GB2495160A - Automated manual transmission for a hybrid vehicle - Google Patents

Automated manual transmission for a hybrid vehicle Download PDF

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Publication number
GB2495160A
GB2495160A GB1201987.3A GB201201987A GB2495160A GB 2495160 A GB2495160 A GB 2495160A GB 201201987 A GB201201987 A GB 201201987A GB 2495160 A GB2495160 A GB 2495160A
Authority
GB
United Kingdom
Prior art keywords
text
gearbox
gear
drive
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1201987.3A
Other versions
GB201201987D0 (en
Inventor
Adrian Moore
Clive David Woolmer
Christopher Guy Cholmeley
Michael John Allen
Matthew Charles Clutterbuck
Paul Pomfret
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Xtrac Ltd
Original Assignee
Xtrac Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Xtrac Ltd filed Critical Xtrac Ltd
Publication of GB201201987D0 publication Critical patent/GB201201987D0/en
Priority to EP12753155.6A priority Critical patent/EP2731816B1/en
Priority to PCT/GB2012/000586 priority patent/WO2013007972A1/en
Priority to US14/131,053 priority patent/US9358873B2/en
Publication of GB2495160A publication Critical patent/GB2495160A/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Withdrawn legal-status Critical Current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
    • B60K6/20—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
    • 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
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output

Abstract

Automated manual transmission, for a hybrid vehicle, comprises a primary internal combustion engine 21 having a primary input shaft 21b which is connected to a layshaft 16 of gearbox 10 through a bevel drive 20, 21c. A secondary electric drive motor 34 has a secondary input shaft 36 which carries a spur gear 38 that meshes with and drives an input gear 40 mounted on an idler shaft 42. Idler shaft 42 supports two gears 44, 46 which mesh with gears mounted on the layshaft 16. Gears on the layshaft form gear trains with gears mounted on a mainshaft 14 which has a drive gear 22 that drives a final output drive unit 12. Input selection means in the form of synchronising clutches 28, 30 enables the secondary input shaft 36 to drive, in first configuration, the output 12 and, in second mode, to drive the primary input shaft 21b.

