EP2852503A1 - Hybrid drive train for a vehicle, vehicle, method of operation and retrofitting - Google Patents

Hybrid drive train for a vehicle, vehicle, method of operation and retrofitting

Info

Publication number
EP2852503A1
EP2852503A1 EP13724803.5A EP13724803A EP2852503A1 EP 2852503 A1 EP2852503 A1 EP 2852503A1 EP 13724803 A EP13724803 A EP 13724803A EP 2852503 A1 EP2852503 A1 EP 2852503A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
drive
kinetic energy
drive train
recovery system
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.)
Pending
Application number
EP13724803.5A
Other languages
German (de)
French (fr)
Inventor
John William Edward Fuller
Philip Duncan Winter
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.)
Allison Transmission Inc
Original Assignee
Torotrak Development 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 Torotrak Development Ltd filed Critical Torotrak Development Ltd
Publication of EP2852503A1 publication Critical patent/EP2852503A1/en
Pending 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
    • 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
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • 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
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/32—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line
    • F16H15/36—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface
    • F16H15/38—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output 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
    • B60K6/42—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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/46—Vehicles with auxiliary ad-on propulsions, e.g. add-on electric motor kits for bicycles
    • 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
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/40—Problem solutions or means not otherwise provided for related to technical updates when adding new parts or software
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/10—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • 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

  • This invention relates to a drive train for a vehicle. More particularly, it relates to a drive train that provides for kinetic energy recovery during operation of a motor vehicle, for example a road-going motor vehicle that is powered by a combustion engine. It has particular, but not exclusive, application to a transmission system for a passenger carrying vehicle.
  • kinetic energy of the vehicle in motion is lost by being converted to heat in the braking systems of the vehicle when the vehicle is decelerating or having its speed checked during a descent. If, instead, the kinetic energy can be recovered and stored, it can be used later to accelerate or drive the vehicle, thereby reducing the amount of fuel that is consumed by the engine.
  • Kinetic energy recovery is commonplace in electrically-driven vehicles, where its implementation is comparatively straightforward.
  • a vehicle driven by a combustion engine means separate from the combustion engine must be provided to convert the kinetic energy of the vehicle into some form in which it can be stored and subsequently recovered.
  • One approach for implementing kinetic energy recovery in a vehicle powered by a combustion engine is to transfer kinetic energy between the vehicle itself and a flywheel that is carried within the vehicle. Through careful engineering to reduce losses, a flywheel can act as an effective store of energy.
  • connecting the flywheel to the drive train of a vehicle presents considerable technical challenges. In particular, when the brakes of a vehicle are applied to slow it, energy is transferred to the flywheel thereby increasing its speed. When the vehicle is subsequently accelerated, the flywheel slows.
  • a kinetic energy recovery system typically incorporates a variable-ratio drive and one or more clutches, and a complex control system.
  • An aim of this invention is to provide a drive train that incorporates a kinetic energy recovery system, which avoids or ameliorates problems of known arrangements.
  • the present invention provides a drive train for a vehicle comprising:
  • a transmission system that includes a vehicle transmission and a final drive unit
  • the kinetic energy recovery system is operatively coupled to the transmission system between the vehicle transmission and the final drive unit.
  • the kinetic energy recovery system does not move with the final drive unit.
  • the kinetic energy recovery system is preferably operatively connected to the last stationary element between the transmission system and live axle, where present.
  • a drive train embodying the invention suitably further includes a propshaft that is connected to transmit drive between the kinetic energy recovery system and the final drive unit.
  • the energy storage means includes a flywheel.
  • a flywheel can provide a compact, simple and reliable device within which energy can be stored as kinetic energy of rotation.
  • the energy storage means is connected to the vehicle transmission through a variable-ratio drive, which is preferably a continuously-variable-ratio or infinitely-variable-ratio drive.
  • the variable-ratio drive includes a full-toroidal variator. The ratio of such a variable-ratio drive can be changed in order to match the speed of the flywheel to the speed of the final drive unit.
  • the variable-ratio drive may be driven by the vehicle transmission through one of several gear trains having different gear ratios. This allows the energy storage means to be operated within an acceptable range of speeds over a greater range of speeds at the output of the vehicle transmission.
  • a kinetic energy recovery system typically includes a step-up gearset that causes an input to the kinetic energy storage means to rotate at a speed that is greater than the rotational speed at an output of the variable-ratio drive.
  • the kinetic energy recovery system includes a step-up gearset that causes an input to the variable-ratio drive to rotate at a speed that is greater than the rotational speed at an output of the vehicle transmission.
  • the energy storage means and the variable-ratio drive may be disposed on opposite sides of a drive axis that extends through the vehicle transmission towards the final drive but, preferably, the energy storage means and the variable-ratio drive are disposed to the same lateral side of the drive axis.
  • a kinetic energy recovery system preferably includes a clutch that can selectively connect vehicle transmission the final drive unit to the vehicle transmission or to the energy storage means. This can be used to operate the drive train in a conventional manner when operating conditions require that energy is neither delivered to nor extracted from the energy storage means.
  • the kinetic energy recovery system includes a clutch that can selectively isolate the energy storage means from other components of the kinetic energy recovery system, thereby allowing it to store energy with a minimum of loss.
  • Components of the kinetic energy recovery system are preferably contained within a transfer box that is connected to an output of the vehicle transmission.
  • the kinetic energy recovery system further comprises a transfer box.
  • the transfer box provides operative connection between the transmission system and the variable-ratio drive and energy storage means.
  • the drive train of the invention is useful in a vehicle which has a live driven axle in particular a vehicle which has the final drive unit mounted on a live axle.
  • the kinetic energy recovery system is carried on a part of the vehicle that does not move with components of the suspension of the vehicle.
  • the kinetic energy recovery system is not subject to movement of the live axle which typically carries the final drive unit.
  • this invention provides a motor vehicle that comprises a drive train embodying the invention from its first aspect.
  • a vehicle may be a passenger carrying vehicle.
  • the kinetic energy recovery system may be rigidly mounted on the vehicle - that is, it may be carried on a part of the vehicle that does not move with components of the suspension of the vehicle. This has the effect of coupling the kinetic energy recovery system to the sprung mass of the vehicle, so minimising the inertial loading to which it is subjected as the vehicle travels over uneven surfaces.
  • a vehicle embodying the invention typically has a vehicle axis that extends laterally centrally along the vehicle, the vehicle transmission and final drive unit being disposed along the vehicle axis, and the kinetic energy recovery system being disposed to one or other lateral side of the vehicle axis. That is to say, it extends down the centre-line of the vehicle front-to- rear and parallel to a direction of straight-ahead travel of the vehicle.
  • a typical vehicle further includes an engine that is also disposed on the vehicle axis.
  • the energy storage means and the variable ratio drive are preferably disposed in relation to one another in a direction parallel to the vehicle axis. That is, energy storage means may be in front of or behind the variable ratio drive.
  • the invention also provide a method of retrofitting a kinetic energy recovery system as defined in the first aspect of the invention to a vehicle.
  • the system is rigidly mounted to the vehicle transmission.
  • the complete powertrain i.e., engine, vehicle transmission and kinetic energy recovery system may be suspended on flexible mounts with respect to the chassis.
  • the kinetic energy recovery system is mounted on the transmission casing by a plurality of mountings.
  • the system is mounted utilising one or more mounting points which may be redundant for example the mounting point of a power take off which may typically be found on the transmission casing of a passenger carrying vehicle so as to ensure that the whole assembly is rigidly mounted.
  • a kinetic energy recovery system for passenger carrying vehicles which fits within the spatial constraints imposed by the limited volume dictated by the need to accommodate an engine, vehicle transmission, for example a gearbox, and prop shaft and enables utilisation of a drive-train according to the first aspect of the invention in a commercial passenger vehicle.
  • a variable ratio drive and energy storage means located laterally of the drive axis with the variable ratio drive and the energy storing means being located relative to the drive axis either side of the point at which the kinetic energy recovery system is connected to the transmission system, a passenger carrying vehicle with a drive train according to the first aspect of the invention may be provided.
  • the invention provides a motor vehicle that comprises:
  • a drive train comprising a transmission system that includes a vehicle transmission and a final drive unit defining a drive axis that extends through the vehicle transmission towards the final drive;
  • a kinetic energy recovery system located laterally of the drive axis and comprising a variable ratio drive and energy storage means;
  • the kinetic energy recovery system is operatively coupled to the transmission system between the vehicle transmission and the final drive unit;
  • one of the variable-ratio drive and the energy storing means is located longitudinally forwardly of the point at which the kinetic energy recovery system is connected to the transmission system and the other of the variable-ratio drive and the energy storing means is located rearwardly of the said point.
  • variable-ratio drive and the energy storing means may be located on opposite sides of the drive axis but desirably are on the same side of it.
  • variable-ratio drive is located rearwardly of the point at which the kinetic energy recovery system is connected to the transmission system that is on the engine side of the point of connection and the energy storing means is located forwardly of the point of connection, that is towards the final drive unit although the locations of the variable-ratio drive and the energy storing means may be reversed as desired.
  • variable-ratio drive and the energy storing means that within the kinetic energy recovery system the direction of drive relative to the drive axis changes between the variable-ratio drive and the energy storage means.
  • the variable ratio drive and the energy storing means are operably connected by a layshaft which is preferably substantially parallel to the drive axis and which allows the direction of the drive relative to the drive axis to be reversed.
