WO2012137151A1 - Véhicule hybride multimodal et dispositif de connexion dans un système de groupe motopropulseur hybride - Google Patents

Véhicule hybride multimodal et dispositif de connexion dans un système de groupe motopropulseur hybride Download PDF

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Publication number
WO2012137151A1
WO2012137151A1 PCT/IB2012/051666 IB2012051666W WO2012137151A1 WO 2012137151 A1 WO2012137151 A1 WO 2012137151A1 IB 2012051666 W IB2012051666 W IB 2012051666W WO 2012137151 A1 WO2012137151 A1 WO 2012137151A1
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WO
WIPO (PCT)
Prior art keywords
connection device
powertrain system
hybrid powertrain
gearbox
electric motor
Prior art date
Application number
PCT/IB2012/051666
Other languages
English (en)
Inventor
Roberto VIGANO'
Federico Cheli
Ferdinando MAPELLI
Davide TARSITANO
Original Assignee
Politecnico Di Milano
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 Politecnico Di Milano filed Critical Politecnico Di Milano
Priority to EP12722516.7A priority Critical patent/EP2694311A1/fr
Priority to BR112013025494A priority patent/BR112013025494A2/pt
Publication of WO2012137151A1 publication Critical patent/WO2012137151A1/fr

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    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • 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
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/42—Drive Train control parameters related to electric machines
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    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
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    • 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
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    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
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Definitions

  • the present invention relates to a connection device in a hybrid powertrain system, to a powertrain system, and to a related hybrid vehicle.
  • the present invention is applicable to the field of vehicles with hybrid powertrains comprising a combustion engine and an electric motor, both of which can be used for propelling the vehicle.
  • the present invention relates to a connection device for transforming a traditional vehicle with a combustion engine into a multi-modal electric hybrid vehicle.
  • electric hybrid vehicles which additionally comprise an electric motor associated with the combustion engine for propelling the vehicle, thereby allowing a more efficient use thereof.
  • hybrid vehicles also known simply as “hybrid vehicles”
  • hybrid vehicles can be conceived as such from the very beginning of the design stage and then manufactured accordingly.
  • most vehicles in use are traditional ones, i.e. they are only equipped with a combustion engine.
  • retrofit system In order to improve the performance of these traditional vehicles as well, it is known to use retrofit system to transform them into hybrid vehicles. This transformation of a traditional vehicle into a hybrid vehicle is also commonly called “hybrid conversion” or “hybridization”.
  • patent US2009/0223725A1 describes a hybrid conversion kit for a vehicle.
  • the conversion kit includes an electric motor, a battery with the associated electric and electronic controls, and a coupler.
  • the coupler is used for modifying the vehicle downstream of the transmission.
  • the coupler may be a gearbox that couples the electric motor to the driveshaft; as an alternative, the coupler may couple the electric motor directly to the differential of the drive wheels. Between the electric motor and the coupler there may be a clutch.
  • the solution known from US2009/0223725A1 provides the hybrid conversion of a traditional vehicle in order to allow the latter to operate in different modes (e.g.: hybrid, generating, motoring, braking, electric only).
  • the solution known from Gomez and Vigano has a few drawbacks.
  • the vehicle no longer has a fifth speed.
  • the vehicle thus retrofitted cannot be used in a fully flexible manner, because the kinematic and mechanic constraints imposed on the drivetrain transmission limit the modes of operation obtainable from a vehicle thus transformed.
  • the gearbox cannot be used in an electric-only operating mode, and in general the revolution speed of the electric motor is determined by the revolution speed of the drive wheels, without any possibility of controlling or decoupling it.
  • patent US6332257B1 which relates to a hybrid vehicle comprising an internal combustion engine and a manual transmission, and being further equipped with an electric motor coupled to the main shaft of the manual transmission.
  • the coupling takes place through an extension of the main shaft, to which a gear is connected which meshes with a gear train transmission in order to transfer the motion from/to the electric motor.
  • a hybrid vehicle conceived as described above can also be created by converting an existing traditional vehicle. Such a conversion or transformation is however quite costly, because it requires an extension element which is difficult to insert into an existing transmission.
