G2, G3 ) .2. Transmission according to claim 1, characterized in that the two electrical machines (MEl, ME2) are aligned with the heat engine and planetary gear trains (G1, G2, G3).
3. Transmission selon la revendication 1, caractérisée en ce que les deux machines électriques3. Transmission according to claim 1, characterized in that the two electrical machines
(MEl, ME2) sont déportées latéralement par rapport à l'alignement du moteur thermique (M) et des trains épicycloïdaux (Gl , G2 , G3 ) .(ME1, ME2) are offset laterally with respect to the alignment of the heat engine (M) and epicyclic gear trains (Gl, G2, G3).
4. Transmission selon la revendication 1, 2 ou 3, caractérisée en ce que le train épicycloïdal (G2) le plus proche du moteur thermique (M) assure la réunion des deux voies de puissance, avant le transfert de celle-ci aux roues du véhicule. 4. Transmission according to claim 1, 2 or 3, characterized in that the epicyclic gear (G2) closest to the engine (M) ensures the union of the two power paths, before the transfer thereof to the wheels of the vehicle.
5. Transmission selon la des revendication 1, 2 ou 3, caractérisée en ce que le train épicycloïdal (G3) le plus proche du moteur thermique (M) assure la répartition du couple fourni par celui-ci entre les deux voies de puissance de la transmission.5. Transmission according to claim 1, 2 or 3, characterized in that the epicyclic gear (G3) closest to the heat engine (M) provides the distribution of the torque provided by it between the two power paths of the transmission.
6. Transmission selon l'une des revendications précédentes, caractérisée en ce que une première machine électrique (MEl) est reliée au planétaire (Pl) d'un premier train épicycloïdal (Gl) . 6. Transmission according to one of the preceding claims, characterized in that a first electrical machine (MEl) is connected to the sun gear (P1) of a first epicyclic gear (G1).
7. Transmission selon l'une des revendications précédentes, caractérisée en ce qu'une deuxième machine électrique (ME2) est reliée à la couronne (C2) d'un deuxième train épicycloïdal (G2).7. Transmission according to one of the preceding claims, characterized in that a second electrical machine (ME2) is connected to the ring gear (C2) of a second epicyclic gear (G2).
8. Transmission selon l'une des revendications précédentes, caractérisée en ce qu'elle comporte un engrenage de renvoi (L2, L3), qui descend du porte satellites (PS2) du deuxième train épicycloïdal (G2) sur les roues (V) du véhicule.8. Transmission according to one of the preceding claims, characterized in that it comprises a gearing gear (L2, L3), which descends from the planet carrier (PS2) of the second epicyclic gear (G2) on the wheels (V) of the vehicle.
9. Transmission selon l'une des revendications précédentes, caractérisée en ce qu'un train épicycloïdal9. Transmission according to one of the preceding claims, characterized in that an epicyclic train
(G3) est associé à un groupe de synchronisation (Al, A2 , A3, A4) permettant rendre solidaires sa couronne (C3) et son planétaire (P3), et/ou d'immobiliser son porte- satellites (PS3) vis-à-vis du carter (B) . (G3) is associated with a synchronization group (A1, A2, A3, A4) making it possible to make its crown (C3) and its sun gear (P3) integral, and / or to immobilize its planet carrier (PS3) with respect to -vis the housing (B).
10. Groupe motopropulseur de véhicule hybride, caractérisé en ce qu'il comporte une transmission conforme à l'une des revendications précédentes. 10. Power train hybrid vehicle, characterized in that it comprises a transmission according to one of the preceding claims.
EP07823819A 2006-10-23 2007-09-12 Power branching power train and infinitely variable hybrid transmission having three planetary gears on a single line Withdrawn EP2094993A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0654438A FR2907382B1 (en) 2006-10-23 2006-10-23 INFINITELY VARIABLE HYBRID TRANSMISSION AND POWER DERIVING POWER UNIT COMPRISING THREE EPICYCLOIDAL TRAINS ON A SINGLE LINE.
PCT/FR2007/051923 WO2008050011A1 (en) 2006-10-23 2007-09-12 Power branching power train and infinitely variable hybrid transmission having three planetary gears on a single line

Publications (1)

Publication Number Publication Date
EP2094993A1 true EP2094993A1 (en) 2009-09-02

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EP07823819A Withdrawn EP2094993A1 (en) 2006-10-23 2007-09-12 Power branching power train and infinitely variable hybrid transmission having three planetary gears on a single line

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EP (1) EP2094993A1 (en)
FR (1) FR2907382B1 (en)
WO (1) WO2008050011A1 (en)

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FR2940195A3 (en) * 2008-12-19 2010-06-25 Renault Sas Propulsion system operating method for motor vehicle e.g. automobile, involves controlling transfer of propulsion system between first and second operating modes in driving phase in which vehicle is propelled by energy of electrical system
JP5133935B2 (en) * 2009-05-07 2013-01-30 Ｕｄトラックス株式会社 Power transmission mechanism of parallel hybrid vehicle
CN106246813A (en) * 2016-08-30 2016-12-21 资阳市金泽机械有限公司 A kind of roll squeezer planetary reduction box

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US6090005A (en) * 1999-07-26 2000-07-18 General Motors Corporation Two-mode, compound-split, vehicular transmission having both enhanced speed and enhanced tractive power
FR2800331B1 (en) * 1999-11-03 2001-12-28 Renault HYBRID DRIVE GROUP COMPRISING AT LEAST TWO EPICYCLOIDAL TRAINS
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WO2008050011A1 (en) 2008-05-02
FR2907382B1 (en) 2009-05-08
FR2907382A1 (en) 2008-04-25

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