WO2007043875A1 - Vehicle with two parallel drivelines - Google Patents

Vehicle with two parallel drivelines Download PDF

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Publication number
WO2007043875A1
WO2007043875A1 PCT/NL2006/000522 NL2006000522W WO2007043875A1 WO 2007043875 A1 WO2007043875 A1 WO 2007043875A1 NL 2006000522 W NL2006000522 W NL 2006000522W WO 2007043875 A1 WO2007043875 A1 WO 2007043875A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
driveline
vehicle
wheels
Prior art date
Application number
PCT/NL2006/000522
Other languages
French (fr)
Inventor
Roëll Marie VAN DRUTEN
Bas Gerard Vroemen
Alexander Franciscus Anita Serrarens
Original Assignee
Dti Group B.V.
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
Priority claimed from NL1030196A external-priority patent/NL1030196C2/en
Application filed by Dti Group B.V. filed Critical Dti Group B.V.
Publication of WO2007043875A1 publication Critical patent/WO2007043875A1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a vehicle comprising an internal combustion engine, a pair of wheels that are to be driven, and a drive by means of which the internal combustion engine is connected to the pair of wheels that are to be driven, which drive comprises two drivelines situated parallel to each other between the internal combustion engine and the pair of wheels that are to be driven, of which a first driveline may or may not be disengaged and of which the second driveline may or may not transmit torque.
  • the clutch can be a synchromesh clutch or a claw clutch in a transmission or it can be a friction clutch or a claw clutch situated between the internal combustion engine and a transmission that can be engaged by means of force or its shape.
  • WO 03/047898 A This known drive is suitable for energy saving in vehicles. By using such a drive an attempt is made to gain the same acceleration with a lighter engine as a vehicle without such a drive but with a heavier (more powerful) engine.
  • An objective of the invention is to provide a vehicle of the type described in the preamble with which even more energy can be saved than with a vehicle provided with the known drive.
  • the vehicle according to the invention is characterised in that the drive, furthermore, comprises a control unit, which is such that for the purpose of starting the internal combustion engine it sets the second driveline so that it can transmit torque to the internal combustion engine in such a way that no reactive torque as such is delivered to the wheels by this second driveline as a result of which the vehicle would be driven forward.
  • the torque that is to be transmitted may come from the wheels, for example, in a vehicle that is decelerating or accelerating less, or when a vehicle is stationary, from a flywheel that is diminishing in speed.
  • the vehicle according to the invention the internal combustion engine is started by making use of the vehicle's kinetic energy or the presence of a flywheel when there is one in the vehicle. Because of this, energy can be saved by using a relatively simple system.
  • the second driveline comprises a friction element that when powered sees that this driveline can transmit torque, in which the control unit is such that for starting the internal combustion engine, it powers the friction element.
  • the first driveline preferably comprises a clutch that can engage or disengage this driveline, where the control unit is such that it disengages the clutch for starting the internal combustion engine.
  • An embodiment of the vehicle according to the invention is characterised in that the torque amplification factor of the internal combustion engine to the pair of wheels that are to be driven of the first driveline is greater than that of the second driveline.
  • a further embodiment of the vehicle according to the invention is characterised in that the second driveline has a constant torque amplification factor.
  • the second driveline comprises a set of planetary gears with at least three rotation bodies, of which a first rotation body is connected to the internal combustion engine, a second rotation body is connected to the pair of wheels that are to be driven and the third rotation body is connected to a means of support.
  • the means of support comprises a brake that is the friction element.
  • the means of support may comprise a flywheel, for example, in addition to this brake.
  • Still another further embodiment of the vehicle according to the invention is characterised in that the means of support comprises a flywheel, as well as a friction clutch that is situated between the first rotation body and the internal combustion engine or between the second rotation body and the pair of wheels that are to be driven or between the third rotation body and the means of support, which friction clutch is the friction element.
  • the drive comprise a housing that is provided with space for including an engine flywheel or for including a drive-away element or for including a torque converter, it is preferable that the flywheel be situated in this space.
  • a further embodiment of the vehicle according to the invention is characterised in that the first driveline comprises a transmission in which the clutch is situated between the transmission and the internal combustion engine.
  • a transmission is meant a continuously variable transmission or a transmission that comprises at least one gear transmission that can be clutched, for example, because of the fact that one of the gear wheels can be coupled to the axle on which it is carried on bearings by engaging a synchromesh clutch or claw clutch.
  • vehicle comprises an electric motor that is connected to the first or second driveline or is connected to an additional pair of the vehicle' s wheels.
  • the electric motor be in the first driveline it can be situated between the clutch and the transmission or between the transmission and the pair of wheels and should the electric motor be in the second driveline it can be situated between the set of planetary wheels and the pair of wheels.
  • the electric motor is preferably situated in this space.
