NL2029821B1 - Hybrid powertrain for a motor vehicle - Google Patents

Hybrid powertrain for a motor vehicle Download PDF

Info

Publication number
NL2029821B1
NL2029821B1 NL2029821A NL2029821A NL2029821B1 NL 2029821 B1 NL2029821 B1 NL 2029821B1 NL 2029821 A NL2029821 A NL 2029821A NL 2029821 A NL2029821 A NL 2029821A NL 2029821 B1 NL2029821 B1 NL 2029821B1
Authority
NL
Netherlands
Prior art keywords
rotor shaft
electric machine
transmission
generator
electric motor
Prior art date
Application number
NL2029821A
Other languages
Dutch (nl)
Inventor
Van Der Sluis Francis
BARBOSA Carlos
Original Assignee
Bosch Gmbh Robert
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 Bosch Gmbh Robert filed Critical Bosch Gmbh Robert
Priority to NL2029821A priority Critical patent/NL2029821B1/en
Application granted granted Critical
Publication of NL2029821B1 publication Critical patent/NL2029821B1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
    • B60K6/22—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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range

Abstract

The invention relates to a hybrid powertrain for, in particular, a motor vehicle, comprising an internal combustion engine (3), a first electric machine (1), a second electric machine (2), a 5 driven wheel (5) and a gearing (4) for providing a driving connection there between, which gearing (4) is provided with a coupling device (9) that is arranged between the driven wheel (5) and both the second electric machine (2) and the internal combustion engine (3), for coupling or decoupling these to, respectively from one another. According to the invention, the gearing (4) is further provided with a continuously variable transmission (10) that is 10 arranged between the second electric machine (2) and the internal combustion engine (3) for varying a speed ratio there between.

