WO2007116220A1 - Systèmes de transmission - Google Patents

Systèmes de transmission Download PDF

Info

Publication number
WO2007116220A1
WO2007116220A1 PCT/GB2007/001329 GB2007001329W WO2007116220A1 WO 2007116220 A1 WO2007116220 A1 WO 2007116220A1 GB 2007001329 W GB2007001329 W GB 2007001329W WO 2007116220 A1 WO2007116220 A1 WO 2007116220A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
transmission device
clutch
clutch means
engine
Prior art date
Application number
PCT/GB2007/001329
Other languages
English (en)
Inventor
Luke Barker
John Samuel Russell
John George Martin
Original Assignee
Integral Powertrain Ltd
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 GB0607142A external-priority patent/GB0607142D0/en
Priority claimed from GB0623163A external-priority patent/GB0623163D0/en
Application filed by Integral Powertrain Ltd filed Critical Integral Powertrain Ltd
Publication of WO2007116220A1 publication Critical patent/WO2007116220A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/56—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears both central gears being sun gears

Definitions

  • the present invention relates generally to transmission systems, for example transmission systems for use in automotive applications. More specifically, although not exclusively, the present invention relates to transmission systems comprising gearing mechanisms for connecting, for example, the rotor of an electrical machine to an engine.
  • crankshaft Internal combustion engines are often fitted with an electrical machine for generation of electrical energy (typically an alternator). This is usually driven using a belt or gear drive system by the crankshaft either directly or using an intermediate shaft (for example camshaft, power take off or balance shaft).
  • a coupling mechanism such as a fluid coupling, may also be provided at some stage between the crankshaft and the electrical machine.
  • the electrical machine is configured to allow it to start the engine.
  • it may be referred to as an integrated starter generator (ISG) or stop-start generator (SSG).
  • ISG integrated starter generator
  • SSG stop-start generator
  • BSG belt driven starter generator
  • the electrical machine may also be configured so that it can operate as an extra source of motive power, using stored electrical energy to enhance engine output. This may be referred to as a motoring or electric assist mode.
  • Starting mode typically occurs at crankshaft speeds of up to 15% of maximum.
  • motoring mode is also typically of most benefit at crankshaft speeds below 25% to 40% of maximum.
  • the electrical machine must however typically act as a generator throughout the entire speed range.
  • the size and cost of the machine and its associated control and electrical storage systems are strongly related to its maximum torque output. This in turn is a consequence of the maximum torque required to be applied to the engine and the ratio of the speed of the electrical machine to the engine.
  • the electrical machine may be configured to operate as a regenerative braking system, converting kinetic or rotational energy into electrical energy.
  • the torque requirement is typically significantly greater than when the machine is operating conventionally as a generator. According to typical duty cycles for certain applications it is common that most of the benefit of regenerative braking can be gained in the lowest 30% of the engine speed range.
  • US2153856 discloses a transmission device which includes an epicyclic type gear set consisting of two sun gears and one series of planet pinions associated with each sun gear. Each planet pinion of one series is fixed relative to one planet pinion of the other series, both series being rotatably secured to a pulley. A first of the sun gears is fixed to a crankshaft. A second sun gear is movable between a first position in which it is fixed relative to a fixed casing and a second position in which it is fixed to the other sun gear. When the second sun gear is in the first position and the pulley drives the planet pinions, the first sun gear is driven at a lower angular velocity to that of the pulley.
  • the first sun gear becomes the driving element.
  • the teeth are shaped such that, when the first sun gear is the driving element, the second sun gear is moved from the first position to the second position, thus causing the pulley to be driven at the same angular velocity as the crank shaft.
  • the teeth are arranged to urge the second sun gear from one position to the other in response to a change in the direction of torque transmission.
  • known devices are sometimes configured to de-couple the electrical machine using a one-way clutch when certain conditions are met. This arrangement is sometimes referred to as a de-coupler.
  • EP0591617 discloses a transmission for mounting to an ancillary device such as an alternator.
  • the transmission includes an epicyclic type gear set consisting of two sun gears and a series of planet pinions associated with each sun gear. Each planet pinion of one series is fixed to one planet pinion of the other series and rotatably secured to a carrier.
  • the transmission includes a first shaft for connection with the rotor of the ancillary device and a pulley for connection with the engine via a belt drive.
  • the transmission includes a clutch, which is operable to couple the first shaft directly to the second shaft.
  • the transmission also includes a brake which is operable to prevent rotation of the carrier, thereby directing the torque through the gear set which results in the first shaft having a higher rotational speed than the second shaft.
  • Providing a direct connection between the first and second shaft is advantageous as it reduces the amount of play or slack in the assembly.
