US20180111467A1 - Hybrid transmission device - Google Patents
Hybrid transmission device Download PDFInfo
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- US20180111467A1 US20180111467A1 US15/719,623 US201715719623A US2018111467A1 US 20180111467 A1 US20180111467 A1 US 20180111467A1 US 201715719623 A US201715719623 A US 201715719623A US 2018111467 A1 US2018111467 A1 US 2018111467A1
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- gear
- planetary gear
- transmission device
- motor
- caliper brake
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- 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
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- 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
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- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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- F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
- F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
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- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3009—Constructional features of the final output mechanisms the final output mechanisms having elements remote from the gearbox
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/30—Sensors
- B60Y2400/303—Speed sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/81—Braking systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
- F16H2037/101—Power split variators with one differential at each end of the CVT
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2017—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with six sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
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- 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
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- 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
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/909—Gearing
- Y10S903/91—Orbital, e.g. planetary gears
- Y10S903/911—Orbital, e.g. planetary gears with two or more gear sets
Definitions
- the present invention relates generally to vehicular transmission. More particularly, the present invention relates to vehicular transmissions that receives input power from an engine as well as an electrical storage device. Specifically, the present invention relates to a hybrid transmission device that utilizes six planetary gear sets that are operatively connected to an engine and two motor/generators. The motor/generators are coaxially aligned with each other as well as the planetary gear sets. The planetary gear sets provide multi-modes, or speed change devices, that are selectively available, as by the utilization of eight caliper brake systems, to transmit power from the engine and/or motor/generators to the output member of the transmission, depending upon the desired, or required, power and/or speed to be delivered by the output member. The transmission provides various driving modes and four available fixed speed ratios.
- a vehicular transmission The purpose of a vehicular transmission is to provide a neutral, one or more forward and reverse driving range that impart power from engine, and/or other power sources, to the drive members which deliver the tractive effort from the vehicle to terrain over which the vehicle is being driven.
- the drive members may be front wheels or rear wheels.
- the transmission of a hybrid electric vehicle includes an engine, the first and second motor/generators and energy storage device, such as batteries, wherein the engine and motors can drive the wheels individually, the engine can charge the energy storage device through the electric machine operating as a generator, and vehicle kinetic energy can be recovered and regenerated using the wheel brakes to drive the generator and recharge the energy storage device.
- a control unit regulates power flow among the energy storage device and the motor/generators as well as between the first and second motor/generators.
- the transmission for a hybrid electric vehicle is significantly increased in capacity so that electrical energy from the electric grid can be used of electric drive is expected. As a result, a much greater use of electric drive is expected.
- the transmissions adapted to receive the output power from either the first or second motor/generators, or both, would to be provided that will operate at high efficiencies over a wide variety of operating conditions.
- the direct connection of the first motor/generator to the engine shaft causes the first motor/generator shaft to rotate as the engine driving the wheels individually.
- the direct connection of the second motor/generator to the wheel speed causes the second motor/generator shaft to rotate as the vehicle moves when the engine is off.
- slip, or relative rotational movement between the connective surfaces of the clutch when the clutch connective surfaces are intended to be synchronized and locked occurs whenever reactive torque applied to the clutch exceeds actual capacity torque created by applied clamping force.
- These cause several issues including (i) slip in the transmission results in a lot of heat and dust causing degradation for the performance and life of the transmission; (ii) resistance force between two connective surfaces for wet clutch plates becomes larger as the input member speed becomes higher resulting in a large amount of heat and a decrease in efficiency for the transmission; (iii) the oil roads of clutches are very complex and precise resulting in a significant increase in costs; (iv) once the clutches are damaged, the transmission must be disassembled for repair or replacement; (v) lubricating oil selection for the transmission must take into account clutch performance and transmission life, such as gears and bearings, it is difficult to give full play to the best performance of lubricating oil.
- a primary aspect of the present invention provides a new and novel transmission configuration that is particularly suited to be made and assembled in modules.
- the hybrid transmission device is particularly useful in buses and trucks.
- the transmission uses six planetary gear sets and eight caliper brake systems and provides various driving modes. It enables maximum power to be reached more quickly for passing, towing and hauling, and enables the use of smaller electrical components with high power engines which may be cost-effectively implemented into buses and trucks. By providing four fixed speed ratios in an electrically variable transmission, maximum fuel and electricity economy is achieved at a reasonable cost.
- a hybrid transmission device embodying the concepts of the present invention utilizes an input member for receiving power from a prime mover power source and an output member for delivering power from the transmission.
- First and second motor/generators are operatively connected to an energy storage device for interchanging electrical power between the storage device and the first and second motor/generators.
- a control unit is provided for regulating the electrical power interchange between the energy storage device and the first and second motor/generators.
- the subject transmission employs six planetary gear sets which are coaxially aligned.
- Each planetary gear set has a sun gear and a ring gear, each of which meshingly engage a plurality of planet gears.
- the first and second motor/generators are coaxially aligned with each other as well as six planetary gear sets.
- the sun gear in the first planetary gear set is connected to the first motor/generator.
- the sun gear in the second planetary gear set is connected to the second motor/generator.
- the carrier in the first planetary gear set is connected to the engine.
- the carrier in the second planetary gear set is connected to the sun gears in the third and fourth planetary gear sets.
- the carrier in the sixth planetary gear set is connected to the output member of the transmission.
- the caliper brake system is fixed caliper architecture, comprises a dry disc, the speed sensors for watching state of the dry disc, the left pad plate, the right pad plate, two pairs of independent hydraulic pistons as well as the calipers.
- the caliper disc brake system, the left pad plate and the right pad plate are pressed against the dry disc by two pairs of independent hydraulic pistons inside the calipers, respectively, connected in parallel to the same pressure source from the hydraulic actuator cylinder by using a hydraulic circuit.
- the calipers and the dry disc are mounted on outside of the transmission housing.
- the ring gear in the first planetary gear set is connected with the ring gear in the second planetary gear set by a first gear.
- the carrier in the third planetary gear set is connected with the ring gear in the fourth planetary gear set.
- the ring gear in the fifth planetary gear set is connected with the ring gear in the sixth planetary gear set by a third gear and the carrier in the third planetary gear set is connected with the sun gear in the sixth planetary gear set.
- E1 shift gears are symmetrically arranged on the outer circumference of the first gear, and the two E1 shift gears are simultaneously engaged with the first gear.
- the E1 shift gear is fixedly connected with an E1 brake disc by an E1 gear shift.
- T1 shift gears are symmetrically arranged on the outer circumference of the ring gear in the third planetary gear set, and the two T1 shift gears are simultaneously engaged with the ring gear in the third planetary gear set.
- the T1 shift gear is fixedly connected with a T1 brake disc by a T1 gear shift.
- T2 shift gears are symmetrically arranged on the outer circumference of the ring gear in fourth planetary gear set, and the two T1 shift gears are simultaneously engaged with the ring gear in fourth planetary gear set.
- the T2 shift gear is fixedly connected with a T2 brake disc by a T2 gear shift.
- T3 shift gears are symmetrically arranged on the outer circumference of the second gear, and the two T3 shift gears are simultaneously engaged with the second gear.
- the T3 shift gear is fixedly connected with a T3 brake disc by a T3 gear shift.
- T4 shift gears are symmetrically arranged on the outer circumference of the third gear, and the two T4 shift gears are simultaneously engaged with the third gear.
- the T4 shift gear is fixedly connected with a T4 brake disc by a T4 gear shift.
- the M1 brake disc is fixedly connected with the first motor/generator shaft.
- the M2 brake disc is fixedly connected with the second motor/generator shaft.
- the E0 brake disc is fixedly connected with the input member of the transmission.
- FIG. 1 is a schematic representation of the hybrid transmission device
- FIG. 2 is a diagrammatic, longitudinal cross section view of a hybrid transmission device according to a representative preferred embodiment of the invention depicted in FIG. 1 ;
- FIG. 3 is a diagrammatic, longitudinal cross section view of a hybrid transmission device according to a representative preferred embodiment of the invention depicted in FIG. 1 ;
- FIG. 4 is a partial sectional view showing the motor/generators rotors and the planetary gear sets in FIG. 1 , FIG. 2 and FIG. 3 ;
- FIG. 5 is a partial sectional view showing the brake discs, the planetary gear sets and the shift gears in FIG. 1 , FIG. 2 and FIG. 3 ;
- FIG. 6 is a partial sectional view showing the shift gears in FIG. 1 , FIG. 2 and FIG. 3 ;
- FIG. 3 one representative form of a hybrid transmission device with four fixed speed ratios that can be readily assembled in conformity with the concepts of the present invention is designated generally by the numeral 10 on the accompanying drawings, and that preferred form of the hybrid transmission device is depicted in FIGS. 1 through 6 , inclusive.
- the hybrid transmission device 10 is constructed to permit a unique modular assembly. That is, an over-all housing 99 is comprised of four modules.
- a first module is a first generally annular central portion that is provided with a first housing 99 a and a first stanchion plate 99 b .
- a first motor/generator is installed in the first central portion.
- a second modular is a second generally annular central portion that is provided with the first stanchion plate 99 b and a second housing 99 c .
- a first and second planetary gear sets are installed in the second central portion.
- a third modular is a third generally annular central portion that is provided with a second stanchion plate 99 d and a third housing 99 e .
- a second motor/generator is installed in the third central portion.
- a fourth modular is a fourth generally annular central portion that is provided with a third housing 99 e and a third stanchion plate 99 f .
- a third, fourth, fifth and sixth planetary gear sets are installed in the fourth central portion.
- the hybrid transmission device 10 has an input member 14 that may be in the nature of shaft which may be directly driven by an engine 11 .
- a transient torque damper 13 may be incorporated between the output shaft of the engine 11 and the input member 14 of the hybrid transmission device 10 .
- the engine 11 may be a fossil fuel engine, such as a diesel engine which is readily adapted to provide its available power output delivered. Irrespective of the means by which the engine 11 is connected to the input member 14 of the hybrid transmission device 10 , the input member 14 is connected to a first carrier 28 in a first planetary gear set P1 in the hybrid transmission device 10 .
- first motor/generator shaft 22 is connected with a first sun gear 25 , the other end is fixedly connected with a M1 dry disc 19 , and a first motor rotor 23 is fixedly secured to the middle.
- the first motor/generator rotor shaft 22 is hollow allowing the input member 14 to pass through its center from the first planetary gear P1 to the first carrier 28 .
- the input member 14 has two collars, the shaft end of which engage the inner cages of a first bearing 141 and a second bearing 142 , respectively.
- a second carrier 33 has one buttressed annular hub that is partitioned, to receive outer cage of the second bearing 142 .
- An E0 dry disc 15 is fixedly secured to the front end of the input member 14 .
- the hybrid transmission device 10 utilizes six compound planetary gear sets P1, P2, P3, P4, P5 and P6.
- the first planetary gear set P1 has a first outer gear member 27 , which may generally be designated as the first ring gear 27 , which circumscribes an first inner gear member 25 , generally designated as the first sun gear 25 .
- a plurality of first planet gear members 26 are rotatably mounted on the first carrier 28 such that each first planet gear 26 meshingly engages both the first ring gear 27 and the first sun gear 25 .
- the second planetary gear set P2 has a second outer gear member 32 , which may generally be designated as the second ring gear 32 , which circumscribes an second inner gear member 30 , generally designated as the second sun gear 30 .
- a plurality of second planet gear members 31 are rotatably mounted on a second carrier 33 such that each second planet gear 31 meshingly engages both the second ring gear 32 and the second sun gear 30 .
- the first ring gear 27 is connected to the second ring gear 32 by a first gear 29 .
- the first gear 29 has an outer tooth structure, which is mounted on the outer circumference of the whole ring formed by the first ring gear 27 and the second ring gear 32 .
- a differential compound planetary gear set is comprised of the first planetary gear set P1 and the second planetary gear set P2.
- the E1 shift gear systems comprise an E1 gear 35 which meshingly engages the first gear 29 , a E1 shift gear shaft 36 which is fixedly secured to an E1 dry disc 37 , an E1 left bearing 363 a , an E1 right bearing 363 b , an E1 left spacing ring 361 a and an E1 right spacing ring 361 b which is fixed to the E1 gear shaft 36 by a left shaft circlip 362 a and a right shaft circlip 362 b . Therefore, the first gear 29 is positioned in the axial direction by the spacing rings 361 a and 361 b .
- the stanchion plate 99 b and the housing 99 c have two annular hubs in the direction of circumferential symmetry, which are partitioned to receive outer cages of four bearings 363 a and 363 b.
- the first motor/generator has a first stator 24 and a first rotor 23 .
- the second motor/generator has a second stator 47 and a second rotor 46 .
- the first motor/generator stator 24 is fixedly secured to a generally cylindrical, interior surface of the central housing portion 99 a .
- the second motor/generator stator 47 is fixedly secured to a generally cylindrical, interior surface of the central housing portion 99 e.
- the first stanchion plate 99 b extends from the end of the central housing portion 99 a near the engine 11 to terminate in two buttressed annular hubs that are partitioned, to receive outer cages of a third bearing 222 and the first bearing 141 , respectively.
- the stanchion plate of the central housing portion 99 a is used to connect with the engine 11 .
- the first stanchion plate 99 b has a buttressed annular hub that is partitioned to receive outer cage of a forth bearing 221 .
- the first motor/generator rotor shaft 22 has two collars the shaft end of which engage the inner cages of the forth bearing 221 and third 222 , respectively.
- the second stanchion plate 99 d extends radially inwardly from the medial portion of the interior surface in the central housing portion 99 e that is partitioned to receive outer cage of a fifth bearing 401 .
- the second stanchion plate 99 d has also a buttressed annular hub that is partitioned to receive outer cage of a sixth bearing 402 .
- the second motor/generator rotor shaft 40 has two collars the shaft end of which engage the inner cages of the fifth bearing 401 and sixth bearing 402 , respectively.
- the second motor/generator rotor shaft 40 is hollow allowing an input shaft 34 to pass through its center from the second planetary gear P2 to the second carrier 33 .
- One end of the second motor/generator shaft 40 is connected with the second sun gear 30 , the other end is fixedly connected with the second motor/generator rotor 46 , and a M2 dry disc 41 is fixedly secured to the middle.
- the third planetary gear set P3 has an third outer gear member 50 , which may generally be designated as the third ring gear 50 , which circumscribes an third inner gear member 48 , generally designated as the third sun gear 48 .
- a plurality of third planet gear members 49 are rotatably mounted on a third carrier 51 such that each third planet gear 49 meshingly engages both the third ring gear 50 and the third sun gear 48 .
- the third ring gear 50 has both the internal and external teeth.
- the T1 shift gear system comprises a T1 gear 56 which meshingly engages the outer gear teeth of the third ring gear 50 , a T1 shift gear shaft 57 which is fixedly secured to a T1 dry disc 59 , a T1 left bearing 573 a , a T1 right bearing 573 b , a T1 left spacing ring 571 a and a T1 right spacing ring 571 b which is fixed to a T1 gear shaft 57 by a left shaft circlip 572 a and a right shaft circlip 572 b . Therefore, the third ring gear 50 is positioned in the axial direction by the spacing rings 571 a and 571 b.
- the fourth planetary gear set P4 has an fourth outer gear member 52 , which may generally be designated as the fourth ring gear 52 , which circumscribes an fourth inner gear member 53 , generally designated as the fourth sun gear 53 .
- a plurality of fourth planet gear members 54 are rotatably mounted on a fourth carrier 55 such that each fourth planet gear 54 meshingly engages both the fourth ring gear 52 and the fourth sun gear 53 .
- the fourth ring gear 52 has both the internal and external teeth.
- the T2 shift gear system comprises a T2 gear 62 which meshingly engages the outer gear teeth of the fourth ring gear 52 , a T2 shift gear shaft 63 which is fixedly secured to a T2 dry disc 64 , a T2 left bearing 633 a , a T1 right bearing 633 b , a T2 left spacing ring 631 a and a T2 right spacing ring 631 b which is fixed to the T2 gear shaft 63 by a left shaft circlip 632 a and a right shaft circlip 632 b . Therefore, the third ring gear 52 is positioned in the axial direction by the T2 left spacing rings 631 a and T2 right 631 b.
- the input shaft 34 is simultaneously connected with the third sun gear 48 and the fourth sun gear 53 .
- the input shaft 34 is fixedly secured to the second carrier 33 which has one buttressed annular hub that is partitioned, to receive outer cage of a seventh bearing 341 .
- the fourth carrier 55 has one buttressed annular hub that is partitioned, to receive outer cage of a eighth bearing 342 .
- the first carrier 28 has one collar the end of which engages the inner cage of the seventh bearing 341 .
- the third carrier 51 is connected to the fourth ring gear 52 .
- the fifth planetary gear set P5 has an fifth outer gear member 70 , which may generally be designated as the fifth ring gear 70 , which circumscribes an inner gear member 68 , generally designated as the fifth sun gear 68 .
