GB2464257A - Flywheel and transmission system for regenerative braking - Google Patents

Flywheel and transmission system for regenerative braking Download PDF

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Publication number
GB2464257A
GB2464257A GB0816614A GB0816614A GB2464257A GB 2464257 A GB2464257 A GB 2464257A GB 0816614 A GB0816614 A GB 0816614A GB 0816614 A GB0816614 A GB 0816614A GB 2464257 A GB2464257 A GB 2464257A
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United Kingdom
Prior art keywords
gear set
flywheel
clutch
prime mover
epicyclic gear
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.)
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Application number
GB0816614A
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GB0816614D0 (en
Inventor
Martin Smith
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KESTREL POWERTRAINS Ltd
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KESTREL POWERTRAINS Ltd
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Priority to GB0816614A priority Critical patent/GB2464257A/en
Publication of GB0816614D0 publication Critical patent/GB0816614D0/en
Publication of GB2464257A publication Critical patent/GB2464257A/en
Withdrawn legal-status Critical Current

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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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • 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
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • 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
    • F16H37/0853—CVT using friction between rotary members having a first member of uniform effective diameter cooperating with different parts of a second member
    • 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

A driving system comprises an epicyclic gear set 3, a variator 6 and a flywheel 12 in which said flywheel 12 is connectable simultaneously to two elements of the epicyclic gear set 3 via two independent paths a) through at least one clutch 5, 8 and at least one gear set 22 via said variator 6 to one of said two elements; and b) through at least one clutch 7, 8 to the other element of said epicyclic gear set 3. The flywheel system may comprise an electrical motor or generator. A required power path is achieved by closing or opening clutches 1, 2, 7, 8 and by control of a brake 4. A transmission 16 is also provided between the epicyclic gearing 3 and a drive shaft 17 for driving a drive axle of a vehicle. The invention provides means to store and reuse some of a vehicle's kinetic energy that would otherwise be dissipated during braking. It also provides the advantages of a continuously variable transmission.