  • an apparatus for transmitting power from an engine to an electrical machine comprising a first shaft, a second shaft and a multi-speed transmission device, the first and second shafts being coupled to the transmission device, the transmission device being operable to provide a first ratio of relative rotational speed between the first shaft and the second shaft when the first shaft is driven by the second shaft and a second ratio of relative rotational speed between the first shaft and the second shaft when the second shaft is driven by the first shaft, the first shaft comprising coupling means for rigidly coupling it to an engine crankshaft, wherein the transmission device is operable to decouple the second shaft from the first shaft, thereby to allow independent rotation thereof.
  • the power impulses which result from the nature of a typical reciprocating engine result in torsional vibration of the crankshaft.
  • the power stroke of each piston causes a surge of force to be transmitted to the crankshaft through the piston rod, which results in an elastic torsional deformation of the crankshaft.
  • the crankshaft returns to its original configuration and the power stroke of a further piston repeats this cycle.
  • This oscillating deformation may be amplified by torsional resonance, which is dependent on the crankshaft design.
  • an apparatus for transmitting power from an engine to an electrical machine comprising a first shaft, a second shaft, a multi-speed transmission device and damper means, the first and second shafts being rigidly coupled to the transmission device, the transmission device being operable to provide a first ratio of relative rotational speed between the first shaft and the second shaft when the first shaft is driven by the second shaft and a second ratio of relative rotational speed between the first shaft and the second shaft when the second shaft is driven by the first shaft, the first shaft comprising coupling means for rigidly coupling it to an engine crankshaft, wherein the damper means is secured to the first shaft and arranged to dampen, in use, torsional vibration of the first shaft.
  • the rigid coupling between the shafts and the transmission device provides an arrangement with minimal play or slack. This feature in combination with the provision of securing a damper means to the first shaft ensures that damping of the torsional vibration of the crankshaft is achieved without additional slack that may be associated with incorporating the damper within the coupling.
  • the transmission device may further comprise a first clutch means arranged to releasably connect the first shaft to the second shaft.
  • the first clutch means may be arranged to provide a direct connection between the first shaft and the second shaft.
  • the first clutch means comprises a one-way clutch or a two-way clutch.
  • an apparatus for transmitting power from an engine to an electrical machine comprising a first shaft, a second shaft and a multi-speed transmission device, the first and second shafts being coupled to the transmission device, the transmission device comprising first clutch means and second clutch means, the first clutch means being operable to directly connect the first shaft to the second shaft when the second shaft is driven by the first shaft, the second clutch means being operable to provide a first ratio of relative rotational speed between the first shaft and the second shaft when the first shaft is driven by the second shaft, wherein each of the first clutch means and the second clutch means comprises a one-way clutch.
  • the apparatus may further comprise damper means, wherein the damper means is secured to the first shaft and arranged to dampen, in use, torsional vibration of the first shaft.
  • the damper means may comprise a mounting member and a substantially disc shaped member.
  • the damper means may further comprise a resilient member between the mounting member and the substantially disc shaped member.
  • the transmission device preferably comprises an epicyclic gear set, for example comprising a first sun gear, wherein the first sun gear is preferably rigidly connected to the first shaft, for example bolted thereto or integrally formed therewith.
  • the transmission device may also comprise one or more first planet gears rotatably secured to a planet carrier and arranged to mesh with the first sun gear.
  • the transmission device comprises one or more second planet gears rigidly connected to a respective one or more first planet gears and arranged to mesh with a second sun gear.
  • the second sun gear is preferably rigidly connected to the second shaft.
  • the transmission device may also comprise a second clutch means, for example a one-way or a two-way clutch, arranged to releasably connect the planet carrier relative to a fixed casing.
  • the planet carrier is rigidly connected to the second shaft.
  • the transmission device may comprise a ring gear arranged to mesh with the one or more planet gears.
  • the transmission device may further comprise a second clutch means, for example a one-way or a two-way clutch, arranged to releasably connect the ring gear relative to a fixed casing.
  • the second shaft preferably comprises a pulley for engaging a belt coupled to an electric machine.
  • the pulley may comprise a depression, wherein the damper means may be at least partially located within the depression.
  • a further aspect of the invention provides a transmission device including a positive type epicyclic gearset comprising a first sun gear which is in engagement with a plurality of first planet wheels, and a second sun wheel which is in engagement with a plurality of second planet wheels and is connected to a second sun shaft, each first planet wheel being connected to a respective second planet wheel, each connected pair of first and second planet wheels being carried by a respective common planet shaft, the planet shafts being connected to a common carrier.