  • the solution of patent US6332257B1 is not optimized for use in a gearbox that comprises gearpairs external to the gearbox housing.
  • the object of the present invention is to provide a connection device for a hybrid powertrain system which overcomes some drawbacks of the prior art.
  • connection device for a hybrid powertrain system which allows transforming a hybrid vehicle and which can be easily implemented and applied to the most common traditional vehicles, in particular vehicles comprising gearboxes with one or more speeds provided by gearpairs that are external to the gearbox housing.
  • connection device for a hybrid powertrain system which ensures flexibility of use and which effectively exploits the synergy between the electric motor and the combustion engine in every operating condition of the hybrid vehicle.
  • connection device for a hybrid powertrain system which allows effecting a hybrid conversion of a vehicle without requiring much work, and which is easily reversible to restore the original conditions of the traditional vehicle.
  • connection device for a hybrid powertrain system a hybrid powertrain system and a hybrid vehicle incorporating the features set out in the appended claims, which are an integral part of the present description.
  • the general idea at the basis of the present invention is to provide a connection device in a hybrid powertrain system.
  • the hybrid powertrain system comprises a combustion engine and a drivetrain transmission adapted to transfer mechanical power from the combustion engine to a final drive unit through a gearbox, which comprises a main shaft connected through a first end to the combustion engine, and a secondary shaft connected to the final drive unit;
  • the gearbox comprises a gearbox housing and a plurality of gearpairs respectively mounted on the main shaft and on the secondary shaft in order to change the transmission ratio between said shafts.
  • the hybrid powertrain system further comprises an electric motor, and the connection device is adapted to transfer drive power from the electric motor to the final drive unit by connecting the electric motor to a second end of the main shaft of the gearbox, opposite to the first end of the main shaft to which the combustion engine is connected.
  • At least one gearpair of the gearbox gearpairs is mounted externally to the gearbox housing, and the connection device comprises a transmission wheel which rotates integrally with a transfer element mechanically connected to a selector adapted to clutch a gear of the external gearpair mounted on said main shaft.
  • connection device it is possible to create a hybrid powertrain system also by retrofitting a traditional vehicle, wherein the electric motor contributes to the vehicle's propulsion.
  • connection device thus designed ensures higher flexibility of use of the hybrid powertrain system, because the gearbox can be actively and fully used while driving the vehicle, also in combination with the electric motor, without therefore adversely affecting the vehicle's performance.
  • connection device advantageously simplifies the transformation of a traditional vehicle into a hybrid vehicle by simply employing an additional electric motor which can be connected to the powertrain system without requiring complex work or modifications.
  • the most important advantage of the proposed solution is that it allows to minimize the invasivity of the connection to the electric motor with respect to the initial configuration of the manual gearbox, e.g. of a traditional vehicle.
  • the transmission wheel is integrally connected to a transfer element, which is coupled to a gearbox selector that selects the speed corresponding to the external gearpair.
  • a gearbox selector that selects the speed corresponding to the external gearpair.
  • the existing elements of the gearbox are used effectively to limit the invasivity of the interventions that must be carried out on the transmission and to ensure reversibility of the transformation of the hybrid powertrain system.
  • the dimensions of the connection device are particularly small; also, the latter is easily accessible, thus making it possible to also retrofit vehicles where the room available for mounting additional components is limited.
  • the selector comprises a fixed selector rotating integrally with the main shaft, and the transmission wheel is integrally connected to the transfer element coupled to the fixed selector. This creates a more compact and less invasive connection solution.
  • the fixed selector is further adapted to select a speed corresponding to the external gearpair.
  • the selector further comprises a movable sleeve adapted to clutch the fixed selector under the action of a control element, thus engaging the gear.
  • the selector is preferably arranged on the main shaft, externally to said external gear.
  • the transfer element comprises a threaded surface to which a nut can be screwed in order to secure the transmission wheel axially.
  • the gearpair external to the gearbox housing is positioned at the second end of the gearbox, i.e. the one opposite to the engine side.
