WO2004000595A1 - Drive system, especially for a vehicle, comprising a flywheel - Google Patents

Drive system, especially for a vehicle, comprising a flywheel Download PDF

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Publication number
WO2004000595A1
WO2004000595A1 PCT/NL2003/000465 NL0300465W WO2004000595A1 WO 2004000595 A1 WO2004000595 A1 WO 2004000595A1 NL 0300465 W NL0300465 W NL 0300465W WO 2004000595 A1 WO2004000595 A1 WO 2004000595A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive system
flywheel
clutch
driving shaft
continuously variable
Prior art date
Application number
PCT/NL2003/000465
Other languages
French (fr)
Inventor
Roëll Marie VAN DRUTEN
Bas Gerard Vroemen
Alexander Franciscus Anita Serrarens
Original Assignee
Van Druten Roell Marie
Bas Gerard Vroemen
Serrarens Alexander Franciscus
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 Van Druten Roell Marie, Bas Gerard Vroemen, Serrarens Alexander Franciscus filed Critical Van Druten Roell Marie
Priority to AU2003248158A priority Critical patent/AU2003248158A1/en
Publication of WO2004000595A1 publication Critical patent/WO2004000595A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • 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

  • the invention relates to a drive system, especially for a vehicle, comprising a driving shaft, a driven shaft, which can be connected to the driving shaft via a clutch, a continuously variable transmission, and a flywheel, which is connected to the driving shaft via the continuously variable transmission, where the driving shaft can drive the flywheel via the continuously variable transmission.
  • a transmission is defined as a mechanical power transmission device.
  • a similar invention is known from the French patent application FR 2 739 330 where the drive system is present in a vehicle.
  • the driving shaft is connected to the driven shaft via a first transmission and a first clutch, and to the continuously variable transmission (hereafter abbreviated as CVT) via a second transmission.
  • the flywheel is connected to the driven shaft via this CVT and a third transmission.
  • a second clutch is positioned between the CVT and the third transmission, for disengaging the flywheel from the driven shaft.
  • the third transmission comprises a further CVT.
  • the flywheel can assist the motor of the vehicle along the entire speed range of the vehicle. In the known invention this is achieved by both the C VTs .
  • the known drive system is complicated with regard to its construction and control. Furthermore, the CVT in this known drive system is always connected to the flywheel, causing the flywheel to loose energy when it is not used, since the CVT is always rotating along with the flywheel.
  • An objective of the invention is to improve upon a drive system as described in the introduction, where the improvement includes : to provide a drive system which is less complicated, by which the flywheel power can be transmitted to the driven shaft more directly along the entire speed range of the vehicle, and where the flywheel loses less energy when it is not in use, as compared to the known invention.
  • the drive system according to the invention is characterized in that also the flywheel is connected to the driven shaft via the clutch, and that a further clutch is located between the driving shaft and the flywheel. Since the driving shaft and the flywheel can be connected to the driving shaft via the same clutch, only one clutch is needed for this purpose instead of two as in the known invention. Furthermore, by applying one CVT with a large ratio coverage, the driving shaft and the flywheel are connected by one CVT instead of two, providing a more direct transmission of the flywheel power to the drive shaft than in the known invention.
  • the further clutch is positioned between the flywheel and the continuously variable transmission.
  • the flywheel can also be disengaged from the CVT causing the flywheel to loose virtually no energy when disconnected, the only losses being due to bearings and air drag.
  • One embodiment of the drive system according to the invention is characterized in that an epicyclical gearing with three rotational members is positioned between the clutch and the further clutch.
  • an epicyclical gearing such as a planetary set in addition to the CVT, a CVT with a smaller ratio coverage suffices.
  • a first rotational member of the three rotational members is connected to the clutch, a second rotational member is connected to the further clutch, and the continuously variable transmission is located between a third rotational member of the three rotational members and the second rotational member.
  • a further embodiment of the drive system according to the invention is characterized in that the driving shaft is connected to the third rotational member.
  • an inexpensive form-closed clutch can be applied as further clutch.
  • Another embodiment of the drive system according to the invention is characterized in that the driving shaft is connected to the first rotational member. Since only the flywheel power is transmitted by the CVT in this case, an electromechanically actuated, dry belt continuously variable transmission is sufficient. Also in this case an inexpensive form-closed clutch can be applied as further clutch.
  • Yet another embodiment of the drive system according to the invention is characterized in that the further clutch is a force-closed clutch.
  • Applying a force-closed clutch or a slip-clutch enables the use of only one CVT with a limited ratio coverage, since adding the slip-clutch yields an infinite ratio coverage between the flywheel and the driving shaft.
  • a further transmission is located between the flywheel and the continuously variable transmission.