- a plurality of fifth planet gear members 69 are rotatably mounted on a fifth carrier 71 such that each fifth planet gear member 69 meshingly engages both the fifth ring gear 70 and the fifth sun gear 68 .
- the fifth sun gear 68 is fixedly connected to a second gear 67 that has only the external teeth.
- the T3 shift gear systems comprise a T3 gear 77 which meshingly engages the second gear 67 , a T3 shift gear shaft 78 which is fixedly secured to the T3 dry disc 79 , a T3 left bearing 783 a , a T3 right bearing 783 b , a T3 left spacing ring 781 a and a T3 right spacing ring 781 b which is fixed to the T3 gear shaft 78 by a left shaft circlip 782 a and a right shaft circlip 782 b . Therefore, the second gear 67 is positioned in the axial direction by the spacing rings 781 a and 781 b.
- the sixth planetary gear set P6 has an sixth outer gear member 74 , which may generally be designated as the sixth ring gear 74 , which circumscribes an inner gear member 72 , generally designated as the sixth sun gear 72 .
- a plurality of sixth planet gear members 73 are rotatably mounted on a sixth carrier 76 such that each sixth planet gear member 73 meshingly engages both the sixth ring gear 74 and the sixth sun gear 72 .
- the fifth ring gear 70 is connected to the sixth ring gear 74 by a third gear 75 .
- the third gear 75 has an outer tooth structure, which is mounted on the outer circumference of the whole ring formed by the fifth ring gear 70 and the sixth ring gear 74 .
- the T4 shift gear systems comprise a T4 gear 85 which meshingly engages the third gear 75 , a T4 shift gear shaft 86 which is fixedly secured to a T4 dry disc 88 , a T4 left bearing 863 a , a T4 right bearing 863 b , a T4 left spacing ring 861 a and a T4 right spacing ring 861 b which is fixed to the T4 shift gear shaft 86 by a left shaft circlip 862 a and a right shaft circlip 862 b . Therefore, the third gear 75 is positioned in the axial direction by the spacing rings 861 a and 861 b.
- the third housing 99 e and the third stanchion plate 99 f have eight annular hubs in the direction of circumferential symmetry, which are partitioned to receive outer cages of sixteen bearings 573 a , 573 b , 633 a , 633 b , 783 a , 783 b , 863 a and 863 b.
- the second gear 67 and the fifth sun gear 68 are hollow allowing a middle shaft 61 to pass through its center from the fourth planetary gear set P4 to the fifth and sixth planetary gear sets P5 and P6.
- the fourth carrier 55 is connected to the fifth carrier 71 and the sixth sun gear 72 through the middle shaft 61 .
- the sixth carrier 76 in the sixth planetary gear set is connected directly to the a vehicular axle 82 .
- the third stanchion plate 99 f has a buttressed annular hub that is partitioned to receive outer cage of a ninth bearing 761 .
- the sixth carrier 76 has a collar the shaft right end of which engages the inner cage of the ninth bearing 761 .
- the sixth carrier 76 has also a buttressed annular hub that is partitioned to receive outer cage of a tenth bearing 762 .
- the middle shaft 61 has a collar, and the right end of the middle shaft 61 engages the inner cage of the bearing 762 .
- the vehicular axle 82 drives a differential assembly 91 to transmit the power to two side shafts 95 , 96 and two wheels 97 , 98 .
- An electrical control unit (ECU) 92 of the hybrid transmission device 10 communicates a MG1 speed sensor 20 by a first transfer conductor 21 , an En speed sensor 12 by a second transfer conductor 121 and a MG2 speed sensor 44 by a third transfer conductor 45 .
- the ECU 92 also communicates an E0 speed sensor 16 by a fourth transfer conductor 176 , a M1 speed sensor 20 by a fifth transfer conductor 186 , an E1 speed sensor 39 by a sixth transfer conductor 386 , a M2 speed sensor 42 by a seventh transfer conductor 436 , a T1 speed sensor 60 by a eighth transfer conductor 586 , a T2 speed sensor 65 by a ninth transfer conductor 666 , a T3 speed sensor 80 by a tenth transfer conductor 816 and a T4 speed sensor 89 by a eleventh transfer conductor 906 , respectively.
- a hydraulic control unit (HCU) 93 communicates with the ECU 92 by a twelfth transfer conductor 94 .
- the HCU 93 communicates with an E0 caliper brake system 17 by a first hydraulic circuit 175 , a M1 caliper brake system 18 by a second hydraulic circuit 185 , an E1 caliper brake system 38 by a third hydraulic circuit 385 , a M2 caliper brake system 43 by a fourth hydraulic circuit 435 , a T1 caliper brake system 58 by a fifth hydraulic circuit 585 , a T2 caliper brake system 66 by a sixth hydraulic circuit 665 , a T3 caliper brake system 81 by a seventh hydraulic circuit 815 and a T4 caliper brake system 90 by a eighth hydraulic circuit 905 , respectively.
- the E0 caliper brake system 17 is a fixed caliper architectures, comprises the E0 dry disc 15 , the E0 speed sensor 16 for watching state of the E0 dry disc 15 , an E0 left pad plate 171 a , an E0 right pad plate 171 b , two pairs of independent hydraulic pistons 173 a and 173 b as well as an E0 calipers 172 a and 172 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the E0 dry disc 15 .
- the E0 caliper brake system 17 as shown in FIGS.
- the E0 left pad plate 171 a and the E0 right pad plate 171 b are pressed against the E0 dry disc 15 by two pairs of independent hydraulic piston 173 a and 173 b inside the E0 calipers 172 a and 172 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the first hydraulic circuit 175 .
- the E0 calipers 172 a and 172 b are fixedly secured to outside surface of the first stanchion plate 99 b of the central housing portion 99 a by fastening bolts.
- the high pressure oil from HCU 93 feeds into the cavities formed between the E0 hydraulic pistons 173 a , 173 b and the E0 calipers 172 a , 172 b through the first hydraulic circuit 175 .
- the E0 hydraulic pistons 173 a , 173 b are operated by the fluid pressure, which drives the E0 pad plates 171 a , 171 b to fix the E0 dry disc 15 .
- the M1 caliper brake system 18 is a fixed caliper architectures, comprises a M1 dry disc 19 , the MG1 speed sensor 20 for watching state of the M1 dry disc 19 , a M1 left pad plate 181 a , a M1 right pad plate 181 b , two pairs of independent hydraulic pistons 183 a and 183 b as well as a M1 calipers 182 a and 182 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the M1 dry disc 19 .
- the M1 caliper brake system 18 as shown in FIGS.
- the M1 left pad plate 181 a and the M1 right pad plate 181 b are pressed against the M1 dry disc 19 by two pairs of independent hydraulic piston 183 a and 183 b inside the M1 calipers 182 a and 182 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the second hydraulic circuit 185 .
- the M1 calipers 182 a and 182 b are also fixedly secured to outside surface of the first stanchion plate 99 b of the central housing portion 99 a by fastening bolts.
- the M1 hydraulic pistons 183 a , 183 b are operated by the fluid pressure, which drives the M1 pad plates 181 a , 181 b to fix the M1 dry disc 19 .
- the E1 caliper brake systems 38 comprises an E1 dry disc 37 , the E1 speed sensor 39 for watching state of the E1 dry disc 37 , an E1 left pad plate 381 a , an E1 right pad plate 381 b , two pairs of independent hydraulic pistons 383 a and 383 b as well as an E1 calipers 382 a and 382 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the E1 dry disc 37 .
- the E1 caliper brake system 38 as shown in FIGS.
- the E1 left pad plate 381 a and the E1 right pad plate 381 b are pressed against the E1 dry disc 37 by two pairs of independent hydraulic piston 383 a and 383 b inside the E1 calipers 382 a and 382 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the third hydraulic circuit 385 .
- the E1 calipers 382 a and 382 b are fixedly secured to outside surface of the stanchion plate 99 b by fastening bolts.
- the high pressure oil from HCU 93 feeds into the cavities formed between the E1 hydraulic pistons 383 a , 383 b and the E1 calipers 382 a , 382 b through the third hydraulic circuit 385 .
- the E1 hydraulic pistons 383 a , 383 b are operated by the fluid pressure, which drives the E1 pad plates 381 a , 381 b to fix the E1 dry disc 37 .
- the M2 caliper brake system 43 is a fixed caliper architectures, comprises a M2 dry disc 41 , the M2 speed sensor 42 for watching state of the M2 dry disc 41 , a M2 left pad plate 431 a , a M2 right pad plate 431 b , two pairs of independent hydraulic pistons 433 a and 433 b as well as a M2 calipers 432 a and 432 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the M2 dry disc 41 .
- the M2 caliper brake system 43 as shown in FIGS.
- the M2 left pad plate 431 a and the M2 right pad plate 431 b are pressed against the M2 dry disc 41 by two pairs of independent hydraulic piston 433 a and 433 b inside the M2 calipers 432 a and 432 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the fourth hydraulic circuit 435 .
- the M2 calipers 432 a and 432 b are also fixedly secured to outside surface of the stanchion plate 99 b by fastening bolts.
- the M2 hydraulic pistons 433 a , 433 b are operated by the fluid pressure, which drives the M2 pad plates 431 a , 431 b to fix the M2 dry disc 41 .
- the T1 caliper brake systems 58 comprises a T1 dry disc 59 , the T1 speed sensor 60 for watching state of the T1 dry disc 59 , a T1 left pad plate 581 a , a T1 right pad plate 581 b , two pairs of independent hydraulic pistons 583 a and 583 b as well as a T1 calipers 582 a and 582 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the T1 dry disc 59 .
- the T1 caliper brake system 58 as shown in FIGS. 1 to 3 , the T1 left pad plate 581 a and the T1 right pad plate 581 b are pressed against the T1 dry disc 59 by two pairs of independent hydraulic piston 583 a and 583 b inside the T1 calipers 582 a and 582 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the fifth hydraulic circuit 585 . There is a clearance about 0.2 mm between the T1 pad plates 581 a , 581 b and the T1 dry disc 59 .
- the T1 calipers 582 a and 582 b are fixedly secured to outside surface of the stanchion plate 99 f by fastening bolts.
- the T1 hydraulic pistons 583 a , 583 b are operated by the fluid pressure, which drives the T1 pad plates 581 a , 581 b to fix the T1 dry disc 59 .
- the T2 caliper brake systems 66 comprises a T2 dry disc 64 , the T2 speed sensor 65 for watching state of the T2 dry disc 64 , a T2 left pad plate 661 a , a T2 right pad plate 661 b , two pairs of independent hydraulic pistons 663 a and 663 b as well as a T2 calipers 662 a and 662 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the T2 dry disc 59 .
- the T2 caliper brake system 66 as shown in FIGS. 1 to 3 , the T2 left pad plate 661 a and the T2 right pad plate 661 b are pressed against the T2 dry disc 64 by two pairs of independent hydraulic piston 663 a and 663 b inside the T2 calipers 662 a and 662 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the sixth hydraulic circuit 665 . There is a clearance about 0.2 mm between the T2 pad plates 661 a , 661 b and the T2 dry disc 64 .
- the T2 calipers 662 a and 662 b are also fixedly secured to outside surface of the stanchion plate 99 f by fastening bolts.
- the high pressure oil from HCU 93 feeds into the cavities formed between the T2 hydraulic pistons 663 a , 663 b and the T2 calipers 662 a , 662 b through the sixth hydraulic circuit 665 .
- the T2 hydraulic pistons 663 a , 663 b are operated by the fluid pressure, which drives the T2 pad plates 661 a , 661 b to fix the T2 dry disc 64 .
- the T3 caliper brake systems 81 comprises a T3 dry disc 79 , the T3 speed sensor 80 for watching state of the T3 dry disc 79 , a T3 left pad plate 811 a , a T3 right pad plate 811 b , two pairs of independent hydraulic pistons 813 a and 813 b as well as a T3 calipers 812 a and 812 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the T3 dry disc 79 .
- the T3 caliper brake system 81 as shown in FIGS. 1 to 3 , the T3 left pad plate 811 a and the T3 right pad plate 811 b are pressed against the T3 dry disc 79 by two pairs of independent hydraulic piston 813 a and 813 b inside the T3 calipers 812 a and 812 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the seventh hydraulic circuit 815 . There is a clearance about 0.2 mm between the T3 pad plates 811 a , 811 b and the T3 dry disc 79 .
- the T3 calipers 812 a and 812 b are also fixedly secured to outside surface of the stanchion plate 99 f by fastening bolts.
- the high pressure oil from HCU 93 feeds into the cavities formed between the T3 hydraulic pistons 813 a , 813 b and the T3 calipers 812 a , 812 b through the seventh hydraulic circuit 815 .
- the T3 hydraulic pistons 813 a , 813 b are operated by the fluid pressure, which drives the T3 pad plates 811 a , 811 b to fix the T3 dry disc 79 .
- the T4 caliper brake systems 90 comprises a T4 dry disc 88 , the T4 speed sensor 89 for watching state of the T4 dry disc 88 , a T4 left pad plate 901 a , a T4 right pad plate 901 b , two pairs of independent hydraulic pistons 903 a and 903 b as well as a T4 calipers 902 a and 902 b .
- a plurality of speed teeth are uniformly processed on the circumferential surface of the T4 dry disc 88 .
- the T4 caliper brake system 90 as shown in FIGS. 1 to 3 , the T4 left pad plate 901 a and the T4 right pad plate 901 b are pressed against the T4 dry disc 88 by two pairs of independent hydraulic piston 903 a and 903 b inside the T4 calipers 902 a and 902 b , respectively, connected in parallel to the same pressure source from the HCU 93 by using the eighth hydraulic circuit 905 . There is a clearance about 0.2 mm between the T4 pad plates 901 a , 901 b and the T4 dry disc 88 .
- the T4 calipers 902 a and 902 b are also fixedly secured to outside surface of the stanchion plate 99 f by fastening bolts.
- the high pressure oil from HCU 93 feeds into the cavities formed between the T4 hydraulic pistons 903 a , 903 b and the T4 calipers 902 a , 902 b through the eighth hydraulic circuit 905 .
- the T4 hydraulic pistons 903 a , 903 b are operated by the fluid pressure, which drives the T4 pad plates 901 a , 901 b to fix the T4 dry disc 88 .
- the operator of the vehicle has three primary devices to control the hybrid transmission device 10 .
- One of the primary control devices is a well-known drive range selector (not shown) that directs the ECU 92 to configure the hybrid transmission device 10 for either the park, reverse, neutral, or forward drive range.
- the second and third primary control devices constitute an accelerator pedal (not shown) and a brake pedal (also not shown).
- the information obtained by the ECU 92 from these three primary control sources will hereinafter be referred to as the “operator demand”.
- the ECU 92 also obtains information from the engine 11 , the first motor/generator, the second motor/generator, the states for the E0 dry disc 15 , the M1 dry disc 19 , the E1 dry disc 37 , the M2 dry disc 41 , the T1 dry disc 59 , the T2 dry disc 64 , the T3 dry disc 79 , the T4 dry disc 88 and the vehicular axle 82 , respectively, the HCU 93 .
- the ECU 92 determines what is required and then manipulates the selectively operated components of the hybrid transmission device 10 appropriately to respond to the operator demand.
- the ECU 92 when the operator selects a drive range and manipulates either the accelerator pedal or the brake pedal, the ECU 92 thereby determines if the vehicle should accelerate or decelerate.
- the ECU 92 also monitors the state of the power sources, and determines the output speed from the hybrid transmission device 10 required to achieve the desired rate of acceleration or deceleration. Under the direction of the ECU 92 , the hybrid transmission device 10 is capable of providing a range of output speeds from slow to fast in order to meet the acceleration and deceleration demands.
- the hybrid transmission device 10 includes six planetary gear sets mechanically-operatively connected to an internal combustion engine and two motor/generators adapted to selectively transmit mechanical power to an output member through selective application of eight caliper brake systems.
- various driving modes are provided by changing the states of these caliper brake systems and the operating modes of the engine and the first and second motor/generators.
- each of these various driving modes can be configured with the ECU 92 to provide a range of output speeds from relatively slow to relatively fast within the hybrid transmission device 10 of operation.
- EDM Engine Driving Mode
- the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the engine 11 .
- the ECU 92 controls the HCU 93 to disengage the E0 and E1 caliper brake systems and engage the M1 and M2 caliper brake systems, respectively.
- the first and second motor/generators are off. There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b and the E1 hydraulic pistons 383 a , 383 b to move forward. The clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the E1 pad plates 381 a , 381 b and the E1 dry disc 37 .
- There are setting pressure is used to push the M1 hydraulic pistons 183 a , 183 b and the M2 hydraulic pistons 433 a , 433 b to move the M1 pad plates 181 a , 181 b and the M2 pad plates 431 a , 431 b braking the M1 dry disc 19 and the M2 dry disc 41 , respectively.
- there are four driving modes for the EDM i.e. the first ratio for the EDM, the second ratio for the EDM, the third ratio for the EDM and the fourth ratio for the EDM.
- the M1 dry disc 19 is broken, so the first sun gear 25 is locked.