  • the control unit is preferably such that should the drive have a friction clutch, while stopping or after the vehicle has stopped or after the speed of the vehicle has fallen below a. previously determined value, it will disengage the friction clutch and then turn the internal combustion engine off, and, should the number of revolutions made by the flywheel fall below a previously determined critical value or should the brake pedal be released or the accelerator pressed down, it will engage the friction clutch and restart the internal combustion engine.
  • control unit is preferably such that should the drive have a friction clutch, it engages the friction clutch and starts the internal combustion engine when the vehicle is in motion, or should the drive have a brake, it powers the brake and starts the internal combustion engine.
  • the invention also relates to a drive for a vehicle according to the invention.
  • the invention also relates to a method for starting an internal combustion engine of a vehicle according to the invention, which internal combustion engine is connected by means of a drive to a pair of the vehicle's wheels that are to be driven, which drive comprises two drivelines, parallel to each other situated between the internal combustion engine and the pair of wheels that are to be driven.
  • the invention is characterised in that torque is transmitted by one of the two drivelines for starting the internal combustion engine, in which no reactive torque as such is delivered to the wheels by this driveline as a result of which the vehicle would be driven forward.
  • Figure 1 shows a schematic representation of a vehicle according to the invention
  • Figure 2 shows a layout of possible embodiments of the vehicle according to the invention
  • FIG. 3 shows a layout of a vehicle without an electric motor
  • Figure 4 shows the vehicle represented in figure 3, but now provided with an electric motor.
  • FIG 1 a schematic representation of a vehicle according to the invention is shown.
  • the vehicle 1 has an internal combustion engine 3, a pair of wheels 5 that are to be driven, and a drive 7 by means of which the internal combustion engine is connected to the pair of wheels that are to be driven.
  • the drive 7 has two drivelines 9, 11, parallel to each other situated between the internal combustion engine and the pair of wheels that are to be driven, of which a first driveline 9 can be disengaged and where the second driveline 11 may or may not transmit torque.
  • the drive 7 has a control unit 13 , which is such that for starting the internal combustion engine it disengages the first driveline 9 and sets the second driveline 11 so that it can transmit torque to the internal combustion engine in such a way that no reactive torque as such is delivered to the wheels 5 by this second driveline as a result of which the vehicle would be driven forward 15.
  • the first driveline 9 has a transmission 17 and a clutch 19, which is situated between the internal combustion engine
  • the second driveline 11 has a set of planetary gears 23 and a friction element 25 or 27, which when powered sees that this driveline can transmit torque.
  • the friction element can be a brake 25 or a friction clutch 27, which can be situated at three different places in the driveline.
  • the second driveline 11 may comprise a flywheel 29 that is connected to the brake 25 or takes its place.
  • the drive 7, furthermore, may have an electric motor 31 that is connected to the output side of the first or second driveline or is situated between the clutch and the transmission or that is connected to an additional pair of the vehicle's wheels 33.
  • the control unit 13 operates the clutch and the friction element and, if necessary, the electric motor.
  • FIG 3 the layout of a vehicle 41 without an electric motor is shown.
  • the non-hybrid vehicle 41 has a internal combustion engine 43, provided with an engine flywheel 45 with a torsion spring 47, a pair of wheels that are to be driven 59 and a drive 51 situated between the internal combustion engine and the pair of wheels 49.
  • the drive 11 has a first driveline 52 and a second driveline 54 parallel to the first.
  • the first driveline 52 has a continuously variable transmission 53 with an output shaft 55, which is connected by means of two gear reductions 57 and 59 and a differential 61 to the wheels 59 that are to be driven, and an input shaft 63, which is connected to the torsion spring 47 by a unit 65, consisting of a clutch 67 and a set of planetary gears 69 parallel to it of which a rotation body is coupled to a brake 71.
  • the second driveline 54 has a flywheel module 73, which is a set of planetary gears 75 with three rotation bodies, of which a first rotation body is an annulus a, which is connected to the torsion spring 47 and the clutch 67, a second rotation body is a planetary carrier c on which planetary gears are supported on bearings and that through two gears 77, 79 is coupled to a gear 81 of the reduction 57, and a third rotation body is a sun gear s.
  • the flywheel module 73 furthermore, has a flywheel 83 that is connected to the sun gear s. Between the set of planetary gears 75 and the gears 77, 79 is situated an additional clutch 85.
  • an additional clutch 85 situated between the set of planetary gears 75 and the gears 77, 79 must be engaged.
  • FIG 4 the layout of a hybrid vehicle 87 provided with an electric motor is shown. AU parts that are the same as those shown in figure 3 of a non-hybrid vehicle are indicated with the same reference number.
  • This vehicle 87 has a hybrid drive 89, where the unit 65 consists of the clutch 67 and an electric motor in series 91, which has a brake instead of the set of planetary gears 69.
  • the vehicle 87 according to the invention does not have an additional clutch between the set of planetary gears 75 and the gears 77, 79.
  • Starting the internal combustion engine 43 takes place with the vehicle 87 according to the invention by driving the pair of wheels 49 with the electric motor 91 while the clutch is disengaged (driving away, therefore, solely takes place by using the electric motor), in which the rotational speed of de flywheel 83 is increased. If enough energy has been stored in the flywheel 83, the clutch 67 is engaged and the internal combustion engine 43 is started. The energy for starting the internal combustion engine is produced here by the flywheel 83.

