WO2017211752A1 - Axial transmission arrangement for a parallel hybrid device - Google Patents

Axial transmission arrangement for a parallel hybrid device Download PDF

Info

Publication number
WO2017211752A1
WO2017211752A1 PCT/EP2017/063588 EP2017063588W WO2017211752A1 WO 2017211752 A1 WO2017211752 A1 WO 2017211752A1 EP 2017063588 W EP2017063588 W EP 2017063588W WO 2017211752 A1 WO2017211752 A1 WO 2017211752A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary
power take
parallel hybrid
hybrid device
speed reducing
Prior art date
Application number
PCT/EP2017/063588
Other languages
French (fr)
Inventor
Matthias Wj Byltiauw
Original Assignee
Dana Belgium N.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dana Belgium N.V. filed Critical Dana Belgium N.V.
Publication of WO2017211752A1 publication Critical patent/WO2017211752A1/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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to hybrid vehicle drivelines and more specifically to a transmission arrangement for a parallel hybrid vehicle that stores energy in a flywheel.
  • Parallel hybrid vehicles employ two power sources that are blended to power the vehicle.
  • Energy stored within the vehicle may be used to power at least a portion of the vehicle or energy may be captured from a portion of the vehicle.
  • a first way to store the energy is in the form of electricity, such as by using a plurality of batteries or capacitors.
  • a second way to store the energy is in the form of mechanical energy, which can be performed by increasing a rotational speed of a flywheel.
  • a transmission When a flywheel is used to store energy for a vehicle, a transmission is commonly used to transfer the energy to and from the flywheel. A number of factors are considered when selected a transmission for to link a flywheel with a remaining portion of a driveline of the vehicle. Some of these considerations are cost, packaging space, a number of ratios provided, directional clutching, and efficiency. At ieast one slipping clutch is needed to synchronize a speed of the flywheel with a speed of the drivetrain. The slipping clutch may also be used to transfer power to and from the flywheel.
  • a flywheel mechanically to the drivetrain There are many ways of connecting a flywheel mechanically to the drivetrain.
  • a first way is to utilize a continuously variable transmission having a ratio spread capable of engaging both the flywheel and the remaining portion of the driveline.
  • a second way is to utilize a plurality of gears, each having a different drive ratio and which may be engaged using a slipping clutch, one of them is mentioned below. (t would be advantageous to develop a transmission arrangement for a parallel hybrid vehicle that stores energy in a flywheel that improves packaging options for the flywheel and transmission arrangement while also utilizing a drive ratio spread provided by a conventional transmission also used with the vehicle, which allows a drive ratio spread of the transmission arrangement to be smaller.
  • a parallel hybrid device is presently proposed, in particular for use in a vehicle such as an automotive vehicle, the parallel hybrid device comprising: a planetary power take-off engagement portion;
  • the ower take-off engagement portion, the planetary speed reducing portion and the flywheel may be arranged in a co-axial manner, so that the parallel hybrid device features a high degree of compactness.
  • the planetary power take-off engagement portion may include an epicyclic gear set comprising a carrier having a plurality of planet gears rotatably disposed thereon, a ring gear and a sun gear.
  • the planet gears disposed on the carrier of the planetary power take-off engagement portion are in driving engagement with or in mesh with the ring gear of the planetary power take-off engagement portion and with the sun gear of the planetary power take-off engagement portion.
  • the planetary power take-off engagement portion may comprise a first clutch.
  • the first clutch may be configured to selectively place the carrier of the planetary power take-off engagement portion and the ring gear of the planetary power take-off engagement portion in a locked condition.
  • the planetary power take-off engagement portion may further comprise a second clutch.
  • the second clutch may be configured to selectively fix the ring gear of the planetary power take-off engagement portion to a grounding member such as to a housing of the parallel hybrid device.
  • the first clutch and the second clutch may be configured such that each of the first clutch and the second clutch may selectively provide a different drive ratio between the sun gear of the planetary power take-off engagement portion and the carrier of the planetary power take-off engagement portion.