- the second motor/generator shaft 40 is fixedly connected to the M2 dry disc 41 and the second sun gear 30 , the M2 dry disc 41 is broken, so the second sun gear 30 is locked.
- the E1 shift gear shaft 36 which is fixedly secured to the E1 dry disc 37 , and the E1 gear 35 is fixedly secured to the E1 shift gear shaft 36 and meshingly engages the first gear 29 , so the first ring gear 27 and the second ring gear 32 are not locked.
- the torque delivery path for the EDM includes the first carrier 28 , which is driven by the engine 11 through the input member 14 , the plurality of first planet gears 26 , the first sun gear 25 locked by the M1 caliper brake system which provides the torque reaction point for the first planetary gear set P1, the first ring gear 27 and the second ring gear 32 , the plurality of second planet gears 31 , the second sun gear 30 locked by the M2 caliper brake system which provides the torque reaction point for the second planetary gear set P2, the second carrier 33 transmits the power from the engine 11 to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the T1, T2, T3 and T4 caliper brake systems to disengage and engage.
- the ECU 92 controls the HCU 93 to disengage the T1 and T3 caliper systems and engage the T2 and T4 caliper systems, respectively.
- There are no any pressure is used to push the T1 hydraulic pistons 583 a , 583 b and the T3 hydraulic pistons 813 a , 813 b to move forward.
- the clearance is kept up between the T1 pad plates 581 a , 581 b and the T1 dry disc 59 .
- the clearance is also kept up between the T3 pad plates 811 a , 811 b and the T3 dry disc 79 .
- There are setting pressure is used to push the T2 hydraulic pistons 663 a , 663 b and the T4 hydraulic pistons 903 a , 903 b to move the T2 pad plates 661 a , 661 b and the T4 pad plates 901 a , 901 b braking the T2 dry disc 64 and the T4 dry disc 88 , respectively.
- the fourth sun gear 53 transmits the power from the middle shaft 34 to the fourth carrier 55 through the plurality of fourth planet gears 54 .
- the T2 shift gear shaft 63 which is fixedly secured to the T2 dry disc 64
- the T2 gear 62 is fixedly secured to the T2 shift gear shaft 63 and meshingly engages the fourth ring gear 52 , so the fourth ring gear 52 is locked which provides the torque reaction point for the fourth planetary gear set P4.
- the sixth sun gear 72 transmits the power from the fourth carrier 55 to the sixth carrier 76 through the plurality of sixth planet gears 73 .
- the T4 shift gear shaft 86 which is fixedly secured to the T4 dry disc 88
- the T4 gear 85 is fixedly secured to the T4 shift gear shaft 86 and meshingly engages the third gear 75
- the fifth ring gear 70 and the sixth ring gear 74 are locked which provide the torque reaction point for the sixth planetary gear set P6.
- the third ring gear 50 and the fifth sun gear 68 drive the T1 dry disc 59 and the T3 dry disc 79 to freely rotatably around the T1 shift gear shaft 57 and the T3 shift gear shaft 78 without friction, respectively.
- the sixth carrier 76 drives the differential assembly 91 by the vehicular axle 82 to transmit the power to the side shafts 95 , 96 and the wheel 97 , 98 .
- the relationship between the engine 11 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- Z1 is the number of gear teeth of the first sun gear 25 .
- Z2 is the number of gear teeth of the first ring gear 27 .
- Z3 is the number of gear teeth of the second sun gear 30 .
- Z4 is the number of gear teeth of the second ring gear 32 .
- Z5 is the number of gear teeth of the third sun gear 48 .
- Z6 is the number of gear teeth of the third ring gear 50 .
- Z7 is the number of gear teeth of the fourth sun gear 53 .
- Z8 is the number of gear teeth of the fourth ring gear 52 .
- Z9 is the number of gear teeth of the fifth sun gear 68 .
- Z10 is the number of gear teeth of the fifth ring gear 70 .
- Z11 is the number of gear teeth of the sixth sun gear 72 .
- Z12 is the number of gear teeth of the sixth ring gear 74 .
- Ne is the rotational speed of the engine 11 .
- N1 is the rotational speed of the first motor/generator rotor 23 .
- N2 is the rotational speed of the second motor/generator rotor 46 .
- the second ratio for the EDM i.e. the second speed ratio results when the T2 and T3 caliper systems are disengaged and the T1 and T4 caliper systems are engaged.
- the ECU 92 controls the HCU 93 to disengage the T2 and T3 caliper systems and engage the T1 and T4 caliper systems, respectively.
- There are no any pressure is used to push the T2 hydraulic pistons 663 a , 663 b and the T3 hydraulic pistons 813 a , 813 b to move forward.
- the clearance is kept up between the T2 pad plates 661 a , 661 b and the T2 dry disc 64 .
- the clearance is also kept up between the T3 pad plates 811 a , 811 b and the T3 dry disc 79 .
- There are setting pressure is used to push the T1 hydraulic pistons 583 a , 583 b and the T4 hydraulic pistons 903 a , 903 b to move the T1 pad plates 581 a , 581 b and the T4 pad plates 901 a , 901 b braking the T1 dry disc 59 and the T4 dry disc 88 , respectively.
- the third sun gear 48 and the fourth sun gear 53 transmits the power from the middle shaft 34 to the fourth carrier 55 through the plurality of third planet gears 49 and the plurality of fourth planet gears 54 .
- the T1 shift gear shaft 57 which is fixedly secured to the T1 dry disc 59
- the T1 gear 56 is fixedly secured to the T1 shift gear shaft 57 and meshingly engages the third ring gear 50
- the third ring gear 50 is locked which provides the torque reaction point for the third planetary gear set P3.
- the sixth sun gear 72 transmits the power from the fourth carrier 55 to the sixth carrier 76 through the plurality of sixth planet gears 73 .
- the T4 shift gear shaft 86 which is fixedly secured to the T4 dry disc 88
- the T4 gear 85 is fixedly secured to the T4 shift gear shaft 86 and meshingly engages the third gear 75
- the fifth ring gear 70 and the sixth ring gear 74 are locked which provide the torque reaction point for the sixth planetary gear set P6.
- the fourth ring gear 52 and the fifth sun gear 68 drive the T2 dry disc 64 and the T3 dry disc 79 to freely rotatably around the T2 shift gear shaft 63 and the T3 shift gear shaft 78 without friction, respectively.
- the sixth carrier 76 drives the differential assembly 91 by the vehicular axle 82 to transmit the power to the side shafts 95 , 96 and the wheel 97 , 98 .
- the third ratio for the EDM i.e. the third speed ratio results when the T1 and T4 caliper systems are disengaged and the T2 and T3 caliper systems are engaged.
- the ECU 92 controls the HCU 93 to disengage the T1 and T4 caliper systems and engage the T2 and T3 caliper systems, respectively.
- There are no any pressure is used to push the T1 hydraulic pistons 583 a , 583 b and the T4 hydraulic pistons 903 a , 903 b to move forward.
- the clearance is kept up between the T1 pad plates 581 a , 581 b and the T1 dry disc 59 .
- the clearance is also kept up between the T4 pad plates 901 a , 901 b and the T4 dry disc 88 .
- There are setting pressure is used to push the T2 hydraulic pistons 663 a , 663 b and the T3 hydraulic pistons 813 a , 813 b to move the T2 pad plates 661 a , 661 b and the T3 pad plates 811 a , 811 b braking the T2 dry disc 64 and the T3 dry disc 79 , respectively.
- the fourth sun gear 53 transmits the power from the middle shaft 34 to the fourth carrier 55 through the plurality of fourth planet gears 54 .
- the T2 shift gear shaft 63 which is fixedly secured to the T2 dry disc 64
- the T2 gear 62 is fixedly secured to the T2 shift gear shaft 63 and meshingly engages the fourth ring gear 52 , so the fourth ring gear 52 is locked which provides the torque reaction point for the fourth planetary gear set P4.
- the fifth carrier 71 and the sixth sun gear 72 transmit the power from the fourth carrier 55 to the sixth carrier 76 through the plurality of fifth planet gears 69 and the plurality of sixth planet gears 73 .
- the T3 shift gear shaft 78 which is fixedly secured to the T3 dry disc 79
- the T3 gear 77 is fixedly secured to the T3 shift gear shaft 78 and meshingly engages the second gear 67
- the second gear 67 and the fifth sun gear 68 are locked which provide the torque reaction point for the fifth planetary gear set P5.
- the third ring gear 50 and the third gear 75 drive the T1 dry disc 59 and the T4 dry disc 88 to freely rotatably around the T1 shift gear shaft 57 and the T4 shift gear shaft 86 without friction, respectively.
- the sixth carrier 76 drives the differential assembly 91 by the vehicular axle 82 to transmit the power to the side shafts 95 , 96 and the wheel 97 , 98 .
- the relationship between the engine 11 rotational speed and the vehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the fourth ratio for the EDM i.e. the fourth speed ratio results when the T2 and T4 caliper systems are disengaged and the T1 and T3 caliper systems are engaged.
- the ECU 92 controls the HCU 93 to disengage the T2 and T4 caliper systems and engage the T1 and T3 caliper systems, respectively.
- There are no any pressure is used to push the T2 hydraulic pistons 663 a , 663 b and the T4 hydraulic pistons 903 a , 903 b to move forward.
- the clearance is kept up between the T2 pad plates 661 a , 661 b and the T2 dry disc 64 .
- the clearance is also kept up between the T4 pad plates 901 a , 901 b and the T4 dry disc 88 .
- There are setting pressure is used to push the T1 hydraulic pistons 583 a , 583 b and t the T3 hydraulic pistons 813 a , 813 b to move the T1 pad plates 581 a , 581 b and the T3 pad plates 811 a , 811 b braking the T1 dry disc 59 and the T3 dry disc 79 , respectively.
- the third sun gear 48 and the fourth sun gear 53 transmits the power from the middle shaft 34 to the fourth carrier 55 through the plurality of third planet gears 49 and the plurality of fourth planet gears 54 .
- the T1 shift gear shaft 57 which is fixedly secured to the T1 dry disc 59
- the T1 gear 56 is fixedly secured to the T1 shift gear shaft 57 and meshingly engages the third ring gear 50
- the third ring gear 50 is locked which provides the torque reaction point for the third planetary gear set P3.
- the fifth carrier 71 and the sixth sun gear 72 transmit the power from the fourth carrier 55 to the sixth carrier 76 through the plurality of fifth planet gears 69 and the plurality of sixth planet gears 73 .
- the T3 shift gear shaft 78 which is fixedly secured to the T3 dry disc 79
- the T3 gear 77 is fixedly secured to the T3 shift gear shaft 78 and meshingly engages the second gear 67
- the second gear 67 and the fifth sun gear 68 are locked which provide the torque reaction point for the fifth planetary gear set P5.
- the fourth ring gear 52 and the third gear 75 drive the T2 dry disc 64 and the T4 dry disc 88 to freely rotatably around the T2 shift gear shaft 63 and the T4 shift gear shaft 86 without friction, respectively.
- the sixth carrier 76 drives the differential assembly 91 by the vehicular axle 82 to transmit the power to the side shafts 95 , 96 and the wheel 97 , 98 .
- M1DM First Motor/Generator Driving Mode
- the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the first motor/generator.
- the first motor/generator operates as a motor during the mode.
- the ECU 92 controls the HCU 93 to disengage the E1 and M1 caliper brake systems and engage the E0 and M2 caliper brake systems, respectively.
- the engine 11 is closed. There are no any pressure is used to push the E1 hydraulic pistons 383 a , 383 b and the M1 hydraulic pistons 183 a , 183 b to move forward. The clearance is kept up between the E1 pad plates 381 a , 381 b and the E1 dry disc 37 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- There are setting pressure is used to push the E0 hydraulic pistons 173 a , 173 b and the M2 hydraulic pistons 433 a , 433 b to move the E0 pad plates 171 a , 171 b and the M2 pad plates 431 a , 431 b braking the E0 dry disc 15 and the M2 dry disc 41 , respectively.
- there are four driving modes for the M1DM i.e. the first ratio for the M1EDM, the second ratio for the M1EDM, the third ratio for the M1EDM and the fourth ratio for the M1EDM.
- the M1 dry disc 19 is freely rotatably around the first motor/generator shaft 22 , so the first sun gear 25 is not locked.
- the second motor/generator shaft 40 is fixedly connected to the M2 dry disc 41 and the second sun gear 30 , the M2 dry disc 41 is broken, so the second sun gear 30 is locked.
- the input member 14 which is fixedly secured to the E0 dry disc 15
- the E0 dry disc 15 is locked
- the first carrier 28 is fixedly secured to the input member 14 , so the first carrier 28 is locked.
- the torque delivery path for the M1DM includes the first sun gear 25 , which is driven by the first motor/generator through the first motor/generator shaft 22 , the plurality of first planet gears 26 , the first carrier 28 locked by the E0 caliper brake system 17 which provides the torque reaction point for the first planetary gear set P1, the first ring gear 27 and the second ring gear 32 , the plurality of second planet gears 31 , the second sun gear 30 locked by the M2 caliper brake system which provides the torque reaction point for the second planetary gear set P2, the second carrier 33 transmits the power from the first motor/generator to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the T1, T2, T3 and T4 caliper brake systems to disengage and engage.
- the relationship between the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the minus “ ⁇ ” sign indicates that the first motor/generator shaft 22 and the vehicular axle 82 rotate in the opposite direction.
- the relationship between the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the minus “ ⁇ ” sign indicates that the first motor/generator shaft 22 and the vehicular axle 82 rotate in the opposite direction.
- the relationship between the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the second third speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the minus “ ⁇ ” sign indicates that the first motor/generator shaft 22 and the vehicular axle 82 rotate in the opposite direction.
- the relationship between the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the second fourth speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the minus “ ⁇ ” sign indicates that the first motor/generator shaft 22 and the vehicular axle 82 rotate in the opposite direction.
- the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the second motor/generator.
- the second motor/generator operates as a motor during the mode.
- the ECU 92 controls the HCU 93 to disengage the E0, M1 and M2 caliper brake systems and engage the E1 caliper brake system, respectively.
- the engine 11 is closed. There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b , the M1 hydraulic pistons 183 a , 183 b and the M2 hydraulic pistons 433 a , 433 b to move forward.
- the clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- the clearance is also kept up between the M2 pad plates 431 a , 431 b and the M2 dry disc 41 .
- There are setting pressure is used to push the E1 hydraulic pistons 383 a , 383 b to move the E1 pad plates 381 a , 381 b braking the E1 dry disc 37 .
- there are four driving modes for the M2DM i.e. the first ratio for the M2EDM, the second ratio for the M2EDM, the third ratio for the M2EDM and the fourth ratio for the M2EDM.
- the M1 dry disc 19 is freely rotatably around the first motor/generator shaft 22 , so the first sun gear 25 is not locked.
- the input member 14 is fixedly connected to the E0 dry disc 15 and the first carrier 28 , the E0 dry disc 15 is freely rotatably around the input member 14 , so the first carrier 28 is not locked.
- the torque delivery path for the M2DM includes the second sun gear 30 , which is driven by the second motor/generator through the second motor/generator shaft 40 , the plurality of second planet gears 31 , the first gear 29 locked by the E1 caliper brake system which provides the torque reaction point for the second planetary gear set P2, the second carrier 33 transmits the power from the second motor/generator to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the T1, T2, T3 and T4 caliper brake systems to disengage and engage.
- the relationship between the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the power supplied by the hybrid transmission device 10 is predicated by the power delivered to the hybrid transmission device 10 from both the engine 11 and the first motor/generator.
- the first motor/generator operates as a motor during the mode.
- the ECU 92 controls the HCU 93 to disengage the E0, M1 and E1 caliper brake systems and engage the M2 caliper brake system, respectively.
- the second motor/generator is closed. There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b , the M1 hydraulic pistons 183 a , 183 b and the E1 hydraulic pistons 383 a , 383 b to move forward.
- the clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- the clearance is also kept up between the E1 pad plates 381 a , 381 b and the E1 dry disc 37 .
- There are setting pressure is used to push the M2 hydraulic pistons 433 a , 433 b to move the M2 pad plates 431 a , 431 b braking the M2 dry disc 41 .
- there are four driving modes for the EM1DM i.e. the first ratio for the EM1DM, the second ratio for the EM1DM, the third ratio for the EM1DM and the fourth ratio for the EM1DM.
- the M1 dry disc 19 is freely rotatably around the first motor/generator shaft 22 , so the first sun gear 25 is not locked.
- the second motor/generator shaft 40 is fixedly connected to the M2 dry disc 41 and the second sun gear 30 , the M2 dry disc 41 is locked, so the second sun gear 30 is locked.
- the torque delivery path for the EM1DM includes the first carrier 28 , which is driven by the engine 11 through the input member 14 , the first sun gear 25 , which is driven by the first motor/generator through the first motor/generator shaft 22 , the power from the first carrier 28 and the first sun gear 25 is coupled by the plurality of first planet gears 26 and transmitted to the first ring gear 27 and the second ring gear 32 , the plurality of second planet gears 31 , the second sun gear 30 locked by the M2 caliper brake system which provides the torque reaction point for the second planetary gear set P2, the second carrier 33 transmits the power from the engine 11 and the first sun gear 25 to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the T1, T2, T3 and T4 caliper brake systems to disengage and engage.