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Abstract

A vehicle (1) has an internal combustion engine (3), a pair of wheels that are to be driven (5), and a drive (7) by means of which the internal combustion engine is connected to the pair of wheels that are to be driven. The drive (7) has two drivelines (9, 11) parallel to each other situated between the internal combustion engine and the pair of wheels that are to be driven, of which the first driveline (9) can be disengaged and of which the second driveline (11) may or may not transmit torque. Furthermore, the drive (7) has a control unit (13), which is such that for starting the internal combustion engine, it disengages the first driveline (9) and sets the second driveline (11) so that it can transmit torque to the internal combustion engine, in such a way that by this second driveline no reactive torque is delivered to the wheels (5) as a result of which the vehicle would be driven forward.

Description

Vehicle with two parallel drivelines
BACKGROUND OF THE INVENTION:
Field of the invention
The invention relates to a vehicle comprising an internal combustion engine, a pair of wheels that are to be driven, and a drive by means of which the internal combustion engine is connected to the pair of wheels that are to be driven, which drive comprises two drivelines situated parallel to each other between the internal combustion engine and the pair of wheels that are to be driven, of which a first driveline may or may not be disengaged and of which the second driveline may or may not transmit torque.
The clutch can be a synchromesh clutch or a claw clutch in a transmission or it can be a friction clutch or a claw clutch situated between the internal combustion engine and a transmission that can be engaged by means of force or its shape.
Prior art
A drive for such a vehicle is known from the international patent application
WO 03/047898 A. This known drive is suitable for energy saving in vehicles. By using such a drive an attempt is made to gain the same acceleration with a lighter engine as a vehicle without such a drive but with a heavier (more powerful) engine.
Summary of the invention
An objective of the invention is to provide a vehicle of the type described in the preamble with which even more energy can be saved than with a vehicle provided with the known drive. To this end, the vehicle according to the invention is characterised in that the drive, furthermore, comprises a control unit, which is such that for the purpose of starting the internal combustion engine it sets the second driveline so that it can transmit torque to the internal combustion engine in such a way that no reactive torque as such is delivered to the wheels by this second driveline as a result of which the vehicle would be driven forward.
The torque that is to be transmitted may come from the wheels, for example, in a vehicle that is decelerating or accelerating less, or when a vehicle is stationary, from a flywheel that is diminishing in speed.
Much energy is saved by repeatedly turning off the internal combustion engine, especially in city traffic, when the vehicle is stationary or coasting, for example, in traffic jams. This is already generally known. Restarting an internal combustion engine momentarily demands a relatively large amount of power. The generally known way to restart is by using an electric motor. The electrical system required that can produce this power is relatively expensive. With the vehicle according to the invention the internal combustion engine is started by making use of the vehicle's kinetic energy or the presence of a flywheel when there is one in the vehicle. Because of this, energy can be saved by using a relatively simple system. Preferably, the second driveline comprises a friction element that when powered sees that this driveline can transmit torque, in which the control unit is such that for starting the internal combustion engine, it powers the friction element.
Furthermore, the first driveline preferably comprises a clutch that can engage or disengage this driveline, where the control unit is such that it disengages the clutch for starting the internal combustion engine.
An embodiment of the vehicle according to the invention is characterised in that the torque amplification factor of the internal combustion engine to the pair of wheels that are to be driven of the first driveline is greater than that of the second driveline.
Because of this, the internal combustion engine can be started more easily than if this were not the case.
A further embodiment of the vehicle according to the invention is characterised in that the second driveline has a constant torque amplification factor. Preferably, the second driveline comprises a set of planetary gears with at least three rotation bodies, of which a first rotation body is connected to the internal combustion engine, a second rotation body is connected to the pair of wheels that are to be driven and the third rotation body is connected to a means of support.
