FR2981886A1 - Hybrid vehicle, has epicyclic gears whose control shafts are alternatively coupled to electric generator and fly wheel, where wheel axles of epicyclic gears drive bridge, and driving shafts of epicyclic gears are driven by thermal engine - Google Patents

Hybrid vehicle, has epicyclic gears whose control shafts are alternatively coupled to electric generator and fly wheel, where wheel axles of epicyclic gears drive bridge, and driving shafts of epicyclic gears are driven by thermal engine Download PDF

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Publication number
FR2981886A1
FR2981886A1 FR1103315A FR1103315A FR2981886A1 FR 2981886 A1 FR2981886 A1 FR 2981886A1 FR 1103315 A FR1103315 A FR 1103315A FR 1103315 A FR1103315 A FR 1103315A FR 2981886 A1 FR2981886 A1 FR 2981886A1
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generator
flywheel
hybrid vehicle
epicyclic gears
vehicle according
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FR1103315A
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French (fr)
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FR2981886B1 (en
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Denis Ernest Celestin Buffet
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • F16D7/021—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with radially applied torque-limiting friction 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/088—Inertia
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/16—Mechanic energy storages
    • B60Y2400/162—Flywheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • 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

Abstract

The vehicle has two epicyclic gears (4, 5) dedicated at low speeds and high speeds of the vehicle. Control shafts of the epicyclic gears are alternatively coupled to an electric generator (3) and a fly wheel (25) according to the speeds of the vehicle. Wheel axles (9) of the epicyclic gears drive a bridge (6). Driving shafts of the epicyclic gears are driven by a thermal engine (1). The fly wheel is integrated into the generator. The fly wheel receives a torque limiter protecting a unit from transmission of the vehicle.

Description

Dans les véhicules classiques, l'énergie dissipée par le freinage est perdue sous forme de chaleur au niveau des freins. Cette perte d'énergie est importante car elle peut, par exemple, diminuer l'autonomie d'un véhicule électrique en circulation urbaine de moitié. De plus le rendement énergétique global du véhicule en est gravement affecté. Plusieurs systèmes de récupération de l'énergie cinétique au freinage existent déjà. Ils peuvent être classés en trois familles : stockage de l'énergie, dans la batterie, dans des ultra-condensateurs, ou dans un volant d'inertie. D'autres techniques beaucoup plus rares existent comme le stockage par compression d'un gaz ou le stockage hydraulique. Les puissances mises en jeu au freinage sont souvent très supérieures aux puissances limites de charge des batteries et de l'électronique de bord. En effet, pour un véhicule standard, la puissance mise en jeu dans un freinage d'urgence dépasse les 200 KW alors que la puissance acceptée par la batterie n'est que d'une dizaine de KW. Ces dépassements compromettent la durée de vie, déjà limitée, des batteries. Les constructeurs pallient à cet inconvénient en augmentant leur taille au détriment du coût et en ne récupérant qu'une partie de l'énergie. Les ultra-condensateurs résistent à des puissances beaucoup plus élevées à condition toutefois que l'électrotechnique de puissance soit dimensionnée pour. In conventional vehicles, the energy dissipated by braking is lost in the form of heat at the brakes. This loss of energy is important because it can, for example, reduce the autonomy of an electric vehicle in urban traffic by half. Moreover, the overall energy efficiency of the vehicle is seriously affected. Several brake kinetic energy recovery systems already exist. They can be classified in three families: storage of energy, in the battery, in ultra-capacitors, or in a flywheel. Other much rarer techniques exist such as compression storage of a gas or hydraulic storage. Braking powers are often much higher than the maximum load limits of batteries and electronics. Indeed, for a standard vehicle, the power involved in an emergency braking exceeds 200 KW while the power accepted by the battery is only about ten KW. These overruns compromise the life, already limited, batteries. Builders overcome this disadvantage by increasing their size at the expense of cost and only recovering part of the energy. Ultra-capacitors withstand much higher power, provided that power electrical engineering is sized for.

Mais cette technique est coûteuse et ne permet pas de récupérer la totalité de l'énergie stockée en raison de la variation de la tension inhérente au principe des condensateurs. De plus, le poids et le volume des condensateurs sont loin d'être négligeables avec des densités énergétiques de l'ordre de 2 Wh/Kg aujourd'hui. But this technique is expensive and does not recover all the stored energy due to the variation of the voltage inherent in the principle of the capacitors. In addition, the weight and volume of the capacitors are far from negligible with energy densities of the order of 2 Wh / Kg today.

Les volants d'inertie sont connus de longue date. Ils ont l'inconvénient d'être lourds, dangereux et dépassent rarement les 2 Wh/Kg. Ils apparaissent cependant sur certains véhicules de compétition ou de transport en commun. Flywheels have been known for a long time. They have the disadvantage of being heavy, dangerous and seldom exceed 2 Wh / Kg. However, they do appear on certain competition or public transport vehicles.