Description

REGENERATIVE BRAKING SYSTEM
The present invention relates to a transmission system and even more particularly to a transmission system comprising the combined abilities of regenerative braking and an infinitely variable transmission system.
It is widely known that flywheel energy storage systems can be used on board vehicles to reduce fuel consumption. This is achieved by transmitting a vehicle's kinetic energy through a transmission system to the energy storage flywheel rather than wasting the energy in foundation brakes or a retarder. The torque required to slow the vehicle's road wheels is used to accelerate the flywheel.
Conversely, when the vehicle accelerates again, the torque to slow down the flywheel is used to accelerate the vehicle's road wheels. This torque either replaces or augments the vehicle's prime mover that would conventionally accelerate the vehicle's road wheels. The most common application of this technique is in urban operations where traffic and bus stops demand frequent changes in vehicle speed and many complete stops.
In order to take full advantage of the energy available for regenerative braking, a transmission is required that allows the flywheel to be at full speed while the vehicle is stationary. Such transmissions are known, (Infinitely Variable Transmissions (IVT's)) but have significantly lower overall efficiencies than the gearboxes typically used on Large Goods Vehicles (LGV's) and are therefore impractical since the overall fuel consumption would increase due to the reduced driveline efficiency in normal driving modes.
The present invention provides flywheel regenerative braking for large trucks in general highway and motorway operations whilst also in the same driveline providing the attractive features of an IVT for low speed manoeuvring using a single CVT variator and a single epicyclic gear set.
The vehicle speed in a substantial proportion of heavy truck operations is governed by traffic conditions, not just vehicle performance, terrain and autonomous speed governing. The energy requirements to slow a heavy truck (44 tonnes Gross Vehicle Mass) from, say, 30 km/h to 10 km/h, and then accelerate back up to 30 km/h, or from 50 km/h to 40 km/h and back again are very similar to the energy requirements to stop a 17 tonne bus from 45 km/h.
This invention uses the existing conventional heavy truck powertrain consisting of an layshaft gearbox (optionally automated) and optimised diesel engine, and adds a novel flywheel and CVT to provide two significant functions safely and co-axially -1) effective energy capture and recovery for traffic related speed changes; and 2) a geared neutral facility to provide more efficient and controllable low speed manoeuvring.
It should be noted that a similar configuration can be used on smaller vehicles using any conventional transmission.
Flywheels can be used for regenerative braking using a CVT between the transmission input shaft and the flywheel. The torque used to accelerate the flywheel is derived from the torque used to slow the vehicle. The flywheel energy can then be used to accelerate the vehicle again by reversing the power flow through the variator. Neither the foundation brakes nor a retarder is used, therefore less energy is wasted with the regenerative system.
It is known that LGV's for on-road operations have been developed over many years to have very efficient drivelines. Conventionally, these consist of a diesel engine optimised to run over a limited engine speed range (typically 1000-1800 rpm) using a turbo charging system to achieve the required engine torque and good fuel consumption coupled to a layshaft transmission that may be
I
A-
automated. Other smaller vehicles -trucks, vans, coaches, taxis and passenger cars can use a similar configuration with a variety of transmissions and engines.
It is also known that an Infinitely Variable Transmission (IVT) consisting of a variator and an epicyclic gear set can provide a geared neutral for vehicles to be in gear with all systems engaged and then to move in a forward or reverse direction simply by reversing the power flow through the variator. This enables a very useful shuttling feature -moving from forwards to reverse without the need to stop and change gear ratio.
However, an IVT is impractical for LGV's as a main transmission since the inherent efficiency of the variator unit is relatively low compared to the optimised layshaft gearboxes currently in use in the industry for the normal driving modes.
Thus the attractive features of the IVT, such as the geared neutral for manoeuvring and the accurate matching of road speed and optimised engine speed, are outweighed by the power losses in the variator and the extra cost of the transmission.
One object of the present invention is to provide both the regenerative braking feature of a CVT & flywheel, together with the geared neutral facility of an IVT.
This is achieved by using a single variator and an epicyclic gear set as an addition to a conventional driveline which can be used largely unaltered in normal vehicle operations. Thus the excellent fuel consumption of current optimised drivelines remains unaltered for all normal powered operations. During speed fluctuation imposed by traffic conditions, the regenerative braking provided by this invention will improve overall fuel consumption by some 7-15%.
Additionally, by using a different power path, when the vehicle is at rest, the same variator can be used in IVT mode to provide geared neutral thus improving the low speed manoeuvrability of the vehicle. All the known features of IVT's can then be applied to LGV's and other vehicles.
Advantageously, the present invention allows known features of IVT's to be applied to other vehicles. A non-exhaustive list of these features is given as follows: * Hill holding, * Crawling speeds can be preset and automatically maintained regardless of gradient * Reversing can be accurately linked to reversing proximity sensors * Variable creep rates can be implemented This invention provides a means to store and re-use some of the vehicle kinetic energy that is normally dissipated in the foundation brakes during normal traffic speed variations. Conventionally, reductions in speed of LGV's and other road vehicles are achieved either using engine braking, assisted by various engine additions such as exhaust brakes or valve manipulation to absorb the kinetic energy through pumping losses, or by simply using the foundation brakes and/or retarders. In both cases, the kinetic energy is wasted as heat.