  • the planetary speed reducing portion may comprise a first planetary gear set interconnected with a second planetary gear set.
  • the first planetary gear set of the planetary speed reducing portion may be drivingly engaged with or fixedly connected to the flywheel.
  • the second planetary gear set of the planetary speed reducing portion may be drivingly engaged with or fixedly connected to the first planetary gear set of the planetary speed reducing portion and with the planetary power take-off engagement portion.
  • the first planetary gear set of the planetary speed reducing portion may be configured to reduce a rotational speed between the flywheel and the second planetary gear set of the planetary speed reducing portion. That is, the first planetary gear set of the planetary speed reducing portion may be configured to allow the flywheel to rotate faster than the second planetary gear set of the planetary speed reducing portion or than a portion thereof.
  • the second planetary gear set of the planetary speed reducing portion may be configured to reduce a rotational speed between the first planetary gear set of the planetary speed reducing portion and the planetary power take-off engagement portion. That is, the second planetary gear set of the planetary speed reducing portion may be configured to allow the first planetary gear set of the planetary speed reducing portion or a portion thereof to rotate faster than the planetary power take-off engagement portion or than a portion thereof.
  • the first planetary gear set of the planetary speed reducing portion may comprise a sun gear and a carrier, the carrier having a plurality of planet gears rotatably disposed thereon.
  • the second planetary gear set of the planetary speed reducing portion may comprise a sun gear and a carrier, the carrier having a plurality of planet gears rotatably disposed thereon.
  • the planetary speed reducing portion may further comprise a ring gear shared by both the first and the second planetary gear set of the planetary speed reducing portion.
  • the parallel hybrid device may further comprise a housing.
  • the flywheel, the planetary speed reducing portion and the planetary power takeoff engagement portion may each be rotatably disposed within the housing.
  • the shared ring gear of the planetary speed reducing portion may be a fixed ring gear coupled to the housing.
  • the sun gear of the first planetary gear set of the planetary speed reducing portion may be in driving engagement with or fixedly connected to the flywheel.
  • the carrier of the first planetary gear set of the planetary speed reducing portion may be in driving engagement with or fixedly connected to the sun gear of the second planetary gear set of the planetary speed reducing portion.
  • the carrier of the second planetary gear set of the planetary speed reducing portion may be in driving engagement with or fixedly connected to the sun gear of the planetary power take-off engagement portion.
  • a driveline is presently proposed, in particular a driveline for a vehicle.
  • the driveline comprises at least:
  • the transmission in driving engagement with the power source, the transmission including a primary output and a power take-off;
  • the planetary power take-off engagement portion of the parallel hybrid device is drivingly engaged with the transmission via the power takeoff of the transmission.
  • the power take-off of the transmission may be in driving engagement with or fixedly connected to the carrier of the planetary power take-off engagement portion.
  • the transmission may comprise a drive ratio selecting portion.
  • the power take-off of the transmission may be in driving engagement with the primary output of the transmission via the drive ratio selecting portion.
  • the driveline may further include a ground engaging portion in driving engagement with the primary output of the transmission.
  • the ground engaging portion may include at least one of a drive axle, a differential, a final drive or one or more wheels, for example.
  • FIG. 1 is a schematic illustration of a driveline including a transmission arrangement according to an embodiment of the present invention.
  • FIG. 1 illustrates a driveline 100.
  • the driveline 100 includes a power source 102 in driving engagement with a transmission 104.
  • the transmission 104 is in driving engagement with a parallel hybrid device 106.
  • a primary output 108 of the transmission 104 is in driving engagement with a ground engaging portion (not shown), such as a wheel and axle assembly, of a vehicle the driveline is incorporated in.