Le dispositif selon l'invention a pour but de remédier aux inconvénients ci-dessus. Il requiert un volant d'inertie dont le poids ne dépasse pas 1% du poids du véhicule grâce à une transmission innovante et sur le principe suivant : L'objectif n'est pas de récupérer toute l'énergie cinétique du véhicule mais seulement l'énergie cinétique du véhicule à basse vitesse. En effet, en circulation urbaine, donc à basse vitesse, les ralentissements sont moins puissants mais beaucoup plus fréquents et moins freinés par la résistance du véhicule à l'avancement. Pour rechercher l'essentiel du potentiel, la transmission doit donc concentrer les variations de vitesse du volant aux basses vitesses et les limiter aux hautes vitesses. Ce que fait le dispositif selon l'invention. Pour la commodité, nous avons conservé les mêmes dénominations que celles utilisées dans les demandes de brevets FR1004546 et FR1102521: L'arbre d'entrée ou arbre moteur du train épicycloïdal est l'arbre du train entraîné par le moteur thermique, l'arbre de sortie ou arbre de roues du train épicycloïdal est l'arbre du train entraînant la chaîne cinématique aboutissant aux roues et le 3ème arbre ou arbre pilote du train épicycloïdal est l'arbre du train dont le couple est régulé par la génératrice. The device according to the invention aims to overcome the above disadvantages. It requires a flywheel whose weight does not exceed 1% of the weight of the vehicle thanks to an innovative transmission and on the following principle: The objective is not to recover all the kinetic energy of the vehicle but only the kinetic energy of the vehicle at low speed. Indeed, in urban traffic, so at low speed, slowdowns are less powerful but much more frequent and less hampered by the resistance of the vehicle to progress. To find the bulk of the potential, the transmission must therefore focus the steering wheel speed variations at low speeds and limit them to high speeds. What does the device according to the invention. For convenience, we have retained the same names as those used in patent applications FR1004546 and FR1102521: The input shaft or motor shaft of the epicyclic train is the shaft of the train driven by the heat engine, the engine shaft. output or wheel shaft of the epicyclic train is the shaft of the train driving the driveline resulting in the wheels and the third shaft or drive shaft of the epicyclic train is the shaft of the train whose torque is regulated by the generator.

Les demandes de brevets en référence décrivent une transmission à deux trains d'engrenages épicycloïdaux à dérivation de puissance ; un train dédié aux basses vitesses, un train dédié aux hautes vitesses du véhicule. Cette architecture répond parfaitement au principe précédent. En effet, en fonctionnement basse vitesse, la variation de la vitesse de l'arbre pilote, donc de la génératrice, est maximale entre 2000 et 6000 tours/minute. En fonctionnement haute vitesse, la variation de la vitesse de l'arbre pilote, donc de la génératrice, est minimale entre100 et 500 tours/minute. The patent applications in reference disclose a transmission with two gear trains epicyclic power bypass; a train dedicated to low speeds, a train dedicated to high speeds of the vehicle. This architecture responds perfectly to the previous principle. Indeed, in low speed operation, the variation of the speed of the pilot shaft, therefore the generator, is maximum between 2000 and 6000 revolutions / minute. In high speed operation, the variation of the speed of the pilot shaft, therefore of the generator, is minimal between 100 and 500 revolutions / minute.

Dans une première variante le volant est couplé à la génératrice par une courroie qui a aussi le mérite de filtrer les vibrations induites par le volant, ou par tout autre système de transmission ayant la même fonction. In a first variant the steering wheel is coupled to the generator by a belt which also has the merit of filtering the vibrations induced by the steering wheel, or by any other transmission system having the same function.