- the relationship between the input member 14 , the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the first motor/generator shaft 22 rotational speed and the vehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the power supplied by the hybrid transmission device 10 is predicated by the power delivered to the hybrid transmission device 10 from both the engine 11 and the second motor/generator.
- the second motor/generator operates as a motor during the mode.
- the ECU 92 controls the HCU 93 to disengage the E0, M2 and E1 caliper brake systems and engage the M1 caliper brake system, respectively.
- the first motor/generator is closed. There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b , the M2 hydraulic pistons 433 a , 433 b and the E1 hydraulic pistons 383 a , 383 b to move forward.
- the clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the M2 pad plates 431 a , 431 b and the M2 dry disc 41 .
- the clearance is also kept up between the E1 pad plates 381 a , 381 b and the E1 dry disc 37 .
- There are setting pressure is used to push the M1 hydraulic pistons 183 a , 183 b to move the M1 pad plates 181 a , 181 b braking the M1 dry disc 19 .
- there are four driving modes for the EM2DM i.e. the first ratio for the EM2DM, the second ratio for the EM2DM, the third ratio for the EM2DM and the fourth ratio for the EM2DM.
- the torque delivery path for the EM2DM includes the first carrier 28 , which is driven by the engine 11 through the input member 14 , the plurality of first planet gears 26 , the first sun gear 25 locked by the M1 caliper brake system which provides the torque reaction point for the first planetary gear set P1, the first ring gear 27 and the second ring gear 32 , the second sun gear 30 which is driven by the second motor/generator through the second motor/generator shaft 40 , the power from the first carrier 28 and the second sun gear 30 is coupled by the plurality of second planet gears 31 and transmitted to the first ring gear 27 and the second carrier 33 , the second carrier 33 transmits the power from the engine 11 and the second sun gear 30 to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the relationship between the input member 14 , the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the power supplied by the hybrid transmission device 10 is predicated by the power delivered to the hybrid transmission device 10 from the engine 11 , the first and second motor/generators.
- the first and second motor/generators operate as motor during the mode.
- the ECU 92 controls the HCU 93 to disengage the E0, M1, M2 and E1 caliper brake systems. There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b , the M1 hydraulic pistons 183 a , 183 b , the M2 hydraulic pistons 433 a , 433 b and the E1 hydraulic pistons 383 a , 383 b to move forward.
- the clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the M2 pad plates 431 a , 431 b and the M2 dry disc 41 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- the clearance is also kept up between the E1 pad plates 381 a , 381 b and the E1 dry disc 37 .
- there are four driving modes for the EM1M2DM i.e. the first ratio for the EM1M2DM, the second ratio for the EM1M2DM, the third ratio for the EM1M2DM and the fourth ratio for the EM1M2DM.
- the torque delivery path for the EM1M2DM includes the first carrier 28 , which is driven by the engine 11 through the input member 14 , the first sun gear 25 , which is driven by the first motor/generator through the first motor/generator shaft 22 , the second sun gear 30 which is driven by the second motor/generator through the second motor/generator shaft 40 , the power from the first carrier 28 and the first sun gear 25 is coupled by the plurality of first planet gears 26 and transmitted to the first ring gear 27 and the second ring gear 32 , the power from the first ring gear 27 and the second ring gear 32 and the second sun gear 30 is coupled by the plurality of second planet gears 31 and transmitted to the second carrier 33 , the second carrier 33 transmits the power from the engine 11 , the first sun gear 25 and the second sun gear 30 to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the T1, T2, T3 and T4 caliper brake systems to dis
- the relationship between the input member 14 , the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the input member 14 , the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the first and second motor/generators.
- the first and second motor/generators operate as motor during the mode.
- the ECU 92 controls the HCU 93 to disengage the E1, M1 and M2 caliper brake systems and engage the E0 caliper brake system 17 , respectively.
- the engine 11 is closed. There are no any pressure is used to push the E1 hydraulic pistons 383 a , 383 b and the M1 hydraulic pistons 183 a , 183 b and the M2 hydraulic pistons 433 a , 433 b to move forward.
- the clearance is kept up between the E1 pad plates 381 a , 381 b and the E1 dry disc 37 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- the clearance is also kept up between the M2 pad plates 431 a , 431 b and the M2 dry disc 41 .
- There are setting pressure is used to push the E0 hydraulic pistons 173 a , 173 b to move the E0 pad plates 171 a , 171 b braking the E0 dry disc 15 .
- there are four driving modes for the M1M2DM i.e. the first ratio for the M1M2EDM, the second ratio for the M1M2EDM, the third ratio for the M1M2EDM and the fourth ratio for the M1M2EDM.
- the E0 dry disc 15 is locked, and the first carrier 28 is fixedly secured to the input member 14 , so the first carrier 28 is locked.
- the torque delivery path for the M1DM includes the first sun gear 25 , which is driven by the first motor/generator through the first motor/generator shaft 22 , the plurality of first planet gears 26 , the first carrier 28 locked by the E0 caliper brake system 17 which provides the torque reaction point for the first planetary gear set P1, the second sun gear 30 which is driven by the second motor/generator through the second motor/generator shaft 40 , the power from the first ring gear 27 and the second ring gear 32 and the second sun gear 30 is coupled by the plurality of second planet gears 31 and transmitted to the second carrier 33 , the second carrier 33 transmits the power from the first sun gear 25 and the second sun gear 30 to the third sun gear 48 and the fourth sun gear 53 through the middle shaft 34 .
- the relationship between the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- the relationship between the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and the vehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios:
- a series propulsion system is a system in which energy follows a path from an engine to an electric storage device and then to an electrical motor which applies power to rotate the drive members. There is no direct mechanical connection between the engine and the drive members in a series propulsion system.
- the transmission adapted to receive the output power from either an engine or an electric motor, or both, have heretofore relied largely on what has been designated as series, hybrid propulsion systems.
- the first motor/generator operates as a generator and the second motor/generator operates as a motor.
- the ECU 92 controls the HCU 93 to disengage the E0, M1 and M2 caliper brake systems and engage the E1 caliper brake system, respectively.
- There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b and the M1 hydraulic pistons 183 a , 183 b and the M2 hydraulic pistons 433 a , 433 b to move forward.
- the clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- the clearance is also kept up between the M2 pad plates 431 a , 431 b and the M2 dry disc 41 .
- There are setting pressure is used to push the E1 hydraulic pistons 383 a , 383 b to move the E1 pad plates 381 a , 381 b braking the E1 dry disc 37 .
- the torque delivery path for the SDM includes the first carrier 28 , which is driven by the engine 11 through the input member 14 , the plurality of first planet gears 26 , the first gear 29 locked by the E1 caliper brake system which provides the torque reaction point for the first planetary gear set P1 and the second planetary gear set P2, the second carrier 33 transmits the power from the engine 11 to the first motor/generator 23 through the first sun gear 25 .
- the first motor/generator serves as a generator to produce power to charge the electric storage device 100 and drive the second motor/generator.
- the relationship between the input member 14 and the first motor/generator shaft 22 rotational speed of the hybrid transmission device 10 is selected based on gear teeth ratios:
- N ⁇ ⁇ 1 Z ⁇ ⁇ 1 + Z ⁇ ⁇ 2 Z ⁇ ⁇ 1 ⁇ ⁇ Ne
- the reverse mode of operation is effected by having the ECU 92 operate the second motor/generator as a motor, but reversing its rotational direction from the direction in which the second motor/generator rotates when the vehicle begins to move forwardly from a stationary position in the M2DM mode of operation.
- the first motor/generator operates as a motor.
- the ECU 92 controls the HCU 93 to disengage the E0 and M1 caliper brake systems and engage the E1 caliper brake system, respectively.
- There are no any pressure is used to push the E0 hydraulic pistons 173 a , 173 b and the M1 hydraulic pistons 183 a , 183 b to move forward.
- the clearance is kept up between the E0 pad plates 171 a , 171 b and the E0 dry disc 15 .
- the clearance is also kept up between the M1 pad plates 181 a , 181 b and the M1 dry disc 19 .
- There are setting pressure is used to push the E1 hydraulic pistons 383 a , 383 b to move the E1 pad plates 381 a , 381 b braking the E1 dry disc 37 .
- the first sun gear 25 is driven by the first motor/generator rotor 23 through the first motor/generator shaft 22 .
- the first carrier 28 is driven by the first sun gear 25 through the plurality of first planet gears 26 .
- the first carrier 28 drives the engine to the ignition start speed through the input member 14 by the transient torque damper 13 .
- the dynamic energy delivery path includes the side shafts 95 , 96 drive the differential assembly 91 to transmit the dynamic energy to the hybrid transmission device 10 .
- the ECU 92 directs operation in the deceleration and regenerative for the first motor/generator driving mode (DRG1DM), the deceleration and regenerative for the second motor/generator driving mode DRG2DM and the deceleration and regenerative for the first and second motor/generators driving mode DRG1G2DM drive when the fed back speeds are in various speed range.
- the ECU 92 For operation in the DRG1DM, the ECU 92 operates the first motor/generator serves as a generator and selects the fixed speed ratio according to the specific speed range, and refers to the M1DM.
- the ECU 92 For operation in the DRG2DM, the ECU 92 operates the second motor/generator serves as a generator and selects the fixed speed ratio according to the specific speed range, and refers to the M2DM.
- the ECU 92 For operation in the DRG1G2DM, the ECU 92 operates the first and second motor/generators serve as generator and selects the fixed speed ratio according to the specific speed range, and refers to the M1M2DM.12.
- the parking mode (PM) For operation in the DRG1G2DM, the ECU 92 operates the first and second motor/generators serve as generator and selects the fixed speed ratio according to the specific speed range, and refers to the M1M2DM.12.
- the parking mode (PM) The parking mode
- the reverse mode of operation is effected by having the ECU 92 operate the HCU 93 to engage the T3 and T4 caliper brake systems, respectively.
- There are setting pressure is used to push the T3 hydraulic pistons 813 a , 813 b and the T4 hydraulic pistons 903 a , 903 b to move the T3 pad plates 811 a , 811 b and the T4 pad plates 901 a , 901 b braking the T3 dry disc 79 and the T4 dry disc 88 , respectively.
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- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
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- Arrangement Of Transmissions (AREA)
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Abstract
Description
- The present application claims the benefit of Chinese Patent Application No. 201610920932.7, filed on Oct. 21, 2016; Chinese Patent Application No. 201611113277.0, filed on Dec. 6, 2016; Chinese Patent Application No. 201710009987.7, filed on Jan. 6, 2017; Chinese Patent Application No. 201710025192.5, filed on Jan. 13, 2017; and Chinese Patent Application No. 201710024899.4, filed on Jan. 13, 2017, the disclosure of all of which are hereby incorporated by reference in their entirety.
- The present invention relates generally to vehicular transmission. More particularly, the present invention relates to vehicular transmissions that receives input power from an engine as well as an electrical storage device. Specifically, the present invention relates to a hybrid transmission device that utilizes six planetary gear sets that are operatively connected to an engine and two motor/generators. The motor/generators are coaxially aligned with each other as well as the planetary gear sets. The planetary gear sets provide multi-modes, or speed change devices, that are selectively available, as by the utilization of eight caliper brake systems, to transmit power from the engine and/or motor/generators to the output member of the transmission, depending upon the desired, or required, power and/or speed to be delivered by the output member. The transmission provides various driving modes and four available fixed speed ratios.
- The purpose of a vehicular transmission is to provide a neutral, one or more forward and reverse driving range that impart power from engine, and/or other power sources, to the drive members which deliver the tractive effort from the vehicle to terrain over which the vehicle is being driven. As such, the drive members may be front wheels or rear wheels.
- Although a wide variety of transmission types are available, transmissions adapted to receive the output power from either an engine or an electric motor, or both, can be provided that will operate at high efficiencies over a wide variety of operating conditions. Fuel economy is critical in a hybrid electric vehicle. Spinning the planetary gear sets and wet clutch plates at all times consume energy due to friction losses, which negatively affects fuel economy. The transmission of a hybrid electric vehicle includes an engine, the first and second motor/generators and energy storage device, such as batteries, wherein the engine and motors can drive the wheels individually, the engine can charge the energy storage device through the electric machine operating as a generator, and vehicle kinetic energy can be recovered and regenerated using the wheel brakes to drive the generator and recharge the energy storage device. A control unit regulates power flow among the energy storage device and the motor/generators as well as between the first and second motor/generators.
- The transmission for a hybrid electric vehicle, specifically, a plug-in hybrid electric vehicle, and the energy storage device is significantly increased in capacity so that electrical energy from the electric grid can be used of electric drive is expected. As a result, a much greater use of electric drive is expected. The transmissions adapted to receive the output power from either the first or second motor/generators, or both, would to be provided that will operate at high efficiencies over a wide variety of operating conditions. The direct connection of the first motor/generator to the engine shaft causes the first motor/generator shaft to rotate as the engine driving the wheels individually. The direct connection of the second motor/generator to the wheel speed causes the second motor/generator shaft to rotate as the vehicle moves when the engine is off. These cause several issues including (i) as the vehicle increases in speed in the engine mode, the first and second motor/generators speed get excessively high causing a durability concern for the bearing, planetary gear sets, the first and second motor/generators; (ii) Spinning the planetary gear sets and wet clutch plates at all times consume a lot of energy due to friction losses causing driving efficiency dropped dramatically; (iii) since the first and second motor/generators are not being used, them generate an unnecessary spin loss; (iv) lowering of available torque needed to start the engine; (v) the transmission is short of fixed ratios causing the inefficient operation of the engine and the motor/generators.
- Various control schemes and operational connections between the various components of the hybrid electric system are known, and the control system must be able to engage and disengage the various components from the transmission in order to perform the functions of the hybrid electric system. Engagement and disengagement are known to be accomplished within the transmission by employing selectively operable clutches. Clutches are known in a variety of designs and control methods. One known type of clutch within the transmission is a mechanical clutch operating by separating or joining two connective surfaces, for instances, wet clutch plates, operating, when joined, to apply frictional torque to each other. Engagement operation while engaged operation, and disengagement operation while disengaged operation are all clutch states that must be managed in order for the vehicle to operate properly and smoothly. Therefore, slip, or relative rotational movement between the connective surfaces of the clutch when the clutch connective surfaces are intended to be synchronized and locked, occurs whenever reactive torque applied to the clutch exceeds actual capacity torque created by applied clamping force. These cause several issues including (i) slip in the transmission results in a lot of heat and dust causing degradation for the performance and life of the transmission; (ii) resistance force between two connective surfaces for wet clutch plates becomes larger as the input member speed becomes higher resulting in a large amount of heat and a decrease in efficiency for the transmission; (iii) the oil roads of clutches are very complex and precise resulting in a significant increase in costs; (iv) once the clutches are damaged, the transmission must be disassembled for repair or replacement; (v) lubricating oil selection for the transmission must take into account clutch performance and transmission life, such as gears and bearings, it is difficult to give full play to the best performance of lubricating oil.
- A primary aspect of the present invention provides a new and novel transmission configuration that is particularly suited to be made and assembled in modules. The hybrid transmission device is particularly useful in buses and trucks. The transmission uses six planetary gear sets and eight caliper brake systems and provides various driving modes. It enables maximum power to be reached more quickly for passing, towing and hauling, and enables the use of smaller electrical components with high power engines which may be cost-effectively implemented into buses and trucks. By providing four fixed speed ratios in an electrically variable transmission, maximum fuel and electricity economy is achieved at a reasonable cost.
- It is, therefore, a primary object of the present invention to provide a novel hybrid transmission device that provides caliper brake systems to achieve maximum power quickly for passing, towing and hauling in a bus or truck, while providing four fixed speed ratios.
- It is another object of the present invention to provide a novel hybrid transmission device, as above, wherein the planetary gear sets and the motor/generators are coaxially disposed.
- It is a further object of the present invention to provide a novel transmission, as above, wherein the first and second motor/generators rotors are locked when the engine drives the vehicle individually.
- It is still another object of the present invention to provide a novel hybrid transmission device, as above, wherein the operational results can be achieved with six planetary gear sets.
- It is still further object of the present invention to provide a novel hybrid transmission device, as above, wherein the caliper brake systems are installed outside the transmission housing and the motor/generators housings.
- It is an even further object of the present invention to provide a novel hybrid transmission device, as above, wherein the transmission is operated by eight caliper brake systems.
- These and other objects of the present invention, as well as the advantages thereof over existing and prior art forms, which will be apparent in view of the following detailed specification, are accomplished by means hereinafter described and claimed.