  • the parallel hybrid device 106 and the transmission 104 form a transmission arrangement for a parallel hybrid vehicle.
  • the parallel hybrid device 106 stores and releases energy to increase an efficiency of the driveline 100.
  • the power source 102 applies power to the transmission 104 of the driveline 100.
  • the power source 102 is, for example, an internal combustion engine; however, it is understood that the power source 102 may include an electric motor or another source of rotational output. It is understood that the power source 102 may be a hybrid power source including both an internal combustion engine and an electric motor. Further, it is understood that the power source 102 may include an output ratio adjusting device as known in the art. It is understood that the power source 102 may include a damping device as known in the art, for reducing vibrations in power transfer from the power source 102 to the transmission 104.
  • the power source may be in communication with a controller 110 to facilitate operation of the parallel hybrid device 106.
  • the transmission 104 is a drive ratio adjusting device in driving engagement with the power source 102 and the parallel hybrid device 106.
  • the transmission 104 includes typically includes a plurality of gears and clutches mounted on countershafts that are used to select a drive ratio for the driveline 100. Such a ratio may be selected by an operator of the vehicle including the driveline 100 or through the use of a controller (such as, but not limited to the controller 110).
  • the transmission includes the primary output 108 and a power take-off 112, As shown in FIG. 1, the power take-off 112 is configured to interface the parallel hybrid device 106 prior to power being applied to a drive ratio selecting portion 114 of the transmission 104; however, it is understood that other arrangements may be used.
  • the parallel hybrid device 106 permits energy to be captured from or supplied to the driveline 100 during typical operation of the vehicle or to supplement the power source 102 when operation of the vehicle requires a greater amount of power than the power source 102 is capable of supplying. Further, the parallel hybrid device 106 may facilitate a downsizing of the power source 102 because an amount of power required by the power source 102 may be reduced due to the parallel hybrid device 106. Further, it is understood that the parallel hybrid device 106 permits energy to be supplied to the driveline 100 in amounts the power source 102 may not be capable of supplying.
  • the parallel hybrid device 106 is a mechanical device that stores energy in a flywheel 116.
  • the parallel hybrid device 106 includes the flywheel 116, a planetary speed reducing portion 118, and a planetary power take-off engagement portion 120.
  • the components 116, 118, 120 of the parallel hybrid device 106 are rotatably disposed within a housing 122, and are arranged in a co-axial manner.
  • the flywheel 116 is a disc shaped or cylindrical shaped member.
  • the flywheel 116 is rotatably disposed on an axle within the housing 122.
  • the flywheel 116 is in driving engagement with the planetary speed reducing portion 118 through a flywheel output gear 124.
  • a reinforcement band (not shown), which may be formed from a composite material, is disposed on an outer edge of the flywheel 116; however, it is understood that the flywheel 116 may not include the reinforcement band.
  • the flywheel 116 includes the reinforcement band, it is understood that the reinforcement band may comprise a majority of a mass of the flywheel 116.
  • the flywheel 116 is formed by casting and machining a metal; however, it is understood that other processes and materials, such as forming the flywheel 116 from a composite, may be used.
  • the flywheel 116 is balanced to permit rotation in a high-speed rotational state.
  • the flywheel 116 is supported in the housing 122 by at least two bearings ⁇ not shown).
  • the bearings are disposed between the housing 122 and the axle of the flywheel 116, and rotatably support the flywheel 116 within the housing 122.
  • the bearings capable of supporting the flywheel 116 in the high-speed rotational state are conventional and well known in the art.
  • the bearings may be a contact bearing, such as a ceramic bearing or another bearing suitable for operation in a vacuum.
  • the bearings may also be non-contact bearings, such as a fluid bearing or a magnetic bearing.
  • the flywheel 116 is typically contained in a dedicated housing.
  • the planetary speed reducing portion 118 comprises a pair of interconnected planetary gear arrangements rotatably disposed in the housing 122.
  • the planetary speed reducing portion 118 includes a first planetary gear set 126 and a second planetary gear set 128.