Description

HYBRID POWERTRAIN FOR A MOTOR VEHICLE
The invention relates to a hybrid powertrain for or in a motor vehicle, in particular a passenger car, with an internal combustion engine or ICE, with an electric machine or motor/generator device, one or more driven wheels and with a gearing that provides a driving connecting between the driven wheels and either the ICE, the electric machine or both simultaneously. To this latter end, the gearing includes at least one controllable coupling device, such as a plate, cone, magnetic particle or a dog clutch, to selectively couple or decouple (at least) the ICE and the driven wheels. In the art several such hybrid powertrains have been proposed in a wide range of constructional complexities. Several well-known basic design and operating concepts are available for the electric machine, such as so-called ASM, ESM, PSM and SRM. Moreover, the electric machine can be co- axial with a crank shaft of the ICE or with another main shaft of the gearing (so called integrated motor generator or IMG), or it can be provided off-axis (so called separated motor generator or SMG) with a speed reduction gear applied between the rotor shaft of the electric machine and the said crank shaft or main gearing shaft.
The known hybrid powertrain typically provides several operational modes, such as a battery-powered electric machine drive mode, a gasoline-powered ICE drive mode, an ICE and electric machine-assisted drive mode, an electric machine brake energy recuperation, i.e. generation mode, etc.
To enhance the functionality and performance of the hybrid powertrain, it is known to include a second electric machine therein. This second electric machine provides the hybrid powertrain further operational mode of battery charging, wherein the gearing couples the second electric machine exclusively to the ICE, while the first electric machine is thereby coupled to the driven wheels. In this battery-charging mode, the ICE can drive the second electric machine to generate electric power for charging a battery of the motor vehicle, independently from the first electric machine, i.e. independently from the driven wheels.
Also, the gearing can couple the ICE and/or the second electric machine to the driven wheels in addition to the first electric machine, to e.g. improve vehicle acceleration. Hereto, the said coupling device is arranged between the driven wheels and the ICE and/or the second electric machine. The present invention specifically concerns such hybrid powertrain with two electric machines.
The gearing of the hybrid powertrain is typically arranged with fixed (rotational speed) ratio gear stages between the ICE, the two electric machines and/or the driven wheels.
However, enhanced functionality and performance of the hybrid powertrain can be realized by (also) applying a variable ratio transmission therein, preferably a continuously variable transmission that is otherwise known as a variator unit, which type of transmission provides a variable (rotational speed) ratio between the driven wheels, on the one hand, and one or more of the ICE and the two electric machines on the other hand. The present invention specifically concerns such hybrid powertrain with the variator unit.
The present considered hybrid powertrain with the said second electric machine and the said variator unit is for example known from the Japanese patent publication No. 5995099 and the international patent application publications WO2019005717-A1 and
WO02016063623-A1 that in particular disclose various arrangements of the gearing thereof.
According to the present invention, these and other known embodiments of the hybrid powertrain are suboptimal in terms of the overall balance between functionality/ performance and energy efficiency, on the one hand, and size/complexity and cost on the other hand.
According to the present invention, the said balance is struck optimal by including the variator unit between the ICE and the second electric machine. This novel embodiment of the hybrid powertrain has the advantage that the battery-charging mode thereof can be very efficient and/or versatile, since the ICE (crank shaft) rotational speed and the second electric machine (rotor shaft) rotational speed can be mutually adapted by selecting a specific transmission (speed) ratio from within the available range of transmission ratios provided by the variator unit. In this case, the operating point (in terms of rotational speed and rotational force, i.e. torque) of the ICE and the operating point of the second electric machine can both be set to provide the optimal combined (power) efficiency. Hereby, the continuously variable transmission ratio of the variator unit favourably provides the largest flexibility and thus the highest possible overall efficiency. Moreover, operating noise and rotational speed transients can typically also be reduced by the variator unit, in particular vis-a-vis a fixed or switchable 2-stage ratio gearing.