Description

Vehicle transmission system This invention relates tO a vehicle transmission sysieiii. in parVcuiar, it re{ates to a transmission system for a vehicle that can be driven by more than one prime mover, most typically, an internal combustion engine and an electric motor.
The aim of reducing emissions has driven the introduction of vehicles that are driven * * by electric motors. Vehicles that are powered exclusively by electricity have met with *...: 10 some acceptance for use in urban areas, where journeys are typically short and speeds are low. However, the amount of energy that can be stored using present- *:*. day battery technology, and the length of time taken to recharge their batteries, mean that such vehicles are of limited use for long distance travel. 0* ** * 0 0
*".: To overcome the limitations of exclusively electrically-driven vehicles, hybrid vehicles have been developed. Such vehicles have both an internal combustion engine (IC engine) typically a spark-ignition petrol, biofuel or gas engine, but potentially a compression-ignition diesel engine -and an electric motor. In the configuration known as "parallel hybrid", the IC engine and, the electric motor can be used alternatively or together to drive the vehicle. When a hybrid vehicle is to be decelerated, the electric motor can be used to convert kinetic energy of the vehicle to electrical energy to charge a battery pack, instead of simply converting it to waste heat in the braking system.
A disadvantage with the parallel hybrid arrangement is that the transmission system that delivers drive between the prime movers and the driving wheels is more complex than is required for a vehicle that has exclusively electrical or exclusively IC engine power. This adds to the weight of the vehicle, so compromising its efficiency and handling, and also adds to cost and potential sources of unreliability. Another consequence of this arrangement is that the electric motor may frequently be required to operate out of its ideal speed range, leading to poor efficiency and/or S performance.
An aim of this invention is to provide a transmission system for vehicle that improves upon those already available.
To this end, the present kivention prcvdes a tranzmssion system the system comprising: a. a primary input shaft for receiving drive from a primary vehicle drive motor, a. S * S S * 55 b. a secondary input shaft for receiving drive from a secondary vehicle drive motor; *5 * * . * * 5* c. an output shaft for connection to drive a final drive unit; 5* ** * * S d. a multi-speed gearbox that can connect the primary input shaft to the output shaft at one of a plurality of gear ratios; and e. input selection means; in which the input selection means, in a first configuration, connects the secondary input shaft to drive the output shaft and, in a second mode, connects the secondary input shaft to drive the primary input shaft.
It will be noted that, in the first mode, the speed of the motor is proportional to the speed of the output, and therefore the speed of a vehicle in which the transmission is operating, while in the second mode, it is proportional to the speed of the primary drive.
The input selection means may operate by selectively connecting drive from the secondary input shaft to a first or a second gear train within the gearbox, each train having a gear on a mainshaft of the gearbox and a gear on a layshaft of the gearbox.
In such embodiments, the first gear train is permanently connected for rotation with the mainshaft of the gearbox and the second gear train is permanently connected for rotation with the layshaft of the gearbox.
Drive may be taken from the secondary input shaft direct to a gear train. In such embodiments, the input selection means operates by selectively connecting drive from the secondarg nput shaft to a gear train within the gearbox or to a!ayshaft (or alternatively a mainshaft) of the gearbox, the train having a gear on a mainshaft of the gearbox and a gear on the layshaft of the gearbox. In such embodiments, each gear of the gear train can typically be selectively connected to or disconnected from its shaft of the gearbox, in contrast to a conventional gearbox in which just one or * * other gear in a train can be selectively connected to or disconnected from its shaft.
**.*..
* 15 In an alternative arrangement, drive from the secondary input shaft is passed to a through gear, which can be selectively connected to a mairishaft (or alternatively a layshaft) of the gearbox or to a mainshaft gear (or alternatively a layshaft gear) of a gear train of the gearbox.
* A transmission system embodying the invention may further include a clutch that can selectively connect the primary input shaft to the gearbox or disconnect the primary input shaft from the gearbox. This allows the vehicle to be driven using the secondary drive motor only, independently of the primary drive motor, which can be stopped, or operated to charge a vehicle battery.
A transmission system may operate with the selection means in the first configuration when the gearbox is in neutral or in a low ratio, and in the second configuration when the gearbox is in a high ratio. For example, it may operate in the first configuration in neutral, 1g, 2 or 3Fd gear, and in the second configuration in higher gears.
From a second aspect, the invention provides a drive system for a vehicle, the drive system comprising a transmission system embodying the first aspect of the invention, a primary drive motor connected to the primary input shaft, and a secondary drive motor connected to the secondary input shaft.
