EP2678584A1 - Procédé transmission de puissance par système de propulsion hybride, et système associé - Google Patents

Procédé transmission de puissance par système de propulsion hybride, et système associé

Info

Publication number
EP2678584A1
EP2678584A1 EP12743538.6A EP12743538A EP2678584A1 EP 2678584 A1 EP2678584 A1 EP 2678584A1 EP 12743538 A EP12743538 A EP 12743538A EP 2678584 A1 EP2678584 A1 EP 2678584A1
Authority
EP
European Patent Office
Prior art keywords
generator
motor
gear
transmission
engine
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Withdrawn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
EP12743538.6A
Other languages
German (de)
English (en)
Inventor
Janardhanan VENKATAPATHI
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.)
Tata Motors Ltd
Original Assignee
Tata Motors Ltd
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 Tata Motors Ltd filed Critical Tata Motors Ltd
Publication of EP2678584A1 publication Critical patent/EP2678584A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16H3/724—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 using external powered electric machines
    • F16H3/725—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 using external powered electric machines with means to change ratio in the mechanical gearing
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/027—Gearboxes; Mounting gearing therein characterised by means for venting gearboxes, e.g. air breathers
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0427—Guidance of lubricant on rotary parts, e.g. using baffles for collecting lubricant by centrifugal force
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0482—Gearings with gears having orbital motion
    • F16H57/0484—Gearings with gears having orbital motion with variable gear ratio or for reversing rotary 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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • 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
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • F16H57/082—Planet carriers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention is related to a hybrid drivetrain for a vehicle. BACKGROUND OF THE INVENTION
  • Drive systems for vehicles customarily comprise an internal combustion engine as the driving machine and a subsequent transmission.
  • the transmission normally plays an important role in operating the engine in its efficient regions and also needs to efficiently transmit power to the wheels, resulting in better fuel economy.
  • Conventionally additional motor-generator is used to operate the system and the engine for further efficiency improvement.
  • the said planetary gear drive encompasses the elements like the sun gear, the internal gear, the planet carrier and staged planet gear sets. Of these elements, the internal gear meshes with staged planet secondary set and sun gear meshes with staged planet primary set and is coupled with the electric motor-generator.
  • the transmission and the engine are connected to the planetary system,.
  • the electric motor-generator is of four quadrant type.
  • a clutch is introduced for the lockup or bypass of the planetary gear drive. In an additional arrangement, an additional clutch is provided to disconnect the engine from the driveline.
  • a one way clutch or a lock is provided on the engine crank shaft or the input shaft to the planetary or the internal gear to prevent its anticlockwise rotation for start-stop operation or for the Zero-Emission-Vehicle-operation, that is, powering the vehicle by the electric motor, when the internal combustion engine is not turning.
  • a second motor / generator can be connected to the transmission output shaft / wheels to drive the vehicle during the gear shift operation or supports with additional torque during vehicle acceleration, launch or supports vehicle braking.
  • a battery / electric energy storage device is provided for storing the elctrical energy produced and reuse it when required.
  • FIG. 1 is a sketch of the drive system according to the present invention.
  • FIG. 1A is a sketch of another embodiment of the drive system according to the present invention.
  • FIG. 2 is a sketch of saw tooth curve of vehicle, engine and transmission speeds.
  • FIG. 2A is a sketch showing a typical engine performance map with an example of engine operation shifted to a new efficient position with the proposed system.
  • FIG. 2B is a sketch of saw tooth curve of vehicle, engine and transmission speeds.
  • FIG. 3 is a sketch of saw tooth curve of vehicle, engine, transmission and motor- generator speeds, during the launch and drive mode with a stable engine speed and clutch continuously open.
  • FIG. 3A is an another sketch of saw tooth curve of vehicle, engine, transmission and motor-generator speeds, during the launch and drive mode with a stable engine speed and clutch continuously open.
  • FIG. 4 is a sketch of the drive system according to the present invention with a support motor-generator at the output end of the transmission
  • FIG. 4A is an another sketch of the drive system according to the present invention with a support motor-generator at the output end of the transmission