Accordingly, the present invention provides a power transmission system comprising at least one flywheel, a prime mover shaft, an epicyclic gear set having three elements and a Continuously Variable Transmission (CVT) wherein in the first operating mode, the prime mover (the engine) is connectable via at least one clutch and said prime mover shaft is connectable to at least one element of said epicyclic gear set and hence to a conventional main vehicle transmission so as to provide conventional power flow to the vehicle drive shaft and wherein in the second operating mode, the at least one flywheel is connectable to an input of a conventional main vehicle transmission via an element of the epicyclic gear set, the CVT, at least one clutch, at least one gear set and at least one brake, and wherein in the third operating mode, said flywheel is connectable simultaneously to two elements of the epicyclic gear set via two independent paths a) through at least one clutch and at least one gear set via the variator to one element; and b) through at least one clutch at least one gear set and the prime mover shaft to the second element of the epicyclic gear set and wherein in the fourth operating mode, said prime mover (the engine) is connectable simultaneously to two elements of the epicyclic gear set via two independent paths a) through at least one clutch and at least one gear set via the variator to one element; and b) through at least one clutch and the prime mover shaft to the second element of the epicyclic gear set.
Advantageously, the Continuously Variable Transmission is of the mechanical type.
Preferably, the flywheel system incorporates at least one electrical machine which is a motor or dynamo or a combined motor-dynamo.
It is another object of the invention to provide a method of transmitting power in a transmission system comprising at least one flywheel, a prime mover shaft, a CVT, an epicyclic gear set having three elements, a combined electrical motor/generator/storage means, and a conventional transmission in which the at least one flywheel is connectable via the CVT and the epicyclic set to the input of a conventional transmission; the prime mover is connectable either directly to the input of the transmission or via the CVT and the epicyclic gear set to the input of the transmission; the at least one flywheel being optionally coaxial with the prime mover shaft; the method comprising the steps of closing or opening the provided clutches and brake to achieve the required power path.
It is a further object of the present invention to provide a computer programme product comprising a readable storage medium for storing instructions for implementing the above method using the above apparatuses.
This invention will now be described by way of example only with reference to the following figures in which: Figure 1, shows the present invention in operating mode I in which the engine is driving, the flywheel & variator are disconnected and with reversed power flow gives engine braking; Figure 2, shows the present invention in operating modes 2a & 2b that provides regenerative braking to and from the flywheel whilst the engine is idling & epicyclic 3 is grounded to the casing; Figure 3, shows the present invention in operating mode 3 in which the system is in geared neutral with the flywheel driving but the engine is idling; and Figure 4, shows the present invention in operating mode 4 in which the system is in geared neutral with the engine driving but the flywheel is disconnected.
Referring now more specifically to figure 1, a driving system A containing an engine (11) driving a shaft (14) via a clutch (1) and connected to the annulus of an epicyclic gear set (3). A brake (4), when applied, and clutch (1) is released, reacts torque from Shaft (14) to the casing (not shown).
A flywheel (12) mounted concentrically with the engine shaft (14) can be connected via clutch (8) to gear (17) driving shaft (18) that drives the input shaft of the variator (6) that may be of the toroidal traction type. The input discs (19) drive the rollers (21) which in turn drive the output disc (20) and the gear (22) attached to it. Gear (22) drives the sun gear of epicyclic (3) via clutch (5). Shaft (18) also drives shaft (14) via gear (23) when clutch (7) is closed so that the annulus of epicyclic (3) is driven by the flywheel. Epicyclic (3) thus provides geared neutral since the planet carrier of Epicyclic (3) drives the input shaft (15) of a transmission (16) that can be of the automated type. The transmission (16) connects to the drive axle of a vehicle via the propeller shaft (17). Geared neutral is thus provided regardless of the gear engaged in the transmission (16). By opening clutch (8) and closing clutch (1), geared neutral is provided in a similar way but with the engine (11) driving instead of the flywheel (12).
For normal driving mode, when clutch (2) is engaged and clutches (5) & (7) are released, the annulus, planet carrier and sun gear rotate together thus connecting either a) the engine (11) to the input shaft (15) of the transmission (16) via clutch (1) or b) the flywheel (12) to the input shaft (15) of the transmission (16) via clutch (7) and gear (23) when clutch (1) is released.
For regenerative braking, when clutch (2) is released, and brake (4) is engaged to react torque on shaft (14), the input shaft (15) of the transmission (16) drives the planet carrier of the epicyclic (3). This drives the sun gear of the epicyclic (3) and when clutch (5) is engaged, the output of the variator (6) drives shaft (18) via the rollers (21) and input discs (19). With clutch (8) engaged, the flywheel is driven by gear (17).
When the flywheel reaches its maximum safe speed, further retardation of the vehicle is achieved by closing clutches (1) & (2) and opening brake (4) and clutches (5) and (8) as in normal driving modes.
This invention provides three preferred operating modes in which: Mode I provides a direct drive mode in the conventional way with virtually no additional driveline losses by applying clutch (1) and also clutch (2) to lock epicyclic (3) together rotating at engine speed. All the normal drive functions can be achieved in Mode I apart from starting from rest. Reversing the power flow in Mode I provides conventional engine braking.
Mode 2a provides regenerative braking by opening clutch (1) and clutch (2) to leave the engine idling, simultaneously grounding shaft (14) to the casing by closing brake (4) to react torque from the annulus of epicyclic (3), applying clutch (5) to take the energy through the variator (6) and via gear (17) and clutch (8) into the flywheel. When the flywheel is at its maximum safe speed to the system can revert to Mode I. Mode 2b keeps the same power paths as Mode 2a but reverses the power flow to provide energy from the flywheel to power the vehicle using the energy stored in Mode 2a Mode 3 provides a means of starting from rest using geared neutral with the flywheel driving by closing clutch (8) brake (4) clutch (5) and clutch (7) and simultaneously releasing brake (4) thereby using epicyclic (3) as a summing epicyclic to provide geared neutral in whatever gear is selected in transmission (16).
In mode 3b, when the flywheel reaches its minimum speed, the diesel engine can be used to provide the motive power by closing clutch (1) and opening clutch (8), keeping clutch (7) closed to provide the power path through the variator.