  • connection device comprises a mechanical transmission with a unitary transmission ratio, so that the electric motor is advantageously activated at the same revolution speed as that of the combustion engine. In this manner it is possible to improve the torque and power characteristics transmitted by the gearbox to the mechanical final drive unit, e.g. the drive wheels of a vehicle.
  • connection device comprises a pair of pinions and a transmission chain.
  • present invention relates to a hybrid powertrain system comprising a connection device according to the present invention.
  • the hybrid powertrain system comprises a clutch adapted to mechanically decouple the combustion engine from the first end of the gearbox main shaft.
  • the configuration of the connection device is such that the electric motor can provide drive power also when the combustion engine is decoupled by disengaging the clutch.
  • this improves the flexibility of use of the hybrid vehicle.
  • the present invention relates to a hybrid vehicle, the powertrain system of which may originally comprise or be transformed afterwards by means of a connection device according to the present invention.
  • FIG. 1 schematically shows a hybrid powertrain system according to the present invention
  • FIG. 2 schematically shows a drivetrain transmission of a traditional vehicle according to the prior art
  • FIG. 2 schematically shows the drivetrain transmission of Fig. 2, which comprises one embodiment of a connection device according to the present invention
  • FIG. 4 is a flow chart illustrating the hybrid transformation of a vehicle by using a connection device according to the present invention
  • Figure 5 shows one embodiment of a part of a hybrid powertrain system according to the present invention
  • FIG. 6 shows a further view of the embodiment of a part of the hybrid powertrain system of Fig. 5;
  • Fig. 7 is a sectional view of one end of the gearbox main shaft of the embodiment of Fig. 6;
  • FIG. 8 shows an example of an operating mode of a hybrid powertrain system according to the present invention
  • FIG. 9 shows an example of an operating mode of a hybrid powertrain system according to the present invention.
  • FIG. 10 shows an example of an operating mode of a hybrid powertrain system according to the present invention
  • FIG. 11 shows an example of an operating mode of a hybrid powertrain system according to the present invention
  • FIG. 12 shows an example of an operating mode of a hybrid powertrain system according to the present invention
  • FIG. 13 shows an example of an operating mode of a hybrid powertrain system according to the present invention
  • FIG. 14 shows an example of an operating mode of a hybrid powertrain system according to the present invention.
  • FIG. 1 schematically exemplifies one embodiment of a hybrid powertrain system 1 according to the present invention.
  • the hybrid powertrain system 1 comprises a combustion engine 2 of a known type, e.g. an endothermal reciprocating engine, fed with fuel, e.g. petrol or diesel oil or bioethanol, contained in the tank 3.
  • fuel e.g. petrol or diesel oil or bioethanol
  • the hybrid powertrain system 1 further comprises a drivetrain transmission 4, which transfers mechanical power to the final drive unit of the vehicle, e.g. to the drive wheels 5a and 5b, through the differential 6. In this manner, the hybrid powertrain system 1 allows the vehicle with which it is associated to operate in a "combustion" operating mode, i.e. wherein the propulsive thrust is provided by the combustion engine 2 alone.
  • the drivetrain transmission 4 also comprises a gearbox 7 of a known type, which is adapted to change the transmission ratio between a main shaft 8a and a secondary shaft 8b.
  • the drivetrain transmission 4 further comprises a clutch 9 of a known type, which is adapted to decouple the crankshaft of the combustion engine 2 from the other elements of the drivetrain transmission 4. In this manner, when the clutch 9 is engaged power can be transmitted from the combustion engine 2 to the drive wheels 5a and 5b; on the contrary, when the clutch 9 is disengaged the combustion engine is decoupled from the drivetrain transmission 4, thereby releasing the latter.
  • the hybrid powertrain system 1 further comprises an electric motor 10, connected to a plurality of electric accumulators, e.g. a pack of lithium batteries 1 la and 1 lb; the power flow between the batteries 11a and l ib and the electric motor 10 is regulated by a control unit 12.
  • the control unit 12 is preferably associated with an inverter (not shown), which allows modulating the electric energy supplied by the batteries to operate the electric motor ad different revolution speeds.
