WO1995033630A1 - Variable-speed drive of electromechanical type with torque conversion - Google Patents

Variable-speed drive of electromechanical type with torque conversion Download PDF

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Publication number
WO1995033630A1
WO1995033630A1 PCT/EP1995/002101 EP9502101W WO9533630A1 WO 1995033630 A1 WO1995033630 A1 WO 1995033630A1 EP 9502101 W EP9502101 W EP 9502101W WO 9533630 A1 WO9533630 A1 WO 9533630A1
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WO
WIPO (PCT)
Prior art keywords
variable
differential
generator
electric
drive
Prior art date
Application number
PCT/EP1995/002101
Other languages
French (fr)
Inventor
Renzo Scopinich
Original Assignee
Renzo Scopinich
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renzo Scopinich filed Critical Renzo Scopinich
Priority to AU26738/95A priority Critical patent/AU2673895A/en
Publication of WO1995033630A1 publication Critical patent/WO1995033630A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/14—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing the motor of fluid or electric gearing being disposed in or adjacent to traction wheel
    • B60K17/145—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing the motor of fluid or electric gearing being disposed in or adjacent to traction wheel the electric gearing being disposed in or adjacent to traction wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • 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

Definitions

  • This invention relates to a variable-speed drive with torque conversion, of synergically integrated electromechanical type.
  • a known mechanical variable-speed drive is represented by a manual or automatic transmission, which enables only stepped speed variations to be achieved, provides only a limited number of ratios, is of considerable constructional complexity and is of low efficiency.
  • variable-speed drives with torque conversion which are able to integrate the mechanical energy with the electrical energy in relation of the changing conditions of use.
  • the main object of the present invention is to provide a variable-speed drive with torque conversion which is able to effect synergic integration between the mechanical energy produced by a heat engine and the mechanical energy produced by an electric motor.
  • a further object of the invention is to provide an electromechanical variable-speed drive applicable to a motor vehicle to enable it to be used with mechanical, electrical or mixed traction at choice.
  • a further object of the invention is to provide an electromechanical variable-speed drive with rotational speed infinitely variable from 0 to maximum value.
  • a further object of the invention is to provide an infinitely variable electromechanical variable-speed drive of high efficiency.
  • a further object of the invention is to provide an infinitely variable electromechanical variable-speed drive which enables a heat engine operating at constant speed to be used.
  • a further object of the invention is to provide an electromechanical variable-speed drive which can be coupled to an external user of mechanical energy, such as a motor vehicle, without the need for a friction clutch.
  • Figure 1 is a schematic block diagram of the variable-speed drive with torque conversion according to the invention
  • Figure 2 shows schematically it applied to a two-wheel drive vehicle
  • Figure 3 shows it applied to a four-wheel drive vehicle.
  • variable-speed drive with torque conversion comprises a heat engine 2, which can be an internal combustion engine or a turbine.
  • the exit shaft of said heat engine 2 is directly coupled to the drive shaft of a differential 4, for example of epicyclic type, having one driven shaft coupled to the rotor of an electric generator 6 and the other driven shaft coupled to the rotor of an electric motor 8, the stator of which is powered by the electric generator 6.
  • a differential 4 for example of epicyclic type, having one driven shaft coupled to the rotor of an electric generator 6 and the other driven shaft coupled to the rotor of an electric motor 8, the stator of which is powered by the electric generator 6.
  • a power take-off for the external user which can be for example the transmission shaft 10 of a motor vehicle.
  • the invention also comprises an electronic control unit 12 arranged to perform a plurality of functions, such as controlling the energization of the electric generator 6 ' on the basis of the rotational speed of the heat engine 2 and/or the required power, controlling the feed of electric power produced by the generator 6 to the motor 8 and/or batteries 14, and controlling the feed of electric power from the batteries 14 to the motor 8 and from the motor 8 to the batteries 14.
  • an electronic control unit 12 arranged to perform a plurality of functions, such as controlling the energization of the electric generator 6 ' on the basis of the rotational speed of the heat engine 2 and/or the required power, controlling the feed of electric power produced by the generator 6 to the motor 8 and/or batteries 14, and controlling the feed of electric power from the batteries 14 to the motor 8 and from the motor 8 to the batteries 14.
  • variable-speed drive with torque conversion operates as follows: it will be assumed initially that the control unit 12 is set so as not to provide energization current to the generator 6 for rotational speeds of the heat engine 2 below a predetermined threshold value V Q and that a load, for example the vehicle transmission shaft 10, is applied to the rotor of the electric motor 8.
  • Control of the energization can take place for a marked difference between V Q and V e or for a difference which tends to zero or which is zero. If when the rotor of the generator 6 attains a predetermined minimum speed it is caused to undergo total stoppage, for example by a brake 16 controlled by the control unit 12, there is direct mechanical coupling between the exit shaft of the heat engine 2 and the transmission shaft 10 coupled to the rotor of the electric motor 8.
  • the brake 16 is controlled by the control unit 12 and is preferably activated when the speed of the engine 2 exceeds the value corresponding to maximum energization, and deactivated when said speed falls below the threshold value V Q .
  • a part of the electrical energy generated by the generator 6 can be used under the control of the control unit 12 to charge the batteries 14, the electrical energy generated by the electric motor 8 when operating as a brake during deceleration also being usable to charge the batteries 14, which can in any event be completely recharged from the electricity mains when idle.
  • the batteries can also be used, on request, to provide supplementary electrical energy to the motor 8 to hence obtain greater mechanical energy in those moments when it is particularly required.
  • the electrical generator 6 can also be powered by the batteries 14 via the control unit 12 so that it runs as a motor, to be advantageously used as the starter motor for the heat engine 2.
  • the heat engine 2 can also be started by the electric motor 8 while the vehicle is running, on blocking the generator 6.
  • the output shaft of the electric motor 8 ie its rotor shaft, can be coupled to the transmission shaft 10 of a motor vehicle, to drive in this manner the two live axles 20 of the drive wheels 22 via a differential 18.
  • a normal differential 18 can be used directly coupled to the differential 4 plus two electric motors 24 applied to the two driven shafts of said differential 18, these forming the two live axles 20 of the vehicle (see Figure 2) .
  • both the motors are powered by the generator 6 via the control unit 12, which feeds electrical energy mainly to the motor 24 applied to that live axle 20 which rotates more slowly and/or possibly brakes the motor 24 applied to the faster-rotating live shaft 20.
  • That driven shaft of the differential 4 not connected to the electric generator 6 is connected to the drive shaft of a differential 26, the driven shafts of which form the two drive shafts of two differentials 18 for the two pairs of drive wheels 22.
  • An electric motor 24, powered by the generator 6 via the control unit 12 is applied to each of the two live axles 20 of both differentials 18 (see Figure 3) .
  • variable-speed drive Regardless of the particular application of the variable-speed drive according to the invention it is especially advantageous, and in particular:
  • control unit 12 it enables partial or total automatic control of the variable-speed drive to be achieved by suitably programming the control unit 12.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