  • the kinetic energy recovery system is operably connected to the transmission system by a transfer box.
  • a smaller engine may be employed as the energy storing means augments the engine output allowing the vehicle transmission and transfer box to be moved away from the final drive unit so affording greater space for locating the kinetic energy recovery system.
  • a drive train that includes a combustion engine, a vehicle transmission and a final drive; and a kinetic energy recovery system;
  • the kinetic energy recovery system is operated to deliver energy to and recover energy from the drive train between the vehicle transmission and the final drive.
  • the invention provides a method of installing a kinetic energy recovery system in a drive train of a vehicle, which kinetic energy recovery system is an embodiment of the invention from its first aspect, and includes a transfer box, comprising the steps of dismounting the engine from the vehicle and remounting it in a different place that is further spaced from a final drive of the vehicle by a distance determined by a dimension of the transfer box, and installing the transfer box into the drive train at a position between the vehicle transmission and the final drive.
  • variable vehicle transmission of the kinetic energy recovery system may be ratio- controlled but is preferably torque-controlled.
  • variators may be employed and suitably are of the rolling action toroidal-type.
  • the variator may have a single toroidal cavity or multiple, for example two toroidal cavities.
  • the variator comprises a two cavity variator comprising a first driving surface and a first driven surface defining a first toroidal cavity and being coaxially mounted for rotation about a variator axis, a first plurality of rollers in driving engagement with the first driving and first driven surfaces; a second driving surface and a second driven surface defining a second toroidal cavity and being coaxially mounted for rotation about the variator axis and a second plurality of rollers in driving engagement with the second driving and second driven surfaces; and a control assembly on which the rollers in the first cavity and the rollers in the second cavity are rotatably mounted and which assembly is adapted to balance the reaction torque from the first cavity with the reaction torque from the second cavity.
  • This variator ensures that roller control forces within each cavity are equal to one another whilst also providing a mechanism for balancing the torques from the first and second cavities, but with reduced cost and complexity compared to conventional dual toroidal cavity variators which typically require independent control of each roller.
  • This two cavity variator provides a more compact exterior size and shape, facilitating use in applications where space may be at a premium, for example in passenger carrying vehicles.
  • the control assembly suitably comprises a first roller carrier which carries the plurality of rollers in the first cavity, a second roller carrier which carries the plurality of rollers in the second cavity and a mechanical linkage between the first and second roller carriers whereby the reaction torque of the rollers may be balanced.
  • the rollers are rotatably mounted on the first and second carriers.
  • the mechanical linkage is suitably mounted for rotation about a pivot point.
  • the first roller carrier, second roller carrier and preferably both roller carriers are suitably each pivotally mounted about their own fulcrum or pivot point and the mechanical linkage is able to act on both roller carriers such that they pivot about their respective pivot points.
  • each of the carriers is pivotally mounted with a pivoting axis substantially parallel to the variator axis, and at right-angles to the principle pivoting point of the mechanical linkage.
  • control assembly is mounted for radial float in order that loads between rollers within each of the first and second cavities may be balanced.
  • the first and/or second roller carrier is movable radially with respect to the variator axis for example as described in EP-A-1846672.
  • variable vehicle transmission of the kinetic energy recovery system comprises a variator comprising a driving surface mounted for rotation on an input shaft defining a variator axis and a driven surface coaxially mounted for rotation with the driving surface, the surfaces defining a toroidal cavity and two rollers in driving engagement with the driving and driven surfaces, a take-off drive operatively engaged with the driven surface and disposed radially of the variator axis whereby a radial contact force perpendicular to and intersecting the variator axis is generated and wherein the rollers are located such that the points of contact of the rollers with the driving and driven surfaces at one particular ratio within the operating range of the variator generally lie in a plane which is substantially perpendicular to the direction of the contact force.
  • This variator may comprise one or multiple, preferably two cavities.
  • the variator may be ratio-controlled but is preferably torque-controlled.
  • the rollers By mounting the rollers such that roller-disc contacts at one particular ratio within the operating range of the variator lie generally in a plane that passes through the variator axis and is substantially perpendicular to the radial force, the roller contacts will substantially lie on the neutral axis of bending of the variator structure.
  • the disc/roller contact points are accordingly substantially unaffected by the radial load from the take-off drive such that impaired traction is avoided whilst retaining good durability and a satisfactory traction safety margin at the roller-disc contacts.
  • variable vehicle transmission of the kinetic energy recovery system comprises a toroidal variator comprising a driving and a driven disc having a common axis, referred to herein as the variator axis, a plurality of pairs of contacting rollers interposed between said discs and the discs being urged into contact by an applied end-load force, each of the rollers having a first rolling surface by which it contacts the other roller of the pair and a second rolling surface by which each roller contacts the toroidal surface of the corresponding disc, each roller is mounted on a supporting axle about which it can rotate; the rotational axes of the rollers in a pair are supported in a plane or planes that contain the two points where the rollers of the pair contact the discs; at least one of the rollers in each pair is adapted to be moved to adopt a stable position within said plane by the reactionary force exerted on it by the other roller of the pair.
  • the first rolling surface may be substantially conical.
  • the angle of the conical surfaces of the rollers in a pair is such that the rotational axes of the rollers adopt a position in which the surface velocities of the contacting points of the rollers and discs substantially match each other for at least one rotational position of the roller pair.
  • the second rolling surface is a toroidal surface.
  • each roller pair is mounted in a respective trunnion support having a pair of supporting axles.
  • the trunnion support can be rotatable, the centre of rotation of which lies in a plane that is parallel to the rotational plane of the discs, and is tangential to the centre of the toroidal cavity defined by the toroidal surfaces of the discs.
  • the discs can move in a direction parallel to the variator axis towards or away from the centre of rotation of the trunnion supports under the influence of the clamping force.
  • At least one of the supporting axles in the trunnion support can be mounted in the trunnion support in a slidable support that allows the axle to move within a plane that contains the two points where the roller pairs contact the discs.
  • the movable supports of each pair of rollers are constructed in such a way that, upon their displacement, the plane containing the axes of the two rollers is rotated about the centre point of the straight contact line of the two rollers. It is also necessary that the axes of the rollers remain always concurrent.
  • the rotation of said plane is such that one of the roller axis becomes offset on one side of the rotation axis of the discs and that the axis of the second roller of the pair becomes offset on the other side of the same axis of the discs.
  • the roller axes of each pair of rollers are in a plane containing said variator axis of said discs.
  • the centre point of the rollers mutual contacting line and the middle points of the contacting line of the rollers with the discs suitably lies in a straight line which is always perpendicular to the contacting line between the rollers.
  • the variator suitably comprises means on the support to displace the two rollers of each pair simultaneously, whereby the plane defined by the roller axes revolves around the middle point of the straight theoretical contact line between the rollers during the movement preceding a change in the speed ratio.
  • the variator may comprise a plurality of pairs of rollers, for example three pairs of rollers wherein the said second axes for the pairs form the sides of an equilateral triangle.
  • FIGS. 1 and 2 are schematic diagrams of a drive train for a passenger carrying vehicle that incorporates a drive system embodying the invention
  • Figure 3 is a representation of a kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
  • Figure 4 is a representation of an alternative kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
  • Figure 5 is a schematic diagram of a drive train for a passenger carrying vehicle that incorporates a drive system embodying the invention wherein the variable-ratio drive and energy storage means are located laterally of the drive axis;
  • Figure 6 shows a perspective view two-cavity variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
  • Figure 7 shows a side elevation of a single cavity variator with a take-off drive engaged with the output drive of the variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
  • Figure 8 is a schematic illustration of a variator having a twin roller design suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
  • Figure 9 is a schematic elevation, partly in section, of the variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
  • Figure 10 is a view similar to that of Figure 9, showing the device in another position;
  • Figure 1 1 shows a schematic representation of a preferred clutch arrangement for the kinetic energy recovery system employed in the invention.
  • an embodiment of the invention is constituted within the drive system of a single-deck passenger carrying vehicle.
  • the drive system is represented in Figure 1 with the rear of the vehicle towards the top of the drawing, and a front-to-rear axis of the vehicle extending vertically with respect to the drawing.
  • the drive train includes an internal combustion engine 10 mounted longitudinally at the rear of the vehicle.
  • An output shaft extends in a forward direction to connect through a coupling such as a torque converter or a clutch to a multi-speed vehicle transmission 12.
  • Output from the vehicle transmission 12 is taken to a transfer box 14 through an intermediate shaft 34 (shown in Figures 3 and 4 only).
  • drive passes through a propshaft 16, to a final drive unit 18, which is contained within a live axle 20. Within the axle 20, drive is taken from the final drive unit through half shafts to the driven road wheels 22.
  • the engine 10, vehicle transmission 12, transfer box 14, and an end of the propshaft 16 closest to the transfer box have a drive axis that is approximately parallel to the front-to-rear axis of the vehicle.
  • the components described above are those that make up a conventional drive train of a public carrying vehicle, in particular, a single-deck passenger bus.
  • Each component may take a variety of forms.
  • the engine 10 will typically be a diesel engine, but might, by way of example only, be fuelled by petrol or gas.
  • the vehicle transmission 12 will typically be an epicyclic automatic vehicle transmission (in which case the coupling will typically be a torque convertor), but could also, by way of example only, be a manual, semi-automatic, manually-controlled automatic, automatically-controlled manual, or continuously or infinitely variable ratio transmission, each of which will be paired with an appropriate clutch.