In a typical embodiment, the primary drive is an internal combustion engine. The internal combustion engine may be substantially any engine applicable to v?hicles of the type with which the drive system is intended for use. For example, it may be a compression ignition engine or a spark ignition engine.
The secondary drive motor is typically an electric motor. In such cases, the drive system typically includes a battery pack and charging means for the battery pack.
The drive system most preferably can, during such time that there is no drive connection from the primary drive motor to the output shaft (for example, when the gearbox is in neutral or is disconnected from the primary input shaft by the clutch), connect the primary drive motor to the charging means to cause it to charge the battery pack.
Embodiments of the invention will now be described in detail, by way of example, and with reference to the accompanying drawings, in which: * " Figure 1 is a sectional view of a transmission system being a first embodiment of the invention: Figure 2 shows diagrammatically the main components of a transmission system being a second embodiment of the invention in a first mode of operation; Figure 3 shows diagrammatically the main components of the transmission system of Figure 2 in a second mode of operation; Figure 4 shows diagrammatically the main components of the transmission system of Figure 2 in a third mode of operation; Figure 5 shows diagrammatically the main components of a transmission system being a third embodiment of the invention in a first mode of operation; Figure 6 shows diagrammatically the main components of the transmission of Figure S in a second mode of operation; Figure 7 shows diagrammatically the main components of the transmission of Figure in a third mode of operation; Figure 8 shows diagrammaUcaHy the iriaki eoinpor.ents of a transm ion system being a fourth embodiment of the invention in a first mode of operation; Figure 9 shows diagrammatically the main components of the transmission of Figure 8 in a second mode of operation; * . . * .* *...: Figure 10 shows diagrammatically the main components of the transmission of *:*. Figure 8 in a third mode of operation; Figures 11 and 12 are sectional views of a transmission system being a fifth embodiment of the invention; and Figure 13 is a graph that shows the torque delivered to a driving axle of a vehicle by the transmission system of Figure 1.
With reference first to Figure 1, this embodiment of the invention is based upon a 7-speed automated manual transmission (AMT). As is known to those in the technical field, such a transmission includes a gearbox 10 and a final drive unit 12. The gearbox has a mainshaft 14 and a layshaft 16. The layshaft 16 carries an input bevel 20 that is connected to an IC engine 21 (which is the primary drive for the vehicle) through a clutch 21a, a drive shaft 21b and a drive bevel 21c, these parts being shown only schematically. The mainshaft 14 carries an output spur gear 22 which is connected through an idler shaft assembly 24 to the final drive unit 12.
The gearbox 10 contains a plurality of meshing trains of two gears. labelled 1 to 7 and R in the figures. One such train is provided for each forward speed, with pairs 1 to 7 providing a successively higher drive ratio, and R providing reverse drive. A greater or lesser number of trains may be present in other embodiments. For each gear train, one of the gears is constrained to rotate with either the mainshaft 14 or the layshaft 16, while the other of the gears can be connected to or disconnected from the other of the mainshaft 14 or the layshaft 16 by engagement or disengagement of a selector 28. In this embodiment, the selector for 3 gear is on the mainshaft 14 and the selector for 7l gear is on the layshaft 16. At any time, no to more than one gear train has its selector engaged. When no se!ector 28 is engaged, the gearbox is in neutral, and no drive is transmitted from the input bevel 20 to the output spur gear 22.
To the extent so far described, the transmission system is conventional in construction and operation. It should also be noted that the above arrangement is just one of many to which the present invention can be applied. For example, in this embodiment the input is through a bevel gear, but it could equally be through an input spur gear or directly into the layshaft. Likewise, the output is from a spur gear on the mairishaft, but could be a bevel gear or by direct connection.
The gearbox 10 differs from a conventional gearbox in that the input bevel gear 20 can be selectively connected to the layshaft 16 such that they are constrained to rotate together, or it can be disconnected from the layshaft 16 such that the input bevel gear 20 can rotate upon the Sayshaft 16. In this embodiment, this is achieved by providing a selector clutch 30 that operates in association with the input bevel gear 20 in much the same way as the selectors 26 for the gear trains.
In addition to the IC engine 21, a vehicle in which the transmission system is installed has an electric secondary drive motor 34. An output shaft 36 of the motor 34 carries a spur gear 38 which is in mesh with an input spur gear 40 of the transmission system. The input spur gear 40 is carried on and fixed for rotation with an idler shaft 42. Also carried on the idler shaft are a smaller spur gear 44, a larger spur gear 46, and a selector 46 that can couple one or other of the smaller and larger spur gears 44, 46 to the idler shaft 42 for rotation with it. Each of the smaller and larger spur gears 44, 46 is in mesh with a respective gear on the layshaft 16.