  • the hybrid powertrain system 1 further comprises a connection device 13, which is adapted to couple the electric motor 10 to the drivetrain transmission 4. In this manner, the hybrid powertrain system 1 allows the vehicle with which it is associated to also operate in an "electric" operating mode, i.e. wherein the propulsive thrust received by the drive wheels 5a and 5b is provided by the electric motor 10 alone.
  • connection device 13 is a mechanical transmission that connects the output shaft of the electric motor 10 to the main shaft 8a of the gearbox 7.
  • hybrid powertrain system 1 further comprises a plurality of accessory components adapted to ensure the proper operation of the system in accordance with good practice and with solutions known to those skilled in the art.
  • the hybrid powertrain system 1 may comprise further components not shown in the drawing, e.g.
  • signal type connections from the accelerator pedal and from the ignition switch including, without limitation: "signal" type connections from the accelerator pedal and from the ignition switch, diagnostic electric connections, an auxiliary pump for the vacuum circuit of a brake booster, an inverter for powering the electric motor, a DC/DC converter for maintaining the charge of the vehicle's battery and for powering auxiliary services, an additional cooling system for the inverter and the electric motor, preferably comprising at least one radiator, connection hoses, circulation pumps and cooling fans, a plurality of fuses and an emergency contactor, a battery charger for recharging the drive accumulators from the power mains when the vehicle is parked in a garage.
  • the drive power outputted by the electric motor 10 can be effectively and flexibly employed for propelling a vehicle; for example, it is possible to change the transmission ratio of the gearbox 7 in order to adapt it to the vehicle's operation, from time to time, even when the vehicle is operating in the electric-only propulsion mode 10.
  • Fig. 2 schematically shows a traditional drivetrain transmission 20 of a known type.
  • the drivetrain transmission 20 is in particular adapted to be associated with a traditional powertrain system, i.e. comprising only one propulsor, e.g. a combustion engine.
  • the drivetrain transmission 20 comprises a gearbox 21, in turn comprising a main shaft 22 and a secondary shaft 23.
  • a plurality of gears 24 are mounted on the main shaft 22 and on the secondary shaft 23, which gears provide different transmission ratios that can be selected according to the operating conditions of the powertrain system with which the drivetrain transmission 20 is associated.
  • the gearbox 21 comprises a gearbox housing 25, which acts as a support for the main shaft 22 and the secondary shaft 23 through suitable bearings and constraints, schematized in Fig.
  • constraints locate two ends of each shaft 22 and 23 of the gear box; in particular, the constraints on the gearbox housing 25 locate a first end 26 of the main shaft 22.
  • the first end 26 faces an engine, e.g. a combustion engine, which outputs mechanical power and which is schematized by torque 27 acting upon the end 26.
  • the end 26 comprises a thrust bearing 28 adapted to be coupled to a mechanical clutch, previously described with reference to Fig. 1.
  • the second end 29 of the main shaft houses the gear system 30, which comprises a pair of gears 30a and 30b mounted externally to the gearbox housing 25, i.e. externally to the bearings of the main or secondary shaft with respect to an internal point of the shaft between the bearings.
  • the gears 30a and 30b are protected by a cover 31 that is coupled to the gearbox housing 25, thereby preferably creating a closed chamber within which lubricating oil circulates.
  • the two gears 30a and 30b at the end 29 constitute, in this example, the gearpair that provides the longest transmission ratio for the fifth speed.
  • the gearbox 21 allows changing the transmission ratio between the main shaft 22 and the secondary shaft 23.
  • a final mechanical transmission 32 is connected, which transfers motion and propulsive power to the final drive unit in accordance with the revolution speeds imposed by the gearbox 21 and by the engine 27.
  • the final drive unit comprises a differential 33 adapted to distribute drive power to a pair of axles 34a and 34b.
  • a configuration of this kind is the one described with reference to the differential 6 and the drive wheels 5a and 5b of Fig. 1.
  • the gearbox 21 further comprises a plurality of known components, such as selectors, synchronizers, reverse gear and the like, which are not shown in Fig. 2 and will not be described herein for simplicity, but may possibly be included, without limitation whatsoever, for the purposes of the present invention.