- By way of a general introductory description, a hybrid transmission device embodying the concepts of the present invention utilizes an input member for receiving power from a prime mover power source and an output member for delivering power from the transmission. First and second motor/generators are operatively connected to an energy storage device for interchanging electrical power between the storage device and the first and second motor/generators. A control unit is provided for regulating the electrical power interchange between the energy storage device and the first and second motor/generators.
- The subject transmission employs six planetary gear sets which are coaxially aligned. Each planetary gear set has a sun gear and a ring gear, each of which meshingly engage a plurality of planet gears.
- The first and second motor/generators are coaxially aligned with each other as well as six planetary gear sets. The sun gear in the first planetary gear set is connected to the first motor/generator. The sun gear in the second planetary gear set is connected to the second motor/generator. The carrier in the first planetary gear set is connected to the engine. The carrier in the second planetary gear set is connected to the sun gears in the third and fourth planetary gear sets. The carrier in the sixth planetary gear set is connected to the output member of the transmission.
- The caliper brake system is fixed caliper architecture, comprises a dry disc, the speed sensors for watching state of the dry disc, the left pad plate, the right pad plate, two pairs of independent hydraulic pistons as well as the calipers. The caliper disc brake system, the left pad plate and the right pad plate are pressed against the dry disc by two pairs of independent hydraulic pistons inside the calipers, respectively, connected in parallel to the same pressure source from the hydraulic actuator cylinder by using a hydraulic circuit. The calipers and the dry disc are mounted on outside of the transmission housing.
- The ring gear in the first planetary gear set is connected with the ring gear in the second planetary gear set by a first gear. The carrier in the third planetary gear set is connected with the ring gear in the fourth planetary gear set. The ring gear in the fifth planetary gear set is connected with the ring gear in the sixth planetary gear set by a third gear and the carrier in the third planetary gear set is connected with the sun gear in the sixth planetary gear set.
- Two E1 shift gears are symmetrically arranged on the outer circumference of the first gear, and the two E1 shift gears are simultaneously engaged with the first gear. The E1 shift gear is fixedly connected with an E1 brake disc by an E1 gear shift.
- Two T1 shift gears are symmetrically arranged on the outer circumference of the ring gear in the third planetary gear set, and the two T1 shift gears are simultaneously engaged with the ring gear in the third planetary gear set. The T1 shift gear is fixedly connected with a T1 brake disc by a T1 gear shift.
- Two T2 shift gears are symmetrically arranged on the outer circumference of the ring gear in fourth planetary gear set, and the two T1 shift gears are simultaneously engaged with the ring gear in fourth planetary gear set. The T2 shift gear is fixedly connected with a T2 brake disc by a T2 gear shift.
- Two T3 shift gears are symmetrically arranged on the outer circumference of the second gear, and the two T3 shift gears are simultaneously engaged with the second gear. The T3 shift gear is fixedly connected with a T3 brake disc by a T3 gear shift.
- Two T4 shift gears are symmetrically arranged on the outer circumference of the third gear, and the two T4 shift gears are simultaneously engaged with the third gear. The T4 shift gear is fixedly connected with a T4 brake disc by a T4 gear shift.
- The M1 brake disc is fixedly connected with the first motor/generator shaft. The M2 brake disc is fixedly connected with the second motor/generator shaft. The E0 brake disc is fixedly connected with the input member of the transmission.
- To acquaint persons skilled in the arts most closely related to the present invention, one highly preferred alternative embodiment of a hybrid transmission device that illustrate the best modes now contemplated for putting the invention into practice are described herein by, and with reference to, the annexed drawings that form a part of the specification. The exemplary transmission is described in detail without attempting to show all of the various forms and modification in which the invention might be embodied. As such, the embodiments shown and described herein are illustrative, and as will become apparent to those skilled in these arts, can be modified in numerous ways within the spirit and scope of the invention; the invention being measured by the appended claims and not by the details of the specification.
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FIG. 1 is a schematic representation of the hybrid transmission device; -
FIG. 2 is a diagrammatic, longitudinal cross section view of a hybrid transmission device according to a representative preferred embodiment of the invention depicted inFIG. 1 ; -
FIG. 3 is a diagrammatic, longitudinal cross section view of a hybrid transmission device according to a representative preferred embodiment of the invention depicted inFIG. 1 ; -
FIG. 4 is a partial sectional view showing the motor/generators rotors and the planetary gear sets inFIG. 1 ,FIG. 2 andFIG. 3 ; -
FIG. 5 is a partial sectional view showing the brake discs, the planetary gear sets and the shift gears inFIG. 1 ,FIG. 2 andFIG. 3 ; -
FIG. 6 is a partial sectional view showing the shift gears inFIG. 1 ,FIG. 2 andFIG. 3 ; - As shown in
FIG. 3 , one representative form of a hybrid transmission device with four fixed speed ratios that can be readily assembled in conformity with the concepts of the present invention is designated generally by the numeral 10 on the accompanying drawings, and that preferred form of the hybrid transmission device is depicted inFIGS. 1 through 6 , inclusive. With particular reference, then, to those figures it will be observed that the hybrid transmission device 10 is constructed to permit a unique modular assembly. That is, anover-all housing 99 is comprised of four modules. A first module is a first generally annular central portion that is provided with afirst housing 99 a and afirst stanchion plate 99 b. A first motor/generator is installed in the first central portion. A second modular is a second generally annular central portion that is provided with thefirst stanchion plate 99 b and a second housing 99 c. A first and second planetary gear sets are installed in the second central portion. A third modular is a third generally annular central portion that is provided with asecond stanchion plate 99 d and athird housing 99 e. A second motor/generator is installed in the third central portion. A fourth modular is a fourth generally annular central portion that is provided with athird housing 99 e and athird stanchion plate 99 f. A third, fourth, fifth and sixth planetary gear sets are installed in the fourth central portion. - As shown in
FIGS. 1 and 2 , the hybrid transmission device 10 has aninput member 14 that may be in the nature of shaft which may be directly driven by anengine 11. A transient torque damper 13 may be incorporated between the output shaft of theengine 11 and theinput member 14 of the hybrid transmission device 10. In the embodiment depicted theengine 11 may be a fossil fuel engine, such as a diesel engine which is readily adapted to provide its available power output delivered. Irrespective of the means by which theengine 11 is connected to theinput member 14 of the hybrid transmission device 10, theinput member 14 is connected to afirst carrier 28 in a first planetary gear set P1 in the hybrid transmission device 10. One end of a first motor/generator shaft 22 is connected with afirst sun gear 25, the other end is fixedly connected with a M1dry disc 19, and afirst motor rotor 23 is fixedly secured to the middle. The first motor/generator rotor shaft 22 is hollow allowing theinput member 14 to pass through its center from the first planetary gear P1 to thefirst carrier 28. Theinput member 14 has two collars, the shaft end of which engage the inner cages of a first bearing 141 and asecond bearing 142, respectively. Asecond carrier 33 has one buttressed annular hub that is partitioned, to receive outer cage of thesecond bearing 142. An E0dry disc 15 is fixedly secured to the front end of theinput member 14. - As shown in
FIGS. 1 and 4 , the hybrid transmission device 10 utilizes six compound planetary gear sets P1, P2, P3, P4, P5 and P6. The first planetary gear set P1 has a firstouter gear member 27, which may generally be designated as thefirst ring gear 27, which circumscribes an firstinner gear member 25, generally designated as thefirst sun gear 25. A plurality of firstplanet gear members 26 are rotatably mounted on thefirst carrier 28 such that eachfirst planet gear 26 meshingly engages both thefirst ring gear 27 and thefirst sun gear 25. - The second planetary gear set P2 has a second
outer gear member 32, which may generally be designated as thesecond ring gear 32, which circumscribes an secondinner gear member 30, generally designated as thesecond sun gear 30. A plurality of secondplanet gear members 31 are rotatably mounted on asecond carrier 33 such that eachsecond planet gear 31 meshingly engages both thesecond ring gear 32 and thesecond sun gear 30. - In the first and second planetary gear sets embodiment, the
first ring gear 27 is connected to thesecond ring gear 32 by afirst gear 29. Thefirst gear 29 has an outer tooth structure, which is mounted on the outer circumference of the whole ring formed by thefirst ring gear 27 and thesecond ring gear 32. A differential compound planetary gear set is comprised of the first planetary gear set P1 and the second planetary gear set P2. - As shown in
FIGS. 1, 2 and 5 , there are two symmetrically arranged the E1 shift gear systems. The E1 shift gear systems comprise anE1 gear 35 which meshingly engages thefirst gear 29, a E1shift gear shaft 36 which is fixedly secured to an E1dry disc 37, an E1 left bearing 363 a, an E1 right bearing 363 b, an E1left spacing ring 361 a and an E1right spacing ring 361 b which is fixed to theE1 gear shaft 36 by aleft shaft circlip 362 a and aright shaft circlip 362 b. Therefore, thefirst gear 29 is positioned in the axial direction by the spacing rings 361 a and 361 b. Thestanchion plate 99 b and the housing 99 c have two annular hubs in the direction of circumferential symmetry, which are partitioned to receive outer cages of fourbearings - With particular reference to
FIGS. 1 to 3 , it will be observed that the first motor/generator has afirst stator 24 and afirst rotor 23. Similarly, the second motor/generator has asecond stator 47 and asecond rotor 46. The first motor/generator stator 24 is fixedly secured to a generally cylindrical, interior surface of thecentral housing portion 99 a. The second motor/generator stator 47 is fixedly secured to a generally cylindrical, interior surface of thecentral housing portion 99 e. - The
first stanchion plate 99 b extends from the end of thecentral housing portion 99 a near theengine 11 to terminate in two buttressed annular hubs that are partitioned, to receive outer cages of athird bearing 222 and the first bearing 141, respectively. In addition, the stanchion plate of thecentral housing portion 99 a is used to connect with theengine 11. Thefirst stanchion plate 99 b has a buttressed annular hub that is partitioned to receive outer cage of a forth bearing 221. The first motor/generator rotor shaft 22 has two collars the shaft end of which engage the inner cages of the forth bearing 221 and third 222, respectively. - The
second stanchion plate 99 d extends radially inwardly from the medial portion of the interior surface in thecentral housing portion 99 e that is partitioned to receive outer cage of afifth bearing 401. Thesecond stanchion plate 99 d has also a buttressed annular hub that is partitioned to receive outer cage of asixth bearing 402. The second motor/generator rotor shaft 40 has two collars the shaft end of which engage the inner cages of thefifth bearing 401 andsixth bearing 402, respectively. The second motor/generator rotor shaft 40 is hollow allowing aninput shaft 34 to pass through its center from the second planetary gear P2 to thesecond carrier 33. One end of the second motor/generator shaft 40 is connected with thesecond sun gear 30, the other end is fixedly connected with the second motor/generator rotor 46, and a M2dry disc 41 is fixedly secured to the middle. - The third planetary gear set P3 has an third
outer gear member 50, which may generally be designated as thethird ring gear 50, which circumscribes an thirdinner gear member 48, generally designated as thethird sun gear 48. A plurality of thirdplanet gear members 49 are rotatably mounted on a third carrier 51 such that eachthird planet gear 49 meshingly engages both thethird ring gear 50 and thethird sun gear 48. Thethird ring gear 50 has both the internal and external teeth. - As shown in
FIGS. 1 to 6 , there are two symmetrically arranged the T1 shift gear systems. The T1 shift gear system comprises aT1 gear 56 which meshingly engages the outer gear teeth of thethird ring gear 50, a T1shift gear shaft 57 which is fixedly secured to a T1dry disc 59, a T1 left bearing 573 a, a T1right bearing 573 b, a T1left spacing ring 571 a and a T1right spacing ring 571 b which is fixed to aT1 gear shaft 57 by aleft shaft circlip 572 a and aright shaft circlip 572 b. Therefore, thethird ring gear 50 is positioned in the axial direction by the spacing rings 571 a and 571 b. - The fourth planetary gear set P4 has an fourth
outer gear member 52, which may generally be designated as thefourth ring gear 52, which circumscribes an fourthinner gear member 53, generally designated as thefourth sun gear 53. A plurality of fourthplanet gear members 54 are rotatably mounted on afourth carrier 55 such that eachfourth planet gear 54 meshingly engages both thefourth ring gear 52 and thefourth sun gear 53. Thefourth ring gear 52 has both the internal and external teeth. - There are two symmetrically arranged T2 shift gear systems. The T2 shift gear system comprises a
T2 gear 62 which meshingly engages the outer gear teeth of thefourth ring gear 52, a T2shift gear shaft 63 which is fixedly secured to a T2dry disc 64, a T2 left bearing 633 a, a T1right bearing 633 b, a T2left spacing ring 631 a and a T2right spacing ring 631 b which is fixed to theT2 gear shaft 63 by aleft shaft circlip 632 a and aright shaft circlip 632 b. Therefore, thethird ring gear 52 is positioned in the axial direction by the T2 left spacing rings 631 a and T2 right 631 b. - The
input shaft 34 is simultaneously connected with thethird sun gear 48 and thefourth sun gear 53. Theinput shaft 34 is fixedly secured to thesecond carrier 33 which has one buttressed annular hub that is partitioned, to receive outer cage of aseventh bearing 341. Thefourth carrier 55 has one buttressed annular hub that is partitioned, to receive outer cage of aeighth bearing 342. Thefirst carrier 28 has one collar the end of which engages the inner cage of theseventh bearing 341. In the third and fourth planetary gear sets embodiment, the third carrier 51 is connected to thefourth ring gear 52. - The fifth planetary gear set P5 has an fifth
outer gear member 70, which may generally be designated as thefifth ring gear 70, which circumscribes aninner gear member 68, generally designated as thefifth sun gear 68. A plurality of fifthplanet gear members 69 are rotatably mounted on afifth carrier 71 such that each fifthplanet gear member 69 meshingly engages both thefifth ring gear 70 and thefifth sun gear 68. - The
fifth sun gear 68 is fixedly connected to asecond gear 67 that has only the external teeth. There are two symmetrically arranged the T3 shift gear systems. The T3 shift gear systems comprise aT3 gear 77 which meshingly engages thesecond gear 67, a T3shift gear shaft 78 which is fixedly secured to the T3dry disc 79, a T3 left bearing 783 a, a T3right bearing 783 b, a T3left spacing ring 781 a and a T3right spacing ring 781 b which is fixed to theT3 gear shaft 78 by a left shaft circlip 782 a and aright shaft circlip 782 b. Therefore, thesecond gear 67 is positioned in the axial direction by the spacing rings 781 a and 781 b. - The sixth planetary gear set P6 has an sixth outer gear member 74, which may generally be designated as the sixth ring gear 74, which circumscribes an
inner gear member 72, generally designated as thesixth sun gear 72. A plurality of sixthplanet gear members 73 are rotatably mounted on asixth carrier 76 such that each sixthplanet gear member 73 meshingly engages both the sixth ring gear 74 and thesixth sun gear 72. - In the fifth and sixth planetary gear sets embodiment, the