  • the device is also connected to at least two clutches. One clutch is provided between the first sun gear and the crankshaft. Another clutch is provided between the planet carrier and the engine casing.
  • the pulley is connected to the electrical machine either directly or through a fixed ratio transmission such as a belt drive.
  • the second sun gear is connected directly or via a second sun shaft to the crankshaft.
  • the transmission device preferably allows for such a connection.
  • a torsional damper is located within the pulley, thereby minimising the impact on overall package size.
  • the clutch between the pulley and the crankshaft is of the one-way type and the clutch between the planet carrier and the engine casing is of the two-way type.
  • a single actuation mechanism will be required for the two-way clutch.
  • This embodiment will also perform the function of a de- coupler when the electrical machine is generating. Such an embodiment is able to utilise the high ratio for starting and motoring, and also provide a de-coupling capability, thus enhancing regenerative braking capacity and allowing the reduction of belt loads during rapid decelerations.
  • the clutch between the pulley and the crankshaft is of the one-way type and the clutch between the planet carrier and the engine casing is also of the one-way type.
  • no external actuation is required and the cost and complexity of the device are minimised.
  • This configuration can also perform the function of a de-coupler when the electrical machine is generating but cannot normally be used to enhance regenerative braking capacity or operate ancillary devices when the engine is not operating.
  • the device includes a fixed casing, a power transfer shaft, a 3 branch epicyclic gearset with a ring gear, sun, sun shaft and a plurality of planet wheels, which are carried by a common carrier, and at least two clutches.
  • One clutch is provided between the power transfer shaft and the sun shaft.
  • the power transfer shaft is connected to the engine crankshaft either directly or through a fixed ratio transmission such as a belt drive.
  • the power transfer shaft is also connected to the planet carrier.
  • the sun gear is connected directly or through a fixed ratio transmission such as a belt drive to the rotor of the electrical machine.
  • the clutch between the annulus and the casing When the electrical machine is operating under steady conditions as a generator, the clutch between the annulus and the casing is open and the clutch between the power transfer shaft and the sun shaft is closed. This gives a ratio of 1:1 between the sun shaft and the power transfer shaft.
  • the clutch between the power transfer shaft and the sun shaft When the electrical machine is operating in starting or motoring mode, the clutch between the power transfer shaft and the sun shaft is open and the clutch between the annulus and the casing is closed. This gives a ratio typically between 3:1 and 6:1 between the sun shaft and the power transfer shaft.
  • the clutch between the power transfer shaft and the sun shaft is of the one-way type and the clutch between the annulus and the casing is of the two-way type.
  • a single actuation mechanism will be required for the two-way clutch.
  • This embodiment will also perform the function of a decoupler when the electrical machine is generating.
  • Such an embodiment can also be employed to enhance regenerative braking capacity by increasing the ratio of the speed of the electrical machine to that of the engine.
  • the clutch between the annulus and the casing is of the one- way type and the clutch between the power transfer shaft and the sun shaft is of the two-way type.
  • a single actuation mechanism will be required. This embodiment does not perform the function of a de-coupler and cannot normally be used to enhance regenerative braking capacity.
  • the clutch between the power transfer shaft and the sun shaft is of the one-way type and the clutch between the annulus and the casing is also of the one-way type.
  • no external actuation is required and the cost and complexity of the mechanism are minimised.
  • This configuration will also perform the function of a de-coupler when the electrical machine is generating but cannot be used to enhance regenerative braking capacity.
  • the 3 branch epicyclic gearset with annulus, sun, sun shaft and plurality of planet wheels can be substituted by a different positive type 3 branch epicyclic gearset comprising a first sun gear which is in engagement with a plurality of first planet wheels, and a second sun wheel which is in engagement with a plurality of second planet wheels and is connected to a second sun shaft, each first planet wheel being connected to a respective second planet wheel, each connected pair of first and second planet wheels being carried by a respective common planet shaft, the planet shafts being connected to a common carrier.
  • this can be effected by substituting the planet carrier, first sun, second sun and second sun shaft of the positive type for the annulus, planet carrier, sun and sun shaft respectively.
  • Figure 1 is a partial section view from the side of a first embodiment of the invention
  • Figure 2 is a simplified schematic view of the arrangement of Figure 1 ;
  • Figure 3 is a partial section view from the side of a second embodiment of the invention.
  • Figure 4 is a simplified schematic view of a third embodiment of the invention.
