WO2012168593A1 - Driveline architecture of a main power train for a hybrid-propulsion vehicle enabling the transfer of drive force between front and rear areas of the driveline - Google Patents

Driveline architecture of a main power train for a hybrid-propulsion vehicle enabling the transfer of drive force between front and rear areas of the driveline Download PDF

Info

Publication number
WO2012168593A1
WO2012168593A1 PCT/FR2012/050619 FR2012050619W WO2012168593A1 WO 2012168593 A1 WO2012168593 A1 WO 2012168593A1 FR 2012050619 W FR2012050619 W FR 2012050619W WO 2012168593 A1 WO2012168593 A1 WO 2012168593A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
drive
combustion engine
axial
drive shaft
Prior art date
Application number
PCT/FR2012/050619
Other languages
French (fr)
Inventor
Guillaume Rolland
Original Assignee
Peugeot Citroen Automobiles Sa
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 Peugeot Citroen Automobiles Sa filed Critical Peugeot Citroen Automobiles Sa
Publication of WO2012168593A1 publication Critical patent/WO2012168593A1/en

Links

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
    • B60K6/20—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
    • B60K6/22—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
    • B60K6/38—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 driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
    • 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
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/26—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
    • F16F15/264—Rotating balancer shafts
    • 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
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention is in the field of hybrid motor vehicles which are powered by several members primary engines, comprising at least one combustion engine and an electric driving machine.
  • the invention relates more particularly to the arrangement of a hybrid main power unit equipping a motor vehicle and comprising several primary motor organs of different natures, for reciprocal or common propulsion of the vehicle and for the drive of accessories equipping the vehicle. vehicle.
  • the subject of the invention is an architecture of a kinematic chain between these various drive members and various accessory members that comprise a main drive unit fitted to a hybrid drive motor vehicle.
  • hybrid propulsion vehicles that are equipped with a main engine group combining several primary engine bodies of different natures.
  • the propulsion of the vehicle is obtained with optimized energy efficiency, limiting the polluting emissions that are generated by the moving vehicle.
  • hybrid vehicles more particularly known those comprising a combustion engine and one or more electrical machines, which are engaged with a drive shaft of the drive wheels of the vehicle through a gearbox with manual variation or automatic.
  • the main motorization unit forms a kinematic chain mechanical connection of the drive members with the drive shaft and with various vehicle accessories and / or ancillary organs useful for the operation of the main power unit.
  • such accessories include water pumps, air conditioning compressors, vacuum pumps or power steering pumps;
  • the subsidiary organs include for example a distribution of the combustion engine that synchronizes its operating phases, and a starter needed to start the combustion engine.
  • stop & start vehicles whose implementation is achieved through the kinematic chain that forms the main engine group. This feature consists in spontaneously putting the main engine group into standby when a speed threshold of the vehicle is reached, of the order of less than 20 km / h. Under the effect of a maneuver of a control member by the driver or according to a predefined implementation process, the main power unit is activated again.
  • the stop & start feature aims to further improve the vehicle's fuel efficiency.
  • a combustion engine is associated with a single electric drive machine, to provide a propulsion of the vehicle in two modes of operation.
  • the electric motor machine is operated in isolation; according to a hybrid mode of propulsion of the vehicle, the driving electric machine and the combustion engine are operated jointly.
  • Clutch mechanisms are interposed on the drive train to alternately cause the gearbox to engage or release with one and / or the other of the drive members, depending on the vehicle drive mode which is selectively implemented by a control computer.
  • the interposition of the clutch mechanisms must not affect the engagement on the drive train of accessories and ancillary components when necessary according to their own operating procedures.
  • the clutch mechanisms are likely to be axially bulky, such as friction clutch mechanics. It is known the advantageous operation of freewheel clutch mechanisms, which are of structure and simple operation facilitating their integration on the driveline. Furthermore, it is appropriate that the engagement of the electric drive machine on the drive shaft is performed on the drive train closest to the gearbox.
  • the mechanical connection of the driving members to each other and to the driving members with the auxiliary members is carried out by transmission members that comprise the kinematic chain of the main power unit.
  • Such transmission members consist in particular of transmission shafts, driving wheels, wheels, sprockets, belts, or crowns that cooperate with each other. It is common to gather in a housing a transmission assembly composed of coplanar transmission members or oriented in parallel planes, to facilitate their implementation on the drive train. More particularly, such transmission assemblies are assigned to the drive of corresponding vehicle members, such as for example a transmission assembly assigned to the distribution of the combustion engine and the starter which the latter is equipped, or a set transmission gear for driving one or more accessories of the vehicle.
  • FR2833894 (VISTEON GLOBAL TECH. INC), which describes a hybrid propulsion engine group associating a combustion engine and an electric drive machine, which are selectively engaged via transmission mechanisms. clutch with a drive shaft of a gearbox.
  • JP5018264 MAZDA MOTOR
  • Economic constraints require efforts to design a kinematic chain architecture of the main power unit, which is simple in structure to enable it to be obtained at the lowest cost. possible and to facilitate maintenance operations.
  • Another constraint lies in a bulk of the kinematic chain which is the lowest possible, especially with regard to its axial extension between the drive assembly and the gearbox. More particularly, the successive implantation on the kinematic chain of the various components that comprise the main motorisation group, such as the driving members, the transmission assemblies and the clutch mechanisms, imposes an extension of the kinematic chain which tends to be consistent and desirable to limit.
  • the extension of the kinematic chain in particular according to orientations corresponding to the rest plane of the vehicle on the ground and more particularly according to the axial extension orientation of the drive shaft, must be limited to avoid an undesirable bulk of the group.
  • a particular arrangement of the kinematic chain is operated by taking into account the kinematic chain architectures and / or the existing engine group organizations. This consideration makes it possible to integrate such a particular arrangement of a newly proposed kinematic chain, while minimizing the impact of this integration on the structural organization of the main power unit, the components of which it is composed and the different transmission assemblies. that are likely to be implemented. It is also to be avoided that such integration is obtained by an excessive supply of new components.
  • a simplification of the kinematic chain and the reduction of its bulk, axial in particular, must be compatible with the optimization of the energy efficiency of the vehicle. The procedures for driving the accessory bodies and accessories by the main power unit must not affect the desired energy gain.
  • the object of the present invention is to propose an architecture of a kinematic chain between different drive members and accessories that comprises a main power unit equipping a motor vehicle with a propulsion hybrid. It is more particularly sought such an architecture that provides a satisfactory compromise in view of the constraints that have been stated.
  • a vehicle is capable of being propelled from two modes of propulsion, including an electric mode of propulsion of the vehicle from only the electric drive machine, and a hybrid mode of propulsion of the vehicle from the combined operation of the electric motor and combustion engine.
  • the axial extensions of the main power unit and the drive train are particularly defined with respect to the orientation of a drive shaft in engagement with a crankshaft that includes the combustion engine.
  • the orientation of this drive shaft determines the orientation of other shafts that includes the drive train such as a drive shaft of a gearbox which is placed at the output of the main drive unit and which is selectively driven from the combustion engine and / or the electric drive machine.
  • the forward axial zone is considered relative to the end of the drive shaft which is dedicated to the engagement of the combustion engine with the drive shaft.
  • the forward axial zone is an axial zone which extends from the combustion engine towards the gearbox, the rear axial zone being considered axially opposite to the forward axial zone with respect to the axial extension of the combustion engine and more particularly the axial extension of the motor shaft which it is equipped.
  • the kinematic chain of the present invention comprises in particular:
  • an engine assembly comprising a combustion engine and an electric drive machine, which are engaged in the axial zone before the group of main motor with an input shaft of a gearbox. This engagement is effected by means of a main clutch mechanism, which is interposed between the input shaft and a drive shaft with which the combustion engine and the electric drive machine are engaged.
  • a secondary clutch mechanism which is interposed between a motor shaft engaged with a crankshaft of the combustion engine and a secondary shaft engaged with a rotor of the electric motor machine.
  • This secondary clutch mechanism provides vehicle propulsion selectively either in electric mode or in hybrid mode.
  • the kinematic chain advantageously comprises at least one primary transmission means for driving an auxiliary member and at least one secondary transmission means for driving an accessory of the vehicle.
  • the primary transmission means is assigned to the engagement between the combustion engine and at least one auxiliary member useful for its operation, such as a starter or a distribution, or even additional secondary organs such as pumps .
  • the auxiliary members are organs assigned to the clean operation of the combustion engine.
  • the secondary transmission means is assigned to the drive of at least one accessory useful for the operation of the vehicle, such as a compressor that includes a ventilation, heating and air conditioning equipment equipping the vehicle to improve the comfort of the vehicle. cockpit. Other accessories, such as pumps, operated by various mechanisms equipping the vehicle are likely to be driven by the secondary transmission means.
  • the secondary shaft is formed of a drive transfer transfer shaft axially from the rear axial zone of the combustion engine to the front axial zone of the engine. combustion engine.
  • the secondary shaft is a transmission shaft which extends in particular parallel to the drive shaft and the drive shaft between the rear and front axial zones of the combustion engine, and which is engaged at its ends. respective rear with the rotor of the electric drive machine and front with the drive shaft.
  • the removal of the driving electric machine out of the front axial zone of the main power unit reduces the axial size of the drive train from taking advantage of the available space around the engine. This reduction in size is obtained by keeping the electric drive machine in engagement with the drive shaft as close as possible to the gearbox, and without causing profound changes in the structural arrangement of the members and / or their means. which the combustion engine comprises for its operation.
  • the driving electric machine and preferably at least one accessory of the vehicle with which it is engaged, are remote from the gearbox which is deemed to be placed in the engine compartment in a restricted and congested environment that is useful to make easily accessible for maintenance operations.
  • the position of the driving electric machine implanted in the rear axial zone allows its operation for driving at least one accessory of the vehicle by avoiding cluttering the front axial zone.
  • a dedicated transmission assembly is capable of grouping, advantageously housed in the same housing carried by the engine block of the combustion engine, transmission members respectively assigned to the engagement of the electric drive machine with the secondary shaft and to the engagement of the accessory with the electric motor machine, indifferently directly or indirectly, including possibly through the secondary shaft.
  • a transmission assembly dedicated to the engagement of a distribution of the combustion engine with the motor shaft can be implanted in any axial zone of the transmission chain, at a location chosen to avoid said modifications. depth of the structural arrangement of the members and / or their drive means which comprises the combustion for its operation, such as cylinder heads, exhaust elements of the combustion gases or a motor block for example.
  • the secondary clutch mechanism is of the freewheel type radially interposed between the drive shaft and the drive shaft.
  • the secondary clutch mechanism is likely to consist of an axial gripping clutch mechanism, such as a friction clutch mechanism, wet clutch mechanism or the like.
  • the removal of the driving electrical machine towards the rear axial zone provides a freedom of arrangement of its radial engagement with the drive shaft, in particular from the front end of the secondary shaft which can easily be and freely arranged for this purpose.
  • the space constraints relating to the engagement of the electric drive machine with the drive shaft being reduced, the possibility of implementing a freewheel forming the secondary clutch mechanism is favored.
  • Such an implantation can be easily arranged without having to change in depth the structural arrangement of the organs and / or their drive means that includes the combustion engine for its operation.
  • the secondary shaft is engaged with the drive shaft via a first transmission assembly which is located in the forward axial zone of the combustion engine, and which comprises a set of at least one first transmission member indifferently directly or indirectly engaged with the front end of the secondary shaft and with the freewheel.
  • the rear end of the secondary shaft is engaged with the rotor of the driving electrical machine via a second transmission assembly, which is located in the rear axial zone of the combustion engine and which comprises at least a second primary transmission member indifferently or indirectly engaged with the rotor and with the secondary shaft, or even at least a second secondary transmission member assigned to drive an accessory by the electric motor machine.
  • Each of the transmission assemblies is housed in a housing assigned to it and which can be mounted in the workshop prior to the original equipment operation on the vehicle and / or a maintenance operation.
  • the second transmission assembly which provides drive of the secondary shaft and the accessory, is placed in the rear axial zone of the combustion engine avoiding cluttering its front axial zone, available to receive other sets of transmission.
  • at least one accessory useful for the operation of the vehicle is engaged with the electric motor machine.
  • Such an accessory is in particular a compressor that includes a ventilation system, heating and / or air conditioning equipping the vehicle to improve the comfort of the passenger compartment of the vehicle.
  • the kinematic chain comprises in particular a said secondary transmission means which is assigned to the driving of at least one such accessory.
  • the second transmission assembly comprises at least a second secondary transmission member assigned to drive from the driving electric machine of an accessory useful for the operation of the vehicle.
  • the second secondary transmission member is indifferently or indirectly engaged with the driving electrical machine and with the accessory.
  • the accessory is likely to be engaged with the drive motor directly, or through the secondary shaft.
  • the accessory is still likely to be interposed in engagement with the driving electric machine and with the secondary shaft.
  • the drive shaft is in particular equipped with a primary drive member for driving at least one auxiliary member that is useful for the operation of the combustion engine, such as a starter and / or a distribution, or even one or more pumps. for example.
  • the primary driver is likely to be indifferently placed in the axial zone before or in the rear axial zone of the combustion engine.
  • a transfer shaft attachment transfer transfer from the rear axial zone to the front axial zone is interposed between the auxiliary member and the primary drive member.
  • Such an auxiliary transmission shaft may be formed by a balancing shaft engaged with the drive shaft, which is advantageously used for this purpose.
  • a third transmission assembly assigned to the engagement of the auxiliary member with the motor shaft is likely to be placed in axial adjacency, or even coplanar radial adjacency, with the first transmission assembly being housed in a housing common.
  • the kinematic chain comprises a said primary transmission means which is assigned to drive at least one such auxiliary member, and which comprises a third transmission unit.
  • this third transmission assembly comprises the primary drive member with which is indifferently directly or indirectly engaged at least a third drive transmission member of an auxiliary member useful for the operation of the combustion engine .
  • the at least one auxiliary member is capable of being engaged with the primary drive member either directly in the forward axial zone of the combustion engine, or indirectly via a transfer gear shaft, which is engaged at its rear end with the primary drive member and at its front end with the auxiliary member.
  • a starter is placed in engagement with the motor shaft via the primary drive member.
  • This engagement is likely to be performed in the axial front zone of the combustion engine or in the rear axial zone of the combustion engine via the auxiliary transmission shaft.
  • Such an auxiliary transmission shaft is in particular a balancer shaft in engagement with the drive shaft in the rear axial zone of the engine. combustion, which is advantageously used for the engagement between the motor shaft and the starter.