  • FIG. 1 presents a sketch of the arrangement of the invented system.
  • the prime mover engine (100) drives the crank shaft or flywheel (101).
  • the crank shaft or flywheel (101) is connected to torsional damper system (102), which drives the input shaft (103).
  • the input shaft (103) is connected to the planet carrier (104).
  • the planet carrier (104) has at least one staged planet gear set (105).
  • the staged planet gear set (105) is having planet primary gear (106) and planet secondary gear (107) which is integral with each other.
  • the planet secondary gear (107) is smaller in diameter and has lesser number of teeth as compared to the planet primary gear (106).
  • the planet primary gear (106) meshes with the sun gear
  • the sun gear (108) is connected to the motor-generator (1 1 1).
  • a clutch similar to clutch (1 10) can couple and decouple the planet carrier (104) with the Internal gear (109) by closing and opening the clutch respectively, thereby locking and unlocking the planetary system.
  • a clutch similar to clutch (1 10) can couple and decouple the Internal Gear (109) with the sun gear (108) by closing and opening the clutch respectively, thereby locking and unlocking the planetary system.
  • the motor- generator (H I ) In actual operation, it is advisable to operate the motor- generator (H I ) at speeds slightly above zero (for example 100 rpm) that is clockwise (same direction as engine), or slightly below zero (for example -100 rpm) that is counterclockwise, for purposes of charging the battery or supplementing the engine power respectively and also for efficient operation of the system.
  • the planetary gear ratio and hence the ratio R should be such that while operation of the transmission in a particular gear, will result in a drive ratio (ratio of transmission output speed to engine output speed) which is in between the ratios of the current gear and the next higher gear of the transmission.
  • the transmission output speed will become closer to a speed in between the 2 nd gear and the 3 rd gear speeds, because of the ratio R.
  • the transmission output speed would be equal to 2 nd gear speed, because the speeds of the motor-generator, the engine and the transmission input shaft are same in clutch closed condition.
  • the effective speeds available with this arrangement is 12 speeds.
  • FIG. 2 which shows the example of engine speeds versus vehicle speeds for various gears, open / close conditions of clutch and speeds of the motor-generator.
  • the clutch open condition with sun gear speed controlled will result in ratios lco, 2co, 3co etc.
  • clutch closed condition will result in ratios lc, 2c, 3c etc.
  • the multiple ratio steps (lc, lco, 2c, 2co, 3c, 3co, ....etc.) result in operating of the engine in efficient region.
  • the fuel efficiency is achieved by operating the engine in efficient region and the clutch open/close conditions with sun gear speed control will manage the required drive ratios. Whereas in the conventional systems with limited drive ratios, the engine needs to work in larger speed ranges to achieve drivability, which will affect fuel economy.
  • the efficient engine operating speed range in this example is between 1450 to 1800 rpm.
  • the engine efficient operating speed range can be determined by engine performance characteristics. Further, the operating range of engine can be modified to user selective operating modes such as sporty, normal and economy to set engine efficient operating speed accordingly for each case.
  • the motor-generator in clutch open state, can supplement engine power by having the motor-generator rotate in counterclockwise direction that is a direction opposite to engine rotation. This would further improve the fuel economy.
  • CT is the demand torque curve on the transmission input shaft by the vehicle, plotted on this graph.
  • A is an operating point of transmission input shaft on the transmission input shaft operating curve (C T ). At point A the clutch is closed, means the motor generator speed equals the engine and the transmission input shaft speeds.
  • the motor generator torque is zero; hence the engine torque and transmission input shaft torque is equal.
  • the engine also operates at the same point A, when the clutch is closed and when the torque on the motor- generator is zero.
  • the clutch is opened, the engine operating point shifts to point B on curve C E , as the engine has to also support the load of the generator in order to supply the desired torque on the transmission input shaft at point A.
  • the engine, the transmission input shaft and the motor-generator speeds are same.
  • the motor-generator speed is reduced to zero, the engine operating point shifts to point C (because of the ratio R) on curve CEO, corresponding to transmission input shaft operating point A.
  • the demand power on the engine is same, however the engine operates at a possibly better fuel efficient point C, depending on the engine specific fuel consumption map.