  • FIG. 1 and 2 includes a drive pulley 1 , an epicyclic gear set which includes a first sun gear 2, three first planet gears 3, three second planet gears 4, a second sun gear 5, three planet shafts 6, a planet carrier 7, a first clutch 8, a second clutch 9 and a vibration damper 11.
  • Figure 1 also shows the engine crankshaft 10 and engine casing 12.
  • the drive pulley 1 is rigidly connected to the first sun gear 2, for example using bolts.
  • Each first planet gear 3 is connected by one of the planet shafts 6 to one of the second planet gears 4.
  • the planet shafts 6 are rotatably mounted to the planet carrier 7.
  • the first planet gears 3 are in engagement with the first sun gear 2 and the second planet gears 4 are in engagement with the second sun gear 5.
  • the second sun gear 5 is rigidly connected to the crankshaft 10.
  • the drive pulley 1 is connected through a belt (not shown) to the rotor of an electrical machine and an air-conditioning compressor (not shown).
  • the first clutch 8 is of the one-way type and releasably connects the pulley 1 directly to the crankshaft 10.
  • the second clutch 9 is of the two-way type and releasably connects the planet carrier 7 to the engine casing 12.
  • the first clutch 8 acts on the crankshaft 10 via the torsional-vibration damper 11 , which is mounted rigidly to the crankshaft 10, thereby rotating therewith.
  • the torsional vibration damper 11 includes an external ring member 13, a flexible ring member 14 and a central mounting portion 15.
  • the external ring member 13 and the central mounting portion 15 are both made from steel, while the flexible ring member 14 is made from a material having elastic properties, such as rubber.
  • the function of the damper 11 will be understood by those skilled in the art.
  • the second clutch 9 is disengaged automatically or by an actuator (not shown) and the first clutch 8 is automatically engaged. This produces a ratio of 1 :1 between the crankshaft 10 and the pulley 1.
  • the first clutch 8 will automatically disengage reducing the torque transmitted through the belt drive. This may occur, for example, during gear changes.
  • the second clutch 9 When the electrical machine is operating as a motor or as a generator with high power demand at relatively low engine speed, such as during regenerative braking, the second clutch 9 may be engaged, thus connecting the planet carrier 7 to the engine casing 12. It will be appreciated that the first clutch 8 disengages automatically. This produces a predefined ratio between the crankshaft 10 and the pulley 1.
  • the embodiment shown in Figure 3 includes a first clutch 101, a drive pulley 102, a second clutch 103, three planet gears 104, a sun gear 105, a power transmission shaft 106, a ring gear 109, a casing 110 and a sun shaft 111.
  • the drive pulley 102 is connected to the power transmission shaft 106.
  • the power transmission shaft incorporates a planet carrier on which planet gears 104 are rotatably mounted.
  • the planet gears 104 engage the ring gear 109 and the sun gear 105.
  • the first clutch 101 is of the one-way sprag type and provided between the power transfer shaft 106 and the sun shaft 111 via the drive pulley 102.
  • the second clutch 103 is of the one-way sprag type and is provided between the rign gear 109 and the casing 110.
  • the sun gear 105 is directly connected to the sun shaft 111.
  • the sun shaft 111 is directly connected to the rotor of an electrical machine (not shown).
  • the drive pulley 102 is connected by a belt (not shown) to the crankshaft of an engine.
  • the second sprag clutch 103 is disengaged and the first sprag clutch 101 is engaged. This produces a ratio of 1:1 between the sun shaft 111 and the power transfer shaft 106.
  • the second sprag clutch 103 When the electrical machine is operating as a motor the second sprag clutch 103 is engaged connecting the annulus 109 to the casing 110. The first sprag clutch 101 is disengaged. This produces a ratio of 4:1 between the sun shaft 111 and the power transfer shaft 106. During conditions where the engine slows down very rapidly both the first sprag clutch 101 and the second sprag clutch 103 will automatically disengage reducing the torque transmitted through the belt drive.
  • Figure 4 shows another embodiment employing a positive type epicyclic gearbox.
  • pulley 202 is connected by a belt to the crankshaft of an engine.
  • the drive pulley 202 is also connected to the power transmission shaft 206 which is connected to the first sun 205 of a positive type epicyclic gearset comprising first planets 204 in engagement with the first sun connected by common shafts to second planets 208 in engagement with second sun 212 and mounted on a common carrier 213.
  • the second sun 212 is connected to second sun shaft 211 which is directly connected to the rotor of an electrical machine.
  • a first clutch 203 of the two-way type is provided between the planet carrier 213 and the casing 210.
  • a second clutch of the one-way type 201 is provided between the power transfer shaft 206 and the second sun shaft 211.
  • the first clutch 203 is disengaged by an actuator (not shown) and the second clutch 201 is automatically engaged. This produces a ratio of 1 :1 between the second sun shaft 211 and the power transfer shaft 206.
  • the first clutch 203 is engaged connecting the planet carrier 213 to the casing 210.
  • the second clutch 201 is automatically disengaged. This produces a ratio of 4:1 between the sun shaft 211 and the power transfer shaft 206.
  • the second clutch 201 will automatically disengage reducing the torque transmitted through the belt drive.
  • two-way clutch refers to any suitable clutch means which is able to transfer torque in both directions and is separately actuated.