  • the distribution of which the combustion engine is equipped for its synchronization is driven from the drive shaft, indifferently in the rear axial zone or in the forward axial zone of the combustion engine directly via the engine. a primary drive member, or indirectly via a said auxiliary drive shaft.
  • the transfer of the drive of the electric drive machine from the rear axial zone to the front axial zone of the combustion engine via the secondary shaft provides an axially collected arrangement of the kinematic chain and a freedom of installation of elements engaged with the secondary shaft, auxiliary member and electrical machine in particular, or even an exhaust member for the gases resulting from the combustion, the axial extension picked up from the kinematic chain is obtained from the operation of the secondary shaft in transmission shaft with power transfer from the rear axial zone to the axial front zone of the combustion engine, without inducing any substantial structural modifications of the motorization unit, particularly with regard to the organization of the components annexes useful for the operation of this group of engines and / or accessories useful for the operation of the vehicle and commonly used s by the motorisation group, such as the compressor of a ventilation, heating and / or air conditioning.
  • the operation and implementation on the kinematic chain of a freewheel are facilitated, which further reduces the axial size of the kinematic chain.
  • the arrangement of the secondary shaft, and possibly the balancer shaft, as a transfer-transfer shaft between the rear and front axial zones of the combustion engine provides a freedom of organization of the different assemblies. of transmission assigned to the engagement of the components of the drive train with each other, which makes it possible to further limit its axial extension while avoiding a profound modification of the components and / or their drive which comprises the combustion engine and / or which are useful to its operation.
  • the kinematic chain further comprises a balancing shaft which is engaged with the drive shaft and which extends between the rear axial zone and the front axial zone of the combustion engine.
  • Such balancing shaft is of the type in particular equipped with weights or similar radial stabilizing members, and extends in particular parallel to the motor shaft.
  • the balancing shaft is advantageously used to form a transfer-transfer shaft between the front axial zone and the rear axial zone of the combustion engine, this transfer of grip being in particular assigned to the driving of a auxiliary member useful for the operation of the combustion engine from the motor shaft, including a starter. More particularly, the auxiliary drive shaft and the balancer shaft are likely to be merged.
  • the balancer shaft is engaged with the motor shaft via a fourth transmission assembly, comprising a secondary drive member equipping the motor shaft and at least a fourth transmission member which is engaged indifferently directly or indirectly with the secondary drive member and with the balancing shaft.
  • the setting of the balancing shaft can be carried out indifferently in the rear axial zone or in the axial zone before the combustion engine.
  • the primary drive member and the secondary drive member are advantageously combined into one and the same common drive member.
  • the auxiliary member is engaged with the common drive member by means of the balancing shaft, either in the axial zone before or in the rear axial zone and indifferently at one end of the balancing shaft. taken with the common drive member, between the ends of the balance shaft or at the free end of the counterbalance shaft opposite its end engaged with the common drive member.
  • the drive train is optionally equipped with axial damping means between the drive shaft and the drive shaft.
  • Such axial damping means are for example formed of an elastically deformable member, and are in particular placed in axial interposition between the drive shaft and the drive shaft, and more particularly in axial interposition between the clutch mechanism. secondary formed in particular of the freewheel and the drive shaft and / or the motor shaft.
  • Such axial damping means participate in the filtration of possible acyclisms and preserve the secondary clutch mechanism of axial shocks that are likely to be induced by their docking.
  • the kinematic chain comprises a said first transmission assembly of engagement of the secondary shaft with the drive shaft, and a third transmission assembly of engagement of at least one member.
  • the first transmission assembly and the third transmission assembly are advantageously placed in the axial front zone of the combustion engine in juxtaposition and in axial interposition between the motor assembly and the main clutch mechanism.
  • the first transmission assembly and the third transmission assembly may be advantageously grouped together in a common housing.
  • the second transmission assembly and the fourth transmission assembly are capable of being grouped together in a common housing.
  • the third transmission assembly and the fourth transmission assembly are capable of being grouped together in one and the same common transmission assembly, indifferently placed in the axial zone before or in the rear axial zone of the combustion engine.
  • the first transmission assembly and the common transmission assembly are capable of being placed in axial juxtaposition in the axial zone before the engine combustion, axial interposition between the motor assembly and the main clutch mechanism and being advantageously grouped in a common housing.
  • the distribution of the combustion engine is likely to be implanted on the drive train together with the starter via the third transmission assembly.
  • FIGS. 1 to 6 of the attached plates schematically illustrate a kinematic chain of a main power unit equipping a hybrid propulsion vehicle according to various respective embodiments of the invention. present invention.
  • a main power unit equipping a motor vehicle for driving the driving wheels 1 of the vehicle by means of a gearbox 2.
  • An input shaft 3 of the gearbox 2 is engaged with a drive shaft 4 via a main clutch mechanism 5, such as the type with selective axial engagement between two adjacent friction discs for example, or the wet clutch type or any other clutch mechanism similar.
  • the main power unit is organized to provide the vehicle with two modes of propulsion.
  • the main engine group uses the mechanical energy supplied from a driving electric machine 6.
  • the main engine group uses the mechanical energy supplied in combination from of the combustion engine 7 and from the electric drive machine 6.
  • the drive shaft 4 is engaged with a drive shaft 8 that the combustion engine 7 comprises via a secondary clutch mechanism 9.
  • the drive shaft 4 is also engaged with a rotor 10 of the driving electric machine 6, via a secondary shaft 1 1 which extends from the rear axial zone ZR to the axial front zone ZA of the combustion engine 7.
  • a first transmission unit 12 is dedicated to the engagement of the front end of the secondary shaft 1 1 with the drive shaft 4, via a set of first transmission members arranged in pinions or the like and capable of being grouped together in the same mounting box.
  • the secondary shaft 1 1 is a transmission shaft which extends in the general axial orientation of the transmission chain, preferably parallel to the drive shaft 8 and the drive shaft 4.
  • Such a shaft of transmission makes it possible to transfer the plug of the driving electric machine 6 with the drive shaft 1 1, from the rear axial zone ZR towards the axial front zone ZA of the combustion engine 7, as close as possible to the gearbox 2.
  • the driving electric machine 6 is engaged with the secondary shaft 1 1 via a second transmission assembly 13, comprising a set of second drive members arranged in pinions or the like which are capable of being grouped in the same mounting box.
  • the second transmission assembly 13 is used to provide a drive of an accessory 14 of the vehicle, and more particularly of an air conditioning compressor that includes a ventilation, heating and / or air conditioning equipment equipping the vehicle for improve the comfort of the cabin.
  • the accessory 14 is placed in the rear axial zone ZR of the combustion engine 7 while being in engagement with the rotor 10 of the driving electric machine 6 via the second transmission assembly 13.
  • the drive shaft 8 is equipped with at least one drive member through which are engaged with the drive shaft 8 of various members that comprises the driveline.
  • a primary driving member 15 is assigned to the engagement between the combustion engine 7 and at least one auxiliary member 16 useful for its operation, such as a starter or a distribution.
  • a third transmission assembly 17 is dedicated to the engagement of the drive shaft 8 with the auxiliary member 16, and comprises a set of third transmission members arranged in pinions or the like which are capable of being grouped together in one and the same mounting box.
  • a balance shaft 18 of the feeder type 19 is engaged with the motor shaft 8 via a secondary drive member 20 fitted to the drive shaft 8.
  • a fourth transmission unit 21 is dedicated to the engagement of the drive shaft 8 with the balancer shaft 1 1 via one of its ends, either its front end or its rear end according to the different variants illustrated.
  • the fourth transmission assembly 21 comprises a set of fourth transmission members which are arranged in pinions or the like and which may be grouped together in the same mounting box.
  • the secondary clutch mechanism 9 is of the freewheel type radially interposed between the drive shaft 8 and the drive shaft 4, limiting the axial extension of the drive train.
  • the secondary clutch mechanism 9 is for example of the friction type implementing a pair of discs 24, 25 in axial selective bearing, or is a mechanism for wet clutch or any other similar mechanism capable of providing a clutch between the drive shaft 8 and the drive shaft 4.
  • FIG. 1 represents an alternative embodiment of a kinematic chain of the present invention, which differs mainly from the other embodiments illustrated in FIG. 2 to FIG. 6 in that it does not include a shaft of FIG. balancing 18.
  • the kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
  • the second transmission unit 13 comprising the set of second transmission members and the rear end of the secondary shaft 1 January.
  • the first transmission unit 12 more particularly comprises the set of first transmission members and the front end of the secondary shaft 1 January.
  • the axial extension limit L of the engine block in the axial zone before ZA is placed after the transmission unit comprising the third transmission assembly 17 and the first transmission assembly 12 successively axially juxtaposed, and after the secondary clutch mechanism 9 formed of the freewheel radially interposed between the drive shaft 8 and the drive shaft 4.
  • the secondary clutch mechanism 9 is followed by the main clutch mechanism 5 and the gearbox 2.
  • the balancer shaft 18 is engaged on the secondary drive member 20 that includes the drive shaft 8 in the rear axial zone AR.
  • the rear end of the balance shaft is equipped with a transmission member that includes the fourth transmission assembly 21 and which is engaged on the secondary drive member 20.
  • the kinematic chain comprises from the axial zone rear ZR to the axial zone before ZA:
  • the second transmission assembly 13 which comprises the set of second transmission members and the rear end of the secondary shaft January 1, and the fourth transmission assembly 21 which is engaged on the secondary drive member 20.
  • the third transmission assembly 17 and the first transmission assembly 12 which are arranged in axial juxtaposition, advantageously being grouped in a common housing carried by the engine block.
  • the first transmission unit 12 more particularly comprises the set of first transmission members and the front end of the secondary shaft 1 January.
  • the axial extension limit L of the engine block in front axial zone ZA is placed after the transmission unit comprising the third transmission assembly 17 and the first transmission assembly 12 axially juxtaposed, and after the secondary clutch mechanism 9 formed of the freewheel radially interposed between the drive shaft 8 and the drive shaft 4.
  • the secondary clutch mechanism 9 is followed by the main clutch mechanism 5 and the gearbox 2.
  • the primary drive member 15 and the secondary drive member 20 are combined into a common drive member 15,20. engaging the auxiliary member 16 and the balancer shaft 18 with the drive shaft 8 in the forward axial zone ZA of the combustion engine 7.
  • the front end of the balancer shaft 18 is provided with a transmission member which is interposed between the common drive member 15,20 and a transmission member which comprises the third transmission unit 1 and which equips the auxiliary member 16.
  • the third transmission unit 17 and the fourth transmission unit 21 are combined into a common transmission set 17,21.
  • the kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
  • the second transmission unit 13 comprising the set of second transmission members and the rear end of the secondary shaft 1 January.
  • the common transmission assembly 17,21 placed in axial juxtaposition with the first transmission assembly 12, advantageously being grouped together in a common housing carried by the engine block.
  • the first transmission unit 12 more particularly comprises the set of first transmission members and the front end of the secondary shaft January 1, and is followed by the secondary clutch mechanism 9 formed of the free wheel radially interposed between the motor shaft 8 and the drive shaft 4.
  • the axial extension limit L of the engine block in the axial zone before ZA is axially placed after the secondary clutch mechanism 9 formed of the freewheel and before the main clutch mechanism 5 followed by the gearbox 2.
  • the primary drive member 15 and the body secondary drive 20 are combined into a common drive member 15,20 for engaging the auxiliary member 16 and the balance shaft 18 with the drive shaft 8.
  • the balancing shaft 18 is engaged with the motor shaft 8 in the rear axial zone ZR of the motor combustion 7, through the secondary drive member 20 which is engaged with a fourth transmission member that includes the fourth transmission assembly 21 and which is carried to the rear end of the balancer shaft 18.
  • the subsidiary body 16 is in engagement with the drive shaft 8 via the third transmission assembly 17, which comprises a third transmission member carried by the front end of the balancer shaft 18.
  • the balancer shaft 18 constitutes a an adjoining transfer shaft of the adjoining member 16 with the drive shaft 8, from the rear axial zone ZR to the forward axial zone ZA of the transmission chain.
  • the kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
  • the second transmission assembly 13 which comprises the set of second transmission members and the rear end of the secondary shaft January 1 and the fourth transmission assembly 21 which is engaged on the organ secondary training 20.
  • the third transmission assembly 17 which comprises the front end of the balancer shaft 18, then the first transmission assembly 12 which comprises the set of first transmission members and the front end of the secondary shaft 1 1.
  • the third transmission assembly 17 and the first transmission assembly 12 are capable of being grouped in axial juxtaposition in a common housing, and are axially followed by the secondary clutch mechanism 9 formed of the freewheel radially interposed between the shaft motor 8 and the drive shaft 4.
  • the axial extension limit L of the engine block in the axial zone before ZA is axially placed after the mechanism secondary clutch 9 formed of the freewheel and before the main clutch mechanism 5 followed by the gearbox 2.
  • the kinematic chain is equipped with axial damping means 22 which are placed in interposition axial between the secondary clutch mechanism 9 formed by the freewheel 23, and the drive shaft 8 and / or the drive shaft.
  • These axial damping means 22 consist, for example, of resilient means interposed between the axial bearing sockets respectively taken by the drive shaft 8 and / or the drive shaft 4 against the freewheel 23.
  • the secondary clutch mechanism 9 is formed of a mechanism with axial bearing between two discs 24 and 25 which are respectively assigned to the drive shaft 8 and to the drive shaft 4 The secondary clutch mechanism 9 is placed in axial interposition between the third transmission assembly 17 and the first transmission assembly 12.
  • the balancing shaft 18 is engaged with the drive shaft 8 in the axial zone before ZA of the combustion engine 7 through the secondary drive member 20 and the fourth transmission assembly 21 which comprises a fourth transmission member carried at the front end of the balancer shaft 18.
  • the auxiliary member 16 is engaged with the drive shaft 8 via the primary drive member 15 that includes the third transmission assembly 17 and which is placed in axial juxtaposition with the fourth transmission assembly 21 being advantageously log in a common box.
  • the kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
  • the second transmission unit 13 comprising the set of second transmission members and the rear end of the secondary shaft 1 January.
  • the fourth transmission assembly 21 in engagement with the drive shaft 8 via the secondary drive member 20, axially followed by the third transmission assembly 17 in engagement with the motor shaft 8 via the primary drive member 15.
  • the successive axial juxtaposition of the fourth transmission assembly 21 and the third transmission assembly 17 is favorable for their mounting inside a common housing carried by the engine block of the combustion engine 7.
  • the fourth transmission assembly 21 and the third transmission assembly 17 are axially followed by the secondary clutch mechanism 9 and then by the first transmission assembly 12 comprising a first transmission member carried by the front end of the secondary shaft 1 1.
  • the axial extension limit L of the engine block in the axial zone before ZA is axially interposed after the secondary friction clutch mechanism 9 and before the main clutch mechanism 5 followed by the gearbox 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a driveline architecture of a main power train with which a hybrid-propulsion motor vehicle is provided. An engine block combining a combustion engine (7) and an electrical drive machine (6) engages with a gearbox (2) via a main clutch mechanism (5). The electrical machine (6) engages with a driveshaft (4) of the gearbox (2) via a secondary shaft (11) consisting of a transmission shaft for axially transferring the drive force from the rear axial area (ZR) of the combustion engine (7) to the front axial area (ZA) of the combustion engine (7). The secondary shaft (11) engages with the driveshaft (4). A secondary clutch mechanism (9), arranged as an overrunning clutch, is arranged between the driveshaft (4) and a driveshaft (8) provided on the combustion engine (7).