Dans une variante plus compacte, le volant est intégré à la génératrice pour limiter le nombre de pièces, donc les coûts. Il est aussi possible d'y incorporer un limiteur de couple pour protéger non seulement des effets du volant mais aussi pour protéger l'ensemble de la transmission. En effet, comme dans tout véhicule, la transmission entre le moteur et les roues doit être protégée par un limiteur de couple en cas de blocage intempestif des roues. Sur un véhicule classique cette protection est assurée par le glissement de l'embrayage. En intégrant cette fonction au niveau du volant d'inertie, le dispositif prend une taille très réduite et, de plus, protège l'ensemble de la transmission du fait de la proportionnalité des couples sur les arbres des trains épicycloïdaux. L'architecture se caractérise donc par deux trains épicycloïdaux à dérivation de puissance de raisons différentes, un train épicycloïdal dédié aux vitesses faibles du véhicule et un train épicycloïdal dédié aux vitesses élevées du véhicule, dont les arbres pilotes sont suivant la vitesse, alternativement couplés à une 15 génératrice électrique et à un volant d'inertie, dont les arbres de roues entraînent le pont et dont les arbres moteur sont entraînés par le moteur thermique. Cette architecture se simplifie en intégrant le volant d'inertie à la génératrice qui peut aussi recevoir un limiteur de couple afin de protéger l'ensemble de la transmission. 20 Pour le fonctionnement du véhicule en électrique seul, la demande de brevet FR1102521 prévoit un embrayage à friction ou à crabots à 3 positions dont une position neutre dans laquelle la génératrice est débrayée. Il est alors possible de renvoyer l'énergie électrique générée par le moteur électrique au freinage 25 dans la génératrice fonctionnant alors en moteur pour entraîner le volant d'inertie qui stocke ainsi l'énergie cinétique du véhicule. A la ré-accélération la génératrice reprend son rôle de génératrice et restitue l'énergie emmagasinée par le volant au moteur électrique. Le système permet donc de récupérer aussi l'énergie cinétique en électrique seul, là où il est particulièrement utile en raison 30 de l'autonomie limitée de la batterie. Pour passer du fonctionnement électrique seul au fonctionnement hybride, il est nécessaire de démarrer le moteur thermique, or une partie importante de la puissance électrique est déjà consommée dans l'entraînement du véhicule, surtout si cette puissance est limitée pour des raisons d'économie. La puissance peut donc manquer. L'idée est de s'aider du volant d'inertie pour démarrer le moteur thermique. Pour cela une petite partie de la puissance est dérivée vers la génératrice pour entraîner le volant à une vitesse égale à la vitesse de l'arbre pilote choisi afin d'y être engrené. Au démarrage du moteur thermique le volant perd de la vitesse et son énergie vient compléter la puissance fournie par le moteur électrique. Les caractéristiques sont telles que le volant doit être lancé en sens inverse de son sens de fonctionnement hybride. Aussi, pour être le plus près possible de la vitesse de lancement, en fonctionnement électrique seul, le volant stocke l'énergie cinétique en sens inverse du sens de son fonctionnement en hybride. Au démarrage du moteur thermique, la génératrice et son volant n'auront pas à changer de sens pour être synchronisés avec l'arbre pilote choisi et y être engrené. 15 Les demandes de brevets FR1004546 et FR1102521 prévoient de passer rapidement une zone transitoire entre le train basse vitesse et le train haute vitesse. Le volant ralentit cette transition mais le ralentissement reste acceptable. En effet, dans les conditions de la transition, la variation de vitesse est faible et l'énergie du volant elle-même est faible, environ 15% de sa 20 capacité, alors que la génératrice peut évacuer toute son énergie vers le moteur. Le dispositif selon l'invention peut aussi être associé aux autres moyens de récupération de l'énergie cinétique tels : le stockage dans la batterie, dans des ultra-condensateurs afin de tirer avantage de leur association. 25 Le brevet FR1004546 prévoit une batterie additionnelle ou une réserve batterie uniquement rechargeable sur le réseau électrique national et non pas par la génératrice de bord, afin d'identifier parfaitement l'origine de l'énergie consommée par le véhicule pour des raisons fiscales, commerciales et même 30 d'efficacité énergétique. Le dispositif selon l'invention contribue à cet objectif en prenant en charge la récupération de l'énergie cinétique et en déchargeant la batterie de cette fonction. In a more compact variant, the steering wheel is integrated into the generator to limit the number of parts, therefore the costs. It is also possible to incorporate a torque limiter to protect not only the effects of the steering wheel but also to protect the entire transmission. Indeed, as in any vehicle, the transmission between the engine and the wheels must be protected by a torque limiter in case of inadvertent locking of the wheels. On a conventional vehicle this protection is provided by the sliding of the clutch. By integrating this function at the level of the flywheel, the device takes a very small size and, in addition, protects the entire transmission because of the proportionality of the torques on the shafts of the planetary gear trains. The architecture is therefore characterized by two epicyclic gear trains with power bypass for different reasons, an epicyclic gear train dedicated to the low speeds of the vehicle and an epicyclic gear train dedicated to the high speeds of the vehicle, whose pilot shafts are according to the speed, alternately coupled to an electric generatrix and a flywheel, the axle shafts drive the deck and whose drive shafts are driven by the engine. This architecture is simplified by integrating the flywheel to the generator which can also receive a torque limiter to protect the entire transmission. For the operation of the vehicle in electric only, the patent application FR1102521 provides a friction clutch or jaw 3 positions including a neutral position in which the generator is disengaged. It is then possible to send the electric energy generated by the electric motor during braking 25 in the generator then operating as a motor to drive the flywheel which stores the kinetic energy of the vehicle. At the re-acceleration the generator returns to its role of generator and restores the energy stored by the steering wheel to the electric motor. The system therefore also makes it possible to recover the kinetic energy alone, where it is particularly useful because of the limited battery life. To switch from electric operation alone to hybrid operation, it is necessary to start the engine, and a significant portion of the electrical power is already consumed in the drive of the vehicle, especially if this power is limited for reasons of economy. The power can therefore be lacking. The idea is to help the flywheel to start the engine. For this a small portion of the power is diverted to the generator to drive the steering wheel at a speed equal to the speed of the selected pilot shaft to be geared. At the start of the engine the steering wheel loses speed and its energy comes to supplement the power provided by the electric motor. The characteristics are such that the steering wheel must be launched in the opposite direction of its hybrid operating direction. Also, to be as close as possible to the launch speed, in electric operation alone, the steering wheel stores the kinetic energy in the opposite direction of the direction of its hybrid operation. When starting the engine, the generator and its steering wheel will not have to change direction to be synchronized with the selected pilot shaft and be geared to it. Patent applications FR1004546 and FR1102521 provide for the rapid transition of a transient zone between the low speed train and the high speed train. The steering wheel slows down this transition, but the slowdown remains acceptable. Indeed, under the conditions of the transition, the speed variation is low and the energy of the steering wheel itself is low, about 15% of its capacity, while the generator can evacuate all its energy to the engine. The device according to the invention can also be associated with other means of recovering kinetic energy such as: storage in the battery, in ultra-capacitors in order to take advantage of their association. Patent FR1004546 provides an additional battery or a battery reserve only rechargeable on the national power grid and not by the on-board generator, in order to perfectly identify the origin of the energy consumed by the vehicle for fiscal, commercial reasons. and even 30 energy efficiency. The device according to the invention contributes to this objective by taking care of the recovery of the kinetic energy and discharging the battery of this function.