Abstract

L'invention concerne un appareil pour transmettre de la puissance d'un moteur à une machine électrique, l'appareil comprenant un premier arbre (10), un second arbre (1) et un dispositif de transmission à vitesses multiples, le premier et le second arbres étant accouplés au dispositif de transmission. On peut faire fonctionner le dispositif de transmission pour qu'il fournisse un premier rapport de vitesse de rotation relative entre le premier arbre et le second arbre quand le premier arbre est entraîné par le second arbre et un second rapport de vitesse de rotation relative entre le premier arbre et le second arbre quand le second arbre est entraîné par le premier arbre, le premier arbre comprenant des moyens d'accouplement pour l'accoupler rigidement à un vilebrequin de moteur (10). On peut faire fonctionner le dispositif de transmission pour qu'il détache le second arbre du premier arbre, permettant de ce fait sa rotation indépendante.
PCT/GB2007/001329 2006-04-08 2007-04-10 Systèmes de transmission WO2007116220A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB0607142A GB0607142D0 (en) 2006-04-08 2006-04-08 Gearing & decoupling mechanism for engine or transmission mounted electrical machines
GB0607142.7 2006-04-08
GB0623163.3 2006-11-21
GB0623163A GB0623163D0 (en) 2006-11-21 2006-11-21 An engine or transmission mounted mechanism for gearing and decoupling of elelctrical machines

Publications (1)

Publication Number Publication Date
WO2007116220A1 true WO2007116220A1 (fr) 2007-10-18

Family

ID=38169722

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2007/001329 WO2007116220A1 (fr) 2006-04-08 2007-04-10 Systèmes de transmission

Country Status (1)

Country Link
WO (1) WO2007116220A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009121188A1 (fr) 2008-04-04 2009-10-08 Litens Automotive Partnership Transmission à deux rapports à sélection automatique
WO2012016561A1 (fr) * 2010-08-02 2012-02-09 Schaeffler Technologies Gmbh & Co. Kg Poulie de vilebrequin
WO2012010113A3 (fr) * 2010-06-29 2012-04-12 Schaeffler Technologies AG & Co. KG Poulie de vilebrequin
WO2012075981A1 (fr) * 2010-12-02 2012-06-14 Schaeffler Technologies AG & Co. KG Poulie de vilebrequin
US9169904B2 (en) 2011-04-11 2015-10-27 Litens Automotive Partnership Multi-speed drive for transferring power to a load
US10760650B2 (en) 2015-09-24 2020-09-01 Cummins Inc. Gear mechanism providing passive ratio switching
US10907602B1 (en) 2019-09-27 2021-02-02 Ford Global Technologies, Llc Systems and methods for a bidirectional decoupler for an integrated starter/generator