These and other aspects of the present invention, as well as more detailed embodiments thereof are explained in detail hereinafter with reference to:
Figure 1 is a schematic diagram representation of a first detailed embodiment of the hybrid powertrain according to the present invention; and
Figure 2 is a schematic diagram representation of a second detailed embodiment of the hybrid powertrain according to the present invention.
Figure 1 schematically illustrates a hybrid powertrain for a motor vehicle such as a passenger car in accordance with the present invention, showing only the main functional components thereof. The hybrid powertrain comprises three drive components 1, 2 and 3 of a first electric machine 1 with a first rotor shaft 11, a second electric machine 2 with a second rotor shaft 21 and an internal combustion engine or ICE 3 with a crank shaft 31. A gearing 4 of the hybrid powertrain drivingly connect these three drive components 1, 2, 3 to the -in this case- two driven wheels 5 of the motor vehicle.
In the embodiment of the hybrid powertrain illustrated in figure 1, the gearing 4 thereof includes a well-known differential 6 that connects an output 7b of a speed reducer 7 to two wheel shafts 51 of the powertrain, which wheel shafts 51 are each connected to a respective driven wheel 5. The differential 6 provides that the driven wheels 5 can rotate at mutually different speeds, while being driven (or driving) by the output 7b of the speed reducer 7.
An input 7a of the speed reducer 7 is connected to the said first rotor shaft 11 of the first electric machine 1. Thus, the first electric machine 1 is able to drive (or be driven) by the driven wheels 5 to propel (or brake) the motor vehicle wherein the powertrain is applied.
The speed reducer 7 provides a speed reduction of its output 7b relative to its input 7a, whereby a range of operating speeds of the first electric machine 1 is extended relative to such speed range of the driven wheels 5, i.e. of the motor vehicle, as is the commonly preferred practice in the art. The speed reducer 7 is illustrated in figure 1 as a well-known single stage reduction gear 7 with an input gear wheel 7a of relatively small diameter meshing with an output gear wheel 7b of relatively large diameter. Nevertheless, the speed reducer 7 can also include multiple, i.e. two or more, such reduction gear stages, or be embodied by another type of speed reducer 7 such as a chain-and-sprocket-type speed reducer. Moreover, the output 7b of the speed reducer 7 is in practice often integrated with the differential 6 rather than being connected thereto via an intermediate shaft 8 that is illustrated in figure 1.
The input 7a of the speed reducer 7 can selectively also be connected to the said second rotor shaft 21 of the second electric machine 2 via a controllable (i.e. openable and closable) coupling device 9 that is provided there between. The coupling device 9 is illustrated in figure 1 as a well-known plate clutch 9, but it can also be embodied by another type of coupling device 9, such as a dog clutch. Thus, the speed reducer 7 also extends the range of operating speeds of the second electric machine 2 relative to the speed range of the motor vehicle.
The second rotor shaft 21 of the second electric machine 2 is connected to the crank shaft 31 of the ICE 3 via a continuously variable transmission, i.e. variator unit 10. The variator unit 10 is schematically illustrated in figure 1 as a well-known (chain) belt-and- pulley-type variator unit 10, but it can also be embodied by another type of variator unit 10, such as a toroidal- or roller-type variator unit 10. By means of the controllable transmission ratio provided by the variator unit 10, the speed of the ICE 3 can be varied in relation to the speed of the second electric machine 2 and -if the coupling device 9 is closed- also in relation to the speed reducer 7.
If the coupling device 9 is closed, the ICE 3 can drive (the driven wheels 5 of) the motor vehicle, whether or not assisted by the first electric machine 1 and/or the second electric machine 2 also driving the motor vehicle. Alternatively, the first electric machine 1 and/or the second electric machine 2 can be driven by the ICE 3 to charge a battery (not illustrated) of the motor vehicle, while the ICE 3 also drives the motor vehicle. However, to charge the battery, it is preferable to drive the motor vehicle by the first electric machine 1 while the coupling device 9 is open. In this case, the ICE 3 can independently drive the second electric machine 2 to favourably charge the battery at a desired rate and in a desired operating point (in terms of rotational speed and rotational force, i.e. torque) of, on the one hand, the ICE 3 and of the second electric machine 2 on the other hand, as determined by the transmission ratio provided by the variator unit 10.