Still a further embodiment of the vehicle according to the invention is characterised in that the means of support comprises a brake that is the friction element. The means of support may comprise a flywheel, for example, in addition to this brake.
Still another further embodiment of the vehicle according to the invention is characterised in that the means of support comprises a flywheel, as well as a friction clutch that is situated between the first rotation body and the internal combustion engine or between the second rotation body and the pair of wheels that are to be driven or between the third rotation body and the means of support, which friction clutch is the friction element.
Should the drive comprise a housing that is provided with space for including an engine flywheel or for including a drive-away element or for including a torque converter, it is preferable that the flywheel be situated in this space.
A further embodiment of the vehicle according to the invention is characterised in that the first driveline comprises a transmission in which the clutch is situated between the transmission and the internal combustion engine. By a transmission is meant a continuously variable transmission or a transmission that comprises at least one gear transmission that can be clutched, for example, because of the fact that one of the gear wheels can be coupled to the axle on which it is carried on bearings by engaging a synchromesh clutch or claw clutch.
Another further embodiment of vehicle according to the invention is characterised in that the vehicle comprises an electric motor that is connected to the first or second driveline or is connected to an additional pair of the vehicle' s wheels. Should the electric motor be in the first driveline it can be situated between the clutch and the transmission or between the transmission and the pair of wheels and should the electric motor be in the second driveline it can be situated between the set of planetary wheels and the pair of wheels.
Should the drive comprise a housing that is provided with space for including a set of planetary gears and a brake that is connected to a rotation body of this set of planetary gears, the electric motor is preferably situated in this space.
The control unit is preferably such that should the drive have a friction clutch, while stopping or after the vehicle has stopped or after the speed of the vehicle has fallen below a. previously determined value, it will disengage the friction clutch and then turn the internal combustion engine off, and, should the number of revolutions made by the flywheel fall below a previously determined critical value or should the brake pedal be released or the accelerator pressed down, it will engage the friction clutch and restart the internal combustion engine.
Furthermore, the control unit is preferably such that should the drive have a friction clutch, it engages the friction clutch and starts the internal combustion engine when the vehicle is in motion, or should the drive have a brake, it powers the brake and starts the internal combustion engine.
The invention also relates to a drive for a vehicle according to the invention.
Furthermore, the invention also relates to a method for starting an internal combustion engine of a vehicle according to the invention, which internal combustion engine is connected by means of a drive to a pair of the vehicle's wheels that are to be driven, which drive comprises two drivelines, parallel to each other situated between the internal combustion engine and the pair of wheels that are to be driven.
With regard to the method, the invention is characterised in that torque is transmitted by one of the two drivelines for starting the internal combustion engine, in which no reactive torque as such is delivered to the wheels by this driveline as a result of which the vehicle would be driven forward.
Brief description of the drawings
The invention will be elucidated more fully below on the basis of drawings in which embodiments of the vehicle according to the invention are shown. In these drawings:
Figure 1 shows a schematic representation of a vehicle according to the invention;
Figure 2 shows a layout of possible embodiments of the vehicle according to the invention;
Figure 3 shows a layout of a vehicle without an electric motor; and Figure 4 shows the vehicle represented in figure 3, but now provided with an electric motor. Detailed description of the drawings