A titre d'exemple non limitatif le volant a, une masse de 11 Kg (moins de 1 % du poids du véhicule), une vitesse de rotation de 18000 tours/minute, une énergie cinétique maximale de 140 KJ. Dans ces conditions, la quantité d'énergie massique est de 2,7 Wh/Kg plaçant le système au niveau de performance des ultra-condensateurs à masse équivalente. La contrainte maximale dans le volant est de 30 kg/mm2 soit le quart de la résistance à la rupture pour une sécurité satisfaisante. Grâce à une architecture à deux trains épicycloïdaux à dérivation de puissance 10 selon les demandes de brevets FR1004546 et FR 110252 et au dispositif selon l'invention, la totalité de l'énergie cinétique inférieure à 50km/h est récupérée et une part importante l'est entre 50 et 75 Km/h et ce, sans augmenter sensiblement l'inertie du véhicule à haute vitesse. 15 La figure 1 rappelle les caractéristiques d'une transmission à deux trains épicycloïdaux à dérivation de puissance des demandes de brevets FR1004546 et FR1102521. Ce graphe montre la relation entre la vitesse de la génératrice, la vitesse du moteur et la vitesse du véhicule. 20 La figure 2 représente des cheminements typiques dans le graphe de la figure 1, le chemin étant le lieu des points successifs de fonctionnement définis par les trois vitesses. La zone HIJK hachurée représente la zone dans laquelle la puissance dépasse la puissance limite en continu des équipements électrotechniques. De brèves 25 incursions peuvent y être tolérées. Le rectangle ABCD représente la zone de fonctionnement du véhicule en électrique seul. A remarquer que dans cette zone la génératrice tourne en vitesse négative pour des raisons que nous verrons plus loin. Le chemin ERSTUVWXRE représente un fonctionnement hybride avec à la fois 30 une propulsion thermique et une propulsion électrique. Sur le chemin ER, la vitesse du véhicule augmente jusqu'à 60 Km/h alors que la génératrice passe de 6000 tours à 2500 tours/mn en entrainant le volant d'inertie. La génératrice freine le volant et envoie son courant au moteur électrique. En choisissant ER suivant une loi parabolique et en dimensionnant correctement le volant, ce dernier compense en tout point l'inertie du véhicule. Sur le chemin inverse il y a transfert de l'énergie cinétique du véhicule dans le volant. Sur le chemin RS, l'inertie du volant s'ajoute à l'inertie du véhicule mais de façon peu gênante car le moteur thermique a une réserve de puissance et la variation d'énergie cinétique n'est pas importante dans cette zone. Sur le chemin SV, la traversée de la zone TU doit être assez rapide, comme décrit dans les demandes de brevets FR1004546 et FR1102521, le volant d'inertie doit donc abandonner rapidement une partie de son énergie cinétique, mais celle-ci reste relativement faible dans cette zone alors que la génératrice dispose de toute sa puissance pour le freiner. Le chemin WX représente le fonctionnement à vitesse élevée. On voit que pour des variations de vitesse très importantes par exemple de 60 à 130 Km/h, la vitesse de la génératrice, donc du volant, varie peu. Il en résulte que le volant d'inertie est très efficace avec le train basse vitesse et qu'il est pratiquement sans effet avec le train haute vitesse. Sur le chemin YQ le volant d'inertie apporte une part importante de l'énergie nécessaire au démarrage du moteur thermique. Cette fonction est importante car à la vitesse maximale du véhicule en électrique, la puissance électrique disponible pour démarrer le moteur thermique peut venir à manquer. L'aide du volant évite un surdimensionnement du moteur électrique et apporte de la souplesse au démarrage du moteur thermique en roulant. Le chemin ZP peut avoir la même fonction avec cette fois le train basse vitesse. Cependant avec ce train, la contribution relative du volant par rapport à l'énergie fournie par le moteur électrique est plus faible du fait de la cinématique. Le dispositif selon l'invention dispose donc de trois modes de démarrage du moteur thermique, un mode véhicule à l'arrêt avec entrainement du moteur thermique et du volant par la génératrice, un mode véhicule à très basse vitesse en couplant l'arbre pilote du train basse vitesse à la génératrice préalablement synchronisée, un mode véhicule à basse vitesse en couplant l'arbre pilote du train haute vitesse à la génératrice préalablement synchronisée. By way of non-limiting example, the wheel has a mass of 11 kg (less than 1% of the weight of the vehicle), a rotation speed of 18,000 rpm, a maximum kinetic energy of 140 KJ. Under these conditions, the amount of specific energy is 2.7 Wh / Kg, placing the system at the performance level of the ultra-capacitors with equivalent mass. The maximum stress in the steering wheel is 30 kg / mm2 or one quarter of the breaking strength for satisfactory safety. Thanks to an architecture with two planetary gear trains with power bypass 10 according to the patent applications FR1004546 and FR 110252 and to the device according to the invention, the totality of the kinetic energy lower than 50km / h is recovered and an important part the is between 50 and 75 Km / h, without significantly increasing the inertia of the vehicle at high speed. FIG. 1 recalls the characteristics of a transmission with two power-diverting epicyclic gears of patent applications FR1004546 and FR1102521. This graph shows the relationship between the speed of the generator, the speed of the engine and the speed of the vehicle. FIG. 2 represents typical paths in the graph of FIG. 1, the path being the location of the successive operating points defined by the three speeds. The HIJK hatched area represents the area in which the power exceeds the continuous limiting power of the electrotechnical equipment. Brief incursions can be tolerated. Rectangle ABCD represents the area of operation of the vehicle in electric only. Note that in this area the generator turns in negative speed for reasons that we will see later. The ERSTUVWXRE path represents hybrid operation with both thermal propulsion and electric propulsion. On the ER road, the vehicle speed increases to 60 km / h while the generator goes from 6000 rpm to 2500 rpm by driving the flywheel. The generator brakes the steering wheel and sends its current to the electric motor. By choosing ER according to a parabolic law and correctly sizing the steering wheel, the latter compensates in all points the inertia of the vehicle. In the opposite way there is transfer of the kinetic energy of the vehicle in the steering wheel. On the RS path, the flywheel's inertia adds to the inertia of the vehicle but in a way that is not a problem as the engine has a power reserve and the variation of kinetic energy is not important in this zone. On the SV path, the crossing of the UT zone must be fast enough, as described in the patent applications FR1004546 and FR1102521, the flywheel must therefore quickly abandon some of its kinetic energy, but it remains relatively low in this area while the generator has all its power to slow it down. The WX path represents high speed operation. We see that for very high speed variations for example 60 to 130 km / h, the speed of the generator, so the steering wheel, varies little. As a result, the flywheel is very effective with the low speed train and is virtually without effect with the high speed train. On the YQ path, the flywheel provides a large part of the energy needed to start the engine. This function is important because at the maximum speed of the vehicle in electric, the electric power available to start the engine can run out. The help of the steering wheel avoids oversizing of the electric motor and provides flexibility when starting the engine while driving. The path ZP can have the same function with this time the low speed train. However, with this train, the relative contribution of the flywheel relative to the energy supplied by the electric motor is lower because of the kinematics. The device according to the invention thus has three starting modes of the engine, a stopped vehicle mode with driving of the engine and steering wheel by the generator, a vehicle mode at very low speed by coupling the pilot shaft of the engine. low speed train to the generatrix previously synchronized, a low speed vehicle mode by coupling the pilot shaft of the high speed train to the previously synchronized generator.

En fonctionnement électrique seul, pour se rapprocher de la vitesse des arbres pilotes et accélérer la procédure de synchronisation, la génératrice et son volant tournent à l'inverse de leur sens de rotation en fonctionnement hybride. In electric operation alone, to get closer to the speed of the pilot shafts and speed up the synchronization procedure, the generator and its steering wheel turn in the opposite direction to their rotation in hybrid operation.