The embodiment of the hybrid powertrain illustrated in figure 1, is advantageous not only in terms of the efficiency and flexibility of the battery-charging mode, but also in terms of its simple and compact construction, in particular by one or more of the following design features included therein: - the crank shaft 31 of the ICE 3 is connected directly (i.e. without a reduction gear stage being provided there between) to an input 10a of the variator unit 10, while being arranged coaxial therewith; and/or - the second rotor shaft 21 protrudes on both axial sides of the second electric machine 2, while on one axial side thereof being coaxial with and directly connected to an output 10b of the variator unit 10 and on the opposite axial side thereof being coaxial with and directly connected to the coupling device 9; and/or - the coupling device 9 is connected directly to an input 7a of the speed reducer 7, while being arranged coaxial therewith; and/or - the first rotor shaft 11 of the first electric machine 1 is connected directly to the input 7a of the speed reducer 7, while being arranged coaxial therewith (i.e. is embodied as an IMG).
In this latter respect is noted that the first electric machine 1 can be arranged on the opposite axial side of the speed reducer 7 relative to the second electric machine 2, as is illustrated in figure 1. However, the first electric machine 1 can also be arranged on the same axial side of the speed reducer 7 as the second electric machine 2 (not illustrated). In this latter arrangement, the first rotor shaft 11 preferably protrudes on both axial sides of the first electric machine 1, while on one axial side thereof being coaxial with and directly connected to the input 7a of the speed reducer 7 and on the opposite axial side thereof being coaxial with and directly connected to the coupling device 9. In addition, the second electric machine 2 can be arranged on the opposite axial side of the variator unit 10 relative to the coupling device 9 (not illustrated).
Moreover, in principle, the first electric machine 1 and/or the second electric machine 2 can alternatively be connected to the gearing 4 via a speed reduction gear (i.e. can be embodied as an SMG). This has the known advantage that the speed range wherein the 5 electric machine(s) 1, 2 is (are) operated, is extended relative to the speed range of the motor vehicle, which is particularly helpful for the first electric machine 1 that cannot be decoupled from the driven wheels 5 (see also under figure 2 below).
Figure 2 schematically illustrates a further embodiment of the hybrid powertrain in accordance with the present invention. The main functional components of this further embodiment of the hybrid powertrain are the same as those depicted in figure 1. However, in this second embodiment, the first electric machine 1 is placed off-axis relative to the second electric machine 2. Moreover, multiple reduction gear stages are included in the reducer 7, such that the two electric machines 1, 2 are operated in mutually different speed ranges (relative to the speed range of the motor vehicle) by connecting, preferably directly connecting, each electric machine 1, 2 to a respective reduction gear stage of the reducer 7. In particular, the first electric machine 1 -that is always directly connected to the driven wheels 5- is operated in a speed range that is extended relative to that of the second electric machine 2 -that can selectively be connected to the driven wheels 5 via and by means of the coupling device 9-. More in particular, such speed range extension is preferably realised by including an intermediate reduction gear 7c in the speed reducer 7, arranged between its output 7b and its respective input 7a1 (directly) connected to the first rotor shaft 11 of the first electric machine 1 and providing two speed reduction stages (i.e. both between the said respective input 7a1 and the intermediate reduction gear 7c and between the intermediate reduction gear 7¢ and the said output 7b).
The present invention, in addition to the entirety of the preceding description and all details of the accompanying figures, also concerns and includes all the features of the appended set of claims. Bracketed references in the claims do not limit the scope thereof, but are merely provided as non-binding examples of the respective features. The claimed features can be applied separately in a given product or a given process, as the case may be, but it is also possible to apply any combination of two or more of such features therein.
The invention is not limited to the embodiments and/or the examples that are explicitly mentioned herein, but also encompasses amendments, modifications and practical applications thereof that lie within reach of the person skilled in the relevant art.