  • the planetary speed reducing portion 118 is drivingly engaged with the flywheel 116 and the planetary power takeoff engagement portion 120 and adjusts a drive ratio therebetween using the first planetary gear set 126 and the second planetary gear set 128.
  • the first planetary gear set 126 is drivingly engaged with the flywheel 116 and the second planetary gear set 128.
  • the first planetary gear set 126 is an epicyclic gear arrangement comprising the flywheel output gear 124, a carrier 130 having a plurality of planet gears 132 rotatably disposed thereon, and a ring gear 134.
  • the first planetary gear set 126 reduces a drive ratio between the flywheel 116 and the second planetary gear set 128.
  • the flywheel output gear 124 is a sun gear and is drivingly engaged with each of the planet gears 132.
  • the carrier 130 is disposed adjacent the flywheel output gear 124 and has the plurality of planet gears 132 rotatably disposed thereon.
  • the planet gears 132 are in driving engagement with the flywheel output gear 124 and the ring gear 134.
  • the ring gear 134 is a fixed ring gear coupled to the housing 122 shared by both the first planetary gear set 126 and the second planetary gear set 128.
  • the second planetary gear set 128 is drivingly engaged with the first planetary gear set 126 and the planetary power take-off engagement portion 120.
  • the second planetary gear set 128 is an epicyclic gear arrangement comprising a sun gear 136, a carrier 138 having a plurality of planet gears 140 rotatably disposed thereon, and the ring gear 134.
  • the second planetary gear set 128 reduces a drive ratio between the first planetary gear set 126 and the planetary power take-off engagement portion 120.
  • the sun gear 136 is drivingly engaged with each of the planet gears 140 and the carrier 130 of the first planetary gear set 126.
  • the carrier 138 is disposed adjacent the sun gear 136 and has the plurality of planet gears 140 rotatably disposed thereon.
  • the planet gears 140 are in driving engagement with the sun gear 136 and the ring gear 134.
  • the ring gear 134 is a fixed ring gear coupled to the housing 122 shared by both the first planetary gear set 126 and the
  • the planetary power take-off engagement portion 120 is an epicyclic gear set and clutching assembly that facilitates driving engagement between the second planetary gear set 128 and the power take-off 112 at two different speeds.
  • the planetary power take-off engagement portion 120 comprises a sun gear 142, a carrier 144 having a plurality of planet gears 146 rotatably disposed thereon, a fixabie ring gear 148, a first clutch 150, and a second clutch 152.
  • the planetary power take-off engagement portion 120 provides a pair of drive ratios between the second planetary gear set 128 and the power take-off 112, depending on an engagement of the clutches 150, 152.
  • the sun gear 142 is drivingly engaged with each of the planet gears 146.
  • the carrier 144 is disposed adjacent the sun gear 142 and has the plurality of planet gears 146 rotatably disposed thereon.
  • the planet gears 146 are in driving engagement with the sun gear 142 and the fixabie ring gear 148.
  • the fixabie ring gear 148 is a ring gear which may be coupled to a grounding member 154 (such as the housing 122) or to the carrier 144, depending on an engagement of the clutches 150, 152.
  • the planetary power take-off engagement portion 120 to include an additional epicyclic arrangement and clutch (not shown) that may be actuated to reverse a direction of rotation. By being able to reverse direction, energy can be recuperated and released as well when the vehicle including the driveline 100 drives in a reverse direction, which may be common in certain applications.
  • the first clutch 150 forms a power path between the sun gear 142 and the power take-off 112 by placing the fixabie ring gear 148 and the carrier 144 of the planetary power take-off engagement portion 120 In a locked condition by engaging the first clutch 150.
  • the second clutch 152 forms a reduced drive ratio power path between sun gear 142 and the power take-off 112 by fixing the fixable ring gear 148, causing the carrier 144 (and thus the power take-off 112) to be driven at a reduced rate through the planet gears 146. Consequently, each of the clutches 150, 152 is configured to provide a different drive ratio between the sun gear 142 and the power take-off 112.
  • Each of the clutches 150, 152 are plate style clutches; however, it is understood that the clutches 150, 152 may be any other type of clutch that can be variably engaged.