  • An independent suspension arrangement might replace the live axle.
  • the drive train includes a kinetic energy recovery system, of which the transfer box 14 is a component.
  • the kinetic energy recovery system further includes a flywheel assembly 30 and continuously-variable-ratio drive 32.
  • the variable-ratio drive includes a full-toroidal variator, but other embodiments may use one of the many other types of continuously-variable-ratio drive that will be familiar to those skilled in this technical field.
  • the flywheel assembly 30 and the variable-ratio drive 32 may be self-contained units, each being connected to the transfer box 14.
  • the flywheel assembly 30 extends towards the front from the transfer box 14 and the variable-ratio drive 32 extends towards the rear from the transfer box 14, and both of the flywheel assembly 30 and the variable-ratio drive 32 are laterally to one side (in this case, the right side) of the drive axis.
  • the particular disposition of these components may be rearranged to avoid conflict with existing components of the vehicle.
  • the flywheel assembly 30 might extend towards the rear from the transfer box 14 and the variable-ratio drive 32 extends towards the front from the transfer box 14.
  • the variable-ratio drive 32 and the flywheel assembly 30 may be disposed laterally to opposite sides of the drive axis.
  • the rear overhang of the vehicle (the distance between the rear axle line and the rear of the vehicle) cannot exceed a maximum that is set by statutory regulation. This imposes a maximum length on the drive train along the front-to-rear axis of the vehicle.
  • the propshaft 16 must be capable of articulation to accommodate relative movement between the axle 20 (which moves in relation to the vehicle as a whole to provide suspension travel) and the vehicle transmission (which is fixed to a frame of the vehicle). This imposes a minimum length on the propshaft 16.
  • these limitations impose a requirement, or, at least, a strong preference, that the thickness of the transfer box (that is, the length that it occupies along the front-to-rear axis of the vehicle) is kept to a minimum.
  • the arrangement of this embodiment provides this, because drive from the vehicle transmission 12, through the transfer box 14, to the propshaft 16 is not carried across the front-to-rear axis of the vehicle.
  • the intermediate shaft 34 is connected to a first clutch 40 within the transfer box 14.
  • a first output of the first clutch 40 is connected to the propshaft 16.
  • a second output of the first clutch 40 is connected to a first spur gear 42 that is coaxial with the intermediate shaft 34, and positioned axially between the vehicle transmission 12 and the first clutch 40.
  • the first spur gear 42 is in mesh with a second spur gear 44, to which it transmits drive transversely to the drive axis, the second spur gear 44 being connected to an input of the variable-ratio drive 32.
  • An output of the variable-ratio drive 32 is connected through a third spur gear 46 to an input of a step-up gearset 48 within the transfer box 14 that has an axis that is parallel with the intermediate shaft 34.
  • the step-up gearset 48 is arranged to cause the flywheel to rotate at a speed that is greater than the output of the third spur gear 46.
  • the step-up gearset 48 is an epicyclic gearset, which is advantageous for its compact size.
  • An output of the step-up gearset 48 is connected through a second clutch 50 to the flywheel 30.
  • the first clutch 40 is used to optionally connect the propshaft 16 direct to the vehicle transmission 12, to drive the vehicle in a conventional manner using the combustion engine 10, it can connect the propshaft 16 (and therefore, the final drive 18) through the variable-ratio drive 32 and the step-up gearset 48 to the flywheel 30 to allow kinetic energy to be transferred between the flywheel 30 and the vehicle.
  • the second clutch 50 can be disengaged to allow the flywheel 30 to spin freely to act as an energy store with a minimum of energy loss.
  • the transfer box 14 shown in Figure 4 is intended to address this.
  • the first clutch 14 can connect the intermediate shaft 34 to the output 16, to the first spur gear 42 or to a fourth spur gear 54.
  • the fourth spur gear 54 is in mesh with a fifth spur gear 56, which is fixed for rotation with the second spur gear 44.
  • connection of the intermediate shaft 34 to one or other of the first or fourth spur gear 42; 54 results in a different ratio between the intermediate shaft 34 and the input to the variable-ratio drive 32.
  • the engine 10 in a drive train such as is described to be mounted on longitudinal elements of the frame of the vehicle.
  • engine mounts will typically be bolted through mounting holes in the longitudinal elements.
  • To install a drive train embodying the invention in such a vehicle it will often be possible to remove the engine mounts from the longitudinal elements, form additional mounting holes in the longitudinal elements to the rear of the original mounting holes by a distance equal to the thickness of the transfer box 14, and re-install the engine and its mounts using the new mounting holes. This provides the additional space required to accommodate the transfer box 14 between the engine 10 and the propshaft 16.
  • vehicles may have alternative arrangements for mounting their engine, essentially the same procedure can be used to reposition the engine in order to install a kinetic energy recovery system of the type described.
  • New vehicles can be produced with a frame that includes two sets of mounting holes or other mounting apparatus, whereby an engine can be installed in one of two positions dependent upon whether or not the vehicle will be provided with a kinetic energy recovery system.
  • Figure 5 shows a drive train according to the invention comprising the engine 401 , the vehicle transmission 403, the propshaft 405 which is operatively coupled to the final drive unit (not shown).
  • the kinetic energy recovery system comprises the energy storage means 407, the variable ratio drive 409 and these are operatively coupled to the transmission system at the output of the vehicle transmission 403 or to the propshaft 405 via the transfer box 41 1 .
  • variable-ratio drive 409 is located rearwardly of the line A-A at which the kinetic energy recovery system is operatively coupled to the transmission system and the energy storage means 407 is located forwardly of the line A-A.
  • the variable-ratio drive 407 and energy storage means 409 are operatively linked by layshaft 413.
  • the disc of the variable ratio drive which is located most rearwardly provides the take-off drive for the layshaft.
  • Figure 6 shows a two-cavity variator suitable for use in the kinetic energy recovery system for use in the invention.
  • the variator has a first toroidally-recessed driving disc 1 10 and a facing first toroidally recessed (not shown) driven disc 1 12.
  • Driven disc 1 12 also has a toroidal recess 1 1 1 on its opposite side providing a second toroidally recessed driven surface.
  • a second toroidally-recessed driving disc 1 13 is provided, defining a second toroidal cavity with the driven surface 1 1 1 .
  • Two rollers 1 14, 1 16 are mounted in the first toroidal cavity defined between the opposing toroidally-recessed faces of the driving and driven discs 1 10, 1 12 to transmit drive from the driving disc 1 10 to the driven disc 1 12 with a ratio which is variable by tilting the rollers 1 14, 1 16.
  • Two rollers 1 15, 1 17 are mounted in the second toroidal cavity defined between the opposing toroidally-recessed faces of the driving and driven discs 1 1 1 , 1 13 to transmit drive from the driving disc 1 1 1 to the driven disc 1 13 with a ratio which is variable by tilting the rollers 1 15, 1 17.
  • the roller 1 14 is rotatably mounted in a roller carrier 140.
  • Each roller 1 14, 1 16 and 1 15, 1 17 is similarly mounted.
  • the roller carrier 140 comprises a roller carriage 144, 146 for roller 1 14 and a corresponding roller carriage for roller 1 16 in the first toroidal cavity.
  • Roller carrier 141 comprises similar roller carriages for rollers 1 15, 1 17 in the second toroidal cavity.
  • the rollers 1 14, 1 16 and 1 15, 1 17 are each mounted by means of a stub axle 142 rotatably mounted in a roller carriage defined by opposed planar support plates 144, 146.
  • the mounting of the rollers is numbered only on one roller for illustrative purposes and in the interests of clarity.
  • the rollers are mounted on the carriers 140, 141 via spherical bearings, for example Rose bearings.
  • the roller carriers 140, 141 each carry two rollers and comprise a cross-bar 148, 149 which is pivotally mounted.
  • Cross-bar 148 links the two rollers 1 14, 1 16 in the first cavity and cross-bar 149 links the two rollers 1 15, 1 17 in the second cavity.
  • the pivot point of each carrier 140, 141 is located mid-way between the centre points of the two spherical bearings which carry the two rollers.
  • the carriers 140 and 141 pivot about an axis which is parallel to the variator axis.
  • the cross-bars 148, 149 are each provided with an actuating arm 160, 161 which projects in a radial direction from the variator rotational axis in a direction perpendicular to the axis of the cross-bars 148, 149.
  • the end of the arms 160, 161 which project out of the variator housing are have the shape of an open-ended spanner for direct mechanical engagement with the mechanical linkage.
  • the mechanical linkage 164 comprises a linking lever 166 mounted for pivoting about a pivot point 168 and is operatively linked to the carriers 140, 141 through arms 160, 161 .
  • the linking lever 166 enables the reaction torque from one cavity to be balanced or equalized with the reaction torque from the other cavity by rotating about pivot point 168, whereby the ends of the linking lever 166 rotate and move the arms 160, 161 in a plane perpendicular to the variator axis to balance the reaction torques from the cavities.
  • Actuator 170 is preferably a hydraulic actuator and the stroke of the cylinder acts to provide a limiting mechanism for travel of the linking lever 166 in the direction parallel to a tangent of the disc 1 12.
  • the carriers 140, 141 may move radially away from and toward the variator axis, which ensures that the roller control forces within each cavity are equalised.