  • the further transmission is positioned between the flywheel and the clutch.
  • a simple embodiment of the drive system according to the invention is characterized in that the driving shaft is directly connected to the driven shaft through the clutch. This way, no further transmission between the driven shaft and the driving shaft is needed.
  • a further embodiment of the drive system according to the invention is characterized in that one of the sheave pairs of the continuously variable transmission is mounted directly on the driving shaft. This also enables leaving out one transmission, i.e., the one between CVT and driving shaft.
  • the continuously variable transmission is an electro-mechanically actuated dry-belt continuously variable transmission.
  • the motor primarily delivers the power for stationary driving.
  • the power needed for accelerating is mostly delivered by the flywheel. This way, the required motor power is moderate, enabling the use of an inexpensive dry-belt CVT.
  • the drive system according to the invention preferably comprises an electric motor that is connected to the driving shaft.
  • the electric motor can be connected directly to the driving shaft or can be positioned between the slip-clutch and the continuously variable transmission.
  • the propulsion from standstill can be provided without flywheel assistance.
  • no reverse transmission is needed because the electric motor decides the driving direction.
  • the drive system further comprises a driving source having an output shaft that is connected, preferably directly, to the driving shaft.
  • the driving source preferably is the above mentioned electric motor or a combustion engine with a starter-alternator unit that comprises said electric motor.
  • the drive system furthermore comprises a final reduction gear and a differential that is connected to the driven shaft and is located between the driven shaft and a load, for instance the wheels of a vehicle.
  • Figure 1 depicts a schematical representation of a vehicle with the known drive system
  • Figure 2 depicts a first embodiment of the vehicle with the drive system according to the invention
  • FIG. 3 schematically depicts the vehicle represented in Figure 2;
  • Figure 4 depicts a second configuration of the vehicle with drive system according to the invention
  • FIG. 5 schematically depicts the vehicle represented in Figure 4;
  • Figure 6 depicts a practical configuration of the drive system corresponding to the second configuration of the vehicle as depicted in Figures 4 and 5;
  • Figure 7 depicts a third configuration of the vehicle with drive system according to the invention.
  • FIG 8 schematically depicts the vehicle shown in Figure 6. Detailed description of the drawings.
  • FIG 1 schematically depicts a vehicle with the known drive system.
  • the vehicle D has a driving source E that is connected to a driving shaft a which is connected to driven shaft b via a clutch C .
  • the driven shaft b is connected to the wheels of the vehicle, represented by the load L.
  • the vehicle D furthermore has a flywheel F that is connected to the driving shaft a and driven shaft b via a transmission T (CVT).
  • CVT transmission T
  • FIG 2 a first configuration of a vehicle 1 with a drive system 3 according to the invention is depicted.
  • the drive system 3 has a driving shaft 5 and a driven shaft 7.
  • the driving shaft 5 is directly connected to an output shaft of a driving source 9.
  • the driven shaft 7 is connected to a differential 11, that is located between two driving shafts 13 of driven wheels 15 of the vehicle 1.
  • the driving shaft 5 is connected to the driven shaft 7 via a synchro-mesh 17.
  • the drive system 3 furthermore comprises a flywheel 19, that is connected to the driving shaft 5 through a further transmission 21 , a slip-clutch 23 and a continuously variable transmission (CVT) 25.
  • the driving shaft 5 can drive the flywheel 19 through the CVT 25.
  • the slip-clutch 23 is positioned between the CVT 25 on the one hand and the flywheel 19 with the further transmission 21 on the other.
  • the further transmission 21 can share the same bearings as the flywheel 19 or it can be connected to a flywheel that is separately supported by bearings.
  • the CVT 25 is an electromechanically actuated dry-belt CVT. Since only the power of flywheel 19 needs to be transmitted by the CVT, an electromechanically instead of hydraulically actuated CVT suffices.
  • One of the sheave pairs 27 of the CVT 25 is directly mounted on the driving shaft 5.
  • the other sheave pair 29 is mounted on a shaft 31 that is connected to the further transmission 21 via the slip-clutch 23.
  • the driving source 9 in this configuration is a combustion engine 9a with a starter-alternator unit 9b.
  • the combustion engine 9a is primarily used to overcome the stationary load, such as air drag, rolling resistance, driveline friction and to supply the power needed for electrical appliances in the vehicle such as air conditioning, lighting, ventilation, etc. via the starter-alternator unit 9b.
  • the starter-alternator unit 9b constituted by an electric motor, serves to start the combustion engine 9a. Moreover, the starter-alternator unit 9b is also used for launching the vehicle 1. Because the driving shaft 5 is connected to the driven shaft 7 through a synchro-mesh 17, for example, and hence there is no slip-clutch between driving and driven shaft, the combustion engine 9a cannot be used to launch the vehicle. However, using the starter-alternator unit 9b is not necessary for launching the vehicle. An alternative way of launching the vehicle is by using the flywheel 19 through slip-clutch 23.