Claims (6)

CONCLUSIESCONCLUSIONS 1. Een hybride aandrijflijn voor of in een motorvoertuig, bestaande uit een verbrandingsmotor (3) met een krukas (31), een eerste elektrische motor/generator (1) met een eerste rotoras (11), een tweede elektrische motor/generator (2) met een tweede rotoras (21), een aangedreven wiel (5) met een wielas (51) en een overbrenging (4) voor een aandrijfverbinding tussen de genoemde assen (11, 21, 31, 51), welke overbrenging (4) is voorzien van een koppelinrichting (9), zoals een hydraulisch bedienbare koppeling, die is aangebracht tussen het aangedreven wiel (5) en zowel de tweede elektrische motor/generator (2) als de verbrandingsmotor (3), voor het koppelen of ontkoppelen van de wielas (51) van zowel de tweede rotoras (21) als de krukas (31), met het kenmerk dat de overbrenging (4) verder is voorzien van een continu variabele transmissie (10), die tussen de tweede elektrische motor/generator (2) en de verbrandingsmotor (3) is geplaatst, voor het variëren van een overbrengingsverhouding tussen de tweede rotoras (21) en de krukas (31) daarvan.1. A hybrid powertrain for or in a motor vehicle, consisting of an internal combustion engine (3) with a crankshaft (31), a first electric motor/generator (1) with a first rotor shaft (11), a second electric motor/generator (2 ) with a second rotor shaft (21), a driven wheel (5) with a wheel shaft (51) and a transmission (4) for a drive connection between said shafts (11, 21, 31, 51), which transmission (4) is provided with a coupling device (9), such as a hydraulically operable coupling, which is arranged between the driven wheel (5) and both the second electric motor/generator (2) and the combustion engine (3), for coupling or disconnecting the wheel axle (51) of both the second rotor shaft (21) and the crankshaft (31), characterized in that the transmission (4) is further provided with a continuously variable transmission (10), which is connected between the second electric motor/generator (2) and the internal combustion engine (3) is arranged for varying a transmission ratio between the second rotor shaft (21) and its crankshaft (31). 2. De hybride aandrijflijn volgens conclusie 1, met het kenmerk dat de overbrenging (4) daarvan verder is voorzien van een tandwieloverbrenging (7), die is aangebracht tussen het aangedreven wiel (5) en zowel de eerste elektrische motor/generator (1) als de tweede elektrische motor/generator (2) en die daartussen in een vaste overbrenginsverhouding voorziet, en dat zowel de eerste rotoras (11) als de tweede rotoras (21) coaxiaal met een ingang (7a; 7al} van de tandwieltrap (7) zijn gepositioneerd, hetzij beide aan dezelfde axiale zijde van de tandwieltrap (7), hetzij aan verschillende axiale zijden daarvan.The hybrid power train according to claim 1, characterized in that its transmission (4) further comprises a gear transmission (7) arranged between the driven wheel (5) and both the first electric motor/generator (1) as the second electric motor/generator (2) and providing a fixed gear ratio between them, and that both the first rotor shaft (11) and the second rotor shaft (21) are coaxial with an input (7a; 7al} of the gear stage (7) are positioned either both on the same axial side of the gear stage (7) or on different axial sides thereof. 3. De hybride aandrijflijn volgens conclusie 1, met het kenmerk dat de overbrenging (4) daarvan verder is voorzien van een tandwieloverbrenging (7), die is aangebracht tussen het aangedreven wiel (5) en zowel de eerste elektrische motor/generator (1) als de tweede elektrische motor/generator (2) en die daartussen in twee verschillende vaste overbrenginsverhoudingen voorziet, en dat de vaste overbrengingsverhouding tussen de wielas (51) en de eerste rotoras (11) groter is dan de vaste overbrengingsverhouding tussen de wielas (51) en de tweede rotoras (21).The hybrid power train according to claim 1, characterized in that its transmission (4) further comprises a gear transmission (7) arranged between the driven wheel (5) and both the first electric motor/generator (1) if the second electric motor/generator (2) and the one between them provides two different fixed gear ratios, and that the fixed gear ratio between the wheel shaft (51) and the first rotor shaft (11) is greater than the fixed gear ratio between the wheel shaft (51) and the second rotor shaft (21). 4. De hybride aandrijflijn volgens conclusie 1, 2 of 3, met het kenmerk dat de eerste rotoras (11) rotatie-vast is verbonden met de wielas (51), d.w.z. zonder dat daartussen een koppelinrichting is voorzien.The hybrid powertrain according to claim 1, 2 or 3, characterized in that the first rotor shaft (11) is connected to the wheel shaft (51) in a rotationally fixed manner, i.e. without a coupling device being provided therebetween. 5. De hybride aandrijflijn volgens een voorgaande conclusie, met het kenmerk dat de krukas (31) rotatievast en bij voorkeur coaxiaal met een ingang (10a) van de continu variabele transmissie (10) is gepositioneerd.The hybrid powertrain according to any preceding claim, characterized in that the crankshaft (31) is positioned rotationally fixed and preferably coaxial with an input (10a) of the continuously variable transmission (10). 6. De hybride aandrijflijn volgens een voorgaande conclusie, met het kenmerk dat de tweede rotoras (21) aan beide axiale zijden van de tweede elektrische motor/generator (2) uitsteekt en aan die tegenover elkaar liggende axiale zijden daarvan, respectievelijk is verbonden met een uitgang (10b) van de continu variabele transmissie (10) en op de koppelinrichting (9), in beide gevallen bij voorkeur rotatievast en coaxiaal.The hybrid powertrain according to any preceding claim, characterized in that the second rotor shaft (21) protrudes from both axial sides of the second electric motor/generator (2) and is respectively connected to an on said opposite axial sides thereof. output (10b) of the continuously variable transmission (10) and on the coupling device (9), in both cases preferably rotationally fixed and coaxial.
NL2029821A 2021-11-18 2021-11-18 Hybrid powertrain for a motor vehicle NL2029821B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
NL2029821A NL2029821B1 (en) 2021-11-18 2021-11-18 Hybrid powertrain for a motor vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL2029821A NL2029821B1 (en) 2021-11-18 2021-11-18 Hybrid powertrain for a motor vehicle