Description

Architecture d'une chaîne cinématique d'un groupe de motorisation principale pour véhicule à propulsion hybride, à transfert de prise motrice entre des zones arrière et avant de la chaîne cinématique L'invention est du domaine des véhicules automobiles hybrides qui sont propulsés par plusieurs organes moteurs primaires, comprenant au moins un moteur à combustion et une machine électrique motrice. L'invention relève plus particulièrement de l'agencement d'un groupe de motorisation principale hybride équipant un véhicule automobile et comprenant plusieurs organes moteurs primaires de natures différentes, pour une propulsion réciproque ou commune du véhicule et pour l'entraînement d'accessoires équipant le véhicule. Plus précisément, l'invention a pour objet une architecture d'une chaîne cinématique entre ces différents organes moteurs et divers organes annexes que comprend un groupe de motorisation principale équipant un véhicule automobile à propulsion hybride.  Architecture of a powertrain of a main power unit for a hybrid drive vehicle, with power transfer between the rear and front zones of the drive train The invention is in the field of hybrid motor vehicles which are powered by several members primary engines, comprising at least one combustion engine and an electric driving machine. The invention relates more particularly to the arrangement of a hybrid main power unit equipping a motor vehicle and comprising several primary motor organs of different natures, for reciprocal or common propulsion of the vehicle and for the drive of accessories equipping the vehicle. vehicle. More precisely, the subject of the invention is an architecture of a kinematic chain between these various drive members and various accessory members that comprise a main drive unit fitted to a hybrid drive motor vehicle.
Dans le domaine automobile, il est connu des véhicules à propulsion hybride qui sont équipés d'un groupe de motorisation principale associant plusieurs organes moteurs primaires de natures différentes. La propulsion du véhicule est obtenue avec un rendement énergétique optimisé, en limitant les rejets polluant qui sont générés par le véhicule en mouvement. Parmi ces véhicules hybrides, on connaît plus particulièrement ceux comprenant un moteur à combustion et une ou plusieurs machines électriques, qui sont en prise avec un arbre d'entraînement de roues motrices du véhicule par l'intermédiaire d'une boîte de vitesses à variation manuelle ou automatique. Le groupe de motorisation principale forme une chaîne cinématique de mise en relation mécaniques des organes moteurs avec l'arbre d'entraînement et avec divers accessoires du véhicule et/ou organes annexes utiles au fonctionnement du groupe de motorisation principale. A titre d'exemples, de tels accessoires comprennent des pompes à eau, des compresseurs de conditionnement d'air, des pompes à vide ou encore des pompes de direction assistée ; les organes annexes comprennent par exemple une distribution du moteur à combustion qui synchronise ses phases de fonctionnement, et un démarreur nécessaire au lancement du moteur à combustion. In the automotive field, it is known hybrid propulsion vehicles that are equipped with a main engine group combining several primary engine bodies of different natures. The propulsion of the vehicle is obtained with optimized energy efficiency, limiting the polluting emissions that are generated by the moving vehicle. Among these hybrid vehicles, more particularly known those comprising a combustion engine and one or more electrical machines, which are engaged with a drive shaft of the drive wheels of the vehicle through a gearbox with manual variation or automatic. The main motorization unit forms a kinematic chain mechanical connection of the drive members with the drive shaft and with various vehicle accessories and / or ancillary organs useful for the operation of the main power unit. As examples, such accessories include water pumps, air conditioning compressors, vacuum pumps or power steering pumps; the subsidiary organs include for example a distribution of the combustion engine that synchronizes its operating phases, and a starter needed to start the combustion engine.
Quel que soit le mode de propulsion du véhicule sélectivement mis en œuvre, de tels accessoires et organes annexes doivent être disponibles et leur mise en prise sur la chaîne cinématique doit être procurée. Il est aussi connu une fonctionnalité dite « stop & start » des véhicules, dont la mise en œuvre est obtenue par l'intermédiaire de la chaîne cinématique que forme le groupe de motorisation principale. Cette fonctionnalité consiste à mettre spontanément en veille le groupe de motorisation principale lorsqu'un seuil de vitesse du véhicule est atteint, de l'ordre inférieur à 20 km/h. Sous l'effet d'une manœuvre d'un organe de commande par le conducteur ou selon un processus de mise en œuvre prédéfini, le groupe de motorisation principale est à nouveau activé. La fonctionnalité « stop & start » vise à améliorer encore le rendement énergétique du véhicule. Whatever the mode of propulsion of the vehicle selectively implemented, such accessories and ancillary organs must be available and their engagement on the driveline must be provided. It is also known a feature called "stop & start" vehicles, whose implementation is achieved through the kinematic chain that forms the main engine group. This feature consists in spontaneously putting the main engine group into standby when a speed threshold of the vehicle is reached, of the order of less than 20 km / h. Under the effect of a maneuver of a control member by the driver or according to a predefined implementation process, the main power unit is activated again. The stop & start feature aims to further improve the vehicle's fuel efficiency.
Selon une organisation connue de la chaîne cinématique, un moteur à combustion est associé à une machine électrique motrice unique, pour procurer une propulsion du véhicule selon deux modes de fonctionnement. Selon un mode électrique de propulsion du véhicule, la machine électrique motrice est exploitée isolément ; selon un mode hybride de propulsion du véhicule, la machine électrique motrice et le moteur à combustion sont exploités conjointement. Des mécanismes d'embrayage sont interposés sur la chaîne cinématique pour provoquer alternativement la mise en prise ou la libération de la boîte de vitesses avec l'un et/ou l'autre des organes moteurs, selon le mode de propulsion du véhicule qui est sélectivement mis en œuvre par un calculateur de commande. L'interposition des mécanismes d'embrayage ne doit pas affecter la mise en prise sur la chaîne cinématique des accessoires et des organes annexes en cas de besoin selon leurs modalités propres de fonctionnement. Les mécanismes d'embrayage sont susceptibles d'être axialement encombrants, tels que pour les mécanicismes d'embrayage à friction. Il est connu l'exploitation avantageuse de mécanismes d'embrayage à roue libre, qui sont de structure et de fonctionnement simples facilitant leur intégration sur la chaîne cinématique. Par ailleurs, il est opportun que la mise en prise de la machine électrique motrice sur l'arbre d'entraînement soit réalisée sur la chaîne cinématique au plus proche de la boîte de vitesses. According to a known organization of the driveline, a combustion engine is associated with a single electric drive machine, to provide a propulsion of the vehicle in two modes of operation. According to an electric mode of propulsion of the vehicle, the electric motor machine is operated in isolation; according to a hybrid mode of propulsion of the vehicle, the driving electric machine and the combustion engine are operated jointly. Clutch mechanisms are interposed on the drive train to alternately cause the gearbox to engage or release with one and / or the other of the drive members, depending on the vehicle drive mode which is selectively implemented by a control computer. The interposition of the clutch mechanisms must not affect the engagement on the drive train of accessories and ancillary components when necessary according to their own operating procedures. The clutch mechanisms are likely to be axially bulky, such as friction clutch mechanics. It is known the advantageous operation of freewheel clutch mechanisms, which are of structure and simple operation facilitating their integration on the driveline. Furthermore, it is appropriate that the engagement of the electric drive machine on the drive shaft is performed on the drive train closest to the gearbox.
La mise en relation mécanique des organes moteurs entre eux et des organes moteurs avec les organes annexes, est réalisée par des organes de transmission que comprend la chaîne cinématique du groupe de motorisation principale. De tels organes de transmission sont notamment constitués d'arbres de transmission, de volants d'entraînement, de roues, de pignons, de courroies, ou de couronnes qui coopèrent entre eux. Il est courant de rassembler dans un boîtier un ensemble de transmission composé d'organes de transmission coplanaires ou orientés suivant des plans parallèles, pour faciliter leur implantation sur la chaîne cinématique. Plus particulièrement, de tels ensembles de transmission sont affectés à l'entraînement d'organes du véhicule correspondants, tel que par exemple un ensemble de transmission affecté à la distribution du moteur à combustion et au démarreur dont ce dernier est équipé, ou encore un ensemble de transmission affecté à l'entraînement d'un ou de plusieurs accessoires du véhicule. The mechanical connection of the driving members to each other and to the driving members with the auxiliary members, is carried out by transmission members that comprise the kinematic chain of the main power unit. Such transmission members consist in particular of transmission shafts, driving wheels, wheels, sprockets, belts, or crowns that cooperate with each other. It is common to gather in a housing a transmission assembly composed of coplanar transmission members or oriented in parallel planes, to facilitate their implementation on the drive train. More particularly, such transmission assemblies are assigned to the drive of corresponding vehicle members, such as for example a transmission assembly assigned to the distribution of the combustion engine and the starter which the latter is equipped, or a set transmission gear for driving one or more accessories of the vehicle.
On pourra par exemple se reporter au document FR2833894 (VISTEON GLOBAL TECH. INC), qui décrit un groupe de motorisation à propulsion hybride associant un moteur à combustion et une machine électrique motrice, qui sont sélectivement mis en prise par l'intermédiaire de mécanismes d'embrayage avec un arbre d'entraînement d'une boîte de vitesses. On pourra aussi se reporter au document JP5018264 (MAZDA MOTOR), qui divulgue l'utilisation d'un arbre de transmission transférant la mise en prise d'un alternateur de l'une à l'autre des zones axiales arrière et avant d'un moteur à combustion. Des contraintes économiques imposent des efforts de conception d'une architecture de la chaîne cinématique du groupe de motorisation principale, qui soit de structure simple pour permettre son obtention à des coûts les plus faibles possibles et pour faciliter les opérations de maintenance. Une autre contrainte réside dans un encombrement de la chaîne cinématique qui soit le plus faible possible, notamment au regard de son extension axiale entre l'ensemble de propulsion et la boîte de vitesses. Plus particulièrement, l'implantation successive sur la chaîne cinématique des divers organes que comprend le groupe de motorisation principale, tels que les organes moteurs, les ensembles de transmission et les mécanismes d'embrayage, impose une extension de la chaîne cinématique qui tend à être conséquente et qu'il est souhaitable de limiter. L'extension de la chaîne cinématique, notamment suivant des orientations correspondantes au plan de repos du véhicule au sol et plus particulièrement suivant l'orientation d'extension axiale de l'arbre d'entraînement, doit être limitée pour éviter un encombrement indésirable du groupe de motorisation principale et des tensions néfastes induites sur un vilebrequin que comporte le moteur à combustion, vibrations en torsion notamment. Il est souhaitable qu'un agencement particulier de la chaîne cinématique soit opéré en prenant en compte les architectures de chaîne cinématique et/ou les organisations de groupe de motorisation existants. Cette prise en compte permet d'intégrer un tel agencement particulier d'une chaîne cinématique nouvellement proposée, en minimisant l'impact de cette intégration sur l'organisation structurelle du groupe de motorisation principale, des organes qui le composent et des différents ensembles de transmission qui sont susceptibles d'être mis en œuvre. Il est aussi à éviter qu'une telle intégration soit obtenue par un apport excessif de nouveaux composants. Une simplification de la chaîne cinématique et la réduction de son encombrement, axial notamment, doivent être compatibles avec l'optimisation du rendement énergétique du véhicule. Les modalités d'entraînement des organes annexes et des accessoires par le groupe de motorisation principale ne doivent pas affecter le gain énergétique recherché. Il est aussi souhaitable que la chaîne cinématique soit compatible avec la mise en œuvre de la fonction « stop & start ». Le but de la présente invention est de proposer une architecture d'une chaîne cinématique entre différents organes moteurs et accessoires que comprend un groupe de motorisation principale équipant un véhicule automobile à propulsion hybride. Il est plus particulièrement recherché une telle architecture qui procure un compromis satisfaisant au regard des contraintes qui ont été énoncées. For example, reference may be made to FR2833894 (VISTEON GLOBAL TECH. INC), which describes a hybrid propulsion engine group associating a combustion engine and an electric drive machine, which are selectively engaged via transmission mechanisms. clutch with a drive shaft of a gearbox. Reference can also be made to document JP5018264 (MAZDA MOTOR), which discloses the use of a transmission shaft transferring the engagement of an alternator from one to the other of the rear axial zones and before a combustion engine. Economic constraints require efforts to design a kinematic chain architecture of the main power unit, which is simple in structure to enable it to be obtained at the lowest cost. possible and to facilitate maintenance operations. Another constraint lies in a bulk of the kinematic chain which is the lowest possible, especially with regard to its axial extension between the drive assembly and the gearbox. More particularly, the successive implantation on the kinematic chain of the various components that comprise the main motorisation group, such as the driving members, the transmission assemblies and the clutch mechanisms, imposes an extension of the kinematic chain which tends to be consistent and desirable to limit. The extension of the kinematic chain, in particular according to orientations corresponding to the rest plane of the vehicle on the ground and more particularly according to the axial extension orientation of the drive shaft, must be limited to avoid an undesirable bulk of the group. main motor and adverse tensions induced on a crankshaft that includes the combustion engine, including torsional vibration. It is desirable that a particular arrangement of the kinematic chain is operated by taking into account the kinematic chain architectures and / or the existing engine group organizations. This consideration makes it possible to integrate such a particular arrangement of a newly proposed kinematic chain, while minimizing the impact of this integration on the structural organization of the main power unit, the components of which it is composed and the different transmission assemblies. that are likely to be implemented. It is also to be avoided that such integration is obtained by an excessive supply of new components. A simplification of the kinematic chain and the reduction of its bulk, axial in particular, must be compatible with the optimization of the energy efficiency of the vehicle. The procedures for driving the accessory bodies and accessories by the main power unit must not affect the desired energy gain. It is also desirable that the driveline is compatible with the implementation of the "stop &start" function. The object of the present invention is to propose an architecture of a kinematic chain between different drive members and accessories that comprises a main power unit equipping a motor vehicle with a propulsion hybrid. It is more particularly sought such an architecture that provides a satisfactory compromise in view of the constraints that have been stated.