fifth ring gear 70 is connected to the sixth ring gear 74 by athird gear 75. Thethird gear 75 has an outer tooth structure, which is mounted on the outer circumference of the whole ring formed by thefifth ring gear 70 and the sixth ring gear 74. There are two symmetrically arranged the T4 shift gear systems. The T4 shift gear systems comprise aT4 gear 85 which meshingly engages thethird gear 75, a T4shift gear shaft 86 which is fixedly secured to a T4dry disc 88, a T4 left bearing 863 a, a T4right bearing 863 b, a T4left spacing ring 861 a and a T4right spacing ring 861 b which is fixed to the T4shift gear shaft 86 by aleft shaft circlip 862 a and aright shaft circlip 862 b. Therefore, thethird gear 75 is positioned in the axial direction by the spacing rings 861 a and 861 b. - The
third housing 99 e and thethird stanchion plate 99 f have eight annular hubs in the direction of circumferential symmetry, which are partitioned to receive outer cages of sixteenbearings - The
second gear 67 and thefifth sun gear 68 are hollow allowing a middle shaft 61 to pass through its center from the fourth planetary gear set P4 to the fifth and sixth planetary gear sets P5 and P6. Thefourth carrier 55 is connected to thefifth carrier 71 and thesixth sun gear 72 through the middle shaft 61. Thesixth carrier 76 in the sixth planetary gear set is connected directly to the avehicular axle 82. Thethird stanchion plate 99 f has a buttressed annular hub that is partitioned to receive outer cage of aninth bearing 761. Thesixth carrier 76 has a collar the shaft right end of which engages the inner cage of theninth bearing 761. Thesixth carrier 76 has also a buttressed annular hub that is partitioned to receive outer cage of atenth bearing 762. The middle shaft 61 has a collar, and the right end of the middle shaft 61 engages the inner cage of thebearing 762. Thevehicular axle 82 drives adifferential assembly 91 to transmit the power to twoside shafts wheels - An electrical control unit (ECU) 92 of the hybrid transmission device 10 communicates a
MG1 speed sensor 20 by afirst transfer conductor 21, an En speed sensor 12 by asecond transfer conductor 121 and a MG2 speed sensor 44 by athird transfer conductor 45. TheECU 92 also communicates anE0 speed sensor 16 by afourth transfer conductor 176, aM1 speed sensor 20 by afifth transfer conductor 186, anE1 speed sensor 39 by asixth transfer conductor 386, aM2 speed sensor 42 by aseventh transfer conductor 436, aT1 speed sensor 60 by aeighth transfer conductor 586, aT2 speed sensor 65 by aninth transfer conductor 666, aT3 speed sensor 80 by atenth transfer conductor 816 and a T4 speed sensor 89 by aeleventh transfer conductor 906, respectively. A hydraulic control unit (HCU) 93 communicates with theECU 92 by atwelfth transfer conductor 94. TheHCU 93 communicates with an E0caliper brake system 17 by a firsthydraulic circuit 175, a M1caliper brake system 18 by a secondhydraulic circuit 185, an E1caliper brake system 38 by a thirdhydraulic circuit 385, a M2caliper brake system 43 by a fourthhydraulic circuit 435, a T1caliper brake system 58 by a fifthhydraulic circuit 585, a T2 caliper brake system 66 by a sixthhydraulic circuit 665, a T3 caliper brake system 81 by a seventhhydraulic circuit 815 and a T4caliper brake system 90 by a eighthhydraulic circuit 905, respectively. - The E0
caliper brake system 17 is a fixed caliper architectures, comprises the E0dry disc 15, theE0 speed sensor 16 for watching state of the E0dry disc 15, an E0 left pad plate 171 a, an E0right pad plate 171 b, two pairs of independenthydraulic pistons 173 a and 173 b as well as anE0 calipers 172 a and 172 b. A plurality of speed teeth are uniformly processed on the circumferential surface of the E0dry disc 15. There is a clearance about 2 mm between theE0 speed sensor 16 and the circumferential surface of the E0dry disc 15. The E0caliper brake system 17, as shown inFIGS. 1 to 3 , the E0 left pad plate 171 a and the E0right pad plate 171 b are pressed against the E0dry disc 15 by two pairs of independenthydraulic piston 173 a and 173 b inside theE0 calipers 172 a and 172 b, respectively, connected in parallel to the same pressure source from theHCU 93 by using the firsthydraulic circuit 175. There is a clearance about 0.2 mm between theE0 pad plates 171 a, 171 b and the E0dry disc 15. TheE0 calipers 172 a and 172 b are fixedly secured to outside surface of thefirst stanchion plate 99 b of thecentral housing portion 99 a by fastening bolts. As theE0 pistons 173 a and 173 b are pulled away from the E0dry disc 15 by the elastic force from the sealing ring, there are no friction between theE0 pad plates 171 a, 171 b and the E0dry disc 15. The high pressure oil fromHCU 93 feeds into the cavities formed between the E0hydraulic pistons 173 a, 173 b and theE0 calipers 172 a, 172 b through the firsthydraulic circuit 175. The E0hydraulic pistons 173 a, 173 b are operated by the fluid pressure, which drives theE0 pad plates 171 a, 171 b to fix the E0dry disc 15. - The M1
caliper brake system 18 is a fixed caliper architectures, comprises a M1dry disc 19, theMG1 speed sensor 20 for watching state of the M1dry disc 19, a M1 leftpad plate 181 a, a M1right pad plate 181 b, two pairs of independenthydraulic pistons 183 a and 183 b as well as aM1 calipers 182 a and 182 b. A plurality of speed teeth are uniformly processed on the circumferential surface of the M1dry disc 19. There is a clearance about 2 mm between theMG1 speed sensor 20 and the circumferential surface of the M1dry disc 19. The M1caliper brake system 18, as shown inFIGS. 1 to 3 , the M1 leftpad plate 181 a and the M1right pad plate 181 b are pressed against the M1dry disc 19 by two pairs of independenthydraulic piston 183 a and 183 b inside theM1 calipers 182 a and 182 b, respectively, connected in parallel to the same pressure source from theHCU 93 by using the secondhydraulic circuit 185. There is a clearance about 0.2 mm between theM1 pad plates dry disc 19. TheM1 calipers 182 a and 182 b are also fixedly secured to outside surface of thefirst stanchion plate 99 b of thecentral housing portion 99 a by fastening bolts. As theM1 pistons 183 a and 183 b are pulled away from the M1dry disc 19 by the elastic force from the sealing ring, there are no friction between theM1 pad plates dry disc 19. The high pressure oil fromHCU 93 feeds into the cavities formed between the M1hydraulic pistons 183 a, 183 b and theM1 calipers 182 a, 182 b through the secondhydraulic circuit 185. The M1hydraulic pistons 183 a, 183 b are operated by the fluid pressure, which drives theM1 pad plates dry disc 19. - There are two symmetrically arranged the E1
caliper brake systems 38. The E1caliper brake systems 38 comprises an E1dry disc 37, theE1 speed sensor 39 for watching state of the E1dry disc 37, an E1 left pad plate 381 a, an E1right pad plate 381 b, two pairs of independenthydraulic pistons E1 calipers dry disc 37. There is a clearance about 2 mm between theE1 speed sensor 39 and the circumferential surface of the E1dry disc 37. The E1caliper brake system 38, as shown inFIGS. 1 to 3 , the E1 left pad plate 381 a and the E1right pad plate 381 b are pressed against the E1dry disc 37 by two pairs of independenthydraulic piston E1 calipers HCU 93 by using the thirdhydraulic circuit 385. There is a clearance about 0.2 mm between theE1 pad plates 381 a, 381 b and the E1dry disc 37. TheE1 calipers stanchion plate 99 b by fastening bolts. As theE1 pistons dry disc 37 by the elastic force from the sealing ring, there are no friction between theE1 pad plates 381 a, 381 b and the E1dry disc 37. The high pressure oil fromHCU 93 feeds into the cavities formed between the E1hydraulic pistons E1 calipers hydraulic circuit 385. The E1hydraulic pistons E1 pad plates 381 a, 381 b to fix the E1dry disc 37. - The M2
caliper brake system 43 is a fixed caliper architectures, comprises a M2dry disc 41, theM2 speed sensor 42 for watching state of the M2dry disc 41, a M2 left pad plate 431 a, a M2right pad plate 431 b, two pairs of independenthydraulic pistons 433 a and 433 b as well as aM2 calipers dry disc 41. There is a clearance about 2 mm between theM2 speed sensor 42 and the circumferential surface of the M2dry disc 41. The M2caliper brake system 43, as shown inFIGS. 1 to 3 , the M2 left pad plate 431 a and the M2right pad plate 431 b are pressed against the M2dry disc 41 by two pairs of independenthydraulic piston 433 a and 433 b inside theM2 calipers HCU 93 by using the fourthhydraulic circuit 435. There is a clearance about 0.2 mm between theM2 pad plates 431 a, 431 b and the M2dry disc 41. TheM2 calipers stanchion plate 99 b by fastening bolts. As theM2 pistons 433 a and 433 b are pulled away from the M2dry disc 41 by the elastic force from the sealing ring, there are no friction between theM2 pad plates 431 a, 431 b and the M2dry disc 41. The high pressure oil fromHCU 93 feeds into the cavities formed between the M2hydraulic pistons 433 a, 433 b and theM2 calipers hydraulic circuit 435. The M2hydraulic pistons 433 a, 433 b are operated by the fluid pressure, which drives theM2 pad plates 431 a, 431 b to fix the M2dry disc 41. - There are two symmetrically arranged the T1
caliper brake systems 58. The T1caliper brake systems 58 comprises a T1dry disc 59, theT1 speed sensor 60 for watching state of the T1dry disc 59, a T1 left pad plate 581 a, a T1right pad plate 581 b, two pairs of independenthydraulic pistons T1 calipers dry disc 59. There is a clearance about 2 mm between theT1 speed sensor 60 and the circumferential surface of the T1dry disc 59. The T1caliper brake system 58, as shown inFIGS. 1 to 3 , the T1 left pad plate 581 a and the T1right pad plate 581 b are pressed against the T1dry disc 59 by two pairs of independenthydraulic piston T1 calipers HCU 93 by using the fifthhydraulic circuit 585. There is a clearance about 0.2 mm between theT1 pad plates 581 a, 581 b and the T1dry disc 59. TheT1 calipers stanchion plate 99 f by fastening bolts. As theT1 pistons dry disc 59 by the elastic force from the sealing ring, there are no friction between theT1 pad plates 581 a, 581 b and the T1dry disc 59. The high pressure oil fromHCU 93 feeds into the cavities formed between the T1hydraulic pistons T1 calipers hydraulic circuit 585. The T1hydraulic pistons T1 pad plates 581 a, 581 b to fix the T1dry disc 59. - There are two symmetrically arranged the T2 caliper brake systems 66. The T2 caliper brake systems 66 comprises a T2
dry disc 64, theT2 speed sensor 65 for watching state of the T2dry disc 64, a T2 left pad plate 661 a, a T2right pad plate 661 b, two pairs of independenthydraulic pistons T2 calipers dry disc 59. There is a clearance about 2 mm between theT2 speed sensor 65 and the circumferential surface of the T2dry disc 64. The T2 caliper brake system 66, as shown inFIGS. 1 to 3 , the T2 left pad plate 661 a and the T2right pad plate 661 b are pressed against the T2dry disc 64 by two pairs of independenthydraulic piston T2 calipers HCU 93 by using the sixthhydraulic circuit 665. There is a clearance about 0.2 mm between theT2 pad plates 661 a, 661 b and the T2dry disc 64. TheT2 calipers stanchion plate 99 f by fastening bolts. As theT2 pistons dry disc 64 by the elastic force from the sealing ring, there are no friction between theT2 pad plates 661 a, 661 b and the T2dry disc 64. The high pressure oil fromHCU 93 feeds into the cavities formed between the T2hydraulic pistons T2 calipers hydraulic circuit 665. The T2hydraulic pistons T2 pad plates 661 a, 661 b to fix the T2dry disc 64. - There are two symmetrically arranged the T3 caliper brake systems 81. The T3 caliper brake systems 81 comprises a T3
dry disc 79, theT3 speed sensor 80 for watching state of the T3dry disc 79, a T3 left pad plate 811 a, a T3right pad plate 811 b, two pairs of independenthydraulic pistons T3 calipers dry disc 79. There is a clearance about 2 mm between theT3 speed sensor 80 and the circumferential surface of the T3dry disc 79. The T3 caliper brake system 81, as shown inFIGS. 1 to 3 , the T3 left pad plate 811 a and the T3right pad plate 811 b are pressed against the T3dry disc 79 by two pairs of independenthydraulic piston T3 calipers HCU 93 by using the seventhhydraulic circuit 815. There is a clearance about 0.2 mm between theT3 pad plates 811 a, 811 b and the T3dry disc 79. TheT3 calipers stanchion plate 99 f by fastening bolts. As theT3 pistons dry disc 79 by the elastic force from the sealing ring, there are no friction between theT3 pad plates 811 a, 811 b and the T3dry disc 79. The high pressure oil fromHCU 93 feeds into the cavities formed between the T3hydraulic pistons T3 calipers hydraulic circuit 815. The T3hydraulic pistons T3 pad plates 811 a, 811 b to fix the T3dry disc 79. - There are two symmetrically arranged the T4
caliper brake systems 90. The T4caliper brake systems 90 comprises a T4dry disc 88, the T4 speed sensor 89 for watching state of the T4dry disc 88, a T4 leftpad plate 901 a, a T4right pad plate 901 b, two pairs of independenthydraulic pistons T4 calipers dry disc 88. There is a clearance about 2 mm between the T4 speed sensor 89 and the circumferential surface of the T4dry disc 88. The T4caliper brake system 90, as shown inFIGS. 1 to 3 , the T4 leftpad plate 901 a and the T4right pad plate 901 b are pressed against the T4dry disc 88 by two pairs of independenthydraulic piston T4 calipers HCU 93 by using the eighthhydraulic circuit 905. There is a clearance about 0.2 mm between theT4 pad plates dry disc 88. TheT4 calipers stanchion plate 99 f by fastening bolts. As theT4 pistons dry disc 88 by the elastic force from the sealing ring, there are no friction between theT4 pad plates dry disc 88. The high pressure oil fromHCU 93 feeds into the cavities formed between the T4hydraulic pistons T4 calipers hydraulic circuit 905. The T4hydraulic pistons T4 pad plates dry disc 88. - The operator of the vehicle has three primary devices to control the hybrid transmission device 10. One of the primary control devices is a well-known drive range selector (not shown) that directs the
ECU 92 to configure the hybrid transmission device 10 for either the park, reverse, neutral, or forward drive range. The second and third primary control devices constitute an accelerator pedal (not shown) and a brake pedal (also not shown). The information obtained by theECU 92 from these three primary control sources will hereinafter be referred to as the “operator demand”. TheECU 92 also obtains information from theengine 11, the first motor/generator, the second motor/generator, the states for the E0dry disc 15, the M1dry disc 19, the E1dry disc 37, the M2dry disc 41, the T1dry disc 59, the T2dry disc 64, the T3dry disc 79, the T4dry disc 88 and thevehicular axle 82, respectively, theHCU 93. In response to an operator's action, theECU 92 determines what is required and then manipulates the selectively operated components of the hybrid transmission device 10 appropriately to respond to the operator demand. - For example, in the exemplary embodiment shown in
FIG. 1 , when the operator selects a drive range and manipulates either the accelerator pedal or the brake pedal, theECU 92 thereby determines if the vehicle should accelerate or decelerate. TheECU 92 also monitors the state of the power sources, and determines the output speed from the hybrid transmission device 10 required to achieve the desired rate of acceleration or deceleration. Under the direction of theECU 92, the hybrid transmission device 10 is capable of providing a range of output speeds from slow to fast in order to meet the acceleration and deceleration demands. - In order to provide a full explanation as to the operation of a hybrid transmission device embodying the concepts of the present invention, a description of the operational modes employed to achieve the output speeds necessary to meet the operator demand under various operating conditions shall be provided with respect to the embodiments. Those operating conditions are: whether the vehicle is to accelerate to, or hold, a desired speed; whether the vehicle is to decelerate; whether the vehicle is to reverse. As such, the
ECU 92 constantly reads the operator demand in conjunction with the other information that expresses the operational state of the vehicle, including the power sources, and responds accordingly. The following descriptions describe various operational states of the hybrid transmission device 10. Once the overall concept as to how this preferred embodiment operates is understood, those concepts shall likewise apply to the embodiments subsequently described herein. - As will become apparent as the detailed description proceeds, the hybrid transmission device 10 includes six planetary gear sets mechanically-operatively connected to an internal combustion engine and two motor/generators adapted to selectively transmit mechanical power to an output member through selective application of eight caliper brake systems. In other words, various driving modes are provided by changing the states of these caliper brake systems and the operating modes of the engine and the first and second motor/generators.