  • the gearbox 21 may be an automatic, robotized or mechanically actuated unit.
  • Fig. 3 schematically shows a drivetrain transmission 40 according to the present invention.
  • Numerous components of the drivetrain transmission 40 are the same as those of a traditional drivetrain transmission, such as the one described herein with reference to Fig. 2. Therefore, in Fig. 3 the same reference numerals are used to identify components which are similar to those already illustrated.
  • a few additional components can be added, with limited effort, to transform a traditional powertrain system into a hybrid powertrain system in accordance with the present invention, thereby obtaining a hybrid transformation of a vehicle.
  • the drivetrain transmission 40 is coupled to the electric motor 10 through the connection device 13.
  • the electric motor 10 comprises an output shaft arranged parallel to the main shaft 22.
  • the motor 10 is constrained in the position exemplified in the drawing by means of suitable supports and constraints (not shown).
  • the connection device 13 comprises a chain transmission, wherein a chain 41 transmits rotary motion between a first pinion 42, rotating integrally with the output shaft of the electric motor 10, and a second pinion 43, rotating integrally with the main shaft 22.
  • the pinion 43 is connected to the main shaft 22 in a manner that will be described more in detail below, in particular it being connected near the gear 30a at the end 29, i.e. the gear of the longest transmission ratio of the fifth speed, mounted externally to the gearbox housing 25. Therefore, the two pinions 42 and 43 are properly aligned to allow transmission of motion through the chain 41.
  • both the main shaft 22 and the secondary shaft 23 are cantilevered shafts protruding outwards from the respective bearings, with at least one end (e.g. the end 29) external to the gearbox housing 25.
  • connection device 13 may comprise a pair of pulleys and a transmission belt, e.g. a belt made of polymeric material with Kevlar inner reinforcement.
  • connection device 13 may comprise a plurality of gears creating a gear train transmission.
  • connection device 13 is protected by a cover 44, the shape of which is suitable for containing the whole connection device 13 and for ensuring adequate sealing to allow lubricant to circulate inside the chamber defined by the gearbox housing 25 and by the cover 44 itself.
  • connection device 13 may further comprise known devices, which for simplicity will not be described herein, in order to improve the operation and performance thereof, e.g. a chain tensioner.
  • connection device according to the present invention can be applied easily and with little intervention to a traditional powertrain system, in particular to a known drivetrain transmission.
  • Fig. 4 the following will exemplify the steps necessary for transforming a traditional powertrain system into a hybrid powertrain system by installing a connection device according to the present invention.
  • step 401 the cover 31 is removed from the gearbox 21.
  • step 402 an intervention is carried out on the end 29 of the main shaft 22, wherein the pinion 43 is fitted to said end 29 as will be described in detail below.
  • the electric motor 10, including the pinion 42, is properly positioned and aligned.
  • the transmission chain 41 is installed between the two pinions.
  • the new cover 44 is installed in order to cover the connection device 13 thus implemented.
  • connection device 13 is installed and operational.
  • Fig. 5 shows a more detailed perspective view of one embodiment of the connection device 13, which comprises a pair of pinions 42 and 43 that transmit motion through the chain 41 from the electric motor 10 to the main shaft of the gearbox 22, which is constrained at the opposite end 29 to the combustion engine.
  • the connection device according to the present invention clutches a component of the gearbox gear mounted outside the gearbox housing 25, which typically relates to the longest transmission ratio provided by the gearbox.
  • Fig. 6 is a side view of the connection device 13 of Fig. 5. This view clearly shows that the pinions 42 and 43 have the same number of teeth, i.e. the connection device 13 provides a 1 : 1 transmission ratio.
  • connection device 13 it is advantageous to employ a transmission ratio close or, preferably, equal to 1 :1 (e.g. between 0.9: 1 and 1.1 :1) for the connection device 13.
  • 1 :1 e.g. between 0.9: 1 and 1.1 :1
  • the revolution speed of the electric motor 10 will match the revolution speed of the gearbox main shaft 22, corresponding to the revolution speed of the combustion engine.