Il est proposé par la présente invention une architecture d'une chaîne cinématique d'un groupe de motorisation principale équipant un véhicule automobile à propulsion hybride. Un tel véhicule est susceptible d'être propulsé à partir de deux modes de propulsion, dont un mode électrique de propulsion du véhicule à partir seulement de la machine électrique motrice, et un mode hybride de propulsion du véhicule à partir de l'exploitation combinée de la machine électrique motrice et du moteur à combustion. It is proposed by the present invention an architecture of a kinematic chain of a main engine group equipping a motor vehicle with hybrid propulsion. Such a vehicle is capable of being propelled from two modes of propulsion, including an electric mode of propulsion of the vehicle from only the electric drive machine, and a hybrid mode of propulsion of the vehicle from the combined operation of the electric motor and combustion engine.
Les extensions axiales du groupe de motorisation principale et de la chaîne cinématique sont notamment définies au regard de l'orientation d'un arbre moteur en prise avec un vilebrequin que comprend le moteur à combustion. L'orientation de cet arbre moteur est déterminante de l'orientation d'autres arbres que comprend la chaîne cinématique tel qu'un arbre d'entraînement d'une boîte de vitesses qui est placée en sortie du groupe de motorisation principale et qui est sélectivement entraînée à partir du moteur à combustion et/ou de la machine électrique motrice. Il est aussi définit au regard de l'extension axiale de la chaîne cinématique, les notions de zone axiale arrière et de zone axiale avant de la chaîne cinématique au regard de l'extension axiale du moteur à combustion et plus particulièrement de l'arbre moteur. La zone axiale avant est considérée par rapport à l'extrémité de l'arbre moteur qui est dédiée à la mise en prise du moteur à combustion avec l'arbre d'entraînement. La zone axiale avant est une zone axiale qui s'étend depuis le moteur à combustion vers la boîte de vitesses, la zone axiale arrière étant considérée axialement opposée à la zone axiale avant au regard de l'extension axiale du moteur à combustion et plus particulièrement de l'extension axiale de l'arbre moteur dont il est équipé. The axial extensions of the main power unit and the drive train are particularly defined with respect to the orientation of a drive shaft in engagement with a crankshaft that includes the combustion engine. The orientation of this drive shaft determines the orientation of other shafts that includes the drive train such as a drive shaft of a gearbox which is placed at the output of the main drive unit and which is selectively driven from the combustion engine and / or the electric drive machine. It is also defined with regard to the axial extension of the kinematic chain, the notions of rear axial zone and axial front zone of the kinematic chain with regard to the axial extension of the combustion engine and more particularly of the motor shaft. . The forward axial zone is considered relative to the end of the drive shaft which is dedicated to the engagement of the combustion engine with the drive shaft. The forward axial zone is an axial zone which extends from the combustion engine towards the gearbox, the rear axial zone being considered axially opposite to the forward axial zone with respect to the axial extension of the combustion engine and more particularly the axial extension of the motor shaft which it is equipped.
La chaîne cinématique de la présente invention comporte notamment : The kinematic chain of the present invention comprises in particular:
*) un ensemble moteur comprenant un moteur à combustion et une machine électrique motrice, qui sont en prise en zone axiale avant du groupe de motorisation principale avec un arbre d'entrée d'une boîte de vitesses. Cette mise en prise est réalisée par l'intermédiaire d'un mécanisme d'embrayage principal, qui est interposé entre l'arbre d'entrée et un arbre d'entraînement avec lequel sont en prise le moteur à combustion et la machine électrique motrice. * ) an engine assembly comprising a combustion engine and an electric drive machine, which are engaged in the axial zone before the group of main motor with an input shaft of a gearbox. This engagement is effected by means of a main clutch mechanism, which is interposed between the input shaft and a drive shaft with which the combustion engine and the electric drive machine are engaged.
*) un mécanisme d'embrayage secondaire qui est interposé entre un arbre moteur en prise avec un vilebrequin du moteur à combustion et un arbre secondaire en prise avec un rotor de la machine électrique motrice. Ce mécanisme d'embrayage secondaire procure une propulsion du véhicule sélectivement soit en mode électrique soit en mode hybride. *) a secondary clutch mechanism which is interposed between a motor shaft engaged with a crankshaft of the combustion engine and a secondary shaft engaged with a rotor of the electric motor machine. This secondary clutch mechanism provides vehicle propulsion selectively either in electric mode or in hybrid mode.
On notera aussi que la chaîne cinématique comprend avantageusement au moins un moyen de transmission primaire d'entraînement d'un organe annexe et au moins un moyen de transmission secondaire d'entraînement d'un accessoire du véhicule. Plus particulièrement, le moyen de transmission primaire est affecté à la mise en prise entre le moteur à combustion et au moins un organe annexe utile à son fonctionnement, tel qu'un démarreur ou une distribution, voire encore des organes annexes secondaires tels que des pompes. Les organes annexes sont des organes affectés au fonctionnement propres du moteur à combustion. Le moyen de transmission secondaire est affecté à l'entraînement d'au moins un accessoire utile au fonctionnement du véhicule, tel qu'un compresseur que comprend une installation de ventilation, de chauffage et de climatisation équipant le véhicule pour améliorer le confort de l'habitacle. D'autres accessoires, tels que des pompes, exploités par divers mécanismes équipant le véhicule sont susceptibles d'être entraînés par le moyen de transmission secondaire. It will also be noted that the kinematic chain advantageously comprises at least one primary transmission means for driving an auxiliary member and at least one secondary transmission means for driving an accessory of the vehicle. More particularly, the primary transmission means is assigned to the engagement between the combustion engine and at least one auxiliary member useful for its operation, such as a starter or a distribution, or even additional secondary organs such as pumps . The auxiliary members are organs assigned to the clean operation of the combustion engine. The secondary transmission means is assigned to the drive of at least one accessory useful for the operation of the vehicle, such as a compressor that includes a ventilation, heating and air conditioning equipment equipping the vehicle to improve the comfort of the vehicle. cockpit. Other accessories, such as pumps, operated by various mechanisms equipping the vehicle are likely to be driven by the secondary transmission means.
Selon la présente invention, une telle architecture de chaîne cinématique est principalement reconnaissable en ce que l'arbre secondaire est formé d'un arbre de transmission à transfert de prise motrice axialement depuis la zone axiale arrière du moteur à combustion vers la zone axiale avant du moteur à combustion. L'arbre secondaire est un arbre de transmission qui s'étend notamment parallèlement à l'arbre moteur et à l'arbre d'entraînement entre les zones axiales arrière et avant du moteur à combustion, et qui est en prise à ses extrémités respectives arrière avec le rotor de la machine électrique motrice et avant avec l'arbre d'entraînement. According to the present invention, such a kinematic chain architecture is mainly recognizable in that the secondary shaft is formed of a drive transfer transfer shaft axially from the rear axial zone of the combustion engine to the front axial zone of the engine. combustion engine. The secondary shaft is a transmission shaft which extends in particular parallel to the drive shaft and the drive shaft between the rear and front axial zones of the combustion engine, and which is engaged at its ends. respective rear with the rotor of the electric drive machine and front with the drive shaft.
L'éloignement de la machine électrique motrice hors de la zone axiale avant du groupe de motorisation principale, permet de réduire l'encombrement axial de la chaîne cinématique à partir d'une mise à profit de l'espace disponible autour du moteur à combustion. Cette réduction d'encombrement est obtenue en maintenant la machine électrique motrice en prise avec l'arbre d'entraînement au plus proche de la boîte de vitesses, et sans induire des modifications profondes de l'agencement structurel des organes et/ou de leurs moyens d'entraînement que comprend le moteur à combustion pour son fonctionnement. The removal of the driving electric machine out of the front axial zone of the main power unit, reduces the axial size of the drive train from taking advantage of the available space around the engine. This reduction in size is obtained by keeping the electric drive machine in engagement with the drive shaft as close as possible to the gearbox, and without causing profound changes in the structural arrangement of the members and / or their means. which the combustion engine comprises for its operation.
La machine électrique motrice, et avantageusement au moins un accessoire du véhicule avec lequel elle est en prise, sont éloignés de la boîte de vitesses qui est réputée être placée dans le compartiment moteur en environnement restreint et encombré qu'il est utile de rendre facilement accessible pour des opérations de maintenance. La position de la machine électrique motrice implantée en zone axiale arrière permet son exploitation pour l'entraînement d'au moins un accessoire du véhicule en évitant d'encombrer la zone axiale avant. Un ensemble de transmission dédié est susceptible de regrouper, en étant avantageusement logés dans un même boîtier porté par le bloc moteur du moteur à combustion, des organes de transmission respectivement affectés à la mise en prise de la machine électrique motrice avec l'arbre secondaire et à la mise en prise de l'accessoire avec la machine électrique motrice, indifféremment directement ou indirectement, notamment éventuellement par l'intermédiaire de l'arbre secondaire. The driving electric machine, and preferably at least one accessory of the vehicle with which it is engaged, are remote from the gearbox which is deemed to be placed in the engine compartment in a restricted and congested environment that is useful to make easily accessible for maintenance operations. The position of the driving electric machine implanted in the rear axial zone allows its operation for driving at least one accessory of the vehicle by avoiding cluttering the front axial zone. A dedicated transmission assembly is capable of grouping, advantageously housed in the same housing carried by the engine block of the combustion engine, transmission members respectively assigned to the engagement of the electric drive machine with the secondary shaft and to the engagement of the accessory with the electric motor machine, indifferently directly or indirectly, including possibly through the secondary shaft.
Un ensemble de transmission dédié à la mise en prise d'une distribution du moteur à combustion avec l'arbre moteur, est susceptible d'être implanté en une quelconque zone axiale de la chaîne de transmission, en un emplacement choisi pour éviter les dites modifications profondes de l'agencement structurel des organes et/ou de leurs moyens d'entraînement que comprend le moteur à combustion pour son fonctionnement, tels des culasses, des organes d'échappement des gaz de combustion ou un bloc moteur par exemple. A transmission assembly dedicated to the engagement of a distribution of the combustion engine with the motor shaft, can be implanted in any axial zone of the transmission chain, at a location chosen to avoid said modifications. depth of the structural arrangement of the members and / or their drive means which comprises the combustion for its operation, such as cylinder heads, exhaust elements of the combustion gases or a motor block for example.
Selon une forme avantageuse de réalisation permettant de réduire encore l'extension axiale de la chaîne de transmission, le mécanisme d'embrayage secondaire est du type à roue libre radialement interposée entre l'arbre d'entraînement et l'arbre moteur. Selon une variante de réalisation non préférée, le mécanisme d'embrayage secondaire est susceptible d'être constitué d'un mécanisme d'embrayage à prise axiale, tel qu'un mécanisme d'embrayage à friction, mécanisme d'embrayage humide ou analogue. According to an advantageous embodiment for further reducing the axial extension of the transmission chain, the secondary clutch mechanism is of the freewheel type radially interposed between the drive shaft and the drive shaft. According to a non preferred embodiment, the secondary clutch mechanism is likely to consist of an axial gripping clutch mechanism, such as a friction clutch mechanism, wet clutch mechanism or the like.
L'éloignement de la machine électrique motrice vers la zone axiale arrière procure une liberté d'agencement de sa mise en prise radiale avec l'arbre d'entraînement, notamment à partir de l'extrémité avant de l'arbre secondaire qui peut être facilement et librement aménagée à cet effet. Les contraintes d'encombrement relatives à la mise en prise de la machine électrique motrice avec l'arbre d'entraînement étant réduite, la possibilité d'implanter une roue libre de formation du mécanisme d'embrayage secondaire en est favorisée. Une telle implantation peut être aisément aménagée en évitant d'avoir à modifier en profondeur l'agencement structurel des organes et/ou de leurs moyens d'entraînement que comprend le moteur à combustion pour son fonctionnement. The removal of the driving electrical machine towards the rear axial zone provides a freedom of arrangement of its radial engagement with the drive shaft, in particular from the front end of the secondary shaft which can easily be and freely arranged for this purpose. The space constraints relating to the engagement of the electric drive machine with the drive shaft being reduced, the possibility of implementing a freewheel forming the secondary clutch mechanism is favored. Such an implantation can be easily arranged without having to change in depth the structural arrangement of the organs and / or their drive means that includes the combustion engine for its operation.