- Those skilled in the art will appreciate that each of these various driving modes can be configured with the
ECU 92 to provide a range of output speeds from relatively slow to relatively fast within the hybrid transmission device 10 of operation. There are twelve modes for the hybrid transmission device 10 that provides power to the vehicle, i.e. the engine driving mode (EDM), the first motor/generator driving mode (M1DM), the second motor/generator driving mode (M2DM), the engine and the first motor/generator combined driving mode (EM1DM), the engine and the first motor/generator combined driving mode (EM2DM), the engine and the first and second motor/generators combined driving mode (EM1M2DM), the first and second motor/generators combined driving mode (M1M2DM), the series driving mode (SDM), the reverse driving mode (RDM), the engine start driving mode (ESDM), the deceleration and regenerative driving mode (DRDM) and the parking mode (PM). - 1. The Engine Driving Mode (EDM)
- During this mode, the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the
engine 11. TheECU 92 controls theHCU 93 to disengage the E0 and E1 caliper brake systems and engage the M1 and M2 caliper brake systems, respectively. The first and second motor/generators are off. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b and the E1hydraulic pistons E0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theE1 pad plates 381 a, 381 b and the E1dry disc 37. There are setting pressure is used to push the M1hydraulic pistons 183 a, 183 b and the M2hydraulic pistons 433 a, 433 b to move theM1 pad plates M2 pad plates 431 a, 431 b braking the M1dry disc 19 and the M2dry disc 41, respectively. At the same time, there are four driving modes for the EDM, i.e. the first ratio for the EDM, the second ratio for the EDM, the third ratio for the EDM and the fourth ratio for the EDM. - Because the first motor/
generator shaft 22 is fixedly connected to the M1dry disc 19 and thefirst sun gear 25, the M1dry disc 19 is broken, so thefirst sun gear 25 is locked. Because the second motor/generator shaft 40 is fixedly connected to the M2dry disc 41 and thesecond sun gear 30, the M2dry disc 41 is broken, so thesecond sun gear 30 is locked. Because the E1shift gear shaft 36 which is fixedly secured to the E1dry disc 37, and theE1 gear 35 is fixedly secured to the E1shift gear shaft 36 and meshingly engages thefirst gear 29, so thefirst ring gear 27 and thesecond ring gear 32 are not locked. - The torque delivery path for the EDM includes the
first carrier 28, which is driven by theengine 11 through theinput member 14, the plurality of first planet gears 26, thefirst sun gear 25 locked by the M1 caliper brake system which provides the torque reaction point for the first planetary gear set P1, thefirst ring gear 27 and thesecond ring gear 32, the plurality of second planet gears 31, thesecond sun gear 30 locked by the M2 caliper brake system which provides the torque reaction point for the second planetary gear set P2, thesecond carrier 33 transmits the power from theengine 11 to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the EDM
- To produce the first ratio for the EDM, i.e. the first speed ratio results when the T1 and T3 caliper systems are disengaged and the T2 and T4 caliper systems are engaged. When this occurs, the
ECU 92 controls theHCU 93 to disengage the T1 and T3 caliper systems and engage the T2 and T4 caliper systems, respectively. There are no any pressure is used to push the T1hydraulic pistons hydraulic pistons T1 pad plates 581 a, 581 b and the T1dry disc 59. The clearance is also kept up between theT3 pad plates 811 a, 811 b and the T3dry disc 79. There are setting pressure is used to push the T2hydraulic pistons hydraulic pistons T2 pad plates 661 a, 661 b and theT4 pad plates dry disc 64 and the T4dry disc 88, respectively. - The
fourth sun gear 53 transmits the power from themiddle shaft 34 to thefourth carrier 55 through the plurality of fourth planet gears 54. In this case, because the T2shift gear shaft 63 which is fixedly secured to the T2dry disc 64, and theT2 gear 62 is fixedly secured to the T2shift gear shaft 63 and meshingly engages thefourth ring gear 52, so thefourth ring gear 52 is locked which provides the torque reaction point for the fourth planetary gear set P4. Thesixth sun gear 72 transmits the power from thefourth carrier 55 to thesixth carrier 76 through the plurality of sixth planet gears 73. In this case, because the T4shift gear shaft 86 which is fixedly secured to the T4dry disc 88, and theT4 gear 85 is fixedly secured to the T4shift gear shaft 86 and meshingly engages thethird gear 75, so thefifth ring gear 70 and the sixth ring gear 74 are locked which provide the torque reaction point for the sixth planetary gear set P6. Thethird ring gear 50 and thefifth sun gear 68 drive the T1dry disc 59 and the T3dry disc 79 to freely rotatably around the T1shift gear shaft 57 and the T3shift gear shaft 78 without friction, respectively. Thesixth carrier 76 drives thedifferential assembly 91 by thevehicular axle 82 to transmit the power to theside shafts wheel - Based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
engine 11 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- Where:
- Z1 is the number of gear teeth of the
first sun gear 25. - Z2 is the number of gear teeth of the
first ring gear 27. - Z3 is the number of gear teeth of the
second sun gear 30. - Z4 is the number of gear teeth of the
second ring gear 32. - Z5 is the number of gear teeth of the
third sun gear 48. - Z6 is the number of gear teeth of the
third ring gear 50. - Z7 is the number of gear teeth of the
fourth sun gear 53. - Z8 is the number of gear teeth of the
fourth ring gear 52. - Z9 is the number of gear teeth of the
fifth sun gear 68. - Z10 is the number of gear teeth of the
fifth ring gear 70. - Z11 is the number of gear teeth of the
sixth sun gear 72. - Z12 is the number of gear teeth of the sixth ring gear 74.
- Ne is the rotational speed of the
engine 11. - N1 is the rotational speed of the first motor/
generator rotor 23. - N2 is the rotational speed of the second motor/
generator rotor 46. - No is the rotational speed of the
vehicular axle 82. - These symbols are used in the present invention, except for special instruction.
- (ii) The Second Ratio for the EDM
- To produce the second ratio for the EDM, i.e. the second speed ratio results when the T2 and T3 caliper systems are disengaged and the T1 and T4 caliper systems are engaged. When this occurs, the
ECU 92 controls theHCU 93 to disengage the T2 and T3 caliper systems and engage the T1 and T4 caliper systems, respectively. There are no any pressure is used to push the T2hydraulic pistons hydraulic pistons T2 pad plates 661 a, 661 b and the T2dry disc 64. The clearance is also kept up between theT3 pad plates 811 a, 811 b and the T3dry disc 79. There are setting pressure is used to push the T1hydraulic pistons hydraulic pistons T1 pad plates 581 a, 581 b and theT4 pad plates dry disc 59 and the T4dry disc 88, respectively. - The
third sun gear 48 and thefourth sun gear 53 transmits the power from themiddle shaft 34 to thefourth carrier 55 through the plurality of third planet gears 49 and the plurality of fourth planet gears 54. In this case, because the T1shift gear shaft 57 which is fixedly secured to the T1dry disc 59, and theT1 gear 56 is fixedly secured to the T1shift gear shaft 57 and meshingly engages thethird ring gear 50, so thethird ring gear 50 is locked which provides the torque reaction point for the third planetary gear set P3. Thesixth sun gear 72 transmits the power from thefourth carrier 55 to thesixth carrier 76 through the plurality of sixth planet gears 73. In this case, because the T4shift gear shaft 86 which is fixedly secured to the T4dry disc 88, and theT4 gear 85 is fixedly secured to the T4shift gear shaft 86 and meshingly engages thethird gear 75, so thefifth ring gear 70 and the sixth ring gear 74 are locked which provide the torque reaction point for the sixth planetary gear set P6. Thefourth ring gear 52 and thefifth sun gear 68 drive the T2dry disc 64 and the T3dry disc 79 to freely rotatably around the T2shift gear shaft 63 and the T3shift gear shaft 78 without friction, respectively. Thesixth carrier 76 drives thedifferential assembly 91 by thevehicular axle 82 to transmit the power to theside shafts wheel - Based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
engine 11 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iii) The Third Ratio for the EDM
- To produce the third ratio for the EDM, i.e. the third speed ratio results when the T1 and T4 caliper systems are disengaged and the T2 and T3 caliper systems are engaged. When this occurs, the
ECU 92 controls theHCU 93 to disengage the T1 and T4 caliper systems and engage the T2 and T3 caliper systems, respectively. There are no any pressure is used to push the T1hydraulic pistons hydraulic pistons T1 pad plates 581 a, 581 b and the T1dry disc 59. The clearance is also kept up between theT4 pad plates dry disc 88. There are setting pressure is used to push the T2hydraulic pistons hydraulic pistons T2 pad plates 661 a, 661 b and theT3 pad plates 811 a, 811 b braking the T2dry disc 64 and the T3dry disc 79, respectively. - The
fourth sun gear 53 transmits the power from themiddle shaft 34 to thefourth carrier 55 through the plurality of fourth planet gears 54. In this case, because the T2shift gear shaft 63 which is fixedly secured to the T2dry disc 64, and theT2 gear 62 is fixedly secured to the T2shift gear shaft 63 and meshingly engages thefourth ring gear 52, so thefourth ring gear 52 is locked which provides the torque reaction point for the fourth planetary gear set P4. Thefifth carrier 71 and thesixth sun gear 72 transmit the power from thefourth carrier 55 to thesixth carrier 76 through the plurality of fifth planet gears 69 and the plurality of sixth planet gears 73. In this case, because the T3shift gear shaft 78 which is fixedly secured to the T3dry disc 79, and theT3 gear 77 is fixedly secured to the T3shift gear shaft 78 and meshingly engages thesecond gear 67, so thesecond gear 67 and thefifth sun gear 68 are locked which provide the torque reaction point for the fifth planetary gear set P5. Thethird ring gear 50 and thethird gear 75 drive the T1dry disc 59 and the T4dry disc 88 to freely rotatably around the T1shift gear shaft 57 and the T4shift gear shaft 86 without friction, respectively. Thesixth carrier 76 drives thedifferential assembly 91 by thevehicular axle 82 to transmit the power to theside shafts wheel - Based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
engine 11 rotational speed and thevehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iv) The Fourth Ratio for the EDM
- To produce the fourth ratio for the EDM, i.e. the fourth speed ratio results when the T2 and T4 caliper systems are disengaged and the T1 and T3 caliper systems are engaged. When this occurs, the
ECU 92 controls theHCU 93 to disengage the T2 and T4 caliper systems and engage the T1 and T3 caliper systems, respectively. There are no any pressure is used to push the T2hydraulic pistons hydraulic pistons T2 pad plates 661 a, 661 b and the T2dry disc 64. The clearance is also kept up between theT4 pad plates dry disc 88. There are setting pressure is used to push the T1hydraulic pistons hydraulic pistons T1 pad plates 581 a, 581 b and theT3 pad plates 811 a, 811 b braking the T1dry disc 59 and the T3dry disc 79, respectively. - The
third sun gear 48 and thefourth sun gear 53 transmits the power from themiddle shaft 34 to thefourth carrier 55 through the plurality of third planet gears 49 and the plurality of fourth planet gears 54. In this case, because the T1shift gear shaft 57 which is fixedly secured to the T1dry disc 59, and theT1 gear 56 is fixedly secured to the T1shift gear shaft 57 and meshingly engages thethird ring gear 50, so thethird ring gear 50 is locked which provides the torque reaction point for the third planetary gear set P3. Thefifth carrier 71 and thesixth sun gear 72 transmit the power from thefourth carrier 55 to thesixth carrier 76 through the plurality of fifth planet gears 69 and the plurality of sixth planet gears 73. In this case, because the T3shift gear shaft 78 which is fixedly secured to the T3dry disc 79, and theT3 gear 77 is fixedly secured to the T3shift gear shaft 78 and meshingly engages thesecond gear 67, so thesecond gear 67 and thefifth sun gear 68 are locked which provide the torque reaction point for the fifth planetary gear set P5. Thefourth ring gear 52 and thethird gear 75 drive the T2dry disc 64 and the T4dry disc 88 to freely rotatably around the T2shift gear shaft 63 and the T4shift gear shaft 86 without friction, respectively. Thesixth carrier 76 drives thedifferential assembly 91 by thevehicular axle 82 to transmit the power to theside shafts wheel - Based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
engine 11 rotational speed and thevehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- 2. The First Motor/Generator Driving Mode (M1DM)
- During this mode, the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the first motor/generator. The first motor/generator operates as a motor during the mode. The
ECU 92 controls theHCU 93 to disengage the E1 and M1 caliper brake systems and engage the E0 and M2 caliper brake systems, respectively. Theengine 11 is closed. There are no any pressure is used to push the E1hydraulic pistons hydraulic pistons 183 a, 183 b to move forward. The clearance is kept up between theE1 pad plates 381 a, 381 b and the E1dry disc 37. The clearance is also kept up between theM1 pad plates dry disc 19. There are setting pressure is used to push the E0hydraulic pistons 173 a, 173 b and the M2hydraulic pistons 433 a, 433 b to move theE0 pad plates 171 a, 171 b and theM2 pad plates 431 a, 431 b braking the E0dry disc 15 and the M2dry disc 41, respectively. At the same time, there are four driving modes for the M1DM, i.e. the first ratio for the M1EDM, the second ratio for the M1EDM, the third ratio for the M1EDM and the fourth ratio for the M1EDM. - Because the first motor/
generator shaft 22 is fixedly connected to the M1dry disc 19 and thefirst sun gear 25, the M1dry disc 19 is freely rotatably around the first motor/generator shaft 22, so thefirst sun gear 25 is not locked. Because the second motor/generator shaft 40 is fixedly connected to the M2dry disc 41 and thesecond sun gear 30, the M2dry disc 41 is broken, so thesecond sun gear 30 is locked. Because theinput member 14 which is fixedly secured to the E0dry disc 15, the E0dry disc 15 is locked, and thefirst carrier 28 is fixedly secured to theinput member 14, so thefirst carrier 28 is locked. - The torque delivery path for the M1DM includes the
first sun gear 25, which is driven by the first motor/generator through the first motor/generator shaft 22, the plurality of first planet gears 26, thefirst carrier 28 locked by the E0caliper brake system 17 which provides the torque reaction point for the first planetary gear set P1, thefirst ring gear 27 and thesecond ring gear 32, the plurality of second planet gears 31, thesecond sun gear 30 locked by the M2 caliper brake system which provides the torque reaction point for the second planetary gear set P2, thesecond carrier 33 transmits the power from the first motor/generator to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the M1DM
- According to the first ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- Where: the minus “−” sign indicates that the first motor/
generator shaft 22 and thevehicular axle 82 rotate in the opposite direction. - (ii) The Second Ratio for the M1DM
- According to the second ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- Where: the minus “−” sign indicates that the first motor/
generator shaft 22 and thevehicular axle 82 rotate in the opposite direction. - (iii) The Third Ratio for the M1DM
- According to the third ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the second third speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- Where: the minus “−” sign indicates that the first motor/
generator shaft 22 and thevehicular axle 82 rotate in the opposite direction. - (iv) The Fourth Ratio for the M1DM
- According to the fourth ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the second fourth speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- Where: the minus “−” sign indicates that the first motor/
generator shaft 22 and thevehicular axle 82 rotate in the opposite direction. - 3. The Second Motor/Generator Driving Mode (M2DM)
- During this mode, the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the second motor/generator. The second motor/generator operates as a motor during the mode. The
ECU 92 controls theHCU 93 to disengage the E0, M1 and M2 caliper brake systems and engage the E1 caliper brake system, respectively. Theengine 11 is closed. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b, the M1hydraulic pistons 183 a, 183 b and the M2hydraulic pistons 433 a, 433 b to move forward. The clearance is kept up between theE0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theM1 pad plates dry disc 19. The clearance is also kept up between theM2 pad plates 431 a, 431 b and the M2dry disc 41. There are setting pressure is used to push the E1hydraulic pistons E1 pad plates 381 a, 381 b braking the E1dry disc 37. At the same time, there are four driving modes for the M2DM, i.e. the first ratio for the M2EDM, the second ratio for the M2EDM, the third ratio for the M2EDM and the fourth ratio for the M2EDM. - Because the first motor/
generator shaft 22 is fixedly connected to the M1dry disc 19 and thefirst sun gear 25, the M1dry disc 19 is freely rotatably around the first motor/generator shaft 22, so thefirst sun gear 25 is not locked. Because theinput member 14 is fixedly connected to the E0dry disc 15 and thefirst carrier 28, the E0dry disc 15 is freely rotatably around theinput member 14, so thefirst carrier 28 is not locked. Because the E1shift gear shaft 36 which is fixedly secured to the E1dry disc 37, and theE1 gear 36 is fixedly secured to the E1shift gear shaft 36 and meshingly engages thefirst gear 29, so thefirst gear 29 is locked which provides the torque reaction point for the first planetary gear set P1 and the second planetary gear set P2. - The torque delivery path for the M2DM includes the
second sun gear 30, which is driven by the second motor/generator through the second motor/generator shaft 40, the plurality of second planet gears 31, thefirst gear 29 locked by the E1 caliper brake system which provides the torque reaction point for the second planetary gear set P2, thesecond carrier 33 transmits the power from the second motor/generator to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the M2DM
- According to the first ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the second motor/
generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (ii) The Second Ratio for the M2DM
- According to the second ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the second motor/
generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iii) The Third Ratio for the M2DM
- According to the third ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the second motor/
generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iv) The Fourth Ratio for the M2DM
- According to the fourth ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the second motor/
generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- 4. The Engine and the First Motor/Generator Combined Driving Mode (EM1DM).
- During this mode, the power supplied by the hybrid transmission device 10 is predicated by the power delivered to the hybrid transmission device 10 from both the
engine 11 and the first motor/generator. The first motor/generator operates as a motor during the mode. TheECU 92 controls theHCU 93 to disengage the E0, M1 and E1 caliper brake systems and engage the M2 caliper brake system, respectively. The second motor/generator is closed. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b, the M1hydraulic pistons 183 a, 183 b and the E1hydraulic pistons E0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theM1 pad plates dry disc 19. The clearance is also kept up between theE1 pad plates 381 a, 381 b and the E1dry disc 37. There are setting pressure is used to push the M2hydraulic pistons 433 a, 433 b to move theM2 pad plates 431 a, 431 b braking the M2dry disc 41. At the same time, there are four driving modes for the EM1DM, i.e. the first ratio for the EM1DM, the second ratio for the EM1DM, the third ratio for the EM1DM and the fourth ratio for the EM1DM. - Because the first motor/
generator shaft 22 is fixedly connected to the M1dry disc 19 and thefirst sun gear 25, the M1dry disc 19 is freely rotatably around the first motor/generator shaft 22, so thefirst sun gear 25 is not locked. Because the second motor/generator shaft 40 is fixedly connected to the M2dry disc 41 and thesecond sun gear 30, the M2dry disc 41 is locked, so thesecond sun gear 30 is locked. - The torque delivery path for the EM1DM includes the
first carrier 28, which is driven by theengine 11 through theinput member 14, thefirst sun gear 25, which is driven by the first motor/generator through the first motor/generator shaft 22, the power from thefirst carrier 28 and thefirst sun gear 25 is coupled by the plurality of first planet gears 26 and transmitted to thefirst ring gear 27 and thesecond ring gear 32, the plurality of second planet gears 31, thesecond sun gear 30 locked by the M2 caliper brake system which provides the torque reaction point for the second planetary gear set P2, thesecond carrier 33 transmits the power from theengine 11 and thefirst sun gear 25 to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the EM1DM
- According to the first ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (ii) The Second Ratio for the EM1DM
- According to the second ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iii) The Third Ratio for the EM1DM
- According to the third ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iv) The Fourth Ratio for the EM1DM
- According to the fourth ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 rotational speed and thevehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- 5. The Engine and the Second Motor/Generator Combined Driving Mode (EM2DM).