  • the flywheel 19 supplies the power for accelerating the vehicle 1. This enables downsizing of the combustion engine.
  • a 10 kW combustion engine may be sufficient for a city vehicle with a curb-weight of 900 kg and a maximum speed of 90 km/h.
  • maximal powers of 60 k W are needed.
  • the additionally required 50 kW can be momentarily supplied by the flywheel.
  • the excess of power from the engine or the braking energy can be accumulated in the flywheel.
  • the flywheel 19 can supply torque in the vehicle speed range between l/3*Vmax and Vmax (corresponding to the limited ratio coverage of the CVT) by altering the transmission ratio of the CVT 25.
  • the flywheel 19 Before using the vehicle 1 , the flywheel 19 needs to be accelerated to enable the supply of additional power needed to facilitate a fast vehicle launch by means of slip- clutch 23 or during vehicle acceleration while driving by means of CVT 25. Speeding up the flywheel 19 can be done while standing still and/or during normal vehicle launch where the maximum power of combustion engine 9a is not needed for vehicle propulsion.
  • flywheel speed lower than 50% of the maximal stationary flywheel speed in order to get a proper balance between the utilization of flywheel-energy and the vehicle speed range where energy exchange is possible by means of the CVT.
  • the energy that is released in this speed transition is sufficient for swiftly accelerating the vehicle from, say, 30 to 90 km/h.
  • the initial energy of the flywheel in this case is equal to the kinetic energy of the vehicle at 90 km/h.
  • the combustion engine can also be used intermittently, in which case the excess of energy is used to charge the flywheel and where the stationary load is supplied by the flywheel when the engine is turned off.
  • FIG 4 a second configuration of a vehicle 101 with a drive system 103 according to the invention is depicted.
  • the drive system 101 comprises an epicyclical gearing 131, in this case embodied as a planetary gear set, with three rotational members 133, 135, 137, which in this case are constituted by a ring gear, a sun gear and in between a planet carrier gear which holds planet gears.
  • each of these gears can be the first, second or third rotational member.
  • the first rotational member 133 is connected, via a differential 111 , to wheels 115 of a vehicle 101 which in this case form the load.
  • the second rotational member 135 is connected to a flywheel 119 and the third rotational member 137 is connected to a motor
  • the drive system 103 furthermore comprises a transmission 125 with two in/outputs, in this configuration formed by a continuously variable transmission.
  • One of the in/outputs is connected to the second rotational member 135 and the other in/output is connected to the third rotational member 137 and to the motor 109.
  • a form-closed clutch 123 is located between the flywheel 119 on the one hand, and the transmission 125 and the epicyclical gearing 131 on the other. Furthermore, a further form-closed clutch 117 is positioned between the load and the first rotational member. The epicyclical gearing, transmission, flywheel and clutches together make up the drive-unit 103 of the drive system. In Figure 5, this second configuration is schematically depicted for clarity.
  • FIG 7 a third configuration of a vehicle 201 comprising a drive system 203 according to the invention is depicted.
  • This third configuration has the same components as the second configuration, which is why these components have the same reference numbers.
  • the difference between this third configuration and the second configuration is that the driving shaft 105 is not connected to the third rotational member 137 but to the first rotational member 133.
  • this third configuration is schematically depicted for clarity.
  • a form-closed clutch is a clutch that at least is primarily form- closed. Also a synchro-mesh that is slipping prior to being form-closed, is to be regarded as a form-closed clutch.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Transmission Devices (AREA)

Abstract

A drive system (103) has a driven shaft (107), a driving shaft (105) and a flywheel (119) both of which can be connected to the driven shaft (107) through a clutch (117). The drive system (103) furthermore has a continuously variable transmission (125) located between the flywheel (119) and the clutch (117). The driving shaft (105) can drive the flywheel (119) through the continuously variable transmission (125). A further clutch (123) is positioned between the continuously variable transmission (125) and the flywheel (119), to enable disengaging the flywheel (119) from the rest of the drive system. Further, an epicyclical gearing (131) is applied between the clutch (117) and the further clutch (123). This way, only one CVT with a smaller ratio coverage suffices.

Description

Drive system, especially for a vehicle, comprising a flywheel.
DESCRIPTION
Field of the invention.
The invention relates to a drive system, especially for a vehicle, comprising a driving shaft, a driven shaft, which can be connected to the driving shaft via a clutch, a continuously variable transmission, and a flywheel, which is connected to the driving shaft via the continuously variable transmission, where the driving shaft can drive the flywheel via the continuously variable transmission. Here a transmission is defined as a mechanical power transmission device.