A variable-speed drive with torque conversion, of synergically integrated electromechanical type, characterised by comprising in combination: a mechanical energy generator (2); a differential (4), the drive shaft of which is coupled to the exit shaft of said mechanical energy generator (2); at least one electric generator (6), the rotor of which is coupled to a driven shaft of said differential (4); at least one electric motor (8), the rotor of which is coupled to the other driven shaft of said differential (4) and the stator of which is electrically connected to said electric generator (6); and means (12) for controlling said electric generator (6) on the basis of the mechanical energy required.

Description

VARIABLE-SPEED DRIVE OF ELECTROMECHANICAL TYPE WITH TORQUE CONVERSION
This invention relates to a variable-speed drive with torque conversion, of synergically integrated electromechanical type.
Mechanical variable-speed drives with torque conversion are known, connected between the exit of a heat engine and an external user.
A known mechanical variable-speed drive is represented by a manual or automatic transmission, which enables only stepped speed variations to be achieved, provides only a limited number of ratios, is of considerable constructional complexity and is of low efficiency.
Mechanical variable-speed drives of pulley type are also known, based essentially on the principle of varying the transmission ratio by varying the diameter of the pulleys, which are connected together by a belt.
There are currently no variable-speed drives with torque conversion which are able to integrate the mechanical energy with the electrical energy in relation of the changing conditions of use.
The main object of the present invention is to provide a variable-speed drive with torque conversion which is able to effect synergic integration between the mechanical energy produced by a heat engine and the mechanical energy produced by an electric motor.
A further object of the invention is to provide an electromechanical variable-speed drive applicable to a motor vehicle to enable it to be used with mechanical, electrical or mixed traction at choice.
A further object of the invention is to provide an electromechanical variable-speed drive with rotational speed infinitely variable from 0 to maximum value.
A further object of the invention is to provide an infinitely variable electromechanical variable-speed drive of high efficiency.
A further object of the invention is to provide an infinitely variable electromechanical variable-speed drive which enables a heat engine operating at constant speed to be used.
A further object of the invention is to provide an electromechanical variable-speed drive which can be coupled to an external user of mechanical energy, such as a motor vehicle, without the need for a friction clutch.
All these objects and further ones are attained, according to the invention, through a variable-speed drive with torque conversion, of synergically integrated electromechanical type as described in claim 1.
A preferred embodiment of the present invention is described in detail hereinafter with reference to the accompanying drawings, in which:
Figure 1 is a schematic block diagram of the variable-speed drive with torque conversion according to the invention; Figure 2 shows schematically it applied to a two-wheel drive vehicle; and
Figure 3 shows it applied to a four-wheel drive vehicle.
As can be seen from the figures, the variable-speed drive with torque conversion according to the invention comprises a heat engine 2, which can be an internal combustion engine or a turbine.
The exit shaft of said heat engine 2 is directly coupled to the drive shaft of a differential 4, for example of epicyclic type, having one driven shaft coupled to the rotor of an electric generator 6 and the other driven shaft coupled to the rotor of an electric motor 8, the stator of which is powered by the electric generator 6.
From the same rotor of the electric motor 8 there is derived a power take-off for the external user, which can be for example the transmission shaft 10 of a motor vehicle.
The invention also comprises an electronic control unit 12 arranged to perform a plurality of functions, such as controlling the energization of the electric generator 6' on the basis of the rotational speed of the heat engine 2 and/or the required power, controlling the feed of electric power produced by the generator 6 to the motor 8 and/or batteries 14, and controlling the feed of electric power from the batteries 14 to the motor 8 and from the motor 8 to the batteries 14.
The variable-speed drive with torque conversion according to the invention operates as follows: it will be assumed initially that the control unit 12 is set so as not to provide energization current to the generator 6 for rotational speeds of the heat engine 2 below a predetermined threshold value VQ and that a load, for example the vehicle transmission shaft 10, is applied to the rotor of the electric motor 8.
Consequently while said engine 2 rotates at a speed less than VQ, the mechanical energy generated by the engine 2 is totally transmitted to the rotor of the generator 6, which rotates idly.
