Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
  • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K6/485—Motor-assist type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
  • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
  • B60K6/54—Transmission for changing ratio
  • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10S903/00—Hybrid electric vehicles, HEVS
  • Y10S903/902—Prime movers comprising electrical and internal combustion motors
  • 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
  • Y10S903/915—Specific drive or transmission adapted for hev
  • Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
  • Y10S903/918—Continuously variable

Definitions

• the invention relates to the propulsion of motor vehicles or the like.
• propulsion groups which are still assisted, called “hybrid”, which comprise a thermal engine of reduced power coupled to a reversible electric machine cooperating with an accumulator, so that when the power of this motor is surplus, the electric machine recovers the excess energy and charges the accumulator, while in periods when the engine power proves to be insufficient, the electric machine works as a motor and assists the heat engine by discharging the battery.
• hybrid which comprise a thermal engine of reduced power coupled to a reversible electric machine cooperating with an accumulator, so that when the power of this motor is surplus, the electric machine recovers the excess energy and charges the accumulator, while in periods when the engine power proves to be insufficient, the electric machine works as a motor and assists the heat engine by discharging the battery.
• hybrid which comprise a thermal engine of reduced power coupled to a reversible electric machine cooperating with an accumulator, so that when the power of this motor is surplus, the electric machine recovers the excess energy and charges the accumulator, while in periods when the engine
• the use aboard vehicles with an internal combustion engine is known from a continuous speed variator connecting the motor shaft to that of an engine auxiliary, for example a dynamo or an alternator, this variator being controlled so as to maintain the speed of this auxiliary in a reduced speed range.
• the parameter of the regulation is generally the speed of the shaft of the auxiliary controlled, and it is this parameter which controls the varia
• the object of the invention is to provide a propulsion unit for a vehicle which reduces the above drawbacks, both of conventional heat engines and of seated groups, by making it possible to use a heat engine up to extremely low speeds.
• the invention uses a usual thermal engine of usual power for the vehicle in question with its usual flywheel, possibly reducing a reversible electric machine substantially to the usual power, that is to say that necessary for the charge of the accumulator and the starting of the propellant group, an electric accumulator substantially of the usual capacity, as well as a speed variator connecting the electric machine to the heat engine and an electric control circuit; but the invention has three essential characteristics: the first is that its electrical control circuit is arranged to ensure the operation of the heat engine at speeds much lower than those at which its flywheel would normally allow it to operate, and this, in regulating its engine torque by instantaneous alternately positive and negative exchanges of mechanical energy between the heat engine and the electric machine and electrical energy between the electric machine and the accumulator, mainly within the same motor cycle ther ⁇ mique, but with average effective powers given up or received by the electric machine and the accumulator which remain zero or relatively very low compared to the maximum power of the heat engine;
• variable speed drive has its variable gear ratio controlled by an appropriate device as a function of the speed measured on the shaft of the heat engine or on a shaft at proportional speed and not on the shaft of the electric machine and is arranged to transmit a large torque, motor and resistant, at low speeds when the gear ratio is maximum, but decreasing rapidly with the latter when the speeds increase so as to transmit to medium and high speeds, a lot much lower with better yield.
• FIG. 1 schematically shows in section the speed variator
• fig. 2 shows a front view of a fragment of the regulating diaphragm
• fig. 3 is the electrical diagram of the device.
• the powertrain according to the invention comprises above all a combustion engine of the usual type and power with its flywheel of the usual size possibly reduced, and also its gearbox and its transmission for driving the wheels of the vehicle. These various organs have not been shown in FIG. 1, where only the end 1 of the uvil crank has been shown.
• the group further comprises an electric accumulator substantially of usual capacity and a reversible electric machine 2, of a power compatible with the charge of this accumulator and the starting of the engine, or of a power barely higher, but in any case much lower than that of the internal combustion engine.
• the transfers of mechanical energy between the shaft 1 and the electrical machine 2, and of electrical energy between this machine and "the accumulator, are not primarily intended to overcome the lack of engine power and therefore spread over appreciable periods of time, but only to compensate for the very low engine rpm the insufficient inertia of its flywheel, and consequently at these very low rpm, up to about a third of the usual idling speed, these exchanges of positive and negative energy take place alternately within the same cycle, that is to say between the various explosions that the cycle of engine.
• the electric machine 2 is driven by the shaft 1 by means of a continuous speed variator which, in accordance with the invention, has three specific characteristics.
• the first is that the parameter for regulating the transmission ratio is the speed of the shaft 1, or a speed which is proportional to it, and not that of the shaft 3 of the electric machine 2;
• the second is that the torque transmitted by the variator must be extremely high for low engine speeds, at the time when these regulator energy exchanges are particularly important, and gradually decrease towards medium speeds when this role becomes secondary. then useless.
• the third characteristic is that when the propulsion unit stops, the variator automatically returns to the maximum gear reduction position, a necessary condition at the subsequent restart of the group.
• the heat engine is supposed for example to have a maximum speed at 6000 rpm and the invention proposes to lower its idle speed to around 300 rpm instead of the usual 900 rpm. Furthermore, the goal is not only to lower the idle speed but to actually use in traction the low speeds which follow this slow speed regime.
• variable speed drive can be set up directly between the motor shaft 1 and the shaft of the electric machine 3, but it is preferable, for more economical sizing of the electric machine 2, to use a first multiplication stage between the shaft 1 and an intermediate shaft 4 with a multiplication ratio of approximately 2 obtained for example by two pulleys 5 and 6 and a toothed belt