The smaller spur gear 44 is in mesh with a gear of the 7th speed gear train, while the larger spur gear 46 is in mesh with a gear of the 3 speed gear train.
Operation of the transmission system will now be described with reference to Figures 2 to 4, which illustrate schematically a transmission system similar to that shown in Fig. I. except that the locations of some of the selectors on the layshaft and the gearbox are reversed.
With reference first to Figure 2, in a first mode of operation, the selector 48 is moved on the idler shaft 42 to select the larger spur gear 46. The idler shaft and gear pair 38 and 40 are shown in this example: they are not essential for the correct functioning of the system as the electric motor could be connected directly to the idler shaft 42. This has the effect of connecting the electric motor 34 to the 3 gear train, and hence to the mainshaft 14. Generally, the transmission system is configured to adopt this first mode of operation when the gearbox is in a low gear ratio or in neutral, and the second mode of operation when the gearbox is in a high gear ratio. Therefore, while the vehicle (which is being driven by the IC engine primary drive) is in Vtto 3f gears the secondary electric motor 34 is directly driving : the mainshaft 14, thereby assisting the gearbox output. The gearing of the gear train of the electric motor 34 when operating in this mode is such that the speed range of the electric motor 34 is matched to the speed range of the mainshaft 14 from l to 3cd gear. In this first mode of operation, the electric motor 34 can maintain drive to the final drive while the transmission is disconnected from the IC engine by opening the clutch to perform a gear change. This improves the smoothness of operation of the vehicle by reducing the effect of the sudden loss of drive during a speed change using a conventional gearbox, and improves the perlormance of the vehicle.
When the vehicle speed has increased to a rate at which is required to change into 4th gear, the transmission system is configured to adopt the second mode of operation in which the selector 48 is moved on the idler shaft 42 to select the smaller spur gear 44, as shown in Figure 3. Drive from the electric motor 34 is therefore diverted to the 7th gear train and therefore to the layshaft 16. The electric motor is now assisting the gearbox input. The gearing of the gear train of the electric motor 34 when operating in this 2uid mode is such that the speed range of the electric motor 34 is matched to the speed range of the layshaft 16, hence to that of the IC engine.
In this mode of operation, the electric motor 34 can maintain rotation of the internal components of the 9earbOX while it is disconnected from the IC engine during a gear change, thereby helping the gearbox to remain synchronised with the IC engine until the clutch is re-engaged, giving the perception of a smoother gear change.
When ejecirie motor 34 15 coiiriected through the 3 goar tran to thc ma!nshaft 14, the vehicle can operate in a pure electric mode with the IC engine turned off. To achieve this, the gearbox 10 is placed in neutral, and the selector clutch 30 is operated to completely disconnect the IC engine from the gearbox, as shown in Figure 4. In this 3 mode of operation, the complete disconnection of the IC engine ensures that when the vehicle is operating in electric mode only, the IC engine is not being rotated by the transmission, and the conventional vehicle clutch need not be opened. This ensures a minimum number of gear meshes to ensure maximum drive line efficiency.
In this 3rd mode of operation, the IC engine can be operated independently of the : electric motor 34. Thus, the IC engine can be used to drive a generator to charge the vehicle battery pack, thereby allowing the vehicle to operate in a range extender mode.
It has been found that embodiments of the invention can have a shift quality that compares favourably with a dual clutch transmission or an automatic transmission, but without the weight and complexity of such systems. Embodiments of the invention can also provide improved performance and efficiency as compared to existing systems.
The embodiment can provide an advantageously compact transmission, which is short in length when used in a transverse configuration, and which has a low centre of gravity.
A simplified embodiment of the invention will be described with reference to Figures 5to7.
As has been discussed above, it is norma' for each gear train to have one gear that is permanently secured for rotation with its shaft, while the other gear can rotate upon its shaft until it is selected by coupling it to its shaft. In the above arrangement, 3rd gear is selected by connecting the layshaft 3 gear to the layshaft 16, while the mainshaft gear is permanently connected to the mainshaft 14. Thus. mainshaft 3rd gear has an associated selector hub. In the embodiment of Figures 5 to 7, both the 3 gear layshaft gear and the 3 gear mak'.shaft gear are connected to their respective shafts by a selector 28, 28'. This allows the input spur gear 40 to be connected directly to (in mesh with) the layshaft gear of the 3 gear train. In Figures to 10 the convention is used that a selector that is connected is shown with hatching, while a selector that is disconnected is shown plain. 0 * * * *