  • the engine can also be operated in between the point B and the point C. While operating the engine between the point B and the point C, though the engine power is more than the transmission input shaft power, there can be possible fuel economy which depends on the engine specific fuel consumption map.
  • the engine operating point C can be shifted to an even possibly more fuel efficient point D (depending on the engine specific fuel consumption map), by operating the motor-generator in a direction opposite to engine that is counterclockwise direction. At point D, the engine power is lower than the transmission input shaft power, the difference between the powers being supplied by the motor. This would result in additional fuel economy.
  • the motor-generator In order to get back to the clutch open mode, the motor-generator is made to apply a torque on the sun gear and then the clutch is opened, so that there is no torque interrupt in the driveline. For a short burst acceleration request while the clutch is open and in an adequate battery situation, the engine and the motor-generator speeds are made to rapidly approach the transmission input shaft speed, when the clutch is closed and the motor-generator assists the engine for vehicle acceleration.
  • a gear downshift is done. Post the downshift the vehicle is driven with the clutch closed, if it is found that the driver is still pressing hard the accelerator.
  • the motor-generator can assist the engine or the brakes by pumping in or drawing out high torques from the driveline.
  • FIG. 1A presents a sketch of another embodiment of the invented system.
  • the prime mover engine (100) drives the crank shaft or flywheel (101).
  • the crankshaft or flywheel (101) is connected to torsional damper system (102), which drives the Input shaft (103).
  • the Input shaft (103) is connected to the Internal gear (109).
  • the planet carrier (104) has at least one staged planet gear set (105).
  • the staged planet gear set (105) is having planet primary gear (106) and planet secondary gear (107) which is integral with each other.
  • the planet secondary gear (107) is smaller in diameter and has lesser number of teeth as compared to the planet primary gear (106).
  • the arrangement of having the planet split into two stages helps in reduced size of the planetary, resulting in reduced inertias, weight, raw material, lubricating oil, speeds, centrifugal forces, centrifugal pressures of oil, fuel, balancing issues and improves controllability of the transmission.
  • the planet primary gear (106) meshes with the sun gear (108), while the planet secondary gear (107) meshes with the internal gear (109).
  • the sun gear (108) is connected to the motor-generator (1 1 1).
  • the planet carrier (104) is connected to the input shaft (1 12) of the transmission (1 13).
  • the clutch (1 10) can couple and decouple the sun gear (108) with the Input shaft (103) by closing and opening the clutch (110). respectively, thereby locking and unlocking the planetary system.
  • a clutch similar to clutch (1 10) can couple and decouple the planet carrier (104) with the Internal gear (109) / Input shaft (103) by closing and opening the clutch respectively, thereby locking and unlocking the planetary system.
  • a clutch similar to clutch (1 10) can couple and decouple the planet carrier (104) with the sun gear (108) by closing and opening the clutch respectively, thereby locking and unlocking the planetary system.
  • the clutch (110) when the clutch (110) is opened, the engine is directly driving only the Input shaft (103) and the sun gear (108) can have same or different speed as that of the engine (100).
  • the motor-generator (1 1 1) and hence the speed of the sun gear (108) is maintained very low or zero by controlling the motor-generator. This will result in the speed of the Planet carrier (104) and hence the speed of the transmission input shaft (112) becoming less than the speed of the engine (100) to have a lower speed of transmission output.
  • 'R' is the ratio of speed of the engine (100) to the speed of transmission input shaft (1 12) in the above mentioned situation, that is when the speed of the sun gear (108) is zero and the clutch (1 10) is open.
  • the planetary gear ratio and hence the ratio R should be such that while operation of the transmission in a particular gear, will result in a drive ratio (ratio of transmission output speed to engine output speed) which is in between the ratios of the current gear and next lower gear of the transmission.
  • a drive ratio ratio of transmission output speed to engine output speed
  • the transmission output speed will become closer to a speed in between the 2 nd gear and the 1 st gear speeds, because of the ratio R.
  • clutch closed condition the transmission output speed would be equal to 2 nd gear speed, because the speeds of the motor-generator, the engine and the transmission input shaft are same in clutch closed condition.
  • the effective speeds available with this arrangement is 12 speeds.
  • FIG. 2B which shows the example of engine speeds versus vehicle speeds for various gears, open / close conditions of clutch and speeds of the motor-generator.
  • the clutch open condition with sun gear speed controlled will result in ratios lco, 2co, 3co etc.