• the shaft 4 therefore rotates at speeds varying from 600 rpm to 12,000 rpm.
• the variator proper comprises in a conn manner a first pulley with conical flanges, one of the flanges of which is wedged at the end of the shaft 4 and the other flange 9 of which is keyed sliding on this shaft, and a second pulley also constituted by a fixed flange 10 wedged at the end of the shaft 3 of the electric machine 2 and a movable flange 11 keyed sliding on this axis.
• a trapezoidal belt 12 of the usual type, returned on these pulleys ensures transmission.
• the diameters of the two pulleys of the variator are chosen so that the gear ratios, that is to say the speed ratios between the shaft 3 and the shaft 4, vary by a value close to 4 in the case represented on the figu at a value close to 0.66, that is a variation range of approximately 6.
• the regulation of this variation is found on engine speeds from 300 rpm to 1800 rpm, or Approximately 30% of the maximum engine speed.
• a spring 13 is used in accordance with the invention, for example a diaphragm spring, exerting a return force on the movable flange 11 in the direction of the fixed flange 10, this spring being on the one hand significant rigidity so that the force transmitted in the position shown in FIG. 1 is important, and on the other hand of a relatively reduced flexibility so that this force decreases very rapidly as the spring relaxes.
• This is quite unusual on this type of variator where one generally uses on the pulley whose extension is not controlled a spring as flexible as possible to exert a force as constant as possible.
• the regulation parameter is not the speed of the driven shaft 3 but that of the intermediate shaft 4, proportional to the speed of the motor and controlling the movement of the flange mobile 9 of the first extendable pulley.
• the control regulation can be provided by any means usual élec ⁇ stick, mechanical, hydraulic or vacuum, but it may in 'particular be carried out by centrifugally using the device shown in fig. 1.
• a fixed counter-flange 14 is used which is wedged on the shaft 4 opposite the movable flange 9 and a diaphragm spring 15 bearing on this counter-flange 14, for example at the periphery thereof, and pushing the hub of the flange 9 towards the flange 8.
• This diaphragm spring a fragment of which can be seen in FIG.
• this diaphragm 15 comprises seg ⁇ mented parts 18 distributed substantially along a cylindrical surface and each ballasted with a counterweight 19, each of the segmented parts being rigidly joined by stamped gussets 20 to the continuous annular part 16 In this way, when the speed of the shaft 4 increases, the centrifugal force exerted on the ballasted parts 18 has the effect of imparting a torsional movement to the continuous annular part 16 which therefore reduces the pushing of elastic fingers 17.
• This electric machine 2 preferably comprises a second series type excitation winding 24 which is normally short-circuited by the rest contact of a relay 25.
• the key ignition contact 26 comprises a first contact 27, capable of being permanently established, and supplying electrical power. only the ignition device 28 of the engine, and a second contact 29, capable of being established only temporarily, by being returned to the previous position by a return spring not shown, this to allow starting at using the ignition key in a known manner.
• This second relay 31 also has a holding winding 32 supplied on the ignition circuit 27.
• the actuation of the key in the start position 29 therefore has the effect of eliminating the shunting of the series winding 24 and on the other hand of supplying the armature 23 as well as its induc ⁇ tors series 24 and shunt 22 which allows the machine to start with a "compound" characteristic to take off and start the engine.
• a thermal safety relay 33 is provided, to protect the machine 2 and the battery, in the event of accidental overcharging originating either from a false operation, ignition key released too early for example, or from incidents such as ignition failure, or of carburation.
• This relay is itself shunted by a working contact of the relay 25 to allow operation as a starter without tripping.
• the characteristics of the motor and the variator in fig. 1 as well as the electrical characteristics of the electric machine 2 are chosen and adjusted so that when the engine is warm, it has an idle of about 300 rpm and that at this speed the electric machine 2 runs at a speed of 2400 rpm as we have seen and produces a slight battery charge. On the contrary, when the engine is cold, it can result in a discharge of the battery used by the electric machine to temporarily assist the engine.
• 36-37 is shown schematically an instantaneous aid device for the heat engine in acceleration and deceleration.
• the control not shown, is for example of a known type "oil drawer" is actuated by the accelerator pedal. Slow movement of this pedal has no effect.
• rapid movement moves this command from its rest position, in one direction or the other, for a time, on the order of a few seconds proportional to the amplitude and the speed of the movement.
• the control closes, in the direction of deceleration, a first contact 34 open at rest, or opens in the acceleration direction a second contact 35 closed at rest.
• These contacts respectively bypass two resistors 36 and 37, placed in series in the circuit of the voltage winding 38, of the field regulator 21 of the electric machine 2. At rest, only the resistor 37 is therefore in service.
• For a rapid movement of the accelerator there is either a reduction or an increase in the total resistance and consequently a modification of the voltage regulation in a direction which allows during acceleration to operate the electric machine in assistance of the motor.
• the propulsion unit selo the invention which uses only a heat engine, an electric machine, and a usual power accumulator, and moreover an extremely simple automatic speed variator and also electrical components very reduced, considerably reduces consumption and pollution especially in city traffic, and even slightly increase performance.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Power Engineering (AREA)
• Friction Gearing (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Arrangement Of Transmissions (AREA)
• Hybrid Electric Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

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ID=9229803

Family Applications (1)

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Cited By (1)

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Citations (3)

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• 1979
  • 1979-09-19 FR FR7923343A patent/FR2465884A1/fr active Granted
• 1980
  • 1980-09-16 US US06/269,040 patent/US4455492A/en not_active Expired - Lifetime
  • 1980-09-16 EP EP80901725A patent/EP0044834B1/fr not_active Expired
  • 1980-09-16 JP JP50206280A patent/JPS56501150A/ja active Pending
  • 1980-09-16 WO PCT/FR1980/000137 patent/WO1981000833A1/fr not_active Ceased
  • 1980-09-16 DE DE8080901725T patent/DE3067449D1/de not_active Expired

Patent Citations (3)

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