Figure 5 shows that by connecting the layshaft gear of the 3Wgear train to the layshaft 16 and disconnecting the 3'' gear train mainshaft gear from the mainshaftl4, the electric motor 34 is assisting the gearbox input by connecting the electric motor 34 directly to the layshaft 16.
U
:.: : Figure 6 shows that if the 3 gear train layshaft gear is disconnected from the layshaft 16 and 3 gear train mainshaft gear is connected to the mainshaft 14, the electric motor 34 is connected directly to the mainshaft 14, and hence is assisting the gearbox output.
When the vehicle is to be driven in 3 gear, the 3 gear train is connected to both the layshaft 16 and the mainshaft 14 to auow the IC engine to drive the vehicle conventionally, and the electric motor 34 to assist the gearbox output. This arrangement is shown in Figure 7.
Although the electric motor 34 in this example drives 3 gear, it could alternatively drive any of the other gears, for example 1st or gear. Moreover, a multitude of secondary drive motors could also be used to drive more than one of the gear trains, for example 3Vd gear and 711) gear, to increase the operating envelope of the secondary drive system. Additionally, as in the previous embodiments, the IC engine can be operated independently of the or each secondary drive motor, to provide a drive for a generator, that is provided in conjunction with a vehicle battery pack to provide a range extender mode to the vehicle.
With reference now to Figures 8 to 10, a fourth embodiment of the invention will be described. In this embodiment, the electric motor 34 is connected to the gearbox 10 by a through gear 50. The through gear is shown in mesh with an idler gear 40 betweeji t and the spur gear 38 on the shaft 36 of the motor 34, aitho'jgh an idler gear is not essential for the correct functioning of the system. The through gear 50 is on one end of the layshaft 16 in this example. However, it could be incorporated at any point along the shaft length. A first selector 52 allows the through gear 50 to be connected to or disconnected from the layshaft 16, and a second selector 54 allows the through gear 50 to be connected to or disconnected from the layshaft gear of the srdgearti.ain In the configuration shown in Figure 8, the electric motor 34 transmits drive to the gearbox 10 by the through gear 50. The first selector 52 connects the through gear to the layshaft 16 and the second selector 54 is disconnected. In this ::".:; configuration, the electric motor 34 can assist the gearbox input.
In the configuration shown in Figure 9, the through gear 50 is connected through the second selector 54 to the layshaft gear of the 3Id gear train. (Gears other than 3td could be used alternatively.) The layshaft gear of the 3Td gear train is not connected to the layshaft by its selector, but the mainshaft gear of the 3 gear train is permanently connected to the mairishaft 14. In this configuration, the electric motor 34 can assist the gearbox output.
Figure 10 shows a similar situation to that of Figure 9, but additionally the gearbox is in 3 gear, so the layshaft gear of the 3 gear train is connected to the layshaft by its selector 28. Therefore, the electric motor 34 is connected to both the layshaft 16 and mainshaft 14.
Figures 11 and 12 show the construction of an embodiment that is essentially similar in operation to the embodiment of Figures 8 to 10. The principle components and mode of operation of this embodiment are the same as those of the embodiment of Figures 8 to 10, and will not be described further. It will be noted that the order in S which the seven gear trains are disposed on the mainshaft 14 and the layshaft 16 is different, but this does not affect the operation of the gearbox.
The electric motor 34 can connected either to the layshaft 16 providing a high-speed" selection, or to the gearbox output via the 3 gear, providing a "low-speed" selecUon. When the gearbox is fri gcar the s&ectbn of the e!ectilc motor 34 can be changed from low-speed to high-speed or vice versa without the occupants of the vehicle noticing the change, since at that point the low and high speeds are the same.
Figure 13 shows a typical speed v. axle torque graph for a vehicle equipped with a transmission system as described above. The line labelled "Speed: ICE" shows the * 15 speed of the IC engine v. the road speed of the vehicle, with each gearchange point, e.g. l to 2 etc., shown. The graph also shows, in the line labelled "Speed: E", the speed of the electric motor v. the speed of the vehicle. *. **
:: The graph shows that the speed of the electric motor increases from rest to its S maximum, which coincides with the gearbox change out of 31 gear into 4th gear.
The electric motor is connected to the gearbox output until this point, and at higher speeds it is connected to the gearbox input. The torque of the IC engine alone measured at the axle is shown in the dashed line labelled "Torque". The solid line labelled "Torque: ICE & E motor" shows the combined torque of the IC engine and the electric motor measured at the axle. It can be seen that there is a significant increase in the torque measured at the axle with the IC engine and electric motor combined, as compared to the torque of the IC engine alone. This increase is enhanced by the electric motor being initiafly connected to the gearbox output, and then to the gearbox input.