  • the combustion engine and the electric motor will thus rotate at the same revolution speed, which is advantageous as regards the torque and power output curves available at the final drive unit.
  • Fig. 7 shows a view according to section X-X of Fig. 6. This sectional view illustrates in more detail the connection between the pinion 43 and the end 29 of the main shaft in accordance with the present invention, in the region adjacent to the fifth-speed gear 30a, in particular externally thereto.
  • the gearbox comprises a fork 50a adapted to act upon a sleeve 50b connected to a fixed element 51 of the selector, typically a synchronized one, for the fifth speed (i.e. the speed of the gear 30a) in order to control the engagement thereof.
  • the fifth- speed gearpair is mounted externally to the gearbox housing 25.
  • the gear 30a is free to rotate on the main shaft 22 when the gear is not engaged, whereas it rotates integrally with the main shaft 22 when the gear is engaged through the selector, which also includes the elements 50a, 50b and 51.
  • the pinion 43 is forced to rotate integrally with the end 29 of the main shaft; in particular, it is constrained to a transfer element 52 located near the gear synchronizer.
  • the transfer element 52 is appropriately shaped, during the production stage or by subsequent mechanical machining, in a manner such as to house the pinion 43 as will be described below.
  • the connection device is implemented by replacing or modifying the fixed part 51 of the fifth-speed selector, which part is directly connected to the main shaft 29, by applying a suitably shaped transfer element 52.
  • the pinion 42 is thus connected to the main shaft 22 through the fixed selector 51 and the transfer element 52, which is suitably shaped and connected to the fixed selector 51.
  • the transfer element 52 is, on the one hand, geometrically adapted to be coupled to the fixed selector 51 that is acted upon by the sleeve 50b, which thus engages the fifth-speed gear 30a under the control of the fork 50a.
  • the transfer element 52 is geometrically adapted to be coupled to and to rotate integrally with the pinion 43 of the connection device, which thus connects the end 29 of the main shaft to the electric motor.
  • connection device in particular when retrofitting a traditional vehicle, can be established as a function of the available room and of the preferred solution on the basis of the original gearbox configuration.
  • the pinion 43 (i.e. a belt pulley or a gear) is constrained axially by means of a removable connection, which comprises a fastening nut 53 that is screwed onto a matching threaded surface of the transfer element 52, thereby ensuring that the pinion is axially secured to the end 29 of the main shaft; such a solution will replace the nut existing in the original gearbox.
  • a removable connection which comprises a fastening nut 53 that is screwed onto a matching threaded surface of the transfer element 52, thereby ensuring that the pinion is axially secured to the end 29 of the main shaft; such a solution will replace the nut existing in the original gearbox.
  • the solution described above can only be implemented on gearboxes having at least one gear external to the main structure of the gearbox housing, which encloses the gears for all the other speeds.
  • the present invention can advantageously be applied for transforming a traditional vehicle into a hybrid drive vehicle, which is converted by installing a connection device according to the present invention as well as any accessory components necessary to ensure the proper operation of the vehicle, which have been exemplified herein with reference to Fig. 1.
  • Fig. 8 schematically exemplifies an "electric" operating mode of a hybrid powertrain system 1 according to the present invention.
  • the thick black arrows represent some of the (electric or mechanic) power flows occurring between the different elements of the hybrid powertrain system 1 in the various conditions exemplified herein.
  • the accumulators 11a and l ib supply power to the electric motor 10, which in turn supplies mechanical power to the connection device 13.
  • the connection device 13 transfers the mechanical power to the drivetrain transmission 4 through the gearbox 7, up to the final drive unit 6.
  • Fig. 9 schematically exemplifies a "combustion" operating mode of a hybrid powertrain system 1 according to the present invention.
  • the clutch 9b is engaged and connects the combustion engine 2 to the drivetrain transmission 4, up to the final drive unit 6.
  • the combustion engine 2 is fed with fuel from the tank 3, and outputs drive power just like a traditional vehicle.
  • the electric motor 10 is dragged idle, so as to offer the least possible resistance.