If the rotational speed of the engine 2 is now increased to a value exceeding VQ, for example by operating the accelerator, or if the intervention threshold for energization of the electric generator 6 is reduced by operating a suitable control on the control unit 12, this latter causes an energization current to be fed from the batteries 14 to the generator 6, which begins to generate electrical energy with the result that on the one hand the electric motor 8 is powered and on the other hand a counter- electromotive force is generated in the generator 6 tending to brake the driven shaft coupled to said generator and to hence deviate towards the electric motor 8 a part of the
« mechanical energy received from the heat engine 2.
Both these results cause the motor 8 to rotate, and as the control unit 12 provides the generator 6 with an energization current which is greater the greater the difference between the effective speed Ve of the engine and the threshold speed VQ, it is apparent that on increasing the speed Ve the counter-electromotive force developed in the generator increases progressively, to cause progressive slowing down of that driven shaft of the differential 4 coupled to said generator 6, and a corresponding progressive speed and torque increase of the rotor of the electric motor 8 and hence of the vehicle transmission shaft 10 connected to it.
Control of the energization can take place for a marked difference between VQ and Ve or for a difference which tends to zero or which is zero. If when the rotor of the generator 6 attains a predetermined minimum speed it is caused to undergo total stoppage, for example by a brake 16 controlled by the control unit 12, there is direct mechanical coupling between the exit shaft of the heat engine 2 and the transmission shaft 10 coupled to the rotor of the electric motor 8.
As stated, the brake 16 is controlled by the control unit 12 and is preferably activated when the speed of the engine 2 exceeds the value corresponding to maximum energization, and deactivated when said speed falls below the threshold value VQ.
It should be noted that a part of the electrical energy generated by the generator 6 can be used under the control of the control unit 12 to charge the batteries 14, the electrical energy generated by the electric motor 8 when operating as a brake during deceleration also being usable to charge the batteries 14, which can in any event be completely recharged from the electricity mains when idle.
The batteries can also be used, on request, to provide supplementary electrical energy to the motor 8 to hence obtain greater mechanical energy in those moments when it is particularly required.
With the vehicle at rest the electrical generator 6 can also be powered by the batteries 14 via the control unit 12 so that it runs as a motor, to be advantageously used as the starter motor for the heat engine 2. The heat engine 2 can also be started by the electric motor 8 while the vehicle is running, on blocking the generator 6. As stated, the output shaft of the electric motor 8, ie its rotor shaft, can be coupled to the transmission shaft 10 of a motor vehicle, to drive in this manner the two live axles 20 of the drive wheels 22 via a differential 18.
If the particular application of the motor vehicle requires the use of a self-locking differential, instead of using this latter a normal differential 18 can be used directly coupled to the differential 4 plus two electric motors 24 applied to the two driven shafts of said differential 18, these forming the two live axles 20 of the vehicle (see Figure 2) . In this case both the motors are powered by the generator 6 via the control unit 12, which feeds electrical energy mainly to the motor 24 applied to that live axle 20 which rotates more slowly and/or possibly brakes the motor 24 applied to the faster-rotating live shaft 20.
In the case of a vehicle with four-wheel drive, that driven shaft of the differential 4 not connected to the electric generator 6 is connected to the drive shaft of a differential 26, the driven shafts of which form the two drive shafts of two differentials 18 for the two pairs of drive wheels 22. An electric motor 24, powered by the generator 6 via the control unit 12 is applied to each of the two live axles 20 of both differentials 18 (see Figure 3) .
Regardless of the particular application of the variable-speed drive according to the invention it is especially advantageous, and in particular:
- it effects total integration between the heat engine 2 and the electric motor 8, to allow the formation of hybrid vehicles, ie of electrical, mechanical or mixed traction at choice,
- it enables the speed of the exit shaft to be varied infinitely from 0 to maximum value corresponding to direct connection,
- it can be used as an electric motor, by merely requiring possible recharging of the batteries 14, which in any event are always maintained in a charged condition during operation. If the electric motor is powered so that it reverses its direction of rotation, reversing in the case of application to a vehicle becomes very simple, without the need for any mechanical intervention, - it provides mechanical energy at variable rotational speed while using a heat engine 2 provided for constant speed operation, and hence with high efficiensy and low harmful emission. If a turbine is used instead of an internal combustion engine, the efficiency iε even higher; in this case the control unit 12 can start and stop the turbine periodically on the basis of the battery charge conditions,
- it enables soft coupling between the heat engine 2 and the user to be achieved without requiring the use of a friction clutch, - it excludes the possibility of "runway" of the heat engine 2,
- it enables partial or total automatic control of the variable-speed drive to be achieved by suitably programming the control unit 12.