Publications (1)

Publication Number Publication Date
NL2029821B1 true NL2029821B1 (en) 2023-06-13

Family

ID=79270044

Family Applications (1)

Application Number Title Priority Date Filing Date
NL2029821A NL2029821B1 (en) 2021-11-18 2021-11-18 Hybrid powertrain for a motor vehicle

Country Status (1)

Country Link
NL (1) NL2029821B1 (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040251065A1 (en) * 2003-05-09 2004-12-16 Nissan Motor Co., Ltd. Drive control device for hybrid vehicle
WO2016063623A1 (en) 2014-10-20 2016-04-28 本田技研工業株式会社 Hybrid drive device
JP5995099B2 (en) 2013-07-03 2016-09-21 本田技研工業株式会社 Power transmission device for vehicle
WO2019005717A1 (en) 2017-06-26 2019-01-03 Dana Limited Powertrain
DE102017128056A1 (en) * 2017-11-28 2019-05-29 Schaeffler Technologies AG & Co. KG Hybrid powertrain
DE102017130494A1 (en) * 2017-12-19 2019-06-19 Schaeffler Technologies AG & Co. KG Hybrid powertrain
WO2019201370A1 (en) * 2018-04-19 2019-10-24 Schaeffler Technologies AG & Co. KG Hybrid drivetrain comprising a combustion powertrain and an electrical powertrain

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040251065A1 (en) * 2003-05-09 2004-12-16 Nissan Motor Co., Ltd. Drive control device for hybrid vehicle
JP5995099B2 (en) 2013-07-03 2016-09-21 本田技研工業株式会社 Power transmission device for vehicle
WO2016063623A1 (en) 2014-10-20 2016-04-28 本田技研工業株式会社 Hybrid drive device
WO2019005717A1 (en) 2017-06-26 2019-01-03 Dana Limited Powertrain
DE102017128056A1 (en) * 2017-11-28 2019-05-29 Schaeffler Technologies AG & Co. KG Hybrid powertrain
DE102017130494A1 (en) * 2017-12-19 2019-06-19 Schaeffler Technologies AG & Co. KG Hybrid powertrain
WO2019201370A1 (en) * 2018-04-19 2019-10-24 Schaeffler Technologies AG & Co. KG Hybrid drivetrain comprising a combustion powertrain and an electrical powertrain

Similar Documents

Publication Publication Date Title
US7256510B2 (en) Hybrid electro-mechanical transmission with single motor/generator and method of control
US7220200B2 (en) Electrically variable transmission arrangement with spaced-apart simple planetary gear sets
US7261660B2 (en) Electrically variable transmission arrangement with transfer gear between gear sets and clutches
JP5069246B2 (en) HYBRID DRIVE FOR VEHICLE AND METHOD FOR CONTROLLING TRANSMISSION DEVICE FOR HYBRID DRIVE
US9764631B2 (en) Power transmission system of hybrid electric vehicle
JP4222406B2 (en) Power output device and hybrid vehicle
US7238132B2 (en) Electrically variable transmission arrangement with transfer gear between motor/generators
EP2282907B1 (en) Vehicle driveline comprising an energy recovery system
US11524567B2 (en) Hybrid transmission unit having two planetary wheel sets and a plurality of switching devices; and motor vehicle
US8882624B1 (en) Power transmission device for hybrid vehicle
TWI584974B (en) Engine running at fixed speed incorporated controllable tnrasmission power system
WO2019218266A1 (en) Hybrid power transmission and vehicle
US20090065274A1 (en) Hybrid Driving Unit and Vehicle Carrying the Same
US20030100395A1 (en) Powertrain for hybrid electric vehicles
US9371892B2 (en) Power transmission system of hybrid electric vehicle
US9193253B2 (en) Power transmission system of hybrid electric vehicle
WO2019218267A1 (en) Hybrid power transmission and vehicle
US8961344B2 (en) Hybrid transmission
Dong et al. Review of continuously variable transmission powertrain system for hybrid electric vehicles
CN110740892A (en) Transmission device for hybrid vehicle, power transmission apparatus, method for operating the same, and hybrid vehicle
Meisel et al. Evaluation of the through-the-road architecture for plug-in hybrid electric vehicle powertrains
CN103338955B (en) Drive mechanism for vehicle
KR20200124947A (en) Power transmission system of hybrid electric vehicle
NL2029821B1 (en) Hybrid powertrain for a motor vehicle
KR101637743B1 (en) Powertrain for hybrid vehicle