Selon une forme de réalisation, l'arbre secondaire est en prise avec l'arbre d'entraînement par l'intermédiaire d'un premier ensemble de transmission qui est placé en zone axiale avant du moteur à combustion, et qui comprend un jeu d'au moins un premier organe de transmission en prise indifféremment directe ou indirecte avec l'extrémité avant de l'arbre secondaire et avec la roue libre. L'extrémité arrière de l'arbre secondaire est en prise avec le rotor de la machine électrique motrice par l'intermédiaire d'un deuxième ensemble de transmission, qui est placé en zone axiale arrière du moteur à combustion et qui comprend au moins un deuxième organe de transmission primaire en prise indifféremment directe ou indirecte avec le rotor et avec l'arbre secondaire, voire encore au moins un deuxième organe de transmission secondaire affecté à l'entraînement d'un accessoire par la machine électrique motrice. Chacun des ensembles de transmission est logé dans un boîtier qui lui est affecté et qui est susceptible d'être monté en atelier préalablement à l'opération de première monte sur le véhicule et/ou à une opération de maintenance. Le deuxième ensemble de transmission, qui procure l'entraînement de l'arbre secondaire et de l'accessoire, est placé en zone axiale arrière du moteur à combustion en évitant d'encombrer sa zone axiale avant, disponible pour recevoir d'autres ensembles de transmission. Plus particulièrement et selon une forme avantageuse de réalisation, au moins un accessoire utile au fonctionnement du véhicule est en prise avec la machine électrique motrice. Un tel accessoire est notamment un compresseur que comprend une installation de ventilation, de chauffage et/ou de climatisation équipant le véhicule pour améliorer le confort de l'habitacle de ce véhicule. According to one embodiment, the secondary shaft is engaged with the drive shaft via a first transmission assembly which is located in the forward axial zone of the combustion engine, and which comprises a set of at least one first transmission member indifferently directly or indirectly engaged with the front end of the secondary shaft and with the freewheel. The rear end of the secondary shaft is engaged with the rotor of the driving electrical machine via a second transmission assembly, which is located in the rear axial zone of the combustion engine and which comprises at least a second primary transmission member indifferently or indirectly engaged with the rotor and with the secondary shaft, or even at least a second secondary transmission member assigned to drive an accessory by the electric motor machine. Each of the transmission assemblies is housed in a housing assigned to it and which can be mounted in the workshop prior to the original equipment operation on the vehicle and / or a maintenance operation. The second transmission assembly, which provides drive of the secondary shaft and the accessory, is placed in the rear axial zone of the combustion engine avoiding cluttering its front axial zone, available to receive other sets of transmission. More particularly and according to an advantageous embodiment, at least one accessory useful for the operation of the vehicle is engaged with the electric motor machine. Such an accessory is in particular a compressor that includes a ventilation system, heating and / or air conditioning equipping the vehicle to improve the comfort of the passenger compartment of the vehicle.
La chaîne cinématique comprend notamment un dit moyen de transmission secondaire qui est affecté à l'entraînement d'au moins un tel accessoire. Selon une forme de réalisation, le deuxième ensemble de transmission comprend au moins un deuxième organe de transmission secondaire affecté à l'entraînement à partir de la machine électrique motrice d'un accessoire utile au fonctionnement du véhicule. Le deuxième organe de transmission secondaire est en prise indifféremment directe ou indirecte avec la machine électrique motrice et avec l'accessoire. L'accessoire est susceptible d'être en prise avec la machine électrique motrice directement, ou encore par l'intermédiaire de l'arbre secondaire. L'accessoire est encore susceptible d'être interposé en prise avec la machine électrique motrice et avec l'arbre secondaire. The kinematic chain comprises in particular a said secondary transmission means which is assigned to the driving of at least one such accessory. According to one embodiment, the second transmission assembly comprises at least a second secondary transmission member assigned to drive from the driving electric machine of an accessory useful for the operation of the vehicle. The second secondary transmission member is indifferently or indirectly engaged with the driving electrical machine and with the accessory. The accessory is likely to be engaged with the drive motor directly, or through the secondary shaft. The accessory is still likely to be interposed in engagement with the driving electric machine and with the secondary shaft.
L'arbre moteur est notamment équipé d'un organe d'entraînement primaire d'entraînement d'au moins un organe annexe utile au fonctionnement du moteur à combustion, tel qu'un démarreur et/ou une distribution, voire encore une ou plusieurs pompes par exemple. L'organe d'entraînement primaire est susceptible d'être indifféremment placé en zone axiale avant ou en zone axiale arrière du moteur à combustion. The drive shaft is in particular equipped with a primary drive member for driving at least one auxiliary member that is useful for the operation of the combustion engine, such as a starter and / or a distribution, or even one or more pumps. for example. The primary driver is likely to be indifferently placed in the axial zone before or in the rear axial zone of the combustion engine.
Selon une variante, un arbre de transmission annexe à transfert de prise depuis la zone axiale arrière vers la zone axiale avant, est interposé entre l'organe annexe et l'organe d'entraînement primaire. Un tel arbre de transmission annexe est susceptible d'être formé par un arbre d'équilibrage en prise avec l'arbre moteur, qui est avantageusement exploité à cet effet. Un troisième ensemble de transmission affecté à la mise en prise de l'organe annexe avec l'arbre moteur est susceptible d'être placé en adjacence axiale, voire encore en adjacence radiale coplanaire, avec le premier ensemble de transmission en étant logés dans un boîtier commun. According to a variant, a transfer shaft attachment transfer transfer from the rear axial zone to the front axial zone, is interposed between the auxiliary member and the primary drive member. Such an auxiliary transmission shaft may be formed by a balancing shaft engaged with the drive shaft, which is advantageously used for this purpose. A third transmission assembly assigned to the engagement of the auxiliary member with the motor shaft is likely to be placed in axial adjacency, or even coplanar radial adjacency, with the first transmission assembly being housed in a housing common.
Plus particulièrement, la chaîne cinématique comprend un dit moyen de transmission primaire qui est affecté à l'entraînement d'au moins un tel organe annexe, et qui comprend un troisième ensemble de transmission. Selon une forme de réalisation, ce troisième ensemble de transmission comprend l'organe d'entraînement primaire avec lequel est en prise indifféremment directe ou indirecte au moins un troisième organe de transmission d'entraînement d'un organe annexe utile au fonctionnement du moteur à combustion. L'organe annexe au moins est susceptible d'être en prise avec l'organe d'entraînement primaire soit directement en zone axiale avant du moteur à combustion, soit indirectement par l'intermédiaire d'un arbre de transmission annexe à transfert de prise, qui est en prise à son extrémité arrière avec l'organe d'entraînement primaire et à son extrémité avant avec l'organe annexe. More particularly, the kinematic chain comprises a said primary transmission means which is assigned to drive at least one such auxiliary member, and which comprises a third transmission unit. According to one embodiment, this third transmission assembly comprises the primary drive member with which is indifferently directly or indirectly engaged at least a third drive transmission member of an auxiliary member useful for the operation of the combustion engine . The at least one auxiliary member is capable of being engaged with the primary drive member either directly in the forward axial zone of the combustion engine, or indirectly via a transfer gear shaft, which is engaged at its rear end with the primary drive member and at its front end with the auxiliary member.
Selon une forme de réalisation, un démarreur est placé en prise avec l'arbre moteur par l'intermédiaire de l'organe d'entraînement primaire. Cette prise est susceptible d'être réalisée en zone axiale avant du moteur à combustion ou en zone axiale arrière du moteur à combustion par l'intermédiaire de l'arbre de transmission annexe. Un tel arbre de transmission annexe est notamment un arbre d'équilibrage en prise avec l'arbre moteur en zone axiale arrière du moteur à combustion, qui est avantageusement exploité pour la mise en prise entre l'arbre moteur et le démarreur. Selon encore une forme de réalisation, la distribution dont est équipé le moteur à combustion pour sa synchronisation est entraînée à partir de l'arbre moteur, indifféremment en zone axiale arrière ou en zone axiale avant du moteur à combustion directement par l'intermédiaire d'un organe d'entraînement primaire, ou indirectement par l'intermédiaire d'un dit arbre de transmission annexe. According to one embodiment, a starter is placed in engagement with the motor shaft via the primary drive member. This engagement is likely to be performed in the axial front zone of the combustion engine or in the rear axial zone of the combustion engine via the auxiliary transmission shaft. Such an auxiliary transmission shaft is in particular a balancer shaft in engagement with the drive shaft in the rear axial zone of the engine. combustion, which is advantageously used for the engagement between the motor shaft and the starter. According to another embodiment, the distribution of which the combustion engine is equipped for its synchronization is driven from the drive shaft, indifferently in the rear axial zone or in the forward axial zone of the combustion engine directly via the engine. a primary drive member, or indirectly via a said auxiliary drive shaft.
Le transfert de la prise de la machine électrique motrice depuis la zone axiale arrière vers la zone axiale avant du moteur à combustion par l'intermédiaire de l'arbre secondaire, procure un agencement axialement ramassé de la chaîne cinématique et une liberté d'implantation des organes en prise sur l'arbre secondaire, organe annexe et machine électrique notamment, voire encore un organe d'échappement des gaz issus de la combustion, l'extension axiale ramassée de la chaîne cinématique est obtenue à partir de l'exploitation de l'arbre secondaire en arbre de transmission à transfert de prise motrice depuis la zone axiale arrière vers la zone axiale avant du moteur à combustion, sans pour autant induire d'éventuelles profondes modifications structurelles du groupe de motorisation, notamment au regard de l'organisation des organes annexes utiles au fonctionnement de ce groupe de motorisation et/ou d'accessoires utiles au fonctionnement du véhicule et couramment entraînés par le groupe de motorisation, tel que le compresseur d'une installation de ventilation, de chauffage et/ou de climatisation. L'exploitation et l'implantation sur la chaîne cinématique d'une roue libre en sont facilitées, ce qui permet de réduire encore l'encombrement axial de la chaîne cinématique. L'agencement de l'arbre secondaire, et le cas échéant de l'arbre d'équilibrage, en arbre de transmission à transfert de prise entre les zones axiales arrière et avant du moteur à combustion, procure une liberté d'organisation des différents ensembles de transmission affectés à la mise en prise des composants de la chaîne cinématique entre eux, qui permet de limiter encore son extension axiale en évitant une modification profonde des organes et/ou de leur entraînement que comprend le moteur à combustion et/ou qui sont utiles à son fonctionnement. La chaîne cinématique comprend accessoirement un arbre d'équilibrage qui est en prise avec l'arbre moteur et qui s'étend entre la zone axiale arrière et la zone axiale avant du moteur à combustion. Un tel arbre d'équilibrage est du type notamment équipé de masselottes ou organes analogues de stabilisation radiale, et s'étend notamment parallèlement à l'arbre moteur. L'arbre d'équilibrage est avantageusement mis à profit pour former un arbre de transmission à transfert de prise entre la zone axiale avant et la zone axiale arrière du moteur à combustion, ce transfert de prise étant notamment affecté à l'entraînement d'un organe annexe utile au fonctionnement du moteur à combustion à partir de l'arbre moteur, et notamment un démarreur. Plus particulièrement, l'arbre de transmission annexe et l'arbre d'équilibrage sont susceptibles d'être confondus. The transfer of the drive of the electric drive machine from the rear axial zone to the front axial zone of the combustion engine via the secondary shaft, provides an axially collected arrangement of the kinematic chain and a freedom of installation of elements engaged with the secondary shaft, auxiliary member and electrical machine in particular, or even an exhaust member for the gases resulting from the combustion, the axial extension picked up from the kinematic chain is obtained from the operation of the secondary shaft in transmission shaft with power transfer from the rear axial zone to the axial front zone of the combustion engine, without inducing any substantial structural modifications of the motorization unit, particularly with regard to the organization of the components annexes useful for the operation of this group of engines and / or accessories useful for the operation of the vehicle and commonly used s by the motorisation group, such as the compressor of a ventilation, heating and / or air conditioning. The operation and implementation on the kinematic chain of a freewheel are facilitated, which further reduces the axial size of the kinematic chain. The arrangement of the secondary shaft, and possibly the balancer shaft, as a transfer-transfer shaft between the rear and front axial zones of the combustion engine, provides a freedom of organization of the different assemblies. of transmission assigned to the engagement of the components of the drive train with each other, which makes it possible to further limit its axial extension while avoiding a profound modification of the components and / or their drive which comprises the combustion engine and / or which are useful to its operation. The kinematic chain further comprises a balancing shaft which is engaged with the drive shaft and which extends between the rear axial zone and the front axial zone of the combustion engine. Such balancing shaft is of the type in particular equipped with weights or similar radial stabilizing members, and extends in particular parallel to the motor shaft. The balancing shaft is advantageously used to form a transfer-transfer shaft between the front axial zone and the rear axial zone of the combustion engine, this transfer of grip being in particular assigned to the driving of a auxiliary member useful for the operation of the combustion engine from the motor shaft, including a starter. More particularly, the auxiliary drive shaft and the balancer shaft are likely to be merged.
Selon une forme avantageuse de réalisation, l'arbre d'équilibrage est en prise avec l'arbre moteur par l'intermédiaire d'un quatrième ensemble de transmission, comprenant un organe d'entraînement secondaire équipant l'arbre moteur et au moins un quatrième organe de transmission qui est en prise indifféremment directe ou indirecte avec l'organe d'entraînement secondaire et avec l'arbre d'équilibrage. La prise de l'arbre d'équilibrage est susceptible d'être réalisée indifféremment en zone axiale arrière ou en zone axiale avant du moteur à combustion. According to an advantageous embodiment, the balancer shaft is engaged with the motor shaft via a fourth transmission assembly, comprising a secondary drive member equipping the motor shaft and at least a fourth transmission member which is engaged indifferently directly or indirectly with the secondary drive member and with the balancing shaft. The setting of the balancing shaft can be carried out indifferently in the rear axial zone or in the axial zone before the combustion engine.
Selon une forme de réalisation, l'organe d'entraînement primaire et l'organe d'entraînement secondaire sont avantageusement confondus en un même organe d'entraînement commun. L'organe annexe est en prise avec l'organe d'entraînement commun par l'intermédiaire de l'arbre d'équilibrage, indifféremment en zone axiale avant ou en zone axiale arrière et indifféremment à une extrémité de l'arbre d'équilibrage en prise avec l'organe d'entraînement commun, entre les extrémités de l'arbre d'équilibrage ou à l'extrémité libre de l'arbre d'équilibrage opposée à son extrémité en prise avec l'organe d'entraînement commun. La chaîne cinématique est éventuellement équipée de moyens d'amortissement axial entre l'arbre moteur et l'arbre d'entraînement. De tels moyens d'amortissement axial sont par exemple formé d'un organe élastiquement déformable, et sont notamment placés en interposition axiale entre l'arbre d'entraînement et l'arbre moteur, et plus particulièrement en interposition axiale entre le mécanisme d'embrayage secondaire notamment formé de la roue libre et l'arbre d'entraînement et/ou l'arbre moteur. De tels moyens d'amortissement axial participent de la filtration d'éventuels acyclismes et préservent le mécanisme d'embrayage secondaire de chocs axiaux qui sont susceptibles d'être induits par leur accostage. According to one embodiment, the primary drive member and the secondary drive member are advantageously combined into one and the same common drive member. The auxiliary member is engaged with the common drive member by means of the balancing shaft, either in the axial zone before or in the rear axial zone and indifferently at one end of the balancing shaft. taken with the common drive member, between the ends of the balance shaft or at the free end of the counterbalance shaft opposite its end engaged with the common drive member. The drive train is optionally equipped with axial damping means between the drive shaft and the drive shaft. Such axial damping means are for example formed of an elastically deformable member, and are in particular placed in axial interposition between the drive shaft and the drive shaft, and more particularly in axial interposition between the clutch mechanism. secondary formed in particular of the freewheel and the drive shaft and / or the motor shaft. Such axial damping means participate in the filtration of possible acyclisms and preserve the secondary clutch mechanism of axial shocks that are likely to be induced by their docking.