  • clutch closed condition will result in ratios lc, 2c, 3c etc.
  • the multiple ratio steps (lc, lco, 2c, 2co, 3c, 3co, ....etc.) result in operating of the engine in efficient region.
  • the fuel efficiency is achieved by operating the engine in efficient region and the clutch open/close conditions with sun gear speed control will manage the required drive ratios.
  • the efficient engine operating speed range in this example is between 1450 to 1800 rpm.
  • the engine efficient operating speed range can be determined by engine performance characteristics. Further, the operating range of engine can be modified to user selective operating modes such as sporty, normal and economy to set engine efficient operating speed accordingly for each case.
  • the motor-generator in clutch open state, can supplement engine power by having the motor-generator rotate in clockwise direction that is a direction same as the engine rotation. This would further improve the fuel economy.
  • the power and hence the torque on the motor-generator is controlled along with the fuelling control of the engine.
  • the motor-generator In order to get back to the clutch open mode, the motor-generator is made to apply a torque on the sun gear and then the clutch is opened, so that there is no torque interrupt in the driveline.
  • the engine and the motor-generator speeds are made to rapidly approach the transmission input shaft speed, when the clutch is closed and the motor-generator assists the engine for vehicle acceleration.
  • a gear downshift is done. Post the downshift the vehicle is driven with the clutch open, if it is found that the driver is still pressing hard the accelerator.
  • the motor-generator can assist the engine or the brakes by pumping in or drawing out high torques from the driveline.
  • the gear shifting is also done to further bring about changes in vehicle speed.
  • the speed synchronization for gear shift is done by the motor-generator.
  • the engine speed can additionally be varied when quicker synchronization is needed.
  • the motor-generator normally operates in a speed band B which is in counter clockwise direction (direction opposite of rotation of the engine) for better fuel economy. The operation of the motor-generator is out of this speed band B only during launch and when the vehicle is stationary.
  • the motor- generator would also work in a speed band, which has partial operation of the motor-generator in the clockwise direction and partial operation in counter clockwise direction.
  • the motor-generator speed is varied to change the transmission input shaft speed for synchronization to the next gear.
  • the engine speed can additionally be varied for aiding synchronization when needed.
  • the next gear is engaged.
  • the motor-generator speed and torque is varied for vehicle acceleration and deceleration.
  • the engine can additionally be used by varying its speed and torque for aiding quicker acceleration and deceleration of the vehicle.
  • step 2.c and step 3 the motor-generator operates in a speed band as explained above, i.e in a band B which is in counter clockwise direction (direction opposite of rotation of the engine) for better fuel economy.
  • the operation of the motor-generator is out of this speed band B only during launch and when the vehicle is stationary.
  • the motor- generator would also work in a speed band, which has partial operation of the motor-generator in the clockwise direction and partial operation in counter clockwise direction.
  • FIG. 3A the method of running the engine at efficient speeds with the assistance of motor -generator is explained with help of FIG. 3 A. It is desirable to run the vehicle, partly by the engine without sweeping the engine across its inefficient speed ranges with the motor-generator (IMG) supplying a significant portion of the power requirement of the vehicle.
  • the graph of FIG. 3A describes such a situation depicting the speeds of the engine, motor-generator (IMG), transmission input shaft and the vehicle.
  • the clutch is open throughout this mode of operation. While the engine speed is not varied much, the transmission input shaft speed and hence the vehicle speed is changed mainly because of changes in motor-generator (IMG) speed.
  • the gear shifting is also done to further bring about changes in vehicle speed.
  • the speed synchronization for gear shift is done by the motor-generator.
  • the engine speed can additionally be varied when quicker synchronization is needed.
  • the motor-generator normally operates in a speed band B which is in clockwise direction (direction same as the engine) for better fuel economy. The operation of the motor-generator is out of this speed band B only during launch and when the vehicle is stationary.
  • the motor- generator would also work in a speed band, which has partial operation of the motor-generator in the clockwise direction and partial operation in counter clockwise direction.
  • the motor-generator speed is varied to change the transmission input shaft speed for synchronization to the next gear.
  • the engine speed can additionally be varied for aiding synchronization when needed.