Claims

C L A I M S
1. A variable-speed drive with torque conversion, of synergically integrated electromechanical type, characterised by comprising in combination: - a mechanical energy generator (2) ,
- a differential (4) , the drive shaft of which is coupled to the exit shaft of said mechanical energy generator (2) ,
- at least one electric generator (6) , the rotor of which is coupled to a driven shaft of said differential (4) , - at least one electric motor (8) , the rotor of which is coupled to the other driven shaft of said differential (4) and the stator of which is electrically connected to said electric generator (6) , and
- means (12) for controlling said electric generator (6) on the basis of the mechanical energy required.
2. A variable-speed drive as claimed in claim 1, characterised in that the control means for said electric generator (6) consist of an electronic control unit (12) .
3. A varibale-speed drive as claimed in claim 2, characterised by comprising an electric storage battery (14) connectable to the stator of said electric generator (6) and to the stator of said electric motor (8) .
4. A variable-speed derive as claimed in claim 2, characterised in that the control unit (12) is connectable to the mechanical energy generator (2), to the electric generator (6) , to the electric motor (8) and to the electric storage battery (14) in order to control their intervention on the basis of the particular operating conditions.
5. A variable-speed drive as claimed in claim 1, characterised in that a brake (16) controlled by said control means (12) can be associated with the rotor of the electric generator (6) .
6. A variable-speed drive as claimed in claim 1, characterised in that the differential (4) is of epicyclic type.
7. A variable-speed drive as claimed in claim 1, characterised in that in its use in a motor vehicle with two drive wheels (22) , that driven shaft of the differential (4) not connected to the electric generator (6) is connected to the drive shaft (10) of the differential (18) of said motor vehicle, on the driven shafts (20) of which there are mounted corresponding electric motors (24) powered by said electric generator (6) via the control unit (12) .
8. A variable-speed drive as claimed in claim 2, characterised in that in its use in motor vehicle with four drive wheel s(22), that driven shaft of the differential (4) not connected to the electric generator (6) is connected to the drive shaft of a differential (26) , the driven shafts of which are connected to the drive shaft of the two differentials (18) , on the driven shafts (20) of which there are mounted corresponding electric motors (24) powered by said electric generator (6) via the control unit (12) .
PCT/EP1995/002101 1994-06-09 1995-06-02 Variable-speed drive of electromechanical type with torque conversion WO1995033630A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU26738/95A AU2673895A (en) 1994-06-09 1995-06-02 Variable-speed drive of electromechanical type with torque conversion