Selon une forme de réalisation, la chaîne cinématique comprend un dit premier ensemble de transmission de mise en prise de l'arbre secondaire avec l'arbre d'entraînement, et un dit troisième ensemble de transmission de mise en prise d'au moins un organe annexe, démarreur notamment, utile au fonctionnement du moteur à combustion avec l'arbre moteur. Le premier ensemble de transmission et le troisième ensemble de transmission sont avantageusement placés en zone axiale avant du moteur à combustion en juxtaposition et en interposition axiale entre l'ensemble moteur et le mécanisme d'embrayage principal. According to one embodiment, the kinematic chain comprises a said first transmission assembly of engagement of the secondary shaft with the drive shaft, and a third transmission assembly of engagement of at least one member. appendix, starter in particular, useful for the operation of the combustion engine with the motor shaft. The first transmission assembly and the third transmission assembly are advantageously placed in the axial front zone of the combustion engine in juxtaposition and in axial interposition between the motor assembly and the main clutch mechanism.
Au regard de l'implantation des différents ensemble de transmission, l'encombrement axial de la chaîne cinématique en est avantageusement réduit. Le premier ensemble de transmission et le troisième ensemble de transmission sont susceptibles d'être avantageusement regroupés dans un boîtier commun. Le deuxième ensemble de transmission et le quatrième ensemble de transmission sont susceptibles d'être regroupés dans un boîtier commun. Selon une variante spécifique, le troisième ensemble de transmission et le quatrième ensemble de transmission sont susceptibles d'être regroupés en un même ensemble de transmission commun, indifféremment placé en zone axiale avant ou en zone axiale arrière du moteur à combustion. Selon encore une variante spécifique, le premier ensemble de transmission et l'ensemble de transmission commun sont susceptibles d'être placés en juxtaposition axiale en zone axiale avant du moteur à combustion, en interposition axiale entre l'ensemble moteur et le mécanisme d'embrayage principal et en étant avantageusement regroupés dans un boîtier commun. La distribution du moteur à combustion est susceptible d'être implantée sur la chaîne cinématique conjointement avec le démarreur par l'intermédiaire du troisième ensemble de transmission. In view of the implementation of the different transmission assembly, the axial size of the kinematic chain is advantageously reduced. The first transmission assembly and the third transmission assembly may be advantageously grouped together in a common housing. The second transmission assembly and the fourth transmission assembly are capable of being grouped together in a common housing. According to a specific variant, the third transmission assembly and the fourth transmission assembly are capable of being grouped together in one and the same common transmission assembly, indifferently placed in the axial zone before or in the rear axial zone of the combustion engine. According to another specific variant, the first transmission assembly and the common transmission assembly are capable of being placed in axial juxtaposition in the axial zone before the engine combustion, axial interposition between the motor assembly and the main clutch mechanism and being advantageously grouped in a common housing. The distribution of the combustion engine is likely to be implanted on the drive train together with the starter via the third transmission assembly.
L'invention va être décrite en relation avec les fig.1 à fig.6 des planches annexées, qui illustrent schématiquement une chaîne cinématique d'un groupe de motorisation principale équipant un véhicule automobile à propulsion hybride, selon divers exemples respectifs de réalisation de la présente invention. The invention will be described in relation to FIGS. 1 to 6 of the attached plates, which schematically illustrate a kinematic chain of a main power unit equipping a hybrid propulsion vehicle according to various respective embodiments of the invention. present invention.
Sur les figures, un groupe de motorisation principale équipant un véhicule automobile est prévu pour entraîner des roues motrices 1 du véhicule au moyen d'une boîte de vitesses 2. Un arbre d'entrée 3 de la boîte de vitesses 2 est en prise avec un arbre d'entraînement 4 par l'intermédiaire d'un mécanisme d'embrayage principal 5, tel que du type à prise axiale sélective entre deux disques à friction adjacents par exemple, ou encore du type à embrayage humide ou tout autre mécanisme d'embrayage analogue. Le groupe de motorisation principale est organisé pour fournir au véhicule une propulsion suivant deux modes. Suivant un mode électrique de propulsion, le groupe de motorisation principale exploite l'énergie mécanique fournie à partir d'une machine électrique motrice 6. Suivant un mode hybride de propulsion, le groupe de motorisation principale exploite l'énergie mécanique fournie en combinaison à partir du moteur à combustion 7 et à partir de la machine électrique motrice 6. In the figures, a main power unit equipping a motor vehicle is provided for driving the driving wheels 1 of the vehicle by means of a gearbox 2. An input shaft 3 of the gearbox 2 is engaged with a drive shaft 4 via a main clutch mechanism 5, such as the type with selective axial engagement between two adjacent friction discs for example, or the wet clutch type or any other clutch mechanism similar. The main power unit is organized to provide the vehicle with two modes of propulsion. According to an electric propulsion mode, the main engine group uses the mechanical energy supplied from a driving electric machine 6. In a hybrid mode of propulsion, the main engine group uses the mechanical energy supplied in combination from of the combustion engine 7 and from the electric drive machine 6.
L'arbre d'entraînement 4 est en prise avec un arbre moteur 8 que comporte le moteur à combustion 7 par l'intermédiaire d'un mécanisme d'embrayage secondaire 9. L'arbre d'entraînement 4 est aussi en prise avec un rotor 10 de la machine électrique motrice 6, par l'intermédiaire d'un arbre secondaire 1 1 qui s'étend depuis la zone axiale arrière ZR vers la zone axiale avant ZA du moteur à combustion 7. Un premier ensemble de transmission 12 est dédié à la mise en prise de l'extrémité avant de l'arbre secondaire 1 1 avec l'arbre d'entraînement 4, par l'intermédiaire d'un jeu de premiers organes de transmission agencés en pignons ou analogues et susceptibles d'être regroupés dans un même boîtier de montage. L'arbre secondaire 1 1 est un arbre de transmission qui s'étend suivant l'orientation axiale générale de la chaîne de transmission, de préférence parallèlement à l'arbre moteur 8 et à l'arbre d'entraînement 4. Un tel arbre de transmission permet de transférer la prise de la machine électrique motrice 6 avec l'arbre d'entraînement 1 1 , depuis la zone axiale arrière ZR vers la zone axiale avant ZA du moteur à combustion 7, au plus proche de la boîte de transmission 2. La machine électrique motrice 6 est en prise avec l'arbre secondaire 1 1 par l'intermédiaire d'un deuxième ensemble de transmission 13, comprenant un jeu de deuxièmes organes d'entraînement agencés en pignons ou analogues qui sont susceptibles d'être regroupés dans un même boîtier de montage. The drive shaft 4 is engaged with a drive shaft 8 that the combustion engine 7 comprises via a secondary clutch mechanism 9. The drive shaft 4 is also engaged with a rotor 10 of the driving electric machine 6, via a secondary shaft 1 1 which extends from the rear axial zone ZR to the axial front zone ZA of the combustion engine 7. A first transmission unit 12 is dedicated to the engagement of the front end of the secondary shaft 1 1 with the drive shaft 4, via a set of first transmission members arranged in pinions or the like and capable of being grouped together in the same mounting box. The secondary shaft 1 1 is a transmission shaft which extends in the general axial orientation of the transmission chain, preferably parallel to the drive shaft 8 and the drive shaft 4. Such a shaft of transmission makes it possible to transfer the plug of the driving electric machine 6 with the drive shaft 1 1, from the rear axial zone ZR towards the axial front zone ZA of the combustion engine 7, as close as possible to the gearbox 2. The driving electric machine 6 is engaged with the secondary shaft 1 1 via a second transmission assembly 13, comprising a set of second drive members arranged in pinions or the like which are capable of being grouped in the same mounting box.
Le deuxième ensemble de transmission 13 est exploité pour procurer un entraînement d'un accessoire 14 du véhicule, et plus particulièrement d'un compresseur de conditionnement d'air que comprend une installation de ventilation, de chauffage et/ou de climatisation équipant le véhicule pour améliorer le confort de l'habitacle. L'accessoire 14 est placé en zone axiale arrière ZR du moteur à combustion 7 en étant en prise avec le rotor 10 de la machine électrique motrice 6 par l'intermédiaire du deuxième ensemble de transmission 13. The second transmission assembly 13 is used to provide a drive of an accessory 14 of the vehicle, and more particularly of an air conditioning compressor that includes a ventilation, heating and / or air conditioning equipment equipping the vehicle for improve the comfort of the cabin. The accessory 14 is placed in the rear axial zone ZR of the combustion engine 7 while being in engagement with the rotor 10 of the driving electric machine 6 via the second transmission assembly 13.
L'arbre moteur 8 est équipé d'au moins un organe d'entraînement par l'intermédiaire duquel sont réalisées des mises en prise avec l'arbre moteur 8 de divers organes que comprend la chaîne cinématique. Un organe d'entraînement primaire 15 est affecté à la mise en prise entre le moteur à combustion 7 et au moins un organe annexe 16 utile à son fonctionnement, tel qu'un démarreur ou une distribution. Un troisième ensemble de transmission 17 est dédié à la mise en prise de l'arbre moteur 8 avec l'organe annexe 16, et comprend un jeu de troisièmes organes de transmission agencés en pignons ou analogues qui sont susceptibles d'être regroupés dans un même boîtier de montage. Accessoirement tel que représenté sur les fig.2 à fig.6, un arbre d'équilibrage 18 du type à masselottes 19, est placé en prise avec l'arbre moteur 8 par l'intermédiaire d'un organe d'entraînement secondaire 20 équipant l'arbre moteur 8. Un quatrième ensemble de transmission 21 est dédié à la mise en prise de l'arbre moteur 8 avec l'arbre d'équilibrage 1 1 par l'intermédiaire de l'une de ses extrémités, soit de son extrémité avant soit de son extrémité arrière selon les différentes variantes illustrées. Le quatrième ensemble de transmission 21 comprend un jeu de quatrièmes organes de transmission qui sont agencés en pignons ou analogues et qui sont susceptibles d'être regroupés dans un même boîtier de montage. The drive shaft 8 is equipped with at least one drive member through which are engaged with the drive shaft 8 of various members that comprises the driveline. A primary driving member 15 is assigned to the engagement between the combustion engine 7 and at least one auxiliary member 16 useful for its operation, such as a starter or a distribution. A third transmission assembly 17 is dedicated to the engagement of the drive shaft 8 with the auxiliary member 16, and comprises a set of third transmission members arranged in pinions or the like which are capable of being grouped together in one and the same mounting box. Incidentally as shown in Fig.2 to Fig.6, a balance shaft 18 of the feeder type 19, is engaged with the motor shaft 8 via a secondary drive member 20 fitted to the drive shaft 8. A fourth transmission unit 21 is dedicated to the engagement of the drive shaft 8 with the balancer shaft 1 1 via one of its ends, either its front end or its rear end according to the different variants illustrated. The fourth transmission assembly 21 comprises a set of fourth transmission members which are arranged in pinions or the like and which may be grouped together in the same mounting box.
Sur les fig.1 à fig.5, le mécanisme d'embrayage secondaire 9 est du type à roue libre radialement interposée entre l'arbre moteur 8 et l'arbre d'entraînement 4, limitant l'extension axiale de la chaîne cinématique. Sur la fig.6 et selon une variante non préférée de réalisation, le mécanisme d'embrayage secondaire 9 est par exemple du type à friction mettant en œuvre un couple de disques 24,25 en appui sélectif axial, ou encore est un mécanisme d'embrayage humide ou tout autre mécanisme analogue apte à procurer un embrayage entre l'arbre moteur 8 et l'arbre d'entraînement 4. In fig.1 to fig.5, the secondary clutch mechanism 9 is of the freewheel type radially interposed between the drive shaft 8 and the drive shaft 4, limiting the axial extension of the drive train. In FIG. 6 and according to a non-preferred embodiment variant, the secondary clutch mechanism 9 is for example of the friction type implementing a pair of discs 24, 25 in axial selective bearing, or is a mechanism for wet clutch or any other similar mechanism capable of providing a clutch between the drive shaft 8 and the drive shaft 4.
La fig.1 représente une variante de réalisation d'une chaîne cinématique de la présente invention, qui diffère principalement des autres variantes de réalisation illustrées sur les fig.2 à fig.6 en ce qu'elle ne comporte pas d'arbre d'équilibrage 18. Sur la fig.1 la chaîne cinématique comprend depuis la zone axiale arrière ZR vers la zone axiale avant ZA : FIG. 1 represents an alternative embodiment of a kinematic chain of the present invention, which differs mainly from the other embodiments illustrated in FIG. 2 to FIG. 6 in that it does not include a shaft of FIG. balancing 18. In Fig.1 the kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
*) en zone axiale arrière ZR, le deuxième ensemble de transmission 13 comprenant le jeu de deuxièmes organes de transmission et l'extrémité arrière de l'arbre secondaire 1 1 . * ) in the rear axial zone ZR, the second transmission unit 13 comprising the set of second transmission members and the rear end of the secondary shaft 1 January.
*) en zone axiale avant ZA, le troisième ensemble de transmission 17 et le premier ensemble de transmission 12 qui sont successivement disposés en juxtaposition axiale, en étant avantageusement regroupés dans un boîtier commun porté par le bloc moteur. Le premier ensemble de transmission 12 comprend plus particulièrement le jeu de premiers organes de transmission et l'extrémité avant de l'arbre secondaire 1 1 . La limite L d'extension axiale du bloc moteur en zone axiale avant ZA est placée après le groupe de transmission comprenant le troisième ensemble de transmission 17 et le premier ensemble de transmission 12 successivement axialement juxtaposés, et après le mécanisme d'embrayage secondaire 9 formé de la roue libre radialement interposée entre l'arbre moteur 8 et l'arbre d'entraînement 4. Le mécanisme d'embrayage secondaire 9 est suivi du mécanisme d'embrayage principal 5 et de la boîte de vitesses 2. * ) in the axial zone before ZA, the third transmission assembly 17 and the first transmission assembly 12 which are successively arranged in axial juxtaposition, advantageously being grouped in a common housing carried by the engine block. The first transmission unit 12 more particularly comprises the set of first transmission members and the front end of the secondary shaft 1 January. The axial extension limit L of the engine block in the axial zone before ZA is placed after the transmission unit comprising the third transmission assembly 17 and the first transmission assembly 12 successively axially juxtaposed, and after the secondary clutch mechanism 9 formed of the freewheel radially interposed between the drive shaft 8 and the drive shaft 4. The secondary clutch mechanism 9 is followed by the main clutch mechanism 5 and the gearbox 2.