  • the driven disc 1 12 is provided with teeth 130 on the circumferential surface of disc 1 12 whereby drive may be taken through a take-off drive on a layshaft parallel to the variator axis, for example a gear 132 to the energy storage means.
  • a gear force Fg is generated which may impart a bending force to the driving shaft and cause the more distant parts of the driving surfaces 1 10, 1 13 to bow or splay away from the driven surfaces 1 12, 1 1 1.
  • the mechanical linkage and carriers for the rollers 1 14, 1 16 and 1 15, 1 17 are oriented in such a way that the force Fg is perpendicular to a plane through all the roller-disc contact points when the variator is at a -1 .0 ratio. With this orientation, the roller- disc contact points are located on the neutral axis of the variator shaft such that the normal contact forces are not substantially affected by the radial force Fg and each roller contact bears an equal proportion of the applied end-load force.
  • Figure 7 shows a further variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2.
  • a continuously variable transmission system comprises a variator having a single cavity and a toroidally-recessed driving disc 1 10 and a facing toroidally recessed driven disc 1 12.
  • Two rollers 1 14, 1 16 (1 16 not shown) are mounted in the toroidal cavity defined between the opposing toroidally-recessed faces of the driving and driven discs 1 10, 1 12 to transmit drive from the driving disc 1 10 to the driven disc 1 12 with a ratio which is variable by tilting the rollers 1 14, 1 16.
  • the driven disc 1 12 is provided with teeth 130 on the circumferential surface of disc 1 12 whereby drive may be taken through a take-off drive on a layshaft parallel to the variator axis, for example a gear 132, which is operably coupled to energy storage means, for example a fly wheel.
  • a gear force Fg is generated which imparts a bending moment to the driving shaft and causes the more distant parts of the driving surface 10 and the driven surface 12 to splay apart.
  • Each roller contacts the driving and driven disc in such a way that the force Fg is perpendicular to a plane through all the roller-disc contact points when the variator is at a - 1 .0 ratio.
  • roller-disc contact points are located on the neutral axis of the variator shaft such that the normal contact forces are not substantially affected by the radial force Fg and each roller contact bears an equal proportion of the applied end-load force.
  • the driving disc 1 10 is connected to, and rotates with, a shaft 1 18.
  • Rollers 1 14 and 1 16 may each be actuated by an actuator 170 or may both be actuated by a single actuation mechanism. Hydraulic actuators may be employed to provide ratio control.
  • the variator is preferably torque-controlled.
  • Fig 8 shows diagrammatically a variator having twin rollers supported between driving and driven discs. Two rollers 212 and 213 are employed instead of single rollers.
  • rollers have a generally conical rolling surface 214 on which they roll on each other and a generally toroidal surface 215 on which they roll on the discs.
  • the conical surface may also be formed with a very large crown radius or with curved edges so as to reduce stress concentrations at the edges of the conical surfaces.
  • the angle of the cone and associated roller mounting is arranged so that when clamped together by the discs, the rotational axes of the rollers lie within a plane that passes through the variator axis, are displaced from each other under the influence only of the conical surfaces and the clamping reactions, but run through the common rotational axis of the discs 216.
  • the degree of displacement is such that in at least one position, each roller (not necessarily simultaneously) experiences a state where the differential velocities across the contacting surfaces is less than 0.5% and where the tangent of the disc and roller surface 210 at the centre of the point of contact, and the roller rotational axis 21 1 , and the disc rotational axis 216 generally pass through the same point 217.
  • the variator shown in Figures 9 and 10 has at least one pair of rollers.
  • the rollers contact each other along a theoretical line the centre point of which is indicated by m, which line remains always perpendicular to the line AB passing through the centre-points of the contact lines of the two rollers and of each roller and its corresponding disc.
  • the axes X_Y respectively of the two rollers of each pair always intersect or are concurrent and are always situated in a plane containing the variator axis CD of the driving and the driven discs.
  • Figure 1 1 shows a preferred arrangement of clutches for selectively connecting the final drive unit to the vehicle transmission or to the energy storage means.
  • a first clutch 150 can disconnect the vehicle transmission 160 from the propshaft 170, a second clutch 250 can disconnect the input to the variable ratio drive 260 and then a third clutch 350 can disconnect the drive between the variable ratio drive 260 and the energy storage means 360.

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Abstract

A drive train for a vehicle and a method of operating a vehicle are disclosed. The drive train comprises a transmission system that includes a vehicle transmission (12) and a final drive unit (18). The drive train additionally has a kinetic energy recovery system that includes an energy storage means (30) which typically includes a flywheel. The kinetic energy recovery system is operatively coupled, to be driven by and to drive, the transmission system between the vehicle transmission and the final drive unit (18). Components of the kinetic energy recovery system may be contained in a transfer box (14) connected to an output of the vehicle transmission (12). A propshaft (16) may connect the transfer box (14) to the final drive (18). Further claims relate to a method of operation and a method of retrofitting the drive train, by mounting an engine (10) further spaced from the final drive unit (18).

Description

HYBRID DRIVE TRAIN FOR A VEHICLE, VEHICLE, METHOD OF OPERATION AND
RETROFITTING
This invention relates to a drive train for a vehicle. More particularly, it relates to a drive train that provides for kinetic energy recovery during operation of a motor vehicle, for example a road-going motor vehicle that is powered by a combustion engine. It has particular, but not exclusive, application to a transmission system for a passenger carrying vehicle.
In this specification, terms such as up, down, transverse, and related terms, are to be understood as referring to the drive train and its components in their normal configuration when installed in a vehicle, and that front and rear, and related terms, refer to the direction of travel of the vehicle in its normal operation.
In operation of conventional vehicles powered by combustion engines, kinetic energy of the vehicle in motion is lost by being converted to heat in the braking systems of the vehicle when the vehicle is decelerating or having its speed checked during a descent. If, instead, the kinetic energy can be recovered and stored, it can be used later to accelerate or drive the vehicle, thereby reducing the amount of fuel that is consumed by the engine.
Kinetic energy recovery is commonplace in electrically-driven vehicles, where its implementation is comparatively straightforward. However, in a vehicle driven by a combustion engine, means separate from the combustion engine must be provided to convert the kinetic energy of the vehicle into some form in which it can be stored and subsequently recovered. One approach for implementing kinetic energy recovery in a vehicle powered by a combustion engine is to transfer kinetic energy between the vehicle itself and a flywheel that is carried within the vehicle. Through careful engineering to reduce losses, a flywheel can act as an effective store of energy. However, connecting the flywheel to the drive train of a vehicle presents considerable technical challenges. In particular, when the brakes of a vehicle are applied to slow it, energy is transferred to the flywheel thereby increasing its speed. When the vehicle is subsequently accelerated, the flywheel slows. That is, the angular speed of the flywheel changes in the opposite sense to the change in road speed of the vehicle. Therefore, in addition to the flywheel, a kinetic energy recovery system typically incorporates a variable-ratio drive and one or more clutches, and a complex control system.
There is a significant demand for a kinetic energy recovery system that can be incorporated into existing vehicle models without a requirement to re-engineer major components of the vehicle, to allow these systems to be fitted during production alongside conventional vehicles or retrofitted into existing vehicles. This implies that no major component of the drive train should require modification to install the kinetic energy recovery system. Designers of existing drive trains have chosen to connect the kinetic energy recovery system to the input to the vehicle transmission for example the gearbox or to the vehicle transmission itself (for instance, through a power take-off). However, in such arrangements, space for the components of the kinetic energy recovery system is restricted, and a power take-off may not be sufficiently durable enough to handle loads imposed upon it by the kinetic energy recovery system.
An aim of this invention is to provide a drive train that incorporates a kinetic energy recovery system, which avoids or ameliorates problems of known arrangements.
To this end, from a first aspect, the present invention provides a drive train for a vehicle comprising:
a transmission system that includes a vehicle transmission and a final drive unit; and
a kinetic energy recovery system;
in which:
the kinetic energy recovery system is operatively coupled to the transmission system between the vehicle transmission and the final drive unit.
It might be expected that such an arrangement may complicate the implementation of the kinetic energy recovery system, because it is subject to greater torque and a greater range of angular speed than is the case with a connection made nearer to the engine. However, it has been observed that this can place the kinetic energy recovery system in a part of the vehicle where there is likely to be more free space, so easing the difficulty of locating the components of the kinetic energy recovery system in an existing vehicle. Furthermore, the output side of the vehicle transmission is not subject to the rapid speed changes such as might occur at the input side during gearshifts or range changes.
Preferably, the kinetic energy recovery system does not move with the final drive unit. The kinetic energy recovery system is preferably operatively connected to the last stationary element between the transmission system and live axle, where present.
A drive train embodying the invention suitably further includes a propshaft that is connected to transmit drive between the kinetic energy recovery system and the final drive unit. In one embodiment, the energy storage means includes a flywheel. A flywheel can provide a compact, simple and reliable device within which energy can be stored as kinetic energy of rotation.