  • the motor-generator speed and torque is varied for vehicle acceleration and deceleration.
  • the engine can additionally be used by varying its speed and torque for aiding quicker acceleration and deceleration of the vehicle.
  • step 2.c and step 3 the motor-generator operates in a speed band as explained above, i.e in a band B which is in clockwise direction (direction same as the engine) for better fuel economy.
  • the operation of the motor-generator is out of this speed band B only during launch and when the vehicle is stationary. If the battery is low or if the transmission gear ratio steps are large then the motor- generator would also work in a speed band, which has partial operation of the motor-generator in the clockwise direction and partial operation in counter clockwise direction.
  • the prime mover engine (100) drives the crank shaft or flywheel (101).
  • the crank shaft or flywheel (101) is connected to torsional damper system (102), which drives the input shaft (103).
  • the input shaft (103) is connected to the planet carrier (104).
  • the planet carrier (104) has at least one staged planet gear set (105).
  • the staged planet gear set (105) is having planet primary gear (106) and planet secondary gear (107) which is integral with each other.
  • the planet secondary gear (107) is smaller in diameter and has lesser number of teeth as compared to the planet primary gear (106).
  • the planet primary gear (106) meshes with the sun gear (108), while the planet secondary gear (107) meshes with the internal gear (109).
  • the sun gear (108) is connected to the motor- generator (1 1 1).
  • the internal gear (109) is connected to the input shaft (1 12) of the transmission (1 13).
  • the clutch (1 10) can couple and decouple the sun gear (108) with the input shaft (103) / planet carrier (104) by closing and opening the clutch (1 10) respectively, thereby locking and unlocking the planetary system.
  • a clutch similar to clutch (1 10) can couple and decouple the planet carrier (104) with the Internal gear (109) by closing and opening the clutch respectively, thereby locking and unlocking the planetary system.
  • a clutch similar to clutch (1 10) can couple and decouple the . Internal Gear (109) with the sun gear (108) by closing and opening the clutch respectively, thereby locking and unlocking the planetary system.
  • the additional motor-generator (400) drives the transmission output / the vehicle wheels (401).
  • the additional motor / generator (400) drives the transmission output / vehicle wheels (401 ) during the gear shift operation and supports with additional torque during vehicle acceleration, launch and supports vehicle braking.
  • the additional motor-generator (400) aids in gear shifting without power interruption, by driving the vehicle momentarily during gear shift operation.
  • the prime mover engine (100) drives the crank shaft or flywheel (101).
  • the crank shaft or flywheel (101 ) is connected to torsional damper system (102), which drives the Input shaft (103).
  • the Input shaft (103) is connected to the Internal gear (109).
  • the planet carrier (104) has at least one staged planet gear set (105).
  • the staged planet gear set (105) is having planet primary gear (106) and planet secondary gear (107) which is integral with each other.
  • the planet secondary gear (107) is smaller in diameter and has lesser number of teeth as compared to the planet primary gear (106).
  • the planet primary gear (106) meshes with the sun gear (108), while the planet secondary gear (107) meshes with the internal gear (109).
  • the sun gear (108) is connected to the motor-generator (1 11).
  • the planet carrier (104) is connected to the input shaft (1 12) of the transmission (1 13).
  • the clutch (1 10) can couple and decouple the sun gear (108) with the Input shaft (103) by closing and opening the clutch (1 10) respectively, thereby locking and unlocking the planetary system.
  • the additional motor-generator (400) drives the transmission output / the vehicle wheels (401).
  • the additional motor / generator (400) drives the transmission output / vehicle wheels (401) during the gear shift operation and supports with additional torque during vehicle acceleration, launch and supports vehicle braking.
  • the additional motor- generator (400) aids in gear shifting without power interruption, by driving the vehicle momentarily during gear shift operation.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une transmission manuelle/automatique automatisée comprenant un système d'engrenage planétaire, au moins un moteur/générateur électrique et au moins un embrayage de verrouillage. On décrit un procédé de fonctionnement du moteur en régime d'écoconduite et une transmission de puissance efficace.
EP12743538.6A 2011-03-18 2012-03-15 Procédé transmission de puissance par système de propulsion hybride, et système associé Withdrawn EP2678584A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
IN781MU2011 2011-03-18
IN2512MU2011 2011-09-08
PCT/IN2012/000179 WO2012140665A1 (fr) 2011-03-18 2012-03-15 Procédé transmission de puissance par système de propulsion hybride, et système associé