Sur la fig.2, l'arbre d'équilibrage 18 est en prise sur l'organe d'entraînement secondaire 20 que comporte l'arbre moteur 8 en zone axiale arrière AR. L'extrémité arrière de l'arbre d'équilibrage est équipée d'un organe de transmission que comprend le quatrième ensemble de transmission 21 et qui est en prise sur l'organe d'entraînement secondaire 20. La chaîne cinématique comprend depuis la zone axiale arrière ZR vers la zone axiale avant ZA : In Fig.2, the balancer shaft 18 is engaged on the secondary drive member 20 that includes the drive shaft 8 in the rear axial zone AR. The rear end of the balance shaft is equipped with a transmission member that includes the fourth transmission assembly 21 and which is engaged on the secondary drive member 20. The kinematic chain comprises from the axial zone rear ZR to the axial zone before ZA:
*) en zone axiale arrière ZR, le deuxième ensemble de transmission 13 qui comprend le jeu de deuxièmes organes de transmission et l'extrémité arrière de l'arbre secondaire 1 1 , et le quatrième ensemble de transmission 21 qui est en prise sur l'organe d'entraînement secondaire 20. *) in the rear axial zone ZR, the second transmission assembly 13 which comprises the set of second transmission members and the rear end of the secondary shaft January 1, and the fourth transmission assembly 21 which is engaged on the secondary drive member 20.
*) en zone axiale avant ZA : Le troisième ensemble de transmission 17 et le premier ensemble de transmission 12 qui sont disposés en juxtaposition axiale, en étant avantageusement regroupés dans un boîtier commun porté par le bloc moteur. Le premier ensemble de transmission 12 comprend plus particulièrement le jeu de premiers organes de transmission et l'extrémité avant de l'arbre secondaire 1 1 . La limite L d'extension axiale du bloc moteur en zone axiale avant ZA est placée après le groupe de transmission comprenant le troisième ensemble de transmission 17 et le premier ensemble de transmission 12 axialement juxtaposés, et après le mécanisme d'embrayage secondaire 9 formé de la roue libre radialement interposée entre l'arbre moteur 8 et l'arbre d'entraînement 4. Le mécanisme d'embrayage secondaire 9 est suivi du mécanisme d'embrayage principal 5 et de la boîte de vitesses 2. * ) in the axial zone before ZA: The third transmission assembly 17 and the first transmission assembly 12 which are arranged in axial juxtaposition, advantageously being grouped in a common housing carried by the engine block. The first transmission unit 12 more particularly comprises the set of first transmission members and the front end of the secondary shaft 1 January. The axial extension limit L of the engine block in front axial zone ZA is placed after the transmission unit comprising the third transmission assembly 17 and the first transmission assembly 12 axially juxtaposed, and after the secondary clutch mechanism 9 formed of the freewheel radially interposed between the drive shaft 8 and the drive shaft 4. The secondary clutch mechanism 9 is followed by the main clutch mechanism 5 and the gearbox 2.
Sur la fig.3, l'organe d'entraînement primaire 15 et l'organe d'entraînement secondaire 20 sont confondus en un organe d'entraînement commun 15,20 de mise en prise de l'organe annexe 16 et de l'arbre d'équilibrage 18 avec l'arbre moteur 8 en zone axiale avant ZA du moteur à combustion 7. L'extrémité avant de l'arbre d'équilibrage 18 est munie d'un organe de transmission qui est interposé entre l'organe d'entraînement commun 15,20 et un organe de transmission que comprend le troisième ensemble de transmission 1 et qui équipe l'organe annexe 16. Le troisième ensemble de transmission 17 et le quatrième ensemble de transmission 21 sont confondus en un même ensemble de transmission commun 17,21 . La chaîne cinématique comprend depuis la zone axiale arrière ZR vers la zone axiale avant ZA : In FIG. 3, the primary drive member 15 and the secondary drive member 20 are combined into a common drive member 15,20. engaging the auxiliary member 16 and the balancer shaft 18 with the drive shaft 8 in the forward axial zone ZA of the combustion engine 7. The front end of the balancer shaft 18 is provided with a transmission member which is interposed between the common drive member 15,20 and a transmission member which comprises the third transmission unit 1 and which equips the auxiliary member 16. The third transmission unit 17 and the fourth transmission unit 21 are combined into a common transmission set 17,21. The kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
*) en zone axiale arrière ZR, le deuxième ensemble de transmission 13 comprenant le jeu de deuxièmes organes de transmission et l'extrémité arrière de l'arbre secondaire 1 1 . *) in the rear axial zone ZR, the second transmission unit 13 comprising the set of second transmission members and the rear end of the secondary shaft 1 January.
*) en zone axiale avant ZA, l'ensemble de transmission commun 17,21 placé en juxtaposition axiale avec le premier ensemble de transmission 12, en étant avantageusement regroupés dans un boîtier commun porté par le bloc moteur. Le premier ensemble de transmission 12 comprend plus particulièrement le jeu de premiers organes de transmission et l'extrémité avant de l'arbre secondaire 1 1 , et est suivi par le mécanisme d'embrayage secondaire 9 formé de la roue libre radialement interposée entre l'arbre moteur 8 et l'arbre d'entraînement 4. Tel que sur les variantes de réalisation représentée sur les fig.1 et fig.2, la limite L d'extension axiale du bloc moteur en zone axiale avant ZA est axialement placée après le mécanisme d'embrayage secondaire 9 formé de la roue libre et avant le mécanisme d'embrayage principal 5 suivi de la boîte de vitesses 2. Sur les fig.4 et fig.5, l'organe d'entraînement primaire 15 et l'organe d'entraînement secondaire 20 sont confondus en un organe d'entraînement commun 15,20 de mise en prise de l'organe annexe 16 et de l'arbre d'équilibrage 18 avec l'arbre moteur 8. L'arbre d'équilibrage 18 est en prise avec l'arbre moteur 8 en zone axiale arrière ZR du moteur à combustion 7, par l'intermédiaire de l'organe d'entraînement secondaire 20 qui est en prise avec un quatrième organe de transmission que comprend le quatrième ensemble de transmission 21 et qui est porté à l'extrémité arrière de l'arbre d'équilibrage 18. L'organe annexe 16 est en prise avec l'arbre moteur 8 par l'intermédiaire du troisième ensemble de transmission 17, qui comprend un troisième organe de transmission porté par l'extrémité avant de l'arbre d'équilibrage 18. L'arbre d'équilibrage 18 constitue un arbre de transmission annexe à transfert de prise de l'organe annexe 16 avec l'arbre moteur 8, depuis la zone axiale arrière ZR vers la zone axiale avant ZA de la chaîne de transmission. La chaîne cinématique comprend depuis la zone axiale arrière ZR vers la zone axiale avant ZA : * ) in the axial zone before ZA, the common transmission assembly 17,21 placed in axial juxtaposition with the first transmission assembly 12, advantageously being grouped together in a common housing carried by the engine block. The first transmission unit 12 more particularly comprises the set of first transmission members and the front end of the secondary shaft January 1, and is followed by the secondary clutch mechanism 9 formed of the free wheel radially interposed between the motor shaft 8 and the drive shaft 4. As with the alternative embodiments shown in FIGS. 1 and 2, the axial extension limit L of the engine block in the axial zone before ZA is axially placed after the secondary clutch mechanism 9 formed of the freewheel and before the main clutch mechanism 5 followed by the gearbox 2. In Fig.4 and fig.5, the primary drive member 15 and the body secondary drive 20 are combined into a common drive member 15,20 for engaging the auxiliary member 16 and the balance shaft 18 with the drive shaft 8. The balancing shaft 18 is engaged with the motor shaft 8 in the rear axial zone ZR of the motor combustion 7, through the secondary drive member 20 which is engaged with a fourth transmission member that includes the fourth transmission assembly 21 and which is carried to the rear end of the balancer shaft 18. The subsidiary body 16 is in engagement with the drive shaft 8 via the third transmission assembly 17, which comprises a third transmission member carried by the front end of the balancer shaft 18. The balancer shaft 18 constitutes a an adjoining transfer shaft of the adjoining member 16 with the drive shaft 8, from the rear axial zone ZR to the forward axial zone ZA of the transmission chain. The kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
*) en zone axiale arrière ZR, le deuxième ensemble de transmission 13 qui comprend le jeu de deuxièmes organes de transmission et l'extrémité arrière de l'arbre secondaire 1 1 et le quatrième ensemble de transmission 21 qui est en prise sur l'organe d'entraînement secondaire 20. * ) in the rear axial zone ZR, the second transmission assembly 13 which comprises the set of second transmission members and the rear end of the secondary shaft January 1 and the fourth transmission assembly 21 which is engaged on the organ secondary training 20.
*) en zone axiale avant ZA, le troisième ensemble de transmission 17 qui comprend l'extrémité avant de l'arbre d'équilibrage 18, puis le premier ensemble de transmission 12 qui comprend le jeu de premiers organes de transmission et l'extrémité avant de l'arbre secondaire 1 1 . Le troisième ensemble de transmission 17 et le premier ensemble de transmission 12 sont susceptibles d'être regroupés en juxtaposition axiale dans un boîtier commun, et sont axialement suivis par le mécanisme d'embrayage secondaire 9 formé de la roue libre radialement interposée entre l'arbre moteur 8 et l'arbre d'entraînement 4. Tel que sur les variantes de réalisation représentée sur les fig.1 à fig.3, la limite L d'extension axiale du bloc moteur en zone axiale avant ZA est axialement placée après le mécanisme d'embrayage secondaire 9 formé de la roue libre et avant le mécanisme d'embrayage principal 5 suivi de la boîte de vitesses 2. Sur la fig.5, la chaîne cinématique est équipée de moyens d'amortissement axial 22 qui sont placés en interposition axiale entre le mécanisme d'embrayage secondaire 9 formé par la roue libre 23, et l'arbre moteur 8 et/ou l'arbre d'entraînement. Ces moyens d'amortissement axial 22 sont par exemple constitués de moyens élastiques interposés entre les prises d'appui axiales que prennent respectivement l'arbre moteur 8 et/ou l'arbre d'entraînement 4 contre la roue libre 23. Sur la fig.6, le mécanisme d'embrayage secondaire 9 est formé d'un mécanisme à prise d'appui axial entre deux disques 24 et 25 qui sont respectivement affectés à l'arbre moteur 8 et à l'arbre d'entraînement 4. Le mécanisme d'embrayage secondaire 9 est placé en interposition axiale entre le troisième ensemble de transmission 17 et le premier ensemble de transmission 12. L'arbre d'équilibrage 18 est en prise avec l'arbre moteur 8 en zone axiale avant ZA du moteur à combustion 7 par l'intermédiaire de l'organe d'entraînement secondaire 20 et du quatrième ensemble de transmission 21 qui comprend un quatrième organe de transmission porté à l'extrémité avant de l'arbre d'équilibrage 18. L'organe annexe 16 est en prise avec l'arbre moteur 8 par l'intermédiaire de l'organe d'entraînement primaire 15 que comprend le troisième ensemble de transmission 17 et qui est placé en juxtaposition axiale avec le quatrième ensemble de transmission 21 en étant avantageusement logés dans un boîtier commun. La chaîne cinématique comprend depuis la zone axiale arrière ZR vers la zone axiale avant ZA : * ) in the axial zone before ZA, the third transmission assembly 17 which comprises the front end of the balancer shaft 18, then the first transmission assembly 12 which comprises the set of first transmission members and the front end of the secondary shaft 1 1. The third transmission assembly 17 and the first transmission assembly 12 are capable of being grouped in axial juxtaposition in a common housing, and are axially followed by the secondary clutch mechanism 9 formed of the freewheel radially interposed between the shaft motor 8 and the drive shaft 4. As with the alternative embodiments shown in FIGS. 1 to 3, the axial extension limit L of the engine block in the axial zone before ZA is axially placed after the mechanism secondary clutch 9 formed of the freewheel and before the main clutch mechanism 5 followed by the gearbox 2. In fig.5, the kinematic chain is equipped with axial damping means 22 which are placed in interposition axial between the secondary clutch mechanism 9 formed by the freewheel 23, and the drive shaft 8 and / or the drive shaft. These axial damping means 22 consist, for example, of resilient means interposed between the axial bearing sockets respectively taken by the drive shaft 8 and / or the drive shaft 4 against the freewheel 23. In FIG. 6, the secondary clutch mechanism 9 is formed of a mechanism with axial bearing between two discs 24 and 25 which are respectively assigned to the drive shaft 8 and to the drive shaft 4 The secondary clutch mechanism 9 is placed in axial interposition between the third transmission assembly 17 and the first transmission assembly 12. The balancing shaft 18 is engaged with the drive shaft 8 in the axial zone before ZA of the combustion engine 7 through the secondary drive member 20 and the fourth transmission assembly 21 which comprises a fourth transmission member carried at the front end of the balancer shaft 18. The auxiliary member 16 is engaged with the drive shaft 8 via the primary drive member 15 that includes the third transmission assembly 17 and which is placed in axial juxtaposition with the fourth transmission assembly 21 being advantageously log in a common box. The kinematic chain comprises from the rear axial zone ZR to the axial zone before ZA:
*) en zone axiale arrière ZR, le deuxième ensemble de transmission 13 comprenant le jeu de deuxièmes organes de transmission et l'extrémité arrière de l'arbre secondaire 1 1 . * ) in the rear axial zone ZR, the second transmission unit 13 comprising the set of second transmission members and the rear end of the secondary shaft 1 January.
*) en zone axiale avant ZA, le quatrième ensemble de transmission 21 en prise avec l'arbre moteur 8 par l'intermédiaire de l'organe d'entraînement secondaire 20, axialement suivi par le troisième ensemble de transmission 17 en prise avec l'arbre moteur 8 par l'intermédiaire de l'organe d'entraînement primaire 15. La juxtaposition axiale successivement du quatrième ensemble de transmission 21 et du troisième ensemble de transmission 17 est favorable à leur montage à l'intérieur d'un boîtier commun porté par le bloc moteur du moteur à combustion 7. Le quatrième ensemble de transmission 21 et le troisième ensemble de transmission 17 sont axialement suivis par le mécanisme d'embrayage secondaire 9 puis par le premier ensemble de transmission 12 comprenant un premier organe de transmission porté par l'extrémité avant de l'arbre secondaire 1 1 . La limite L d'extension axiale du bloc moteur en zone axiale avant ZA est axialement interposée après le mécanisme d'embrayage secondaire 9 à friction et avant le mécanisme d'embrayage principal 5 suivi de la boîte de vitesses 2. * ) in the axial zone before ZA, the fourth transmission assembly 21 in engagement with the drive shaft 8 via the secondary drive member 20, axially followed by the third transmission assembly 17 in engagement with the motor shaft 8 via the primary drive member 15. The successive axial juxtaposition of the fourth transmission assembly 21 and the third transmission assembly 17 is favorable for their mounting inside a common housing carried by the engine block of the combustion engine 7. The fourth transmission assembly 21 and the third transmission assembly 17 are axially followed by the secondary clutch mechanism 9 and then by the first transmission assembly 12 comprising a first transmission member carried by the front end of the secondary shaft 1 1. The axial extension limit L of the engine block in the axial zone before ZA is axially interposed after the secondary friction clutch mechanism 9 and before the main clutch mechanism 5 followed by the gearbox 2.