Suitably, the energy storage means is connected to the vehicle transmission through a variable-ratio drive, which is preferably a continuously-variable-ratio or infinitely-variable-ratio drive. In a preferred embodiment, the variable-ratio drive includes a full-toroidal variator. The ratio of such a variable-ratio drive can be changed in order to match the speed of the flywheel to the speed of the final drive unit. The variable-ratio drive may be driven by the vehicle transmission through one of several gear trains having different gear ratios. This allows the energy storage means to be operated within an acceptable range of speeds over a greater range of speeds at the output of the vehicle transmission. In many cases (particularly those that use a flywheel) the energy storage means will require an input that rotates at a speed that is many times greater than the speed of other components in the drive train. Therefore, a kinetic energy recovery system typically includes a step-up gearset that causes an input to the kinetic energy storage means to rotate at a speed that is greater than the rotational speed at an output of the variable-ratio drive. In another arrangement, the kinetic energy recovery system includes a step-up gearset that causes an input to the variable-ratio drive to rotate at a speed that is greater than the rotational speed at an output of the vehicle transmission.
The energy storage means and the variable-ratio drive may be disposed on opposite sides of a drive axis that extends through the vehicle transmission towards the final drive but, preferably, the energy storage means and the variable-ratio drive are disposed to the same lateral side of the drive axis.
A kinetic energy recovery system preferably includes a clutch that can selectively connect vehicle transmission the final drive unit to the vehicle transmission or to the energy storage means. This can be used to operate the drive train in a conventional manner when operating conditions require that energy is neither delivered to nor extracted from the energy storage means. The kinetic energy recovery system includes a clutch that can selectively isolate the energy storage means from other components of the kinetic energy recovery system, thereby allowing it to store energy with a minimum of loss. Components of the kinetic energy recovery system are preferably contained within a transfer box that is connected to an output of the vehicle transmission. Suitably, the kinetic energy recovery system further comprises a transfer box. Suitably, the transfer box provides operative connection between the transmission system and the variable-ratio drive and energy storage means.
The drive train of the invention is useful in a vehicle which has a live driven axle in particular a vehicle which has the final drive unit mounted on a live axle. Suitably, the kinetic energy recovery system is carried on a part of the vehicle that does not move with components of the suspension of the vehicle. By coupling the kinetic energy recovery system to the transmission system between the vehicle transmission and final drive unit, the kinetic energy recovery system is not subject to movement of the live axle which typically carries the final drive unit. From a second aspect, this invention provides a motor vehicle that comprises a drive train embodying the invention from its first aspect. Such a vehicle may be a passenger carrying vehicle. In such a vehicle, the kinetic energy recovery system may be rigidly mounted on the vehicle - that is, it may be carried on a part of the vehicle that does not move with components of the suspension of the vehicle. This has the effect of coupling the kinetic energy recovery system to the sprung mass of the vehicle, so minimising the inertial loading to which it is subjected as the vehicle travels over uneven surfaces.
A vehicle embodying the invention typically has a vehicle axis that extends laterally centrally along the vehicle, the vehicle transmission and final drive unit being disposed along the vehicle axis, and the kinetic energy recovery system being disposed to one or other lateral side of the vehicle axis. That is to say, it extends down the centre-line of the vehicle front-to- rear and parallel to a direction of straight-ahead travel of the vehicle. A typical vehicle further includes an engine that is also disposed on the vehicle axis. The energy storage means and the variable ratio drive are preferably disposed in relation to one another in a direction parallel to the vehicle axis. That is, energy storage means may be in front of or behind the variable ratio drive.
The invention also provide a method of retrofitting a kinetic energy recovery system as defined in the first aspect of the invention to a vehicle. Preferably the system is rigidly mounted to the vehicle transmission. The complete powertrain (i.e., engine, vehicle transmission and kinetic energy recovery system may be suspended on flexible mounts with respect to the chassis. Suitably, the kinetic energy recovery system is mounted on the transmission casing by a plurality of mountings. Preferably the system is mounted utilising one or more mounting points which may be redundant for example the mounting point of a power take off which may typically be found on the transmission casing of a passenger carrying vehicle so as to ensure that the whole assembly is rigidly mounted.
In existing passenger carrying vehicles, for examples buses, the maximum overhang of the rear part of the vehicle beyond the rear wheels is regulated in some countries, for example a maximum of 3m in Europe. To maintain maximum space in the passenger carrying compartment, the engine, vehicle transmission and propshaft are located within the volume under the passenger carrying compartment and rearwardly of the axle. This places significant constraints on the spatial arrangement of these units such that existing buses have a relatively standard design due to the minimal design flexibility imposed by the confined space. This inflexibility of design and the location and confirmed nature of the remaining space within this locality has hitherto presented a prejudice against further utilisation of the space in this volume.
We have now developed a kinetic energy recovery system for passenger carrying vehicles which fits within the spatial constraints imposed by the limited volume dictated by the need to accommodate an engine, vehicle transmission, for example a gearbox, and prop shaft and enables utilisation of a drive-train according to the first aspect of the invention in a commercial passenger vehicle. By providing a variable ratio drive and energy storage means located laterally of the drive axis with the variable ratio drive and the energy storing means being located relative to the drive axis either side of the point at which the kinetic energy recovery system is connected to the transmission system, a passenger carrying vehicle with a drive train according to the first aspect of the invention may be provided.
In a third aspect, the invention provides a motor vehicle that comprises:
a drive train comprising a transmission system that includes a vehicle transmission and a final drive unit defining a drive axis that extends through the vehicle transmission towards the final drive; and
a kinetic energy recovery system located laterally of the drive axis and comprising a variable ratio drive and energy storage means;
in which:
the kinetic energy recovery system is operatively coupled to the transmission system between the vehicle transmission and the final drive unit; and
one of the variable-ratio drive and the energy storing means is located longitudinally forwardly of the point at which the kinetic energy recovery system is connected to the transmission system and the other of the variable-ratio drive and the energy storing means is located rearwardly of the said point.
The variable-ratio drive and the energy storing means may be located on opposite sides of the drive axis but desirably are on the same side of it.
Preferably, the variable-ratio drive is located rearwardly of the point at which the kinetic energy recovery system is connected to the transmission system that is on the engine side of the point of connection and the energy storing means is located forwardly of the point of connection, that is towards the final drive unit although the locations of the variable-ratio drive and the energy storing means may be reversed as desired.
The relative location of the variable-ratio drive and the energy storing means that within the kinetic energy recovery system the direction of drive relative to the drive axis changes between the variable-ratio drive and the energy storage means. Suitably the variable ratio drive and the energy storing means are operably connected by a layshaft which is preferably substantially parallel to the drive axis and which allows the direction of the drive relative to the drive axis to be reversed. The kinetic energy recovery system is operably connected to the transmission system by a transfer box. Advantageously, for a required power output, a smaller engine may be employed as the energy storing means augments the engine output allowing the vehicle transmission and transfer box to be moved away from the final drive unit so affording greater space for locating the kinetic energy recovery system. From a fourth aspect, this invention provides a method of operating a motor vehicle having:
a drive train that includes a combustion engine, a vehicle transmission and a final drive; and a kinetic energy recovery system;
in which method, the kinetic energy recovery system is operated to deliver energy to and recover energy from the drive train between the vehicle transmission and the final drive.
From a fifth aspect, the invention provides a method of installing a kinetic energy recovery system in a drive train of a vehicle, which kinetic energy recovery system is an embodiment of the invention from its first aspect, and includes a transfer box, comprising the steps of dismounting the engine from the vehicle and remounting it in a different place that is further spaced from a final drive of the vehicle by a distance determined by a dimension of the transfer box, and installing the transfer box into the drive train at a position between the vehicle transmission and the final drive.
The variable vehicle transmission of the kinetic energy recovery system may be ratio- controlled but is preferably torque-controlled. Known variators may be employed and suitably are of the rolling action toroidal-type. The variator may have a single toroidal cavity or multiple, for example two toroidal cavities.
In one embodiment, the variator comprises a two cavity variator comprising a first driving surface and a first driven surface defining a first toroidal cavity and being coaxially mounted for rotation about a variator axis, a first plurality of rollers in driving engagement with the first driving and first driven surfaces; a second driving surface and a second driven surface defining a second toroidal cavity and being coaxially mounted for rotation about the variator axis and a second plurality of rollers in driving engagement with the second driving and second driven surfaces; and a control assembly on which the rollers in the first cavity and the rollers in the second cavity are rotatably mounted and which assembly is adapted to balance the reaction torque from the first cavity with the reaction torque from the second cavity. This variator ensures that roller control forces within each cavity are equal to one another whilst also providing a mechanism for balancing the torques from the first and second cavities, but with reduced cost and complexity compared to conventional dual toroidal cavity variators which typically require independent control of each roller. By controlling each roller with mechanical means rather than individually controlling each roller with a hydraulic actuator, cost may be reduced whilst retaining desirable performance characteristics thereby lending itself to use in a kinetic energy recovery system..
This two cavity variator provides a more compact exterior size and shape, facilitating use in applications where space may be at a premium, for example in passenger carrying vehicles.
The control assembly suitably comprises a first roller carrier which carries the plurality of rollers in the first cavity, a second roller carrier which carries the plurality of rollers in the second cavity and a mechanical linkage between the first and second roller carriers whereby the reaction torque of the rollers may be balanced. The rollers are rotatably mounted on the first and second carriers. The mechanical linkage is suitably mounted for rotation about a pivot point. The first roller carrier, second roller carrier and preferably both roller carriers are suitably each pivotally mounted about their own fulcrum or pivot point and the mechanical linkage is able to act on both roller carriers such that they pivot about their respective pivot points. Suitably, each of the carriers is pivotally mounted with a pivoting axis substantially parallel to the variator axis, and at right-angles to the principle pivoting point of the mechanical linkage.