Technical state-of-the-art.
A similar invention is known from the French patent application FR 2 739 330 where the drive system is present in a vehicle. In this known invention the driving shaft is connected to the driven shaft via a first transmission and a first clutch, and to the continuously variable transmission (hereafter abbreviated as CVT) via a second transmission. The flywheel is connected to the driven shaft via this CVT and a third transmission. A second clutch is positioned between the CVT and the third transmission, for disengaging the flywheel from the driven shaft. Here, the third transmission comprises a further CVT.
It is preferred that the flywheel can assist the motor of the vehicle along the entire speed range of the vehicle. In the known invention this is achieved by both the C VTs .
Because of the many transmissions and clutches, the known drive system is complicated with regard to its construction and control. Furthermore, the CVT in this known drive system is always connected to the flywheel, causing the flywheel to loose energy when it is not used, since the CVT is always rotating along with the flywheel.
Summary of the invention. An objective of the invention is to improve upon a drive system as described in the introduction, where the improvement includes : to provide a drive system which is less complicated, by which the flywheel power can be transmitted to the driven shaft more directly along the entire speed range of the vehicle, and where the flywheel loses less energy when it is not in use, as compared to the known invention. To this end, the drive system according to the invention is characterized in that also the flywheel is connected to the driven shaft via the clutch, and that a further clutch is located between the driving shaft and the flywheel. Since the driving shaft and the flywheel can be connected to the driving shaft via the same clutch, only one clutch is needed for this purpose instead of two as in the known invention. Furthermore, by applying one CVT with a large ratio coverage, the driving shaft and the flywheel are connected by one CVT instead of two, providing a more direct transmission of the flywheel power to the drive shaft than in the known invention.
Preferably, the further clutch is positioned between the flywheel and the continuously variable transmission. This way, the flywheel can also be disengaged from the CVT causing the flywheel to loose virtually no energy when disconnected, the only losses being due to bearings and air drag.
One embodiment of the drive system according to the invention is characterized in that an epicyclical gearing with three rotational members is positioned between the clutch and the further clutch. By applying an epicyclical gearing, such as a planetary set in addition to the CVT, a CVT with a smaller ratio coverage suffices.
It is noted that a drive system comprising a driving shaft, a driven shaft, a flywheel, a CVT and an epicyclical gearing is known from the European patent application EP-A-0 952 023. However, in that case no clutch is present between the flywheel and the driven shaft, nor is a further clutch present between the flywheel and the driving shaft, which renders the above mentioned aim unreachable.
Preferably, a first rotational member of the three rotational members is connected to the clutch, a second rotational member is connected to the further clutch, and the continuously variable transmission is located between a third rotational member of the three rotational members and the second rotational member. A further embodiment of the drive system according to the invention is characterized in that the driving shaft is connected to the third rotational member. In this embodiment an inexpensive form-closed clutch can be applied as further clutch. Another embodiment of the drive system according to the invention is characterized in that the driving shaft is connected to the first rotational member. Since only the flywheel power is transmitted by the CVT in this case, an electromechanically actuated, dry belt continuously variable transmission is sufficient. Also in this case an inexpensive form-closed clutch can be applied as further clutch.
Yet another embodiment of the drive system according to the invention is characterized in that the further clutch is a force-closed clutch. Applying a force-closed clutch or a slip-clutch enables the use of only one CVT with a limited ratio coverage, since adding the slip-clutch yields an infinite ratio coverage between the flywheel and the driving shaft.
To narrow the possible speed difference between the flywheel shaft and a shaft of the CVT, preferably a further transmission is located between the flywheel and the continuously variable transmission. Preferably, the further transmission is positioned between the flywheel and the clutch. A simple embodiment of the drive system according to the invention is characterized in that the driving shaft is directly connected to the driven shaft through the clutch. This way, no further transmission between the driven shaft and the driving shaft is needed. An advantage of the presence of a clutch between driving and driven shaft is that the flywheel can be charged by the driving source while standing still, and the ability to discharge the flywheel using the electric motor/generator as driving source or generator, respectively.
A further embodiment of the drive system according to the invention is characterized in that one of the sheave pairs of the continuously variable transmission is mounted directly on the driving shaft. This also enables leaving out one transmission, i.e., the one between CVT and driving shaft.
Yet another embodiment is characterized in that the continuously variable transmission is an electro-mechanically actuated dry-belt continuously variable transmission. In the drive system according to the invention, the motor primarily delivers the power for stationary driving. The power needed for accelerating is mostly delivered by the flywheel. This way, the required motor power is moderate, enabling the use of an inexpensive dry-belt CVT.