  • the electric motor 10 may be decoupled, e.g. by means of a clutch.
  • Fig. 10 schematically exemplifies a "hybrid" operating mode of a hybrid powertrain system 1 according to the present invention.
  • the powertrain system 1 uses the power of both propulsion systems (i.e. the combustion and electric ones as described above) to minimize fuel consumption and exhaust emissions.
  • the combustion engine 2 supplies drive power to the drivetrain transmission 4, while the electric motor 10, through the connection device 13, can provide propulsive power (e.g. when accelerating) and recover energy (e.g. when braking).
  • Fig. 11 schematically exemplifies a "recharge while driving" operating mode of a hybrid powertrain system 1 according to the present invention.
  • the powertrain system 1 utilizes the power of the combustion engine 2 for both propelling the vehicle and recharging the accumulators 11a and l ib by using the electric motor 10 as a generator. Furthermore, e.g. when braking, additional energy may be recovered by exploiting the dragging of the electric motor 10 caused by the final drive unit 6.
  • Fig. 12 schematically exemplifies a "plug-in recharge" operating mode of a hybrid powertrain system 1 according to the present invention.
  • This operating mode called “plug-in recharge” uses electric energy coming from a power mains 120 to directly recharge the accumulators 1 1a and l ib by means of a suitable battery charger of a known type (not shown).
  • this "plug-in recharge” operation is carried out when the vehicle is parked in a garage, i.e. typically with the vehicle stationary, and provides higher recharge efficiency compared to other modes.
  • Fig. 13 schematically exemplifies a "start & stop" operating mode of a hybrid powertrain system 1 according to the present invention.
  • start & stop In this operating mode called “start & stop", the combustion engine 2 is turned off when the vehicle stops; when the vehicle must set off again, the controlled engagement of the clutch 9 is used for providing the initial pick-up necessary to start the combustion engine 2.
  • the hybrid powertrain system 1 preferably outputs the drive power necessary for restarting the vehicle by exclusively using the electric propulsion system; in addition, the combustion engine 2 is only restarted in certain circumstances, e.g. when shifting from the first gear to the second gear of the gearbox 7, or when the charge of the accumulators 1 la and 1 lb is insufficient.
  • Fig. 14 schematically exemplifies a "bi-modal" operating mode of a hybrid powertrain system 1 according to the present invention.
  • auxiliary systems 140 such as, for example, air conditioner, lights, etc.
  • Vehicle propulsion relies on the electric system, which independently acts upon the drivetrain transmission 4, which has been decoupled from the combustion engine 2 by permanently disengaging the clutch 9a.
  • electric drive in this case the considerations made with reference to Fig. 8 will also apply.
  • connection device 13 allows to create a hybrid powertrain system 1 that keeps all the functionalities of the combustion powertrain system unchanged while implementing additional advantageous (electric or hybrid) modes of operation.
  • This device is particularly suited for hybrid transformation or conversion of a traditional vehicle. Said transformation is easily reversible, if necessary.
  • connection device allows retrofitting the powertrain systems of a large number of vehicles, for the purpose of reducing the environmental impact caused by their use. Likewise, the connection device also allows implementing hybrid powertrain systems on production vehicles.
  • the number of available speeds in a manual gearbox concerned by the present invention is not limited to five as in the example described herein; solutions are also conceivable wherein there are more or less gearpairs, e.g. comprising a sixth speed, provided that at least one gear is mounted externally to the gearbox housing.