La figure 3 schématise l'architecture de la transmission du véhicule hybride selon les demandes de brevets FR1004546 et FR1102521 améliorée par un volant d'inertie (25) couplé à l'arbre de la génératrice (3) par un système de poulies (12) et (13) et courroie (14). Pour mémoire le moteur thermique (1) entraîne les deux trains épicycloïdaux (4) et (5) qui eux-mêmes entraînent la chaîne cinématique du pont (6) en parallèle avec le moteur électrique (2). Le pont (6) entraîne les roues (9). Les arbres pilotes des deux trains épicycloïdaux (4) et (5) sont couplés, alternativement et selon la vitesse du véhicule, à une génératrice (3) grâce à un embrayage (7). Les réducteurs (8) et (10) assurent l'adaptation des vitesses le long de la transmission. FIG. 3 schematizes the architecture of the hybrid vehicle transmission according to patent applications FR1004546 and FR1102521 improved by an flywheel (25) coupled to the generator shaft (3) by a system of pulleys (12) and (13) and belt (14). For the record, the heat engine (1) drives the two planetary gear trains (4) and (5) which themselves drive the drive train of the bridge (6) in parallel with the electric motor (2). The bridge (6) drives the wheels (9). The pilot shafts of the two epicyclic gear trains (4) and (5) are coupled, alternately and according to the speed of the vehicle, to a generator (3) by means of a clutch (7). The gearboxes (8) and (10) ensure the adaptation of the speeds along the transmission.

La figure 4 est une variante de l'architecture de la transmission du véhicule hybride selon l'invention schématisée en figure 3 avec un volant d'inertie (25) monté directement sur l'arbre de la génératrice (3) elle-même entrainée par l'embrayage (7) au travers du multiplicateur (8). FIG. 4 is a variant of the architecture of the transmission of the hybrid vehicle according to the invention shown schematically in FIG. 3 with an flywheel (25) mounted directly on the shaft of the generator (3) itself driven by the clutch (7) through the multiplier (8).

La figure 5 schématise en coupe transversale la cinématique du système selon les demandes de brevets FR1004546 et FR1102521 améliorée par le dispositif selon l'invention avec le volant (25) couplé à la génératrice (3) grâce au système de poulies (12) et (13) et courroie (14). Une double suspension élastique (15), ici représentée par deux couronnes en élastomère, supporte le volant et avec la courroie (12) filtrent les vibrations induites vers le châssis. Pour mémoire en configuration « aval », le train épicycloïdal (4) dédié aux basses vitesses et le train épicycloïdal (5) dédié aux hautes vitesses, sont tous les deux montés concentriques. Le train (5) se compose du satellite N2 monté fou sur le châssis (11) entraîné par le moteur thermique (1), d'une couronne N6 entrainant le pont (6) par l'intermédiaire du pignon N7 et d'un planétaire N1 couplable à la génératrice (3) à l'aide de l'embrayage (7). Le train (4) comprend le satellite N3 monté fou sur le châssis (11) entraîné par le moteur thermique (1), d'une couronne N5 entrainant le pont (6) par l'intermédiaire du pignon N7 et d'un planétaire N4 couplable à la génératrice (3) par l'intermédiaire de l'embrayage (7). La couronne couplée N5 et N6 des trains (4) et (5) est aussi entraînée par le moteur électrique (2) grâce au pignon N12 et entraîne elle-même le pont (6) par l'intermédiaire des engrenages N10, N7 et N8. Le pont (6) entraîne les arbres de roues (8) par l'intermédiaire du différentiel (6) et des cardans ici non représentés. En montage « amont » le montage serait identique sauf que le pignon N12 du moteur (2) viendrait s'engrener sur le châssis porte satellites (11). Les trains basse vitesse (5) et haute vitesse (4) ont leurs planétaires N1 et N4 couplés, alternativement et selon la vitesse du véhicule, à la génératrice (3) par l'embrayage (7). L'arbre de la génératrice entraîne la poulie (12) qui elle- même entraîne la poulie (13) grâce à la courroie (14) qui elle-même entraîne le volant à grande vitesse. FIG. 5 schematizes in cross section the kinematics of the system according to patent applications FR1004546 and FR1102521 improved by the device according to the invention with the flywheel (25) coupled to the generator (3) thanks to the system of pulleys (12) and ( 13) and belt (14). A double elastic suspension (15), here represented by two elastomer rings, supports the steering wheel and with the belt (12) filter the vibrations induced towards the chassis. For memory in "downstream" configuration, the epicyclic gear train (4) dedicated to low speeds and the epicyclic gear train (5) dedicated to high speeds, are both concentrically mounted. The train (5) consists of the N2 satellite mounted loosely on the chassis (11) driven by the heat engine (1), a crown N6 driving the bridge (6) via the pinion N7 and a sun gear. N1 coupled to the generator (3) using the clutch (7). The train (4) comprises the N3 satellite mounted loosely on the chassis (11) driven by the heat engine (1), a crown N5 driving the bridge (6) via the pinion N7 and a sun gear N4 connectable to the generator (3) via the clutch (7). The coupled ring N5 and N6 of the trains (4) and (5) is also driven by the electric motor (2) thanks to the pinion N12 and drives itself the bridge (6) via the gears N10, N7 and N8 . The bridge (6) drives the wheel shafts (8) via the differential (6) and universal joints not shown. In "upstream" assembly the assembly would be identical except that the pinion N12 of the engine (2) would come to mesh with the chassis door satellites (11). The low speed (5) and high speed (4) trains have their planetary gear N1 and N4 coupled, alternatively and depending on the speed of the vehicle, to the generator (3) by the clutch (7). The generator shaft drives the pulley (12) which itself drives the pulley (13) through the belt (14) which itself drives the steering wheel at high speed.