Publications (1)

Publication Number Publication Date
EP2678584A1 true EP2678584A1 (fr) 2014-01-01

Family

ID=46614567

Family Applications (2)

Application Number Title Priority Date Filing Date
EP12743537.8A Not-in-force EP2686585B1 (fr) 2011-03-18 2012-03-14 Système de transmission pour véhicule
EP12743538.6A Withdrawn EP2678584A1 (fr) 2011-03-18 2012-03-15 Procédé transmission de puissance par système de propulsion hybride, et système associé

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP12743537.8A Not-in-force EP2686585B1 (fr) 2011-03-18 2012-03-14 Système de transmission pour véhicule

Country Status (5)

Country Link
EP (2) EP2686585B1 (fr)
BR (2) BR112013023328A2 (fr)
ES (1) ES2610234T3 (fr)
WO (2) WO2012140664A1 (fr)
ZA (2) ZA201305988B (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014174526A1 (fr) * 2013-03-15 2014-10-30 Tata Motors Limited Système d'entraînement hybride pour délivrer une puissance et son procédé
WO2018029804A1 (fr) 2016-08-10 2018-02-15 三菱重工コンプレッサ株式会社 Multiplicateur de vitesse variable
DE102017101650B4 (de) 2017-01-27 2021-11-04 Renk Gmbh Überlagerungsgetriebe, Antriebsanordnung mit zwei Antriebsaggregaten und dem Überlagerungsgetriebe und Verfahren zum Betreiben der Antriebsanordnung
JP7024617B2 (ja) * 2018-06-08 2022-02-24 トヨタ自動車株式会社 車両用トランスファ
JP7226178B2 (ja) * 2019-08-02 2023-02-21 トヨタ自動車株式会社 車両の制御装置

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Publication number Priority date Publication date Assignee Title
GB843146A (en) * 1957-10-21 1960-08-04 Napier & Son Ltd Epicyclic gearing
JP3456329B2 (ja) * 1995-12-08 2003-10-14 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
JPH10184857A (ja) * 1996-12-20 1998-07-14 Aisin Aw Co Ltd プラネタリギヤ機構の潤滑装置
JP3775562B2 (ja) * 2000-03-07 2006-05-17 ジヤトコ株式会社 パラレルハイブリッド車両
JP4701587B2 (ja) * 2003-06-02 2011-06-15 トヨタ自動車株式会社 電動式駆動装置
JP4784114B2 (ja) * 2005-03-11 2011-10-05 トヨタ自動車株式会社 遊星歯車装置
DE102006003713A1 (de) * 2006-01-26 2007-08-02 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Kraftfahrzeug-Antriebsstrangs
DE102008043732A1 (de) * 2007-12-13 2009-06-18 Zf Friedrichshafen Ag Zugkraftunterbrechungsfreies Getriebe
DE102008052009A1 (de) * 2008-10-10 2010-04-15 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Maschineneinheit für ein Parallel-Hybrid-Fahrzeug

Non-Patent Citations (2)

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Title
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See also references of WO2012140665A1 *

Also Published As

Publication number Publication date
WO2012140665A1 (fr) 2012-10-18
EP2686585B1 (fr) 2016-10-26
WO2012140664A1 (fr) 2012-10-18
ZA201305990B (en) 2014-10-29
BR112013023328A2 (pt) 2016-12-13
ES2610234T3 (es) 2017-04-26
EP2686585A1 (fr) 2014-01-22
BR112013023631A2 (pt) 2016-12-06
ZA201305988B (en) 2014-10-29

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