- During this mode, the power supplied by the hybrid transmission device 10 is predicated by the power delivered to the hybrid transmission device 10 from both the
engine 11 and the second motor/generator. The second motor/generator operates as a motor during the mode. TheECU 92 controls theHCU 93 to disengage the E0, M2 and E1 caliper brake systems and engage the M1 caliper brake system, respectively. The first motor/generator is closed. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b, the M2hydraulic pistons 433 a, 433 b and the E1hydraulic pistons E0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theM2 pad plates 431 a, 431 b and the M2dry disc 41. The clearance is also kept up between theE1 pad plates 381 a, 381 b and the E1dry disc 37. There are setting pressure is used to push the M1hydraulic pistons 183 a, 183 b to move theM1 pad plates dry disc 19. At the same time, there are four driving modes for the EM2DM, i.e. the first ratio for the EM2DM, the second ratio for the EM2DM, the third ratio for the EM2DM and the fourth ratio for the EM2DM. - Because the first motor/
generator shaft 22 is fixedly connected to the M1dry disc 19 and thefirst sun gear 25, the M1dry disc 19 is locked, so thefirst sun gear 25 is locked. - The torque delivery path for the EM2DM includes the
first carrier 28, which is driven by theengine 11 through theinput member 14, the plurality of first planet gears 26, thefirst sun gear 25 locked by the M1 caliper brake system which provides the torque reaction point for the first planetary gear set P1, thefirst ring gear 27 and thesecond ring gear 32, thesecond sun gear 30 which is driven by the second motor/generator through the second motor/generator shaft 40, the power from thefirst carrier 28 and thesecond sun gear 30 is coupled by the plurality of second planet gears 31 and transmitted to thefirst ring gear 27 and thesecond carrier 33, thesecond carrier 33 transmits the power from theengine 11 and thesecond sun gear 30 to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the M2DM
- According to the first ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (ii) The Second Ratio for the M2DM
- According to the second ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iii) The Third Ratio for the M2DM
- According to the third ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iv) The Fourth Ratio for the M2DM.
- According to the fourth ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- 6. The Engine and the First and Second Motor/Generators Combined Driving Mode (EM1M2DM).
- During this mode, the power supplied by the hybrid transmission device 10 is predicated by the power delivered to the hybrid transmission device 10 from the
engine 11, the first and second motor/generators. The first and second motor/generators operate as motor during the mode. TheECU 92 controls theHCU 93 to disengage the E0, M1, M2 and E1 caliper brake systems. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b, the M1hydraulic pistons 183 a, 183 b, the M2hydraulic pistons 433 a, 433 b and the E1hydraulic pistons E0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theM2 pad plates 431 a, 431 b and the M2dry disc 41. The clearance is also kept up between theM1 pad plates dry disc 19. The clearance is also kept up between theE1 pad plates 381 a, 381 b and the E1dry disc 37. At the same time, there are four driving modes for the EM1M2DM, i.e. the first ratio for the EM1M2DM, the second ratio for the EM1M2DM, the third ratio for the EM1M2DM and the fourth ratio for the EM1M2DM. - The torque delivery path for the EM1M2DM includes the
first carrier 28, which is driven by theengine 11 through theinput member 14, thefirst sun gear 25, which is driven by the first motor/generator through the first motor/generator shaft 22, thesecond sun gear 30 which is driven by the second motor/generator through the second motor/generator shaft 40, the power from thefirst carrier 28 and thefirst sun gear 25 is coupled by the plurality of first planet gears 26 and transmitted to thefirst ring gear 27 and thesecond ring gear 32, the power from thefirst ring gear 27 and thesecond ring gear 32 and thesecond sun gear 30 is coupled by the plurality of second planet gears 31 and transmitted to thesecond carrier 33, thesecond carrier 33 transmits the power from theengine 11, thefirst sun gear 25 and thesecond sun gear 30 to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the EM1M2DM
- According to the first ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (ii) The Second Ratio for the EM1M2DM
- According to the second ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iii) The Third Ratio for the EM1M2DM
- According to the third ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iv) The fourth ratio for the EM1M2DM
- According to the fourth ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14, the first motor/generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- 7. The First and Second Motor/Generators Combined Driving Mode (M1M2DM).
- During this mode, the power supplied by the hybrid transmission device 10 is predicated solely by the power delivered to the hybrid transmission device 10 from the first and second motor/generators. The first and second motor/generators operate as motor during the mode. The
ECU 92 controls theHCU 93 to disengage the E1, M1 and M2 caliper brake systems and engage the E0caliper brake system 17, respectively. Theengine 11 is closed. There are no any pressure is used to push the E1hydraulic pistons hydraulic pistons 183 a, 183 b and the M2hydraulic pistons 433 a, 433 b to move forward. The clearance is kept up between theE1 pad plates 381 a, 381 b and the E1dry disc 37. The clearance is also kept up between theM1 pad plates dry disc 19. The clearance is also kept up between theM2 pad plates 431 a, 431 b and the M2dry disc 41. There are setting pressure is used to push the E0hydraulic pistons 173 a, 173 b to move theE0 pad plates 171 a, 171 b braking the E0dry disc 15. At the same time, there are four driving modes for the M1M2DM, i.e. the first ratio for the M1M2EDM, the second ratio for the M1M2EDM, the third ratio for the M1M2EDM and the fourth ratio for the M1M2EDM. - Because the
input member 14 which is fixedly secured to the E0dry disc 15, the E0dry disc 15 is locked, and thefirst carrier 28 is fixedly secured to theinput member 14, so thefirst carrier 28 is locked. - The torque delivery path for the M1DM includes the
first sun gear 25, which is driven by the first motor/generator through the first motor/generator shaft 22, the plurality of first planet gears 26, thefirst carrier 28 locked by the E0caliper brake system 17 which provides the torque reaction point for the first planetary gear set P1, thesecond sun gear 30 which is driven by the second motor/generator through the second motor/generator shaft 40, the power from thefirst ring gear 27 and thesecond ring gear 32 and thesecond sun gear 30 is coupled by the plurality of second planet gears 31 and transmitted to thesecond carrier 33, thesecond carrier 33 transmits the power from thefirst sun gear 25 and thesecond sun gear 30 to thethird sun gear 48 and thefourth sun gear 53 through themiddle shaft 34. To produce the four fixed speed ratios, there are four delivery paths obtained by selecting the T1, T2, T3 and T4 caliper brake systems to disengage and engage. - (i) The First Ratio for the M1M2DM
- According to the first ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the first fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (ii) The Second Ratio for the M1M2DM
- According to the second ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the second fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iii) The Third Ratio for the M1M2DM
- According to the third ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the third fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- (iv) The Fourth Ratio for the EM1M2DM
- According to the fourth ratio for the EDM and based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the first motor/
generator shaft 22 and the second motor/generator shaft 40 rotational speed and thevehicular axle 82 rotational speed through the fourth fixed speed ratio of the hybrid transmission device 10 are selected based on gear teeth ratios: -
- 8. The Series Driving Mode (SDM)
- A series propulsion system is a system in which energy follows a path from an engine to an electric storage device and then to an electrical motor which applies power to rotate the drive members. There is no direct mechanical connection between the engine and the drive members in a series propulsion system. The transmission adapted to receive the output power from either an engine or an electric motor, or both, have heretofore relied largely on what has been designated as series, hybrid propulsion systems.
- During this mode, the first motor/generator operates as a generator and the second motor/generator operates as a motor. The
ECU 92 controls theHCU 93 to disengage the E0, M1 and M2 caliper brake systems and engage the E1 caliper brake system, respectively. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b and the M1hydraulic pistons 183 a, 183 b and the M2hydraulic pistons 433 a, 433 b to move forward. The clearance is kept up between theE0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theM1 pad plates dry disc 19. The clearance is also kept up between theM2 pad plates 431 a, 431 b and the M2dry disc 41. There are setting pressure is used to push the E1hydraulic pistons E1 pad plates 381 a, 381 b braking the E1dry disc 37. - Because the E1
shift gear shaft 36 which is fixedly secured to the E1dry disc 37, and theE1 gear 36 is fixedly secured to the E1shift gear shaft 36 and meshingly engages thefirst gear 29, so thefirst gear 29 is locked which provides the torque reaction point for the first planetary gear set P1 and the second planetary gear set P2. - The torque delivery path for the SDM includes the
first carrier 28, which is driven by theengine 11 through theinput member 14, the plurality of first planet gears 26, thefirst gear 29 locked by the E1 caliper brake system which provides the torque reaction point for the first planetary gear set P1 and the second planetary gear set P2, thesecond carrier 33 transmits the power from theengine 11 to the first motor/generator 23 through thefirst sun gear 25. The first motor/generator serves as a generator to produce power to charge theelectric storage device 100 and drive the second motor/generator. - Based on size constrains and the planetary gear sets, which are well known in the art, the relationship between the
input member 14 and the first motor/generator shaft 22 rotational speed of the hybrid transmission device 10 is selected based on gear teeth ratios: -
- 9. The Reverse Driving Mode (RDM)
- The reverse mode of operation is effected by having the
ECU 92 operate the second motor/generator as a motor, but reversing its rotational direction from the direction in which the second motor/generator rotates when the vehicle begins to move forwardly from a stationary position in the M2DM mode of operation. - 10. The Engine Start Driving Mode (ESDM)
- During this mode, the first motor/generator operates as a motor. The
ECU 92 controls theHCU 93 to disengage the E0 and M1 caliper brake systems and engage the E1 caliper brake system, respectively. There are no any pressure is used to push the E0hydraulic pistons 173 a, 173 b and the M1hydraulic pistons 183 a, 183 b to move forward. The clearance is kept up between theE0 pad plates 171 a, 171 b and the E0dry disc 15. The clearance is also kept up between theM1 pad plates dry disc 19. There are setting pressure is used to push the E1hydraulic pistons E1 pad plates 381 a, 381 b braking the E1dry disc 37. - Because the E1
shift gear shaft 36 which is fixedly secured to the E1dry disc 37, and theE1 gear 36 is fixedly secured to the E1shift gear shaft 36 and meshingly engages thefirst gear 29, so thefirst gear 29 is locked which provides the torque reaction point for the first planetary gear set P1 and the second planetary gear set P2. Thefirst sun gear 25 is driven by the first motor/generator rotor 23 through the first motor/generator shaft 22. Thefirst carrier 28 is driven by thefirst sun gear 25 through the plurality of first planet gears 26. Thefirst carrier 28 drives the engine to the ignition start speed through theinput member 14 by the transient torque damper 13. - 11. The Deceleration and Regenerative Driving Mode (DRDM).
- Under the condition that the three modes are selected, feed-back power is received from the
side shafts side shafts differential assembly 91 to transmit the dynamic energy to the hybrid transmission device 10. In the operating condition defined by having the dynamic energy of the moving vehicle fed back solely for the purpose of charging the electric storage device, and when theECU 92 has determined that the operator desires to decelerate, theECU 92 directs operation in the deceleration and regenerative for the first motor/generator driving mode (DRG1DM), the deceleration and regenerative for the second motor/generator driving mode DRG2DM and the deceleration and regenerative for the first and second motor/generators driving mode DRG1G2DM drive when the fed back speeds are in various speed range. - For operation in the DRG1DM, the
ECU 92 operates the first motor/generator serves as a generator and selects the fixed speed ratio according to the specific speed range, and refers to the M1DM. - For operation in the DRG2DM, the
ECU 92 operates the second motor/generator serves as a generator and selects the fixed speed ratio according to the specific speed range, and refers to the M2DM. - For operation in the DRG1G2DM, the
ECU 92 operates the first and second motor/generators serve as generator and selects the fixed speed ratio according to the specific speed range, and refers to the M1M2DM.12. The parking mode (PM). - The reverse mode of operation is effected by having the
ECU 92 operate theHCU 93 to engage the T3 and T4 caliper brake systems, respectively. There are setting pressure is used to push the T3hydraulic pistons hydraulic pistons T3 pad plates 811 a, 811 b and theT4 pad plates dry disc 79 and the T4dry disc 88, respectively. - In this case, because the T3
shift gear shaft 78 which is fixedly secured to the T3dry disc 79, and theT3 gear 77 is fixedly secured to the T3shift gear shaft 78 and meshingly engages thesecond gear 67, so thesecond gear 67 and thefifth sun gear 68 are locked which provide the torque reaction point for the fifth planetary gear set P5. In this case, because the T4shift gear shaft 86 which is fixedly secured to the T4dry disc 88, and theT4 gear 85 is fixedly secured to the T4shift gear shaft 86 and meshingly engages thethird gear 75, so thefifth ring gear 70 and the sixth ring gear 74 are locked which provide the torque reaction point for the sixth planetary gear set P6. Because thefifth sun gear 68 and thefifth ring 70 are simultaneously locked, so thefifth carrier 71 and thesixth sun gear 71 are locked. Because thesixth sun gear 71 and the sixth ring 74 are simultaneously locked, so thesixth carrier 76 is locked. Then the vehicle is in the parking mode. - The embodiments are highly preferred, of the present invention are disclosed, and it is to be clearly understood that the aforesaid embodiments are susceptible to numerous additional changes apparent to one skilled in the art. Therefore, the scope of the present invention is not to be limited to the details shown and described but is intended to include all changes and modifications which come within the scope of the appended claims.
- As should now be apparent, the present invention teaches that a hybrid transmission device embodying the concepts of the present invention is capable of accomplishing the objects thereof.
Claims (20)
Applications Claiming Priority (15)
Application Number | Priority Date | Filing Date | Title |
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CN201610920932 | 2016-10-21 | ||
CN201610920932.7A CN106494215B (en) | 2016-10-21 | 2016-10-21 | Multi-mode composite planet hybrid power assembly |
CN201610920932.7 | 2016-10-21 | ||
CN201611113277 | 2016-12-06 | ||
CN201611113277.0 | 2016-12-06 | ||
CN201611113277.0A CN106560336B (en) | 2016-12-06 | 2016-12-06 | Bi-motor multi-mode composite forerunner's plug-in hybrid system |
CN201710009987.7A CN106627095B (en) | 2017-01-06 | 2017-01-06 | Six disk brake type multimode plug-in hybrid devices |
CN201710009987.7 | 2017-01-06 | ||
CN201710009987 | 2017-01-06 | ||
CN201710024899 | 2017-01-13 | ||
CN201710025192.5 | 2017-01-13 | ||
CN201710025192.5A CN106641136B (en) | 2017-01-13 | 2017-01-13 | Automatic two speed planetary variable-speed box of the star-like brake type of dry friction |
CN201710024899.4A CN106704499B (en) | 2017-01-13 | 2017-01-13 | Star-like dry friction brake type automatic planet arrangement of clutch |
CN201710024899.4 | 2017-01-13 | ||
CN201710025192 | 2017-01-13 |
Publications (2)
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US20180111467A1 true US20180111467A1 (en) | 2018-04-26 |
US9963029B1 US9963029B1 (en) | 2018-05-08 |
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US15/719,623 Active US9963029B1 (en) | 2016-10-21 | 2017-09-29 | Hybrid transmission device |
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US (1) | US9963029B1 (en) |
EP (1) | EP3312035B1 (en) |
JP (1) | JP6401368B2 (en) |
KR (1) | KR101871217B1 (en) |
ES (1) | ES2726733T3 (en) |
HU (1) | HUE043317T2 (en) |
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EP4242029A1 (en) * | 2022-03-11 | 2023-09-13 | Kubota Corporation | Work vehicle |
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- 2017-09-29 US US15/719,623 patent/US9963029B1/en active Active
- 2017-10-19 ES ES17197190T patent/ES2726733T3/en active Active
- 2017-10-19 EP EP17197190.6A patent/EP3312035B1/en active Active
- 2017-10-19 HU HUE17197190A patent/HUE043317T2/en unknown
- 2017-10-23 KR KR1020170137524A patent/KR101871217B1/en active IP Right Grant
- 2017-10-23 JP JP2017204437A patent/JP6401368B2/en active Active
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JP2018083615A (en) | 2018-05-31 |
KR20180044221A (en) | 2018-05-02 |
HUE043317T2 (en) | 2019-08-28 |
US9963029B1 (en) | 2018-05-08 |
EP3312035B1 (en) | 2019-03-06 |
JP6401368B2 (en) | 2018-10-10 |
EP3312035A1 (en) | 2018-04-25 |
ES2726733T3 (en) | 2019-10-08 |
KR101871217B1 (en) | 2018-08-02 |
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