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

Abstract

La présente invention a trait à un dispositif de connexion (13) dans un système de groupe motopropulseur hybride (1), lequel système de groupe motopropulseur hybride (1) comprend un moteur à combustion (2, 27), une transmission de groupe motopropulseur (4, 40) et un moteur électrique (10), laquelle transmission de groupe motopropulseur (4, 40) comprend une boîte à engrenages (7, 24) et est conçue de manière à transférer la puissance mécanique provenant du moteur à combustion (2, 27) jusqu'à une unité d'entraînement finale (6, 33) au moyen de la boîte à engrenages (7, 24), la boîte à engrenages (7, 24) comprenant un arbre principal (22) qui est connecté au moyen d'une première extrémité (26) au moteur à combustion (2, 27) et comprenant en outre un arbre secondaire (23) qui est connecté à l'unité d'entraînement finale (6, 33), laquelle boîte à engrenages (7, 24) comprend en outre un logement de boîte à engrenages (25) et une pluralité d'engrenages (24) respectivement montés sur ledit arbre principal (22) et sur ledit arbre secondaire (23) et conçus de manière à changer le rapport de transmission entre l'arbre principal (22) et l'arbre secondaire (23), lequel dispositif de connexion (13) est conçu de manière à transférer puissance d'entraînement du moteur électrique (10) jusqu'à la transmission de groupe motopropulseur (4, 40) en connectant le moteur électrique (10) à une seconde extrémité (29) de l'arbre principal (22), à l'opposé de la première extrémité (26) ; au moins un engrenage extérieur (30a, 30b) des engrenages (24) est placé à l'extérieur du logement de boîte à engrenages (25), et le dispositif de connexion (13) comprend une roue de transmission (43) qui est conçue de manière à tourner d'un seul tenant avec un élément de transfert (52) mécaniquement connecté à un sélecteur (50a, 50b, 51), qui est conçu de manière à mettre en prise cet engrenage (30a) de l'engrenage extérieur (30a, 30b) qui est monté sur l'arbre principal (22). La présente invention a en outre trait à un système de groupe motopropulseur hybride et à un véhicule hybride.
PCT/IB2012/051666 2011-04-05 2012-04-04 Véhicule hybride multimodal et dispositif de connexion dans un système de groupe motopropulseur hybride WO2012137151A1 (fr)

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EP12722516.7A EP2694311A1 (fr) 2011-04-05 2012-04-04 Véhicule hybride multimodal et dispositif de connexion dans un système de groupe motopropulseur hybride
BR112013025494A BR112013025494A2 (pt) 2011-04-05 2012-04-04 veículo híbrido multimodal e dispositivo de ligação num sistema de motorização híbrida

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IT000555A ITMI20110555A1 (it) 2011-04-05 2011-04-05 Veicolo ibrido multimodale e dispositivo di collegamento in un sistema di trazione ibrida
ITMI2011A000555 2011-04-05

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WO2014166745A1 (fr) * 2013-04-09 2014-10-16 Magna Powertrain Ag & Co Kg Système de propulsion de véhicule
WO2017101931A1 (fr) * 2015-12-16 2017-06-22 Schaeffler Technologies AG & Co. KG Embrayage de coupure pour un véhicule à moteur
WO2017101930A1 (fr) * 2015-12-16 2017-06-22 Schaeffler Technologies AG & Co. KG Embrayage de coupure pour un véhicule à moteur
WO2019149866A1 (fr) * 2018-02-02 2019-08-08 Roland Heidl Ensemble de rééquipement pour un entraînement de véhicule à moteur, ainsi que procédé
WO2019179560A1 (fr) * 2018-03-23 2019-09-26 Schaeffler Technologies AG & Co. KG Module hybride parallèle à l'axe avec entraînement par chaîne et système de tension
EP3819149A4 (fr) * 2018-08-02 2021-07-28 Ningbo Umd Automatic Transmission Co., Ltd. Système d'alimentation destiné à un véhicule hybride

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WO2017101930A1 (fr) * 2015-12-16 2017-06-22 Schaeffler Technologies AG & Co. KG Embrayage de coupure pour un véhicule à moteur
CN108290490A (zh) * 2015-12-16 2018-07-17 舍弗勒技术股份两合公司 用于机动车的分离离合器
CN108367665A (zh) * 2015-12-16 2018-08-03 舍弗勒技术股份两合公司 用于机动车的分离离合器
CN108290490B (zh) * 2015-12-16 2021-04-30 舍弗勒技术股份两合公司 用于机动车的分离离合器
CN108367665B (zh) * 2015-12-16 2021-06-01 舍弗勒技术股份两合公司 用于机动车的分离离合器
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BR112013025494A2 (pt) 2018-09-25
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