Suitably, the control assembly is mounted for radial float in order that loads between rollers within each of the first and second cavities may be balanced. Suitably, the first and/or second roller carrier is movable radially with respect to the variator axis for example as described in EP-A-1846672.
In another embodiment, the variable vehicle transmission of the kinetic energy recovery system comprises a variator comprising a driving surface mounted for rotation on an input shaft defining a variator axis and a driven surface coaxially mounted for rotation with the driving surface, the surfaces defining a toroidal cavity and two rollers in driving engagement with the driving and driven surfaces, a take-off drive operatively engaged with the driven surface and disposed radially of the variator axis whereby a radial contact force perpendicular to and intersecting the variator axis is generated and wherein the rollers are located such that the points of contact of the rollers with the driving and driven surfaces at one particular ratio within the operating range of the variator generally lie in a plane which is substantially perpendicular to the direction of the contact force.
This variator may comprise one or multiple, preferably two cavities. The variator may be ratio-controlled but is preferably torque-controlled. By mounting the rollers such that roller-disc contacts at one particular ratio within the operating range of the variator lie generally in a plane that passes through the variator axis and is substantially perpendicular to the radial force, the roller contacts will substantially lie on the neutral axis of bending of the variator structure. The disc/roller contact points are accordingly substantially unaffected by the radial load from the take-off drive such that impaired traction is avoided whilst retaining good durability and a satisfactory traction safety margin at the roller-disc contacts.
In another embodiment, the variable vehicle transmission of the kinetic energy recovery system comprises a toroidal variator comprising a driving and a driven disc having a common axis, referred to herein as the variator axis, a plurality of pairs of contacting rollers interposed between said discs and the discs being urged into contact by an applied end-load force, each of the rollers having a first rolling surface by which it contacts the other roller of the pair and a second rolling surface by which each roller contacts the toroidal surface of the corresponding disc, each roller is mounted on a supporting axle about which it can rotate; the rotational axes of the rollers in a pair are supported in a plane or planes that contain the two points where the rollers of the pair contact the discs; at least one of the rollers in each pair is adapted to be moved to adopt a stable position within said plane by the reactionary force exerted on it by the other roller of the pair.
Variators of this type are described in for example US-A-2595367 and WO201 1/041851. As disclosed in US-A-2595367, by employing two rollers within the toroidal cavity in place of the single roller and angling their rotational axes it was possible to closely match the surface velocities of the rollers and the discs and so avoid the problem of spin.
The first rolling surface may be substantially conical. Suitably, the angle of the conical surfaces of the rollers in a pair is such that the rotational axes of the rollers adopt a position in which the surface velocities of the contacting points of the rollers and discs substantially match each other for at least one rotational position of the roller pair. Suitably, the second rolling surface is a toroidal surface.
The pairs of rollers are suitably mounted in movable supports. These supports are generally mechanically connected to each other. Suitably, each roller pair is mounted in a respective trunnion support having a pair of supporting axles. The trunnion support can be rotatable, the centre of rotation of which lies in a plane that is parallel to the rotational plane of the discs, and is tangential to the centre of the toroidal cavity defined by the toroidal surfaces of the discs. The discs can move in a direction parallel to the variator axis towards or away from the centre of rotation of the trunnion supports under the influence of the clamping force. At least one of the supporting axles in the trunnion support can be mounted in the trunnion support in a slidable support that allows the axle to move within a plane that contains the two points where the roller pairs contact the discs. Suitably, the movable supports of each pair of rollers are constructed in such a way that, upon their displacement, the plane containing the axes of the two rollers is rotated about the centre point of the straight contact line of the two rollers. It is also necessary that the axes of the rollers remain always concurrent. The rotation of said plane is such that one of the roller axis becomes offset on one side of the rotation axis of the discs and that the axis of the second roller of the pair becomes offset on the other side of the same axis of the discs.
Suitably, the roller axes of each pair of rollers are in a plane containing said variator axis of said discs. The centre point of the rollers mutual contacting line and the middle points of the contacting line of the rollers with the discs suitably lies in a straight line which is always perpendicular to the contacting line between the rollers. The variator suitably comprises means on the support to displace the two rollers of each pair simultaneously, whereby the plane defined by the roller axes revolves around the middle point of the straight theoretical contact line between the rollers during the movement preceding a change in the speed ratio.
The variator may comprise a plurality of pairs of rollers, for example three pairs of rollers wherein the said second axes for the pairs form the sides of an equilateral triangle. The invention will now be described, by way of example, and with reference to the accompanying illustrative drawings, in which:
Figures 1 and 2 are schematic diagrams of a drive train for a passenger carrying vehicle that incorporates a drive system embodying the invention;
Figure 3 is a representation of a kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
Figure 4 is a representation of an alternative kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
Figure 5 is a schematic diagram of a drive train for a passenger carrying vehicle that incorporates a drive system embodying the invention wherein the variable-ratio drive and energy storage means are located laterally of the drive axis;
Figure 6 shows a perspective view two-cavity variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
Figure 7 shows a side elevation of a single cavity variator with a take-off drive engaged with the output drive of the variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
Figure 8 is a schematic illustration of a variator having a twin roller design suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
Figure 9 is a schematic elevation, partly in section, of the variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2;
Figure 10 is a view similar to that of Figure 9, showing the device in another position;
Figure 1 1 shows a schematic representation of a preferred clutch arrangement for the kinetic energy recovery system employed in the invention.
With reference first to Figure 1 , an embodiment of the invention is constituted within the drive system of a single-deck passenger carrying vehicle. The drive system is represented in Figure 1 with the rear of the vehicle towards the top of the drawing, and a front-to-rear axis of the vehicle extending vertically with respect to the drawing. The drive train includes an internal combustion engine 10 mounted longitudinally at the rear of the vehicle. An output shaft extends in a forward direction to connect through a coupling such as a torque converter or a clutch to a multi-speed vehicle transmission 12. Output from the vehicle transmission 12 is taken to a transfer box 14 through an intermediate shaft 34 (shown in Figures 3 and 4 only). From the transfer box 14, drive passes through a propshaft 16, to a final drive unit 18, which is contained within a live axle 20. Within the axle 20, drive is taken from the final drive unit through half shafts to the driven road wheels 22. The engine 10, vehicle transmission 12, transfer box 14, and an end of the propshaft 16 closest to the transfer box have a drive axis that is approximately parallel to the front-to-rear axis of the vehicle.
With the exception of the transfer box 14, the components described above are those that make up a conventional drive train of a public carrying vehicle, in particular, a single-deck passenger bus. Each component may take a variety of forms. The engine 10 will typically be a diesel engine, but might, by way of example only, be fuelled by petrol or gas. The vehicle transmission 12 will typically be an epicyclic automatic vehicle transmission (in which case the coupling will typically be a torque convertor), but could also, by way of example only, be a manual, semi-automatic, manually-controlled automatic, automatically-controlled manual, or continuously or infinitely variable ratio transmission, each of which will be paired with an appropriate clutch. An independent suspension arrangement might replace the live axle.
The drive train includes a kinetic energy recovery system, of which the transfer box 14 is a component. The kinetic energy recovery system further includes a flywheel assembly 30 and continuously-variable-ratio drive 32. In this embodiment, the variable-ratio drive includes a full-toroidal variator, but other embodiments may use one of the many other types of continuously-variable-ratio drive that will be familiar to those skilled in this technical field. The flywheel assembly 30 and the variable-ratio drive 32 may be self-contained units, each being connected to the transfer box 14.
In relation to the vehicle as a whole, the flywheel assembly 30 extends towards the front from the transfer box 14 and the variable-ratio drive 32 extends towards the rear from the transfer box 14, and both of the flywheel assembly 30 and the variable-ratio drive 32 are laterally to one side (in this case, the right side) of the drive axis. The particular disposition of these components may be rearranged to avoid conflict with existing components of the vehicle. For example, the flywheel assembly 30 might extend towards the rear from the transfer box 14 and the variable-ratio drive 32 extends towards the front from the transfer box 14. Likewise, the variable-ratio drive 32 and the flywheel assembly 30 may be disposed laterally to opposite sides of the drive axis. There are various limitations imposed upon the configuration of a drive train for a passenger carrying vehicle. In particular, the rear overhang of the vehicle (the distance between the rear axle line and the rear of the vehicle) cannot exceed a maximum that is set by statutory regulation. This imposes a maximum length on the drive train along the front-to-rear axis of the vehicle. The propshaft 16 must be capable of articulation to accommodate relative movement between the axle 20 (which moves in relation to the vehicle as a whole to provide suspension travel) and the vehicle transmission (which is fixed to a frame of the vehicle). This imposes a minimum length on the propshaft 16. Together, these limitations impose a requirement, or, at least, a strong preference, that the thickness of the transfer box (that is, the length that it occupies along the front-to-rear axis of the vehicle) is kept to a minimum. The arrangement of this embodiment provides this, because drive from the vehicle transmission 12, through the transfer box 14, to the propshaft 16 is not carried across the front-to-rear axis of the vehicle.
The internal arrangement of the kinetic energy recovery system will now be described briefly with respect to Figures 3 and 4.