Furthermore, the drive system according to the invention preferably comprises an electric motor that is connected to the driving shaft. The electric motor can be connected directly to the driving shaft or can be positioned between the slip-clutch and the continuously variable transmission. By applying an electric motor the propulsion from standstill can be provided without flywheel assistance. Moreover, no reverse transmission is needed because the electric motor decides the driving direction.
In a further embodiment, the drive system further comprises a driving source having an output shaft that is connected, preferably directly, to the driving shaft. The driving source preferably is the above mentioned electric motor or a combustion engine with a starter-alternator unit that comprises said electric motor. The drive system furthermore comprises a final reduction gear and a differential that is connected to the driven shaft and is located between the driven shaft and a load, for instance the wheels of a vehicle.
Brief description of the drawings.
In the following, the invention is further elucidated by drawings depicting several examples of configurations of vehicles with the drive system according to the invention.
Figure 1 depicts a schematical representation of a vehicle with the known drive system;
Figure 2 depicts a first embodiment of the vehicle with the drive system according to the invention;
Figure 3 schematically depicts the vehicle represented in Figure 2;
Figure 4 depicts a second configuration of the vehicle with drive system according to the invention;
Figure 5 schematically depicts the vehicle represented in Figure 4;
Figure 6 depicts a practical configuration of the drive system corresponding to the second configuration of the vehicle as depicted in Figures 4 and 5;
Figure 7 depicts a third configuration of the vehicle with drive system according to the invention; and
Figure 8 schematically depicts the vehicle shown in Figure 6. Detailed description of the drawings.
Figure 1 schematically depicts a vehicle with the known drive system. The vehicle D has a driving source E that is connected to a driving shaft a which is connected to driven shaft b via a clutch C . The driven shaft b is connected to the wheels of the vehicle, represented by the load L. The vehicle D furthermore has a flywheel F that is connected to the driving shaft a and driven shaft b via a transmission T (CVT).
In Figure 2, a first configuration of a vehicle 1 with a drive system 3 according to the invention is depicted. The drive system 3 has a driving shaft 5 and a driven shaft 7. The driving shaft 5 is directly connected to an output shaft of a driving source 9. The driven shaft 7 is connected to a differential 11, that is located between two driving shafts 13 of driven wheels 15 of the vehicle 1. The driving shaft 5 is connected to the driven shaft 7 via a synchro-mesh 17.
The drive system 3 furthermore comprises a flywheel 19, that is connected to the driving shaft 5 through a further transmission 21 , a slip-clutch 23 and a continuously variable transmission (CVT) 25. The driving shaft 5 can drive the flywheel 19 through the CVT 25. The slip-clutch 23 is positioned between the CVT 25 on the one hand and the flywheel 19 with the further transmission 21 on the other. The further transmission 21 can share the same bearings as the flywheel 19 or it can be connected to a flywheel that is separately supported by bearings.
The CVT 25 is an electromechanically actuated dry-belt CVT. Since only the power of flywheel 19 needs to be transmitted by the CVT, an electromechanically instead of hydraulically actuated CVT suffices. One of the sheave pairs 27 of the CVT 25 is directly mounted on the driving shaft 5. The other sheave pair 29 is mounted on a shaft 31 that is connected to the further transmission 21 via the slip-clutch 23.
The driving source 9 in this configuration is a combustion engine 9a with a starter-alternator unit 9b. The combustion engine 9a is primarily used to overcome the stationary load, such as air drag, rolling resistance, driveline friction and to supply the power needed for electrical appliances in the vehicle such as air conditioning, lighting, ventilation, etc. via the starter-alternator unit 9b.
The starter-alternator unit 9b, constituted by an electric motor, serves to start the combustion engine 9a. Moreover, the starter-alternator unit 9b is also used for launching the vehicle 1. Because the driving shaft 5 is connected to the driven shaft 7 through a synchro-mesh 17, for example, and hence there is no slip-clutch between driving and driven shaft, the combustion engine 9a cannot be used to launch the vehicle. However, using the starter-alternator unit 9b is not necessary for launching the vehicle. An alternative way of launching the vehicle is by using the flywheel 19 through slip-clutch 23.
The flywheel 19 supplies the power for accelerating the vehicle 1. This enables downsizing of the combustion engine. A 10 kW combustion engine may be sufficient for a city vehicle with a curb-weight of 900 kg and a maximum speed of 90 km/h. During vehicle acceleration maximal powers of 60 k W are needed. The additionally required 50 kW can be momentarily supplied by the flywheel. When less power is requested than what the combustion engine can deliver or during vehicle deceleration, the excess of power from the engine or the braking energy can be accumulated in the flywheel.