In figure 1 a schematic representation of a vehicle according to the invention is shown. The vehicle 1 has an internal combustion engine 3, a pair of wheels 5 that are to be driven, and a drive 7 by means of which the internal combustion engine is connected to the pair of wheels that are to be driven. The drive 7 has two drivelines 9, 11, parallel to each other situated between the internal combustion engine and the pair of wheels that are to be driven, of which a first driveline 9 can be disengaged and where the second driveline 11 may or may not transmit torque. Furthermore, the drive 7 has a control unit 13 , which is such that for starting the internal combustion engine it disengages the first driveline 9 and sets the second driveline 11 so that it can transmit torque to the internal combustion engine in such a way that no reactive torque as such is delivered to the wheels 5 by this second driveline as a result of which the vehicle would be driven forward 15.
In figure 2, the layout of the vehicle 1 is shown. The first driveline 9 has a transmission 17 and a clutch 19, which is situated between the internal combustion engine
3 and the transmission. The second driveline 11 has a set of planetary gears 23 and a friction element 25 or 27, which when powered sees that this driveline can transmit torque.
The friction element can be a brake 25 or a friction clutch 27, which can be situated at three different places in the driveline. Furthermore, the second driveline 11 may comprise a flywheel 29 that is connected to the brake 25 or takes its place.
The drive 7, furthermore, may have an electric motor 31 that is connected to the output side of the first or second driveline or is situated between the clutch and the transmission or that is connected to an additional pair of the vehicle's wheels 33. The control unit 13 operates the clutch and the friction element and, if necessary, the electric motor.
In figure 3 the layout of a vehicle 41 without an electric motor is shown. The non-hybrid vehicle 41 has a internal combustion engine 43, provided with an engine flywheel 45 with a torsion spring 47, a pair of wheels that are to be driven 59 and a drive 51 situated between the internal combustion engine and the pair of wheels 49. The drive 11 has a first driveline 52 and a second driveline 54 parallel to the first. The first driveline 52 has a continuously variable transmission 53 with an output shaft 55, which is connected by means of two gear reductions 57 and 59 and a differential 61 to the wheels 59 that are to be driven, and an input shaft 63, which is connected to the torsion spring 47 by a unit 65, consisting of a clutch 67 and a set of planetary gears 69 parallel to it of which a rotation body is coupled to a brake 71. The second driveline 54 has a flywheel module 73, which is a set of planetary gears 75 with three rotation bodies, of which a first rotation body is an annulus a, which is connected to the torsion spring 47 and the clutch 67, a second rotation body is a planetary carrier c on which planetary gears are supported on bearings and that through two gears 77, 79 is coupled to a gear 81 of the reduction 57, and a third rotation body is a sun gear s. The flywheel module 73, furthermore, has a flywheel 83 that is connected to the sun gear s. Between the set of planetary gears 75 and the gears 77, 79 is situated an additional clutch 85. For starting the internal combustion engine 43 by means of the flywheel 83, an additional clutch 85 situated between the set of planetary gears 75 and the gears 77, 79 must be engaged. In figure 4 the layout of a hybrid vehicle 87 provided with an electric motor is shown. AU parts that are the same as those shown in figure 3 of a non-hybrid vehicle are indicated with the same reference number. This vehicle 87 has a hybrid drive 89, where the unit 65 consists of the clutch 67 and an electric motor in series 91, which has a brake instead of the set of planetary gears 69. Furthermore, the vehicle 87 according to the invention does not have an additional clutch between the set of planetary gears 75 and the gears 77, 79. Starting the internal combustion engine 43 takes place with the vehicle 87 according to the invention by driving the pair of wheels 49 with the electric motor 91 while the clutch is disengaged (driving away, therefore, solely takes place by using the electric motor), in which the rotational speed of de flywheel 83 is increased. If enough energy has been stored in the flywheel 83, the clutch 67 is engaged and the internal combustion engine 43 is started. The energy for starting the internal combustion engine is produced here by the flywheel 83.
Although in the above the invention is explained on the basis of the drawings, it should be noted that the invention is in no way limited to the embodiments shown in the drawings. The invention also extends to all embodiments deviating from the • embodiments shown in the drawings within the context defined by the claims.