The intermediate shaft 34 is connected to a first clutch 40 within the transfer box 14. A first output of the first clutch 40 is connected to the propshaft 16. A second output of the first clutch 40 is connected to a first spur gear 42 that is coaxial with the intermediate shaft 34, and positioned axially between the vehicle transmission 12 and the first clutch 40. The first spur gear 42 is in mesh with a second spur gear 44, to which it transmits drive transversely to the drive axis, the second spur gear 44 being connected to an input of the variable-ratio drive 32. An output of the variable-ratio drive 32 is connected through a third spur gear 46 to an input of a step-up gearset 48 within the transfer box 14 that has an axis that is parallel with the intermediate shaft 34. The step-up gearset 48 is arranged to cause the flywheel to rotate at a speed that is greater than the output of the third spur gear 46. In this embodiment, the step-up gearset 48 is an epicyclic gearset, which is advantageous for its compact size. An output of the step-up gearset 48 is connected through a second clutch 50 to the flywheel 30.
Operation of the kinetic energy recovery system is in accordance with existing flywheel- based kinetic energy recovery systems, so will not be described in detail. The first clutch 40 is used to optionally connect the propshaft 16 direct to the vehicle transmission 12, to drive the vehicle in a conventional manner using the combustion engine 10, it can connect the propshaft 16 (and therefore, the final drive 18) through the variable-ratio drive 32 and the step-up gearset 48 to the flywheel 30 to allow kinetic energy to be transferred between the flywheel 30 and the vehicle. The second clutch 50 can be disengaged to allow the flywheel 30 to spin freely to act as an energy store with a minimum of energy loss.
As has been previously mentioned, the range of rotational speed at the output of the vehicle transmission 12 is greater than at the input. The transfer box 14 shown in Figure 4 is intended to address this. The first clutch 14 can connect the intermediate shaft 34 to the output 16, to the first spur gear 42 or to a fourth spur gear 54. The fourth spur gear 54 is in mesh with a fifth spur gear 56, which is fixed for rotation with the second spur gear 44. Provided that the first and fourth spur gears 42; 54 are not the same size, connection of the intermediate shaft 34 to one or other of the first or fourth spur gear 42; 54 results in a different ratio between the intermediate shaft 34 and the input to the variable-ratio drive 32. Selection of the respective sizes of the first and second spur gears 42; 44 and the fourth and fifth spur gears 54; 56 allows the range in the speed of the input to the variable-ratio drive 32 to be kept within an operational range over a greater range of input speeds as compared with the embodiment of Figure 3.
As implemented in a vehicle, it is common for the engine 10 in a drive train such as is described to be mounted on longitudinal elements of the frame of the vehicle. In practice, engine mounts will typically be bolted through mounting holes in the longitudinal elements. To install a drive train embodying the invention in such a vehicle, it will often be possible to remove the engine mounts from the longitudinal elements, form additional mounting holes in the longitudinal elements to the rear of the original mounting holes by a distance equal to the thickness of the transfer box 14, and re-install the engine and its mounts using the new mounting holes. This provides the additional space required to accommodate the transfer box 14 between the engine 10 and the propshaft 16. While vehicles may have alternative arrangements for mounting their engine, essentially the same procedure can be used to reposition the engine in order to install a kinetic energy recovery system of the type described.
New vehicles can be produced with a frame that includes two sets of mounting holes or other mounting apparatus, whereby an engine can be installed in one of two positions dependent upon whether or not the vehicle will be provided with a kinetic energy recovery system. Figure 5 shows a drive train according to the invention comprising the engine 401 , the vehicle transmission 403, the propshaft 405 which is operatively coupled to the final drive unit (not shown). The kinetic energy recovery system comprises the energy storage means 407, the variable ratio drive 409 and these are operatively coupled to the transmission system at the output of the vehicle transmission 403 or to the propshaft 405 via the transfer box 41 1 . The variable-ratio drive 409 is located rearwardly of the line A-A at which the kinetic energy recovery system is operatively coupled to the transmission system and the energy storage means 407 is located forwardly of the line A-A. The variable-ratio drive 407 and energy storage means 409 are operatively linked by layshaft 413. The disc of the variable ratio drive which is located most rearwardly provides the take-off drive for the layshaft.
Figure 6 shows a two-cavity variator suitable for use in the kinetic energy recovery system for use in the invention. The variator has a first toroidally-recessed driving disc 1 10 and a facing first toroidally recessed (not shown) driven disc 1 12. Driven disc 1 12 also has a toroidal recess 1 1 1 on its opposite side providing a second toroidally recessed driven surface. A second toroidally-recessed driving disc 1 13 is provided, defining a second toroidal cavity with the driven surface 1 1 1 . Two rollers 1 14, 1 16 are mounted in the first toroidal cavity defined between the opposing toroidally-recessed faces of the driving and driven discs 1 10, 1 12 to transmit drive from the driving disc 1 10 to the driven disc 1 12 with a ratio which is variable by tilting the rollers 1 14, 1 16. Two rollers 1 15, 1 17 are mounted in the second toroidal cavity defined between the opposing toroidally-recessed faces of the driving and driven discs 1 1 1 , 1 13 to transmit drive from the driving disc 1 1 1 to the driven disc 1 13 with a ratio which is variable by tilting the rollers 1 15, 1 17.
The roller 1 14 is rotatably mounted in a roller carrier 140. Each roller 1 14, 1 16 and 1 15, 1 17 is similarly mounted. The roller carrier 140 comprises a roller carriage 144, 146 for roller 1 14 and a corresponding roller carriage for roller 1 16 in the first toroidal cavity. Roller carrier 141 comprises similar roller carriages for rollers 1 15, 1 17 in the second toroidal cavity. The rollers 1 14, 1 16 and 1 15, 1 17 are each mounted by means of a stub axle 142 rotatably mounted in a roller carriage defined by opposed planar support plates 144, 146. The mounting of the rollers is numbered only on one roller for illustrative purposes and in the interests of clarity. The rollers are mounted on the carriers 140, 141 via spherical bearings, for example Rose bearings. The roller carriers 140, 141 each carry two rollers and comprise a cross-bar 148, 149 which is pivotally mounted. Cross-bar 148 links the two rollers 1 14, 1 16 in the first cavity and cross-bar 149 links the two rollers 1 15, 1 17 in the second cavity. The pivot point of each carrier 140, 141 is located mid-way between the centre points of the two spherical bearings which carry the two rollers. The carriers 140 and 141 pivot about an axis which is parallel to the variator axis.
The cross-bars 148, 149 are each provided with an actuating arm 160, 161 which projects in a radial direction from the variator rotational axis in a direction perpendicular to the axis of the cross-bars 148, 149. The end of the arms 160, 161 which project out of the variator housing are have the shape of an open-ended spanner for direct mechanical engagement with the mechanical linkage. The mechanical linkage 164 comprises a linking lever 166 mounted for pivoting about a pivot point 168 and is operatively linked to the carriers 140, 141 through arms 160, 161 . The linking lever 166 enables the reaction torque from one cavity to be balanced or equalized with the reaction torque from the other cavity by rotating about pivot point 168, whereby the ends of the linking lever 166 rotate and move the arms 160, 161 in a plane perpendicular to the variator axis to balance the reaction torques from the cavities. Actuator 170 is preferably a hydraulic actuator and the stroke of the cylinder acts to provide a limiting mechanism for travel of the linking lever 166 in the direction parallel to a tangent of the disc 1 12.
As the cross bars 148, 149 pivot, one of the rollers 1 14, 1 15 in each cavity is pushed and the other 1 16, 1 17 is pulled, both with equal force. The carriers 140, 141 may move radially away from and toward the variator axis, which ensures that the roller control forces within each cavity are equalised.
The driven disc 1 12 is provided with teeth 130 on the circumferential surface of disc 1 12 whereby drive may be taken through a take-off drive on a layshaft parallel to the variator axis, for example a gear 132 to the energy storage means. A gear force Fg is generated which may impart a bending force to the driving shaft and cause the more distant parts of the driving surfaces 1 10, 1 13 to bow or splay away from the driven surfaces 1 12, 1 1 1. In a preferred variator, the mechanical linkage and carriers for the rollers 1 14, 1 16 and 1 15, 1 17 are oriented in such a way that the force Fg is perpendicular to a plane through all the roller-disc contact points when the variator is at a -1 .0 ratio. With this orientation, the roller- disc contact points are located on the neutral axis of the variator shaft such that the normal contact forces are not substantially affected by the radial force Fg and each roller contact bears an equal proportion of the applied end-load force.
Figure 7 shows a further variator suitable for use in the kinetic energy recovery system being part of the embodiment of Figures 1 and 2. A continuously variable transmission system comprises a variator having a single cavity and a toroidally-recessed driving disc 1 10 and a facing toroidally recessed driven disc 1 12. Two rollers 1 14, 1 16 (1 16 not shown) are mounted in the toroidal cavity defined between the opposing toroidally-recessed faces of the driving and driven discs 1 10, 1 12 to transmit drive from the driving disc 1 10 to the driven disc 1 12 with a ratio which is variable by tilting the rollers 1 14, 1 16.