Claims

Revendications  claims
Architecture d'une chaîne cinématique d'un groupe de motorisation principale équipant un véhicule automobile à propulsion hybride, cette chaîne cinématique comportant : Architecture of a kinematic chain of a main power unit equipping a hybrid propulsion vehicle, this kinematic chain comprising:
*) un ensemble moteur comprenant un moteur à combustion (7) et une machine électrique motrice (6) qui sont en prise en zone axiale avant (ZA) du groupe de motorisation principale avec un arbre d'entrée (3) d'une boîte de vitesses (2), par l'intermédiaire d'un mécanisme d'embrayage principal (5) qui est interposé entre l'arbre d'entrée (3) et un arbre d'entraînement (4) avec lequel sont en prise le moteur à combustion (7) et la machine électrique motrice (6), * ) an engine assembly comprising a combustion engine (7) and an electric driving machine (6) which are engaged in the forward axial zone (ZA) of the main power unit with an input shaft (3) of a box gearbox (2), via a main clutch mechanism (5) which is interposed between the input shaft (3) and a drive shaft (4) with which the motor is engaged combustion engine (7) and the electric drive machine (6),
*) un mécanisme d'embrayage secondaire (9) interposé entre un arbre moteur (8) en prise avec un vilebrequin du moteur à combustion (7) et un arbre secondaire (1 1 ) en prise avec un rotor (10) de la machine électrique motrice (6), procurant une propulsion du véhicule sélectivement soit en mode électrique soit en mode hybride, * ) a secondary clutch mechanism (9) interposed between a motor shaft (8) engaged with a crankshaft of the combustion engine (7) and a secondary shaft (1 1) engaged with a rotor (10) of the machine electric motor (6), providing a propulsion of the vehicle selectively either in electric mode or in hybrid mode,
caractérisée en ce que l'arbre secondaire (1 1 ) est formé d'un arbre de transmission à transfert de prise motrice axialement depuis la zone axiale arrière (ZR) du moteur à combustion (7) vers la zone axiale avant (ZA) du moteur combustion (7), en étant en prise à ses extrémités respectives arrière avec le rotor (10) de la machine électrique motrice (6) et avant avec l'arbre d'entraînement (4). characterized in that the secondary shaft (1 1) is formed of a drive-driven transfer shaft axially from the rear axial zone (ZR) of the combustion engine (7) to the front axial zone (ZA) of the combustion engine (7), being engaged at its respective rear ends with the rotor (10) of the electric drive machine (6) and before with the drive shaft (4).
Architecture d'une chaîne cinématique selon la revendication 1 , caractérisée en ce que le mécanisme d'embrayage secondaire (9) est du type à roue libre (23) radialement interposée entre l'arbre d'entraînement (4) et l'arbre moteur (8). Drive train architecture according to Claim 1, characterized in that the secondary clutch mechanism (9) is of the freewheel type (23) radially interposed between the drive shaft (4) and the drive shaft. (8).
Architecture d'une chaîne cinématique selon l'une quelconque des revendications 1 et 2, caractérisée en ce qu'au moins un accessoire (14) utile au fonctionnement du véhicule est en prise avec la machine électrique motrice (6). Architecture of a driveline according to any one of claims 1 and 2, characterized in that at least one accessory (14) useful to the operation of the vehicle is engaged with the driving electric machine (6).
Architecture d'une chaîne cinématique selon l'une quelconque des revendications 1 à 3, caractérisée en ce que l'arbre moteur (8) étant équipé d'un organe d'entraînement primaire (15) d'entraînement d'au moins un organe annexe (16) utile au fonctionnement du moteur à combustion (7), l'organe d'entraînement primaire (15) est indifféremment placé en zone axiale avant (ZA) ou en zone axiale arrière (ZR) du moteur à combustion (7). Architecture of a kinematic chain according to any one of claims 1 to 3, characterized in that the drive shaft (8) is equipped with a primary drive member (15) for driving at least one member annex (16) useful for the operation of the combustion engine (7), the primary drive member (15) is indifferently placed in the front axial zone (ZA) or in the rear axial zone (ZR) of the combustion engine (7) .
Architecture d'une chaîne cinématique selon la revendication 4, caractérisée en ce qu'un arbre de transmission annexe à transfert de prise depuis la zone axiale arrière (ZR) vers la zone axiale avant (ZA), est interposé entre l'organe annexe (16) et l'organe d'entraînement primaire (15). Architecture of a driveline according to claim 4, characterized in that an auxiliary transfer shaft with transfer of engagement from the rear axial zone (ZR) to the forward axial zone (ZA) is interposed between the auxiliary member ( 16) and the primary drive member (15).
Architecture d'une chaîne cinématique selon l'une quelconque des revendications 1 à 5, caractérisée en ce qu'elle comprend un arbre d'équilibrage (1 1 ) qui est en prise avec l'arbre moteur (8) et qui s'étend entre la zone axiale arrière (ZR) et la zone axiale avant (ZA) du moteur à combustion (7). Architecture of a driveline according to any one of claims 1 to 5, characterized in that it comprises a balancing shaft (1 1) which is engaged with the drive shaft (8) and which extends between the rear axial zone (ZR) and the front axial zone (ZA) of the combustion engine (7).
Architecture d'une chaîne cinématique selon les revendications 5 et 6, caractérisée en ce que l'arbre de transmission annexe et l'arbre d'équilibrage (1 1 ) sont confondus. Architecture of a drive train according to claims 5 and 6, characterized in that the auxiliary drive shaft and the balancer shaft (1 1) coincide.
Architecture d'une chaîne cinématique selon l'une quelconque des revendications 1 à 7, caractérisée en ce qu'elle est équipée de moyens d'amortissement axial (22) entre l'arbre moteur (8) et l'arbre d'entraînement (4). Architecture of a drive train according to any one of claims 1 to 7, characterized in that it is equipped with axial damping means (22) between the drive shaft (8) and the drive shaft ( 4).
Architecture d'une chaîne cinématique selon la revendication 8, caractérisée en ce que les moyens d'amortissement axial (22) sont formés d'un organe élastiquement déformable qui est placés en interposition axiale entre le mécanisme d'embrayage secondaire (9) et l'arbre moteur (8) et/ou l'arbre d'entraînement (4). 10.- Architecture d'une chaîne cinématique selon l'une quelconque des revendications précédentes, caractérisée en ce qu'elle comprend un premier ensemble de transmission (13) de mise en prise de l'arbre secondaire (1 1 ) avec l'arbre d'entraînement (4) et un troisième ensemble de transmission (17) de mise en prise d'au moins un organe annexe (16) utile au fonctionnement du moteur à combustion (7) avec l'arbre moteur (8), qui sont placés en zone axiale avant (ZA) du moteur à combustion (7) en juxtaposition et en interposition axiale entre l'ensemble moteur (6,8) et le mécanisme d'embrayage principal (5). Architecture of a kinematic chain according to claim 8, characterized in that the axial damping means (22) are formed of an element elastically deformable which is placed in axial interposition between the secondary clutch mechanism (9) and the drive shaft (8) and / or the drive shaft (4). 10. Architecture of a driveline according to any one of the preceding claims, characterized in that it comprises a first transmission assembly (13) for engaging the secondary shaft (1 1) with the shaft. a drive unit (4) and a third transmission assembly (17) for engaging at least one auxiliary member (16) for operation of the combustion engine (7) with the drive shaft (8), which are placed in the forward axial zone (ZA) of the combustion engine (7) in juxtaposition and axial interposition between the motor assembly (6,8) and the main clutch mechanism (5).
PCT/FR2012/050619 2011-04-05 2012-03-26 Driveline architecture of a main power train for a hybrid-propulsion vehicle enabling the transfer of drive force between front and rear areas of the driveline WO2012168593A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1152953 2011-04-05
FR1152953A FR2973741A1 (en) 2011-04-05 2011-04-05 ARCHITECTURE OF A CINEMATIC CHAIN OF A MAIN MOTORIZATION UNIT FOR A HYBRID PROPULSION VEHICLE WITH A MOTOR DRIVE TRANSFER BETWEEN REAR AND FRONT ZONES OF THE CINEMARY CHAIN

Publications (1)

Publication Number Publication Date
WO2012168593A1 true WO2012168593A1 (en) 2012-12-13

Family

ID=44509740

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FR2012/050619 WO2012168593A1 (en) 2011-04-05 2012-03-26 Driveline architecture of a main power train for a hybrid-propulsion vehicle enabling the transfer of drive force between front and rear areas of the driveline

Country Status (2)

Country Link
FR (1) FR2973741A1 (en)
WO (1) WO2012168593A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN205605685U (en) * 2015-11-20 2016-09-28 卡特彼勒（青州）有限公司 Freewheel clutch and have this freewheel clutch's machine
FR3085181B1 (en) * 2018-08-27 2021-06-04 Renault Sas THERMAL ENGINE WHOSE CRANKSHAFT INCLUDES TWO DRIVE WHEELS

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1321646A1 (en) * 2001-12-21 2003-06-25 Ford Global Technologies, Inc. Internal combustion engine
FR2833894A1 (en) * 2001-12-20 2003-06-27 Visteon Global Tech Inc AUXILIARY DRIVE FOR A VEHICLE COMPRISING A HYBRID DRIVE SYSTEM
US20040103870A1 (en) * 2001-03-20 2004-06-03 Lawrence Howard J. Drive for one or more engine accessories
US20040250788A1 (en) * 2001-07-05 2004-12-16 Carden Philip James Reciprocating piston engines
EP2284418A2 (en) * 2009-08-12 2011-02-16 A. T. Süd GmbH Drive for an internal combustion engine
EP2298586A1 (en) * 2009-09-09 2011-03-23 FERRARI S.p.A. Hybrid Vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040103870A1 (en) * 2001-03-20 2004-06-03 Lawrence Howard J. Drive for one or more engine accessories
US20040250788A1 (en) * 2001-07-05 2004-12-16 Carden Philip James Reciprocating piston engines
FR2833894A1 (en) * 2001-12-20 2003-06-27 Visteon Global Tech Inc AUXILIARY DRIVE FOR A VEHICLE COMPRISING A HYBRID DRIVE SYSTEM
EP1321646A1 (en) * 2001-12-21 2003-06-25 Ford Global Technologies, Inc. Internal combustion engine
EP2284418A2 (en) * 2009-08-12 2011-02-16 A. T. Süd GmbH Drive for an internal combustion engine
EP2298586A1 (en) * 2009-09-09 2011-03-23 FERRARI S.p.A. Hybrid Vehicle

Also Published As

Publication number Publication date
FR2973741A1 (en) 2012-10-12

Similar Documents

Publication Publication Date Title
EP2694309B1 (en) Hybrid transmission for a motor vehicle, and control method
EP1960223B1 (en) Hybrid drive train and hybrid vehicle equipped with same
CA2840543C (en) Gas turbine auxiliaries relay gearbox incorporating uncoupling means
EP2101052A1 (en) Gear wheel assembly for driving auxiliary units of a gas turbine
EP1753657A1 (en) Transmission mechanism between accessories and motoring members, driving a rotorcraft rotor, selectively, individually or jointly
EP2867122A1 (en) Method and configuration for an auxiliary power engine to deliver propulsive and/or non-propulsive energy in a helicopter architecture
WO2016092184A1 (en) Automatic transmission for hybrid vehicle and method for controlling a hybrid vehicle
EP3016813B1 (en) Propulsion unit for a hydraulic hybrid vehicle, comprising an electric machine
EP2678179B1 (en) Motor vehicle having three motors, i.e. an electric motor, a hydraulic motor, and a heat engine, and method for managing the energy stored onboard
FR3081127A1 (en) HYBRID TRANSMISSION WITH ELECTRIC MACHINE DEPORTEE
FR2881381A1 (en) Drive for motor vehicle, has electric machine installed between internal combustion engine and twin-clutch manual transmission and connected to combustion engine by utilizing additional clutch
WO2012168593A1 (en) Driveline architecture of a main power train for a hybrid-propulsion vehicle enabling the transfer of drive force between front and rear areas of the driveline
DE102015112263B4 (en) Powertrain for a land vehicle
FR2970209A1 (en) Drive train architecture for main motorization unit of hybrid motor vehicle, has transmission units arranged adjacent to each other for forming overall transmission assembly that is placed in axial interposition between engine and gearbox
FR2977196A1 (en) Drive train structure for main motorization unit of hybrid car, has starter comprising armature shaft whose drive pinion is mounted in end region of armature shaft via free wheel and permanently engaged with primary drive unit
WO2013117463A1 (en) Hybrid transmission for motor vehicle with air conditioning compressor drive
FR2931399A1 (en) ELECTRICAL TRACTION DEVICE FOR A HYBRID VEHICLE
WO2016024053A1 (en) Method and device for controlling the operating modes of a hybrid drive-train of a vehicle, depending on laws of evolution
WO2012098308A1 (en) Motorized propulsion system for vehicle
FR2977195A1 (en) Power train structure for combustion engine group of motor vehicle i.e. hybrid car, has intermediate transmission provided with input teeth engaged with drive pinion and output teeth constantly meshed with primary drive member
EP3297863A1 (en) Hybrid transmission having dual shaft coupling, and method for controlling gear changes
FR3099895A1 (en) Elastic motor and running gear for vehicle
FR2949028A1 (en) MOTOR ELECTRIC WHEEL ADAPTED TO A ROLLING VEHICLE DIMMER.
FR3137618A1 (en) TRACTION ARCHITECTURE FOR MOTOR VEHICLES WITH DOUBLE ROTATING ELECTRIC MACHINES
FR2926256A1 (en) Electric drive train for driving drive wheels of e.g. 4x4 hybrid motor vehicle, has centrifugal variator interposed between electric machine and differential, where differential distributes driving torque to wheels by transmission shafts

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: 12717376

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: 12717376

Country of ref document: EP

Kind code of ref document: A1