Claims (2)

  1. <claim-text>Claims 1. Atransmissiori system for a vehicle, the system comprising: a. a primary input shaft for receiving drive from a primary vehicle drive motor, b. a secondary input shaft for receiving drive from a secondary vehicle drive motor; c. an output shaft for connection to drive a final drive unit; d. a multi-speed gearbox that can connect the primary input shaft to the output shaft at one of a plurality of gear ratios; and *Ofle * e. input selection means; ** . 0 in which the input selection means, in a first configuration, connects the secondary input shaft to drive the output shaft and, in a second mode, connects the secondary input shaft to drive the primary input shaft. S. * * S S</claim-text> <claim-text>*
  2. 2. A transmission system according to claim I in which the input selection means operates by selectively connecting drive from the secondary input shaft to a first or a second gear train within the gearbox, each train having a gear on a mainshaft of the gearbox and a gear on a tayshaft of the gearbox.</claim-text> <claim-text>3. A transmission system according to claim 2 in which the first gear train is permanently connected for rotation with the mainshaft of the gearbox and the second gear train is permanently connected for rotation with the layshaft of the gearbox.</claim-text> <claim-text>4. A transmission system according to claim I in which the input selection means operates by selectively connecting drive from the secondary input shaft to a gear train within the gearbox or to a layshaft of the gearbox, the train having a gear on a mainshaft of the gearbox and a gear on the layshaft of the gearbox.</claim-text> <claim-text>5. A transmission system according to claim 1 in which the input selection means operates by selectively connecting drive from the secondary input shaft to a gear train within the gearbox or to a mainshaft of the gearbox, the train having a gear on a mainshaft of the gearbox and a gear on the layshaft of the gearbox.</claim-text> <claim-text>6. A transmission system according to claim 4 or claim 5 in which each gear of the gear train can be selectively connected to or disconnected from its shaft of the gearbox.</claim-text> <claim-text>7. A transmission system according to claim 4 or claim 5 in which drive from the secondary input shaft is passed to a through gear, which can be * selectively connected to a layshaft of the gearbox or to a layshaft gear of a gear train of the gearbox.</claim-text> <claim-text>8. A transmission system according to claim 4 or claim 5 in which drive from t: -: the secondary input shaft is passed to a through gear, which can be selectively connected to a mainshaft of the gearbox or to a mainshaft gear of a gear train of the gearbox.</claim-text> <claim-text>9. A transmission system according to claim 1 in which the input selection means operates by selectively connecting drive from the secondary input shaft to a layshaft of the gearbox or to a layshaft gear of a gear train of the gearbox.</claim-text> <claim-text>10. A transmission system according to any preceding claim further including a clutch that can selectively connect the primary drive motor to the gearbox or disconnect the primary drive motor from the gearbox.</claim-text> <claim-text>11. A transmission system according to any preceding claim that operates with the selection means in the first configuration when the gearbox is in neutrat or in a low ratio, and in the second configuration when the gearbox is in a high ratio.</claim-text> <claim-text>12. A transmission system for a vehicle substantially as described herein with reference to the accompanying drawings.</claim-text> <claim-text>13. A drive system for a vehicle, the drive system comprising a transmission system according 10 any preceding dairn and further ccmprisng a primary drive motor connected to the primary input shaft, and a secondary drive motor connected to the secondary input shaft.</claim-text> <claim-text>14. A drive system according to claim 13 in which the primary drive motor is an internal combustion engine. o..</claim-text> <claim-text>* -15. A drive system according to claim 14 in which the internal combustion engine is one of a compression ignition engine or a spark ignition engine.</claim-text> <claim-text>16. A drive system according to any one of claims 13 to 15 in which the secondary drive motor is an electric motor.</claim-text> <claim-text>17. A drive system according to claim 16 further including a battery pack.</claim-text> <claim-text>18. A drive system according to claim 17 further including charging means for the battery pack.</claim-text> <claim-text>19. A drive system according to claim 18 operable during such time that there is no drive connection from the primary drive motor to the output shaft, to connect the primary drive motor to the charging means to cause a to charge the battery pack.</claim-text>
GB1201987.3A 2011-07-11 2012-02-03 Automated manual transmission for a hybrid vehicle Withdrawn GB2495160A (en)

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EP12753155.6A EP2731816B1 (en) 2011-07-11 2012-07-11 Vehicle transmission system and vehicle drive system comprising the same
PCT/GB2012/000586 WO2013007972A1 (en) 2011-07-11 2012-07-11 Vehicle transmission system and vehicle drive system comprising the same
US14/131,053 US9358873B2 (en) 2011-07-11 2012-07-11 Vehicle transmission system and vehicle drive system comprising the same

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GBGB1111868.4A GB201111868D0 (en) 2011-07-11 2011-07-11 4-shaft gearbox for hybrid vehicle

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US9358873B2 (en) 2016-06-07
US20140283646A1 (en) 2014-09-25
EP2731816A1 (en) 2014-05-21
GB201111868D0 (en) 2011-08-24
GB201201987D0 (en) 2012-03-21
WO2013007972A1 (en) 2013-01-17
EP2731816B1 (en) 2017-11-29

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