The driven disc 1 12 is provided with teeth 130 on the circumferential surface of disc 1 12 whereby drive may be taken through a take-off drive on a layshaft parallel to the variator axis, for example a gear 132, which is operably coupled to energy storage means, for example a fly wheel. A gear force Fg is generated which imparts a bending moment to the driving shaft and causes the more distant parts of the driving surface 10 and the driven surface 12 to splay apart. Each roller contacts the driving and driven disc in such a way that the force Fg is perpendicular to a plane through all the roller-disc contact points when the variator is at a - 1 .0 ratio. With this orientation, the roller-disc contact points are located on the neutral axis of the variator shaft such that the normal contact forces are not substantially affected by the radial force Fg and each roller contact bears an equal proportion of the applied end-load force. The driving disc 1 10 is connected to, and rotates with, a shaft 1 18. Rollers 1 14 and 1 16 may each be actuated by an actuator 170 or may both be actuated by a single actuation mechanism. Hydraulic actuators may be employed to provide ratio control. The variator is preferably torque-controlled. Fig 8 shows diagrammatically a variator having twin rollers supported between driving and driven discs. Two rollers 212 and 213 are employed instead of single rollers. These rollers have a generally conical rolling surface 214 on which they roll on each other and a generally toroidal surface 215 on which they roll on the discs. The conical surface may also be formed with a very large crown radius or with curved edges so as to reduce stress concentrations at the edges of the conical surfaces. The angle of the cone and associated roller mounting is arranged so that when clamped together by the discs, the rotational axes of the rollers lie within a plane that passes through the variator axis, are displaced from each other under the influence only of the conical surfaces and the clamping reactions, but run through the common rotational axis of the discs 216. The degree of displacement is such that in at least one position, each roller (not necessarily simultaneously) experiences a state where the differential velocities across the contacting surfaces is less than 0.5% and where the tangent of the disc and roller surface 210 at the centre of the point of contact, and the roller rotational axis 21 1 , and the disc rotational axis 216 generally pass through the same point 217.
The variator shown in Figures 9 and 10 has at least one pair of rollers. The rollers contact each other along a theoretical line the centre point of which is indicated by m, which line remains always perpendicular to the line AB passing through the centre-points of the contact lines of the two rollers and of each roller and its corresponding disc. The axes X_Y respectively of the two rollers of each pair always intersect or are concurrent and are always situated in a plane containing the variator axis CD of the driving and the driven discs. Figure 1 1 shows a preferred arrangement of clutches for selectively connecting the final drive unit to the vehicle transmission or to the energy storage means. Preferably, a first clutch 150 can disconnect the vehicle transmission 160 from the propshaft 170, a second clutch 250 can disconnect the input to the variable ratio drive 260 and then a third clutch 350 can disconnect the drive between the variable ratio drive 260 and the energy storage means 360.

Claims

1 . A drive train for a vehicle comprising:
a transmission system that includes a vehicle transmission and a final drive unit; and
a kinetic energy recovery system that includes an energy storage means;
in which:
the kinetic energy recovery system is operatively coupled to the transmission system between the vehicle transmission and the final drive unit.
2. A drive train for a vehicle according to claim 1 that further includes a propshaft that is connected to transmit drive between the kinetic energy recovery system and the final drive unit.
3. A drive train for a vehicle according to claim 1 or claim 2 the energy storage means includes a flywheel.
4. A drive train for a vehicle according to any one of the preceding claims in which the energy storage means is connected to the vehicle transmission through a variable- ratio drive.
5. A drive train for a vehicle according to claim 4 in which the variable-ratio drive is a continuously-variable-ratio or infinitely-variable-ratio drive.
6. A drive train for a vehicle according to claim 4 or claim 5 in which the variable-ratio drive includes a full-toroidal variator.
7. A drive train for a vehicle according to claim 6 in which the full-toroidal variator comprises a two cavity variator comprising a first driving surface and a first driven surface defining a first toroidal cavity and being coaxially mounted for rotation about a variator axis, a first plurality of rollers in driving engagement with the first driving and first driven surfaces; a second driving surface and a second driven surface defining a second toroidal cavity and being coaxially mounted for rotation about the variator axis and a second plurality of rollers in driving engagement with the second driving and second driven surfaces; and a control assembly on which the rollers in the first cavity and the rollers in the second cavity are rotatably mounted and which assembly is adapted to balance the reaction torque from the first cavity with the reaction torque from the second cavity.
8. A drive train for a vehicle according to claim 6 or claim 7 in which the full-toroidal variator comprises a driving surface mounted for rotation on an input shaft defining a variator axis and a driven surface coaxially mounted for rotation with the driving surface, the surfaces defining a toroidal cavity and two rollers in the or each toroidal cavity in driving engagement with the driving and driven surfaces, a take-off drive operatively engaged with the driven surface and disposed radially of the variator axis whereby a radial contact force perpendicular to and intersecting the variator axis is generated and wherein the rollers are located such that the points of contact of the rollers with the driving and driven surfaces at one particular ratio within the operating range of the variator generally lie in a plane which is substantially perpendicular to the direction of the contact force.
9. A drive train for a vehicle according to claim 6 in which the full-toroidal variator comprises a driving and a driven disc having a variator axis, a plurality of pairs of contacting rollers interposed between said discs and the discs being urged into contact by an applied end-load force, each of the rollers having a first rolling surface by which it contacts the other roller of the pair and a second rolling surface by which each roller contacts the toroidal surface of the corresponding disc, each roller is mounted on a supporting axle about which it can rotate; the rotational axes of the rollers in a pair are supported in a plane or planes that contain the two points where the rollers of the pair contact the discs; at least one of the rollers in each pair is adapted to be moved to adopt a stable position within said plane by the reactionary force exerted on it by the other roller of the pair.
10. A drive train for a vehicle according to any one of claims 4 to 9 in which the energy storage means and the variable-ratio drive are disposed to the same lateral side of a drive axis that extends through the vehicle transmission towards the final drive.
1 1 . A drive train for a vehicle according to claim 10 in which one of the variable ratio drive and the energy storing means is located longitudinally forwardly of the point at which the kinetic energy recovery system is connected to the transmission system and the other of the variable-ratio drive and the energy storing means is located rearwardly of the said point.
12. A drive train for a vehicle according to any one of claims 4 to 1 1 in which the kinetic energy recovery system includes a step-up gearset that causes an input to the kinetic energy storage means to rotate at a speed that is greater than the rotational speed at an output of the variable-ratio drive.
13. A drive train for a vehicle according to any one of claims 4 to 12 in which the kinetic energy recovery system includes a step-up gearset that causes an input to the variable-ratio drive to rotate at a speed that is greater than the rotational speed at an output of the vehicle transmission.
14. A drive train for a vehicle according to any one of claims 4 to 13 in which the variable-ratio drive is selectively, operatively coupled to one of several selectable fixed ratio gears driven off the vehicle transmission output or, where the vehicle transmission is operatively connected to the final drive unit by a propshaft, driven off the vehicle transmission output or the propshaft.
15. A drive train for a vehicle according to any one of the preceding claims in which the kinetic energy recovery system includes a clutch that can selectively connect the final drive unit to the vehicle transmission or to the energy storage means.
16. A drive train for a vehicle according to any one of the preceding claims in which the kinetic energy recovery system includes a clutch that can selectively isolate the energy storage means from other components of the kinetic energy recovery system.
17. A drive train for a vehicle according to any one of the preceding claims in which the kinetic energy recovery system includes a transfer box that is connected to an output of the vehicle transmission.
18. A drive train for a vehicle substantially as described herein with reference to Figures 1 , 2 and 3 or to Figures 1 , 2 and 4 of the accompanying drawings.
19. A motor vehicle that comprises a drive train according to any one of the preceding claims.
20. A vehicle according to claim 19 that is a passenger carrying vehicle.
21 . A vehicle according to claim 19 or claim 20 in which the kinetic energy recovery system is carried on a part of the vehicle that does not move with components of the suspension of the vehicle.
22. A vehicle according to any one of claims 19 to 21 that has a vehicle axis that extends laterally centrally along the vehicle, the vehicle transmission and final drive unit being disposed along the vehicle axis, and the kinetic energy recovery system being disposed to one or other lateral side of the vehicle axis.
23. A vehicle according to claim 22 that further includes an engine that is disposed on the vehicle axis.
24. A vehicle according to claim 22 or claim 23 as dependent from claim 4 or a claim dependent therefrom, in which the energy storage means and the variable ratio drive are disposed in relation to one another in a direction parallel to the vehicle axis.
25. A method of operating a motor vehicle having: a drive train that includes a combustion engine, a vehicle transmission and a final drive; and a kinetic energy recovery system in which method the kinetic energy recovery system is operated to deliver energy to and recover energy from the drive train between the vehicle transmission and the final drive.
26. A method of operating a motor vehicle substantially as described herein with reference to Figures 1 , 2 and 3 or to Figures 1 , 2 and 4 of the accompanying drawings.
27. A method of installing a kinetic energy recovery system in a drive train of a vehicle, which drive train is in accordance with any one of claims 1 to 18, comprising the steps of dismounting an engine from the vehicle and remounting it in a different place that is further spaced from a final drive of the vehicle by a distance determined by a dimension of the transfer box, and installing the transfer box into the drive train at a position between the vehicle transmission and the final drive.
EP13724803.5A 2012-05-21 2013-05-21 Hybrid drive train for a vehicle, vehicle, method of operation and retrofitting Pending EP2852503A1 (en)

Applications Claiming Priority (2)

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GBGB1209148.4A GB201209148D0 (en) 2012-05-21 2012-05-21 Drive train for a vehicle
PCT/EP2013/060432 WO2013174825A1 (en) 2012-05-21 2013-05-21 Hybrid drive train for a vehicle, vehicle, method of operation and retrofitting

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CN104640729B (en) 2022-06-07
GB201209148D0 (en) 2012-07-04
WO2013174825A1 (en) 2013-11-28

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