La figure 6 est une vue en coupe du dispositif selon l'invention dans sa version dite « intégrée » dans laquelle le volant d'inertie (25) et la génératrice (3) sont dans le même carter pour ne former qu'une génératrice à forte inertie. Le système peut aussi intégrer un dispositif complémentaire qui permet de limiter le couple sur la transmission en cas de blocage intempestif des roues du véhicule. Ce dernier est constitué par un grand disque (16) poussé contre le volant (25) par l'intermédiaire d'une petite bague (17), elle-même poussée par un système de ressort (18) prenant appui sur le volant (25). En cas de couple trop important sur la transmission et du fait de la proportionnalité des couples sur un train épicycloïdal, le disque (16) glisse par rapport au volant (25) limitant ainsi le couple sur l'arbre (19), puis sur l'arbre pilote 4a ou 5a en service, puis sur toute la transmission. Le couple de glissement au niveau du disque (16) est transformé en chaleur absorbée par le volant (25) sans élévation excessive de température en raison de sa masse. L'importante capacité calorifique du volant est mis à profit pour absorber l'énergie dégagée, en particulier celle provenant de pièces en mouvement lors d'un blocage des roues en freinage d'urgence. La chaleur dégagée est plutôt dirigée vers le volant (25) que vers la bague (17) du fait du plus petit diamètre et du plus faible coefficient de frottement de cette dernière. A noter que ce limiteur de couple peut aussi être installé sur le volant dans la variante à entraînement par courroie entre le volant (25) et la poulie (13) de la figure 5. La génératrice (3) et le volant (25) plus éventuellement le limiteur de couples sont enfermés et guidés en rotation dans le carter (22) lui-même suspendu dans un deuxième carter fixe (23) par des bagues élastiques étanches (15) concentriques à l'axe général de rotation à chaque extrémité. L'espace entre les deux carters (22) et (23) constitue une double barrière sonore étanche qui peut être utilisée éventuellement pour faire circuler un fluide de refroidissement. Un passage câbles (24) étanché par des bagues élastiques assure la sotie des câbles électriques selon des procédés classiques. La permutation des deux trains par leurs arbres pilotes est ici réalisée par la translation de l'engrenage (19a) venant s'engrener soit avec l'engrenage du train haute vitesse (4a), soit avec l'engrenage du train basse vitesse (5a). Pour mémoire la permutation se fait quand les vitesses des arbres sont identiques ou 15 dans le rapport des pignons pour l'arbre (19), conditions détectées au niveau de l'électrotechnique de la génératrice et du moteur. Le grand disque (16) est équipé d'un alésage du type cannelure, ou autre, permettant d'entraîner l'arbre (19) sans le bloquer en translation, ni radialement pour de petits débattements afin que le volant (25) puisse tourner autour de son axe propre par ailleurs 20 libéré au niveau des suspensions (15). A noter que le servomoteur dans sa fonction de translation de l'arbre (19) et de son pignon (19a) peut être remplacé par tout autre système ayant la même fonction basée, par exemple, sur des électroaimants, des vérins hydrauliques ou pneumatiques etc....De même le couplage des arbres pilotes (19) à la 25 génératrice (3) peut très bien se faire par des crabots, des embrayages à disques simples ou multiples....hydrauliques ou électromécaniques etc La figure 7 schématise en coupe transversale la cinématique du système selon les demandes de brevets FR1004546 et FR1102521 améliorée par le dispositif 30 selon l'invention dans sa version dite « intégrée » avec le volant (25) associé à la génératrice (3) et au grand disque du limiteur de couple (16). Une double suspension élastique (15), ici représentée comme deux anneaux en élastomère assure le filtrage des vibrations induites par le volant vers le châssis. Figure 6 is a sectional view of the device according to the invention in its so-called "integrated" version in which the flywheel (25) and the generator (3) are in the same housing to form a generator to strong inertia. The system can also incorporate a complementary device that limits the torque on the transmission in case of inadvertent blocking of the vehicle wheels. The latter is constituted by a large disk (16) pushed against the steering wheel (25) via a small ring (17), itself pushed by a spring system (18) bearing on the steering wheel (25). ). In case of excessive torque on the transmission and because of the proportionality of the torques on an epicyclic gear train, the disc (16) slides relative to the flywheel (25) thus limiting the torque on the shaft (19), then on the pilot shaft 4a or 5a in service, then on the entire transmission. The slip torque at the disc (16) is converted into heat absorbed by the flywheel (25) without excessive temperature rise due to its mass. The large heat capacity of the steering wheel is used to absorb the energy released, in particular that coming from moving parts during a wheel lock in emergency braking. The heat generated is rather directed towards the steering wheel (25) than towards the ring (17) due to the smaller diameter and the lower coefficient of friction of the latter. Note that this torque limiter can also be installed on the steering wheel in the belt drive variant between the steering wheel (25) and the pulley (13) of Figure 5. The generator (3) and the steering wheel (25) more optionally the torque limiter are enclosed and guided in rotation in the casing (22) itself suspended in a second fixed casing (23) by resilient sealing rings (15) concentric to the general axis of rotation at each end. The space between the two housings (22) and (23) constitutes a double sealed sound barrier which can be used possibly to circulate a cooling fluid. A cable passage (24) sealed by resilient rings provides electrical cables according to conventional methods. The permutation of the two trains by their pilot shafts is here carried out by the translation of the gear (19a) meshing with either the gear of the high speed train (4a), or with the gear of the low speed gear (5a). ). As a reminder, the permutation takes place when the speeds of the shafts are identical or in the gear ratio for the shaft (19), conditions detected at the level of the electrical engineering of the generator and the motor. The large disc (16) is equipped with a groove or other bore, to drive the shaft (19) without locking it in translation, or radially for small deflections so that the steering wheel (25) can rotate around its own axis otherwise released at the level of the suspensions (15). Note that the servomotor in its translation function of the shaft (19) and its pinion (19a) can be replaced by any other system having the same function based, for example, on electromagnets, hydraulic cylinders or pneumatic etc. Likewise the coupling of the pilot shafts (19) to the generator (3) can very well be done by claws, clutches with single or multiple disks .... hydraulic or electromechanical etc. FIG. 7 is diagrammatic in cross section the kinematics of the system according to patent applications FR1004546 and FR1102521 improved by the device 30 according to the invention in its so-called "integrated" version with the flywheel (25) associated with the generator (3) and the large disk of the limiter of couple (16). A double elastic suspension (15), represented here as two elastomer rings, filters the vibrations induced by the steering wheel towards the chassis.