In addition to the torque of the combustion engine 9a, the flywheel 19 can supply torque in the vehicle speed range between l/3*Vmax and Vmax (corresponding to the limited ratio coverage of the CVT) by altering the transmission ratio of the CVT 25.
Below the speed 1 /3 * Vmax the flywheel 19 can supply additional torque through slip-clutch
23.
Before using the vehicle 1 , the flywheel 19 needs to be accelerated to enable the supply of additional power needed to facilitate a fast vehicle launch by means of slip- clutch 23 or during vehicle acceleration while driving by means of CVT 25. Speeding up the flywheel 19 can be done while standing still and/or during normal vehicle launch where the maximum power of combustion engine 9a is not needed for vehicle propulsion.
It is preferable not to have the flywheel speed lower than 50% of the maximal stationary flywheel speed in order to get a proper balance between the utilization of flywheel-energy and the vehicle speed range where energy exchange is possible by means of the CVT. The energy that is released in this speed transition is sufficient for swiftly accelerating the vehicle from, say, 30 to 90 km/h. The initial energy of the flywheel in this case is equal to the kinetic energy of the vehicle at 90 km/h.
The combustion engine can also be used intermittently, in which case the excess of energy is used to charge the flywheel and where the stationary load is supplied by the flywheel when the engine is turned off.
In Figure 3 this first configuration is schematically depicted to elucidate the difference with the known drive system (see Figure 1).
In Figure 4 a second configuration of a vehicle 101 with a drive system 103 according to the invention is depicted. The drive system 101 comprises an epicyclical gearing 131, in this case embodied as a planetary gear set, with three rotational members 133, 135, 137, which in this case are constituted by a ring gear, a sun gear and in between a planet carrier gear which holds planet gears. In the description hereafter, each of these gears can be the first, second or third rotational member.
The first rotational member 133 is connected, via a differential 111 , to wheels 115 of a vehicle 101 which in this case form the load. The second rotational member 135 is connected to a flywheel 119 and the third rotational member 137 is connected to a motor
109, in this configuration an electric motor.
The drive system 103 furthermore comprises a transmission 125 with two in/outputs, in this configuration formed by a continuously variable transmission. One of the in/outputs is connected to the second rotational member 135 and the other in/output is connected to the third rotational member 137 and to the motor 109.
A form-closed clutch 123 is located between the flywheel 119 on the one hand, and the transmission 125 and the epicyclical gearing 131 on the other. Furthermore, a further form-closed clutch 117 is positioned between the load and the first rotational member. The epicyclical gearing, transmission, flywheel and clutches together make up the drive-unit 103 of the drive system. In Figure 5, this second configuration is schematically depicted for clarity.
In Figure 6 a practical configuration is depicted of the drive system corresponding to the second vehicle configuration as depicted in Figures 4 and 5, where identical reference numbers are used. Here, the clutches 117 and 123 are configured as synchro-meshes.
In Figure 7 a third configuration of a vehicle 201 comprising a drive system 203 according to the invention is depicted. This third configuration has the same components as the second configuration, which is why these components have the same reference numbers. The difference between this third configuration and the second configuration is that the driving shaft 105 is not connected to the third rotational member 137 but to the first rotational member 133. In Figure 8 this third configuration is schematically depicted for clarity.
It is noted that a form-closed clutch is a clutch that at least is primarily form- closed. Also a synchro-mesh that is slipping prior to being form-closed, is to be regarded as a form-closed clutch.
Although above the invention has been elucidated using the drawings, it should be stated that the invention is in no way limited to the embodiments depicted in these drawings. The invention also extends to all embodiments that deviate from those depicted in the drawings, within the context defined by the appending claims.

Claims

CLAIMS:
1. Drive system (3;103;203), especially for a vehicle, comprising a driving shaft
(5; 105), a driven shaft (7; 107), which can be connected via a clutch (17; 117) to the driving shaft, a continuously variable transmission (25; 125), and a flywheel (19; 119) that is connected to the driving shaft through the continuously variable transmission, where the driving shaft (5;105) can drive the flywheel (19;119) via the continuously variable transmission (25; 125), characterized in that also the flywheel (19;119) is connected to the driven shaft (7; 107) through the clutch (17; 117), and that a further clutch (23 ; 123) is located between the driving shaft (5;105) and the flywheel (19;119).
2. Drive system (3;103;203) according to claim 1, characterized in that the further clutch (123) is located between the flywheel (119) and the continuously variable transmission (125).
3. Drive system (103 ;203) according to claims 1 or 2, characterized in that an epicyclical gearing (131) with three rotational members (133,135,137) is positioned between the clutch (117) and the further clutch (123).