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5842944A (en) * 1996-02-14 1998-12-01 Mitsubishi Denki Kabushiki Kaisha Auxiliary machine driving apparatus
US20020045508A1 (en) * 2000-10-12 2002-04-18 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Transmission for use in the power trains of motor vehicles
EP1459931A1 (fr) * 2003-03-18 2004-09-22 Mitsubishi Denki Kabushiki Kaisha Engrenage planétaire pour véhicule à moteur

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5842944A (en) * 1996-02-14 1998-12-01 Mitsubishi Denki Kabushiki Kaisha Auxiliary machine driving apparatus
US20020045508A1 (en) * 2000-10-12 2002-04-18 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Transmission for use in the power trains of motor vehicles
EP1459931A1 (fr) * 2003-03-18 2004-09-22 Mitsubishi Denki Kabushiki Kaisha Engrenage planétaire pour véhicule à moteur

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009121188A1 (fr) 2008-04-04 2009-10-08 Litens Automotive Partnership Transmission à deux rapports à sélection automatique
EP2274539A1 (fr) * 2008-04-04 2011-01-19 Litens Automotive Partnership Transmission à deux rapports à sélection automatique
EP2274539A4 (fr) * 2008-04-04 2011-06-08 Litens Automotive Inc Transmission à deux rapports à sélection automatique
EP2549139A1 (fr) 2008-04-04 2013-01-23 Litens Automotive Partnership Transmission à deux rapports à sélection automatique
US8460152B2 (en) 2008-04-04 2013-06-11 Litens Automotive Partnership Auto-selecting two-ratio transmission
WO2012010113A3 (fr) * 2010-06-29 2012-04-12 Schaeffler Technologies AG & Co. KG Poulie de vilebrequin
WO2012016561A1 (fr) * 2010-08-02 2012-02-09 Schaeffler Technologies Gmbh & Co. Kg Poulie de vilebrequin
WO2012075981A1 (fr) * 2010-12-02 2012-06-14 Schaeffler Technologies AG & Co. KG Poulie de vilebrequin
US9169904B2 (en) 2011-04-11 2015-10-27 Litens Automotive Partnership Multi-speed drive for transferring power to a load
US10760650B2 (en) 2015-09-24 2020-09-01 Cummins Inc. Gear mechanism providing passive ratio switching
US10907602B1 (en) 2019-09-27 2021-02-02 Ford Global Technologies, Llc Systems and methods for a bidirectional decoupler for an integrated starter/generator

Similar Documents

Publication Publication Date Title
US6394924B1 (en) Drive arrangement for a motor vehicle
US7485066B2 (en) Geared torque converter with multi-plate clutches and planetary gearset
CA2649087C (fr) Transmission de couple pour moteur d'aeronef
JP3292712B2 (ja) 動力車のための駆動装置
EP0301704A1 (fr) Entraînement à deux vitesses pour alternateur
US6817327B2 (en) Electrodynamic drive train
US20090176611A1 (en) Auxiliary Unit Drive for a motor vehicle
US4145888A (en) Combined turbocharger and accessory drive
US20040173393A1 (en) Power train for use in motor vehicles and the like
WO2007116220A1 (fr) Systèmes de transmission
JPS62215150A (ja) 伝動装置
EP1321646B1 (fr) Moteur à combustion interne
US6159123A (en) Gearbox with retarder
US9175659B2 (en) Drive train of a motor vehicle having an internal combustion engine and a starter generator
US7547981B2 (en) Machine having electrical power system and method
CN111828604A (zh) 具有传动组件安装装置的多模式集成式起动发电机设备
EP1321645B1 (fr) Moteur à combustion interne
WO2014099857A1 (fr) Unité d'entraînement variable hybride multi-mode
JP2003120765A (ja) 可変速モータ・ジェネレータ
JP2002147566A (ja) トルクコンバータ付き動力伝達装置
US20120103117A1 (en) Transmission device for an auxiliary or accessory of a variable-speed engine, an engine equipped therewith and uses thereof
CN104421425A (zh) 传动装置
US11378047B2 (en) Two-speed accessory drive with integrated motor-generator
JPS596459A (ja) 連続的に可変の伝動装置
JP2001234836A (ja) 常時噛み合い式スタータ機構

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07732372

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 07732372

Country of ref document: EP

Kind code of ref document: A1