Le servomoteur (21) permet de positionner le pignon (19b) de l'arbre (19) soit devant le pignon (4a) pour entrîner le train haute vitesse (4) soit devant le pignon (5b) pour entraîner le train basse vitesse (5), soit entre les deux pour débrayer totalement la génératrice (3). The servomotor (21) makes it possible to position the pinion (19b) of the shaft (19) in front of the pinion (4a) to drive the high speed gear (4) or in front of the pinion (5b) to drive the low speed gear ( 5), or between the two to completely disengage the generator (3).

La position intermédiaire est utile, comme expliqué dans la demande de brevet FR1102521 pour faciliter le passage en marche arrière, mais aussi au fonctionnement en électrique seul. En effet, si la batterie est protégée contre les charges excessives, l'énergie cinétique doit pouvoir être stockée par un autre moyen. Pour cela l'excès de puissance électrique générée par le moteur (2) est envoyé dans la génératrice (3) non couplée à la transmission. Elle fonctionne alors en moteur pour entraîner le volant (25) et stocker l'excès d'énergie. A la ré accélération du véhicule, l'énergie accumulée dans le volant (25) entraîne la génératrice (3) qui la restitue au moteur(2). The intermediate position is useful, as explained in the patent application FR1102521 to facilitate the passage in reverse, but also to the electrical operation alone. Indeed, if the battery is protected against excessive loads, the kinetic energy must be able to be stored by other means. For this, the excess electrical power generated by the motor (2) is sent into the generator (3) not coupled to the transmission. It then operates as a motor to drive the steering wheel (25) and store the excess energy. At the acceleration of the vehicle, the energy accumulated in the steering wheel (25) drives the generator (3) which returns it to the engine (2).

La figure 8 représente schématiquement et en coupe l'arrangement du dispositif selon les demandes de brevets FR1004546 et FR1102521 avec les améliorations apportées par l'invention dans un bloc moteur transversal logé entre les roues (9) du véhicule. Ainsi sont représentés, les roues (9), le moteur thermique (1), les trains basse vitesse (5) et haute vitesse (4), le différentiel (6), le moteur électrique (2) ici dans un montage aval mais qui pourrait être dans un montage amont. Le volant (25), le limiteur de couple (16), la génératrice(3) sont représentés dans leur variante intégrée. Le servomoteur (21) assure la translation et le positionnement de l'arbre (19) suivant le train choisi ou son débrayage. Figure 8 shows schematically and in section the arrangement of the device according to patent applications FR1004546 and FR1102521 with the improvements provided by the invention in a transverse engine block housed between the wheels (9) of the vehicle. Thus, the wheels (9), the heat engine (1), the low speed trains (5) and the high speed trains (4), the differential (6) and the electric motor (2) are shown here in a downstream assembly but which could be in an upstream mount. The flywheel (25), the torque limiter (16), the generator (3) are represented in their integrated variant. The servomotor (21) ensures the translation and positioning of the shaft (19) along the selected train or its disengagement.

Claims (8)

REVENDICATIONS1. véhicule hybride selon l'invention caractérisé par REVENDICATIONS1. véhicule hybride selon l'invention caractérisé par deux trains épicycloïdaux à dérivation de puissance de raisons différentes, un train épicycloïdal dédié aux basses vitesses du véhicule et un train épicycloïdal dédié aux hautes vitesses du véhicule, dont les arbres pilotes sont suivant la vitesse, alternativement couplés à une génératrice électrique et à un volant d'inertie, dont les arbres de roues entraînent le pont et dont les arbres moteur sont entraînés par le moteur thermique. REVENDICATIONS1. hybrid vehicle according to the invention characterized by CLAIMS1. hybrid vehicle according to the invention characterized by two epicyclic gear trains with power bypass of different reasons, an epicyclic gear train dedicated to the low speeds of the vehicle and a planetary gear train dedicated to the high speeds of the vehicle, whose pilot shafts are according to the speed, alternately coupled an electric generator and a flywheel, the shafts of the wheels drive the bridge and whose drive shafts are driven by the engine. 2. véhicule hybride selon la revendication 1, caractérisé en ce que le volant d'inertie est intégré à la génératrice. 2. hybrid vehicle according to claim 1, characterized in that the flywheel is integrated in the generator. 3. véhicule hybride selon la revendication 1, caractérisé en ce que le volant d'inertie reçoit un limiteur de couple protégeant l'ensemble de la transmission du véhicule. 3. hybrid vehicle according to claim 1, characterized in that the flywheel receives a torque limiter protecting the entire transmission of the vehicle. 4. véhicule hybride selon la revendication 1, caractérisé en ce qu'en fonctionnement électrique seul, le volant d'inertie stocke l'énergie 20 cinétique en sens inverse à celui de son fonctionnement en hybride, 4. hybrid vehicle according to claim 1, characterized in that in electrical operation alone, the flywheel stores the kinetic energy 20 opposite to that of its hybrid operation, 5. véhicule hybride selon la revendication 1, caractérisé en ce que les vitesses de la génératrice et de son volant sont synchronisées avec l'arbre pilote choisi pour y être engrenés afin que le volant entraîne le moteur 25 thermique dans son démarrage. Hybrid vehicle according to claim 1, characterized in that the speeds of the generator and its steering wheel are synchronized with the selected pilot shaft to be geared so that the flywheel drives the thermal engine in its start. 6. véhicule hybride selon la revendication 5, caractérisé en ce que le dispositif dispose de trois modes de démarrage du moteur thermique, un mode véhicule à l'arrêt avec entrainement du moteur thermique et du volant par 30 la génératrice, un mode véhicule à très basse vitesse en couplant l'arbre pilote du train basse vitesse à la génératrice préalablement synchronisée, un mode véhicule à basse vitesse en couplant l'arbre pilote du train haute vitesse à la génératrice préalablement synchronisée. 6. hybrid vehicle according to claim 5, characterized in that the device has three starting modes of the engine, a stopped vehicle mode with driving the engine and the flywheel by the generator, a vehicle mode to very low speed by coupling the pilot shaft of the low speed train to the previously synchronized generator, a low speed vehicle mode by coupling the pilot shaft of the high speed train to the previously synchronized generator. 7. véhicule hybride selon les revendications 2 et 3, caractérisé en ce que la génératrice et le volant d'inertie, plus éventuellement le limiteur de couples sont enfermés et guidés en rotation dans un carter lui-même suspendu dans un deuxième carter fixe par des anneaux élastiques étanches 5 concentriques à l'axe général de rotation à chaque extrémité. 7. hybrid vehicle according to claims 2 and 3, characterized in that the generator and the flywheel, plus possibly the torque limiter are enclosed and guided in rotation in a housing itself suspended in a second fixed housing by elastic rings 5 concentric to the general axis of rotation at each end. 8. véhicule hybride selon la revendication 3, caractérisé en ce que la capacité calorifique du volant d'inertie absorbe sous forme de chaleur l'énergie dégagée par les couples excessifs sur la transmission du véhicule; en ic particulier l'énergie cinétique des pièces en mouvement de la transmission en cas de blocage des roues lors d'un freinage d'urgence en pleine vitesse. Revendication 9: véhicule hybride selon la revendication 8, caractérisé en ce que le limiteur de couple est constitué par un grand disque poussé contre le 15 volant d'inertie par l'intermédiaire d'une petite bague de faible coefficient de frottement, elle-même poussée par un système de ressort prenant appui sur le volant. 8. hybrid vehicle according to claim 3, characterized in that the heat capacity of the flywheel absorbs in the form of heat energy released by the excessive torque on the transmission of the vehicle; in particular ic the kinetic energy of the moving parts of the transmission in case of blockage of the wheels during an emergency braking at full speed. Claim 9: Hybrid vehicle according to Claim 8, characterized in that the torque limiter is constituted by a large disk pushed against the flywheel by means of a small ring of low coefficient of friction, itself pushed by a spring system bearing on the steering wheel.
FR1103315A 2011-11-02 2011-11-02 TRANSMISSION FOR HYBRID VEHICLE WITH TWO EPICYCLOIDAL GEAR TRAINS WITH POWER DERIVATION AND RECOVERY OF KINETIC ENERGY BY WHEEL OF INERTIA Active FR2981886B1 (en)