Claims

1. Vehicle comprising an internal combustion engine, a pair of wheels that are to be driven, and a drive by means of which the internal combustion engine is connected to the pair of wheels that are to be driven, which drive comprises two drivelines situated parallel to each other between the internal combustion engine and the pair of wheels that are to be driven, of which a first driveline may or may not be disengaged and of which the second driveline may or may not transmit torque, characterised in that the drive, furthermore, comprises a control unit, which is such that for the purpose of starting the internal combustion engine, sets the second driveline so that it can transmit torque to the internal combustion engine in such a way that no reactive torque as such is delivered to the wheels by this second driveline as a result of which the vehicle would be driven forward.
2. Vehicle according to claim 1, characterised in that the second driveline comprises a friction element that when powered sees that this drive is able to transmit torque, in which the control unit is such that it powers the friction element for starting the internal combustion engine.
3. Vehicle according to claim 2, characterised in that the first driveline comprises a clutch, which can disengage or engage this driveline, where the control unit is such that it disengages the clutch in order to start the internal combustion engine.
4. Vehicle according to claim 1, 2 or 3, characterised in that the torque amplification factor of the internal combustion engine to the pair of wheels that are to be driven of the first driveline is greater than that of the second driveline.
5. Vehicle according to claim 1, 2, 3 or 4, characterised in that the second driveline has a constant torque amplification factor.
6. Vehicle according to claim 5, characterised in that the second driveline comprises a set of planetary gears with at least three rotation bodies, of which a first rotation body is connected to the internal combustion engine, a second rotation body is connected to the pair of wheels that are to be driven and the third rotation body is connected to a means of support.
7. Vehicle according to claim 6, characterised in that the means of support comprises a brake which is the friction element.
8. Vehicle according to claim 6, characterised in that the means of support comprises a flywheel, as well as a friction clutch that is situated between the first rotation body and the internal combustion engine or between the second rotation body and the pair of wheels that are to be driven or between the third rotation body and the means of support, which friction clutch is the friction element.
9. Vehicle according to claim 8, characterised in that the drive comprises a housing that is provided with a space for including an engine flywheel of for including a drive-away element or for including a torque converter, where the flywheel is situated in the space mentioned.
10. Vehicle according to one of the preceding claims, characterised in that the first driveline comprises a transmission, in which the clutch is situated between the transmission and the internal combustion engine.
11. Vehicle according to one of the preceding claims, characterised in that the vehicle comprises an electric motor that is connected to the first or second driveline or is connected to an additional pair of the vehicle's wheels.
12. Vehicle according to claim 11, characterised in that the drive comprises a housing that is provided with a space for including a set of planetary gears and a brake that is connected to a rotation body of this set of planetary gears, where the electric motor is situated in the space mentioned.
13. Vehicle according to claims 8 and 10, characterised in that the vehicle comprises a brake pedal and an accelerator, and that the control unit is such that while stopping or after the vehicle has stopped or after the speed of the vehicle has fallen below a previously determined value, it will disengage the friction clutch and then turn off the internal combustion engine and, should the number of revolutions made fall below a previously determined critical value or should the brake pedal be released or the accelerator be pressed down, it will engage the friction clutch and restart the internal combustion engine.
14. Vehicle according to claims 8 and 10, characterised in that the control unit is such that it engages the friction clutch and starts the internal combustion engine when the vehicle is in motion.
15. Vehicle according to claim 7, characterised in that the control unit is such that it powers the brake and starts the internal combustion engine when the vehicle is in motion.
16. Drive for a vehicle according to one of the previous claims.
17. Method for starting an internal combustion engine of a vehicle according to one of the previous claims, which internal combustion engine is connected to a pair of the vehicle's wheels that are to be driven by means of a drive, which drive comprises two drivelines, parallel to each other situated between the internal combustion engine and the pair of wheels that are to be driven, characterised in that torque is transmitted by one of the two drivelines for starting the internal combustion engine, in which no reactive torque as such is delivered to the wheels by this driveline as a result of which the vehicle would be driven forward.
PCT/NL2006/000522 2005-10-14 2006-10-16 Vehicle with two parallel drivelines WO2007043875A1 (en)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
NL1030196 2005-10-14
NL1030197 2005-10-14
NL1030197 2005-10-14
NL1030196A NL1030196C2 (en) 2005-10-14 2005-10-14 Vehicle, has internal combustion engine connected to wheels via drive including two drivelines, and control unit to operate friction element e.g. clutch, to set one of drivelines for transmitting torque to engine
NL1030821 2006-01-02
NL1030821 2006-01-02
NL1031565 2006-04-11
NL1031565 2006-04-11

Publications (1)

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US10668801B2 (en) 2014-11-17 2020-06-02 Alpraaz Ab Powertrain for a vehicle
US11046168B2 (en) 2014-11-17 2021-06-29 Alpraaz Ab Powertrain for a vehicle
FR3032392A1 (en) * 2015-02-06 2016-08-12 Peugeot Citroen Automobiles Sa POWER TRANSMISSION DEVICE FOR A THERMAL MOTOR VEHICLE
WO2017086803A3 (en) * 2015-11-16 2017-08-31 Per Stensgaard Innovasjon As Dual-mass flywheel concept for internal combustion engines
US10955049B2 (en) 2015-11-16 2021-03-23 Per Stensgaard Innovasjon As Dual-mass flywheel concept for internal combustion engines

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