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT94VE000028A ITVE940028A1 (en) 1994-06-09 1994-06-09 VARIATOR WITH ELECTROMECHANICAL SYNERGIC INTEGRATION OF SPEED AND TORQUE.
ITVE94A000028 1994-06-09

Publications (1)

Publication Number Publication Date
WO1995033630A1 true WO1995033630A1 (en) 1995-12-14

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PCT/EP1995/002101 WO1995033630A1 (en) 1994-06-09 1995-06-02 Variable-speed drive of electromechanical type with torque conversion

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0826543A1 (en) * 1996-08-27 1998-03-04 SMH Management Services AG Series hybrid drive unit and associated vehicle
WO2003035422A1 (en) * 2001-10-23 2003-05-01 The Timken Company Output power split hybrid electric drive system
GB2437834A (en) * 2006-05-04 2007-11-07 Ford Global Tech Llc Vehicle power transfer system and method
EP1911622A1 (en) * 2006-10-12 2008-04-16 Rheinmetall Landsysteme GmbH Drive for a tracked vehicle
GB2449051A (en) * 2007-04-05 2008-11-12 Lotus Car Hybrid vehicle
WO2011157312A1 (en) * 2010-06-17 2011-12-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Hybrid drive-train
CN102555798A (en) * 2012-01-20 2012-07-11 王怀成 Power-generation driving axle
CN104827884A (en) * 2014-04-04 2015-08-12 北汽福田汽车股份有限公司 Power output system and vehicle having same

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US4562894A (en) * 1982-02-03 1986-01-07 Yang Tai Her Coupling multi driving system

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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0826543A1 (en) * 1996-08-27 1998-03-04 SMH Management Services AG Series hybrid drive unit and associated vehicle
FR2752778A1 (en) * 1996-08-27 1998-03-06 Smh Management Services Ag TANDEM TRACTION GROUP WITH REDUCERS AND ELECTRIC OR HYBRID TRACTION VEHICLE COMPRISING SUCH A GROUP
US5927417A (en) * 1996-08-27 1999-07-27 Smh Management Services Ag Series hybrid traction assembly and vehicle comprising such an assembly
WO2003035422A1 (en) * 2001-10-23 2003-05-01 The Timken Company Output power split hybrid electric drive system
US7000717B2 (en) 2001-10-23 2006-02-21 The Timken Company Output power split hybrid electric drive system
GB2437834B (en) * 2006-05-04 2008-11-19 Ford Global Tech Llc Vehicle power transfer system and method
GB2437834A (en) * 2006-05-04 2007-11-07 Ford Global Tech Llc Vehicle power transfer system and method
US7624828B2 (en) 2006-05-04 2009-12-01 Ford Global Technologies, Llc Vehicle power transfer system and method, and vehicle using the same
EP1911622A1 (en) * 2006-10-12 2008-04-16 Rheinmetall Landsysteme GmbH Drive for a tracked vehicle
GB2449051A (en) * 2007-04-05 2008-11-12 Lotus Car Hybrid vehicle
GB2449051B (en) * 2007-04-05 2009-05-27 Lotus Car Hybrid vehicle
WO2011157312A1 (en) * 2010-06-17 2011-12-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Hybrid drive-train
CN102917902A (en) * 2010-06-17 2013-02-06 F·波尔希名誉工学博士公司 Hybrid drive-train
US8528682B2 (en) 2010-06-17 2013-09-10 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Hybrid drive train
CN102555798A (en) * 2012-01-20 2012-07-11 王怀成 Power-generation driving axle
CN104827884A (en) * 2014-04-04 2015-08-12 北汽福田汽车股份有限公司 Power output system and vehicle having same
CN104827884B (en) * 2014-04-04 2017-07-11 北汽福田汽车股份有限公司 Power output system and the vehicle with it

Also Published As

Publication number Publication date
ITVE940028A1 (en) 1995-12-09
ITVE940028A0 (en) 1994-06-09
AU2673895A (en) 1996-01-04

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