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Cited By (4)

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Publication number Priority date Publication date Assignee Title
WO2015162346A1 (en) * 2014-04-24 2015-10-29 Peugeot Citroen Automobiles Sa Motor vehicle comprising a hybrid power train having heat engine and energy storage device, and method of use for starting said heat engine
FR3020995A1 (en) * 2014-05-19 2015-11-20 Denis Ernest Celestin Buffet TRANSMISSION FOR SERIES-PARALLEL HYBRID VEHICLES WITH INERTIAL STORAGE OF KINETIC ENERGY AND PULSED OPERATION OF THE LOW SPEED THERMAL MOTOR OF THE VEHICLE
FR3025141A1 (en) * 2014-08-28 2016-03-04 Valeo Sys Controle Moteur Sas MECHANICAL POWER AMPLIFICATION SYSTEM
US10190662B2 (en) * 2016-07-19 2019-01-29 Deere & Company Variator for work vehicle drivetrain

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EP0043909A1 (en) * 1980-07-10 1982-01-20 Voith Getriebe KG Propulsion unit with a drive motor and a flywheel
WO1989011405A1 (en) * 1988-05-16 1989-11-30 Roumen Antonov Gear box with continuously variable gear
US20100184549A1 (en) * 2007-07-17 2010-07-22 Renault Trucks F-69530 Brignais
WO2010082079A1 (en) * 2009-01-15 2010-07-22 Renault Trucks Powertrain comprising an optimized energy recovery system

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Publication number Priority date Publication date Assignee Title
EP0043909A1 (en) * 1980-07-10 1982-01-20 Voith Getriebe KG Propulsion unit with a drive motor and a flywheel
WO1989011405A1 (en) * 1988-05-16 1989-11-30 Roumen Antonov Gear box with continuously variable gear
US20100184549A1 (en) * 2007-07-17 2010-07-22 Renault Trucks F-69530 Brignais
WO2010082079A1 (en) * 2009-01-15 2010-07-22 Renault Trucks Powertrain comprising an optimized energy recovery system

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015162346A1 (en) * 2014-04-24 2015-10-29 Peugeot Citroen Automobiles Sa Motor vehicle comprising a hybrid power train having heat engine and energy storage device, and method of use for starting said heat engine
FR3020321A1 (en) * 2014-04-24 2015-10-30 Peugeot Citroen Automobiles Sa MOTOR VEHICLE COMPRISING A HEAT ENGINE HYBRID TRACTION CHAIN AND ENERGY STORAGE DEVICE, AND METHOD OF USE FOR STARTING THE THERMAL ENGINE
FR3020995A1 (en) * 2014-05-19 2015-11-20 Denis Ernest Celestin Buffet TRANSMISSION FOR SERIES-PARALLEL HYBRID VEHICLES WITH INERTIAL STORAGE OF KINETIC ENERGY AND PULSED OPERATION OF THE LOW SPEED THERMAL MOTOR OF THE VEHICLE
FR3025141A1 (en) * 2014-08-28 2016-03-04 Valeo Sys Controle Moteur Sas MECHANICAL POWER AMPLIFICATION SYSTEM
EP2990248A3 (en) * 2014-08-28 2016-12-21 Valeo Systemes De Controle Moteur Mechanical system for power amplification
US10190662B2 (en) * 2016-07-19 2019-01-29 Deere & Company Variator for work vehicle drivetrain

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