Claims (5)

  1. CLAIMS1. A power transmission system comprising at least one flywheel (12), a prime mover shaft (14), an epicyclic gear set (3) having three elements and a variator (6) wherein in a first operating mode, the prime mover (11) is connectable via at least one clutch (1, 2) and said prime mover shaft (14) is connectable to at least one element of said epicyclic gear set (3) and hence to a conventional main vehicle transmission (16) so as to provide conventional power flow to the vehicle drive shaft (17) and wherein in a second operating mode, the at least one flywheel (12) is connectable to an input of a conventional main vehicle transmission (16) via an element of the epicyclic gear set (3), the variator (6), at least one clutch (5, 8), at least one gear set (17, 22) and at least one brake (4), and wherein, in a third operating mode said flywheel (12) is connectable simultaneously to two elements of the epicyclic gear set (3) via two independent paths a) through at least one clutch (8 & 5) and at least one gear set (17 & 22) via the variator (6)to one element; and b) through at least one clutch (8 & 7) at least one gear set (23) and the said prime mover shaft (14) to the second element of the epicyclic gear set (3), and wherein in a fourth operating mode, said prime mover (11) is connectable simultaneously to two elements of the epicyclic gear set (3) via two independent paths a) through at least one clutch (1, 5, 7), at least one gear set (22, 23) via said variator (6) to one element; and b) through at least one clutch (1) and said prime mover shaft (14)to the second element of the epicyclic gear set (3).
  2. 2. A power transmission system as claimed in Claim I in which the CVI (6) is of the mechanical type.
  3. 3. A power transmission system, as claimed in any previous claim in which the flywheel system (12) incorporates at least one electrical machine which is a motor or dynamo or a combined motor-dynamo.
  4. 4. A method of transmitting power in a transmission system comprising at least one flywheel (12), a prime mover shaft (14), a CVI (6), an epicyclic gear set (3) having three elements, a combined electrical motor/generator/storage means, and a conventional transmission (16) in which -the at least one flywheel (12) is connectable via the CVI (6) and the epicyclic set (3) to the input of a conventional transmission (16); -the prime mover (11) is connectable either directly to the input of the transmission (16) or via the CVI (6) and the epicyclic gear set (3) to the input of the transmission (16); -the at least one flywheel being optionally coaxial with the prime mover shaft (14); the method comprising the steps of closing or opening clutches (1), (7), (8), (5), (2), and brake (4) to achieve the required power path.
  5. 5. A computer programme product comprising a readable storage medium for storing instructions for implementing the method of claim 4 using the apparatus of claims I -3.
GB0816614A 2008-09-11 2008-09-11 Flywheel and transmission system for regenerative braking Withdrawn GB2464257A (en)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2479946A (en) * 2010-05-01 2011-11-02 Robert Arthur Smith Kinetic energy recovery system
US8622860B2 (en) 2011-08-01 2014-01-07 Spicer Off-Highway Belgium N.V. Method and apparatus for transferring power between a flywheel and a vehicle
FR3025750A1 (en) * 2014-09-16 2016-03-18 Peugeot Citroen Automobiles Sa TRACTION CHAIN OF A MOTOR VEHICLE COMPRISING A WHEEL OF INERTIA
FR3028217A1 (en) * 2014-11-10 2016-05-13 Peugeot Citroen Automobiles Sa METHOD AND DEVICE FOR CONTROLLING REVERSE CHANGE CONTROL WITH TORQUE LOSS COMPENSATION FOR AUTOMATIC AND CONTINUOUS TRANSMISSION MOTOR PULSE GROUP
EP2716482A3 (en) * 2012-10-03 2016-08-31 Dana Limited Hybrid drivetrain and method of operation thereof
US10591038B2 (en) 2014-06-13 2020-03-17 Perkins Engines Company Limited Variator-assisted transmission

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EP0127986A2 (en) * 1983-06-01 1984-12-12 Industries Development Corporation (International Services) Ltd. A vehicle drive system
US20070219038A1 (en) * 2004-10-20 2007-09-20 Druten Marie R V Drive and transmission module with a layout adapted for a vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0127986A2 (en) * 1983-06-01 1984-12-12 Industries Development Corporation (International Services) Ltd. A vehicle drive system
US20070219038A1 (en) * 2004-10-20 2007-09-20 Druten Marie R V Drive and transmission module with a layout adapted for a vehicle

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2479946A (en) * 2010-05-01 2011-11-02 Robert Arthur Smith Kinetic energy recovery system
GB2479946B (en) * 2010-05-01 2015-04-01 Robert Arthur Smith Flux recycler
US8622860B2 (en) 2011-08-01 2014-01-07 Spicer Off-Highway Belgium N.V. Method and apparatus for transferring power between a flywheel and a vehicle
EP2716482A3 (en) * 2012-10-03 2016-08-31 Dana Limited Hybrid drivetrain and method of operation thereof
US10591038B2 (en) 2014-06-13 2020-03-17 Perkins Engines Company Limited Variator-assisted transmission
FR3025750A1 (en) * 2014-09-16 2016-03-18 Peugeot Citroen Automobiles Sa TRACTION CHAIN OF A MOTOR VEHICLE COMPRISING A WHEEL OF INERTIA
FR3028217A1 (en) * 2014-11-10 2016-05-13 Peugeot Citroen Automobiles Sa METHOD AND DEVICE FOR CONTROLLING REVERSE CHANGE CONTROL WITH TORQUE LOSS COMPENSATION FOR AUTOMATIC AND CONTINUOUS TRANSMISSION MOTOR PULSE GROUP

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