4. Drive system (103;203) according to claim 3, characterized in that of the three rotational members (133,135,137), a first rotational member ( 133 ), is connected to the clutch (117) and a second rotational member (135) is connected to the further clutch (123), and that the continuously variable transmission (125) is located between a third rotational member (137) and the second rotational member (135).
5. Drive system (103) according to claim 4, characterized in that the driving shaft (105) is connected to the third rotational member (137).
6. Drive system (203) according to claim 4, characterized in that the driving shaft (105) is connected to the first rotational member (133).
7. Drive system (103;203) according to any of the preceding claims, characterized in that the further clutch (123) is a form-closed clutch.
8. Drive system (3 ) according to claims 1 or 2, characterized in that the further clutch is a force-closed clutch (23).
9. Drive system (3 ;203) according to claim 8, characterized in that the driving shaft (5) is directly connected to the driven shaft (7) through the clutch (17).
10. Drive system (3 ; 103 ) according to any of the preceding claims, characterized in that one of the sheave pairs (27;127) of the continuously variable transmission (25;125) is directly mounted on the driving shaft (5; 105).
11. Drive system (3;103;203) according to any of the preceding claims, characterized in that the continuously variable transmission (25; 125) is an electromechanically actuated dry-belt continuously variable transmission.
12. Drive system (3;103;203) according to any of the preceding claims, characterized in that the drive system furthermore comprises an electric motor (9b; 109) which is connected to the driving shaft (5;105).
13. Drive system (3;103;203) according to any of the preceding claims, characterized in that the drive system furthermore comprises a driving source (9; 109) with an output shaft which is connected to the driving shaft (5; 105).
14. Drive system (3 ;103 ;203) according to claims 12 and 13, characterized in that the driving source (109) is the abovementioned electric motor (109).
15. Drive system(3;103;203) accordingto claims 12 and 13, characterized in that the driving source (9) is a combustion engine (9a) with a starter-alternator unit (9b) that comprises said electric motor (9b).
PCT/NL2003/000465 2002-06-21 2003-06-23 Drive system, especially for a vehicle, comprising a flywheel WO2004000595A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003248158A AU2003248158A1 (en) 2002-06-21 2003-06-23 Drive system, especially for a vehicle, comprising a flywheel

Applications Claiming Priority (6)

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NL1020924 2002-06-21
NL1020924 2002-06-21
NL1021242 2002-08-09
NL1021242 2002-08-09
NL1023245 2003-04-23
NL1023245A NL1023245C1 (en) 2002-06-21 2003-04-23 Drive, in particular for a vehicle, comprising a flywheel.

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NL (1) NL1023245C1 (en)
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WO2006043812A3 (en) * 2004-10-20 2006-10-12 Dti Groep B V Drive and transmission module with a layout adapted for a vehicle
WO2007138353A2 (en) 2006-05-25 2007-12-06 Kestrel Powertrains Ltd Regenerative braking system
FR2935306A1 (en) * 2008-09-02 2010-03-05 Peugeot Citroen Automobiles Sa Four-cylinder internal combustion engine torque transmission chain for e.g. hybrid motor vehicle, has variable inertia fly-wheel coupled to engine output shaft by common clutch so as to be rotated around engine output shaft
CN101875296A (en) * 2009-05-01 2010-11-03 福特全球技术公司 Motor vehicle driven by mixed power and control method
CN102036845A (en) * 2008-05-20 2011-04-27 托罗特拉克(开发)有限公司 An energy recovery system for a vehicle driveline
DE102009058695A1 (en) * 2009-12-17 2011-06-22 Schaeffler Technologies GmbH & Co. KG, 91074 drive assembly
WO2011080512A1 (en) * 2010-01-04 2011-07-07 Flybrid Systems Llp Clutched flywheel transmission
WO2012079812A1 (en) * 2010-12-17 2012-06-21 Robert Bosch Gmbh Mechanical energy accumulator for a vehicle
US8622860B2 (en) 2011-08-01 2014-01-07 Spicer Off-Highway Belgium N.V. Method and apparatus for transferring power between a flywheel and a vehicle
WO2014121808A1 (en) * 2013-02-11 2014-08-14 Volvo Truck Corporation A method for improving startability of a vehicle
WO2015195072A1 (en) * 2014-06-20 2015-12-23 Morris Christopher M Kinetic energy system utilizing multi-size multi-use high speed rotating flywheel
DE102015219561A1 (en) * 2015-10-09 2017-04-13 Bayerische Motoren Werke Aktiengesellschaft Drive of a motor vehicle and method for operating such a drive
CN110103721A (en) * 2019-07-02 2019-08-09 潍柴动力股份有限公司 Braking method and entire car controller
WO2021007027A1 (en) * 2019-07-08 2021-01-14 Caterpillar Inc. Variable speed drive for an accessory drive in a hybrid power system
GB2589927A (en) * 2019-12-13 2021-06-16 Perkins Engines Co Ltd Work machine hybrid power unit
CN104640729B (en) * 2012-05-21 2022-06-07 艾里逊变速箱公司 Hybrid powertrain for a vehicle, operating and retrofitting method

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WO2006043812A3 (en) * 2004-10-20 2006-10-12 Dti Groep B V Drive and transmission module with a layout adapted for a vehicle
US7967714B2 (en) 2004-10-20 2011-06-28 Van Druten Marie Roell Drive and transmission module with a layout adapted for a vehicle
KR101277027B1 (en) 2004-10-20 2013-06-24 디티아이 그룹 비.브이. Drive and transmission module with a layout adapted for a vehicle
WO2007138353A2 (en) 2006-05-25 2007-12-06 Kestrel Powertrains Ltd Regenerative braking system
GB2440996A (en) * 2006-05-25 2008-02-20 Powertrain Technology Ltd Power transmission system
CN102036845A (en) * 2008-05-20 2011-04-27 托罗特拉克(开发)有限公司 An energy recovery system for a vehicle driveline
US9102223B2 (en) 2008-05-20 2015-08-11 Torotrak (Development) Limited Energy recovery system for a vehicle driveline
FR2935306A1 (en) * 2008-09-02 2010-03-05 Peugeot Citroen Automobiles Sa Four-cylinder internal combustion engine torque transmission chain for e.g. hybrid motor vehicle, has variable inertia fly-wheel coupled to engine output shaft by common clutch so as to be rotated around engine output shaft
CN101875296A (en) * 2009-05-01 2010-11-03 福特全球技术公司 Motor vehicle driven by mixed power and control method
US20100280712A1 (en) * 2009-05-01 2010-11-04 Timothy James Bowman Hybrid Vehicles and Control Methods
DE102009058695A1 (en) * 2009-12-17 2011-06-22 Schaeffler Technologies GmbH & Co. KG, 91074 drive assembly
WO2011080512A1 (en) * 2010-01-04 2011-07-07 Flybrid Systems Llp Clutched flywheel transmission
JP2014506311A (en) * 2010-12-17 2014-03-13 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング Mechanical energy accumulator used in vehicles
CN103249584A (en) * 2010-12-17 2013-08-14 罗伯特·博世有限公司 Mechanical energy accumulator for a vehicle
WO2012079812A1 (en) * 2010-12-17 2012-06-21 Robert Bosch Gmbh Mechanical energy accumulator for a vehicle
US8622860B2 (en) 2011-08-01 2014-01-07 Spicer Off-Highway Belgium N.V. Method and apparatus for transferring power between a flywheel and a vehicle
CN104640729B (en) * 2012-05-21 2022-06-07 艾里逊变速箱公司 Hybrid powertrain for a vehicle, operating and retrofitting method
WO2014121808A1 (en) * 2013-02-11 2014-08-14 Volvo Truck Corporation A method for improving startability of a vehicle
US9738282B2 (en) 2013-02-11 2017-08-22 Volvo Truck Corporation Method for improving startability of a vehicle
WO2015195072A1 (en) * 2014-06-20 2015-12-23 Morris Christopher M Kinetic energy system utilizing multi-size multi-use high speed rotating flywheel
DE102015219561A1 (en) * 2015-10-09 2017-04-13 Bayerische Motoren Werke Aktiengesellschaft Drive of a motor vehicle and method for operating such a drive
CN110103721A (en) * 2019-07-02 2019-08-09 潍柴动力股份有限公司 Braking method and entire car controller
WO2021007027A1 (en) * 2019-07-08 2021-01-14 Caterpillar Inc. Variable speed drive for an accessory drive in a hybrid power system
GB2600062A (en) * 2019-07-08 2022-04-20 Caterpillar Inc Variable speed drive for an accessory drive in a hybrid power system
US11421585B2 (en) 2019-07-08 2022-08-23 Caterpillar Inc. Variable speed drive for an accessory drive in a hybrid power system
GB2600062B (en) * 2019-07-08 2023-09-13 Caterpillar Inc Variable speed drive for an accessory drive in a hybrid power system
WO2021115627A1 (en) * 2019-12-13 2021-06-17 Perkins Engines Company Limited Work machine hybrid power unit
GB2589927B (en) * 2019-12-13 2021-12-15 Perkins Engines Co Ltd Work machine hybrid power unit
GB2589927A (en) * 2019-12-13 2021-06-16 Perkins Engines Co Ltd Work machine hybrid power unit

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Publication number Publication date
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