  • the controller 110 is in communication with at least actuators (not shown) in communication with each of the clutches 150, 152. In response to a signal from the controller 110, one of the clutches 150, 152 is at least variably engaged to transfer energy to or from the transmission 104 through the power take-off 112. It is understood that the controller 110 may also be in communication with the transmission 104, the power source 102, or at least one sensor associated with the clutches 150, 152, the transmission 104, the power source 102, or the flywheel 116 to determine a manner of operation of the parallel hybrid device 106 via actuation of the clutches 150, 152.
  • the clutches 150, 152 are utilized to synchronize a rotational speed of the flywheel 116 with a rotational speed of a remaining portion of the drivetrain 100.
  • the drive ratios provided by the planetary power take-off engagement portion 120 are used to limit an amount of slip required by each of the clutches 150, 152, thereby increasing an efficiency of the parallel hybrid device 106.
  • the parallel hybrid device 106 may be used where vehicle packaging concerns require the parallel hybrid device 106 to extend in an axial manner, as provided by the coaxial arrangement of the flywheel 116, the planetary speed reducing portion 118, and the planetary power take-off engagement portion 120 to prevent interference with the transmission 104.
  • the controller 110 operates the parallel hybrid device 106 in at least an energy storage mode and an energy release mode.
  • the power take-off 112 When the parallel hybrid device 106 is operated in the energy storage mode, the power take-off 112 will rotate at a faster rate than the sun gear 142. Placing one of the clutches 150, 152 in a slipping state will transfer energy from the drivetrain 100 to the flywheel 116, causing the flywheel 116 to accelerate. When the parallel hybrid device 106 is operated in the energy release mode, the power take-off 112 will rotate at a slower rate than the sun gear 142. Placing one of the clutches 150, 152 in a slipping state will transfer energy from the flywheel 116 to the drivetrain 100, causing the drivetrain 100 to accelerate.
  • the controller 110 determines which clutch 150, 152 to select to minimize an amount of slip over the clutch 150, 152, and thereby increasing the efficiency of the driveline 100. As shown in FIG. 1, the power take-off 112 is engaged with the transmission 104 before the drive ratio selecting portion 114, which therefore makes use of the spread of the drive ratios used with the transmission 104.
  • the parallel hybrid device 106 may include an additional clutch which takes on the role of a slipping clutch for transferring energy to and from the flywheel 116 and the remaining portion of the drivetrain 100.
  • a clutch may be located on the power take-off 112. Where such a clutch is present, the clutches 150, 152, depending on a selected gear ratio, can be placed into a completely closed position.
  • a transmission arrangement for a parallel hybrid vehicle comprising:
  • a transmission in driving engagement with a power source; and a parallel hybrid device in driving engagement with the transmission, the parallel hybrid device comprising:

Landscapes

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

Abstract

The invention relates to a parallel hybrid device (106), in particular for a vehicle, the parallel hybrid device comprising: a planetary power take-off engagement portion (120); a planetary speed reducing portion (118) in driving engagement with the planetary power take-off engagement portion (120); and a flywheel (116) in driving engagement with the planetary speed reducing portion (118). The invention further relates to a driveline (100) including said parallel hybrid device (106).

Description

Axial transmission arrangement for a parallel hybrid device
The present invention relates to hybrid vehicle drivelines and more specifically to a transmission arrangement for a parallel hybrid vehicle that stores energy in a flywheel.
In a hybrid vehicle, there are many ways that energy can be stored within the vehicle. Parallel hybrid vehicles employ two power sources that are blended to power the vehicle. Energy stored within the vehicle may be used to power at least a portion of the vehicle or energy may be captured from a portion of the vehicle. A first way to store the energy is in the form of electricity, such as by using a plurality of batteries or capacitors. A second way to store the energy is in the form of mechanical energy, which can be performed by increasing a rotational speed of a flywheel.
When a flywheel is used to store energy for a vehicle, a transmission is commonly used to transfer the energy to and from the flywheel. A number of factors are considered when selected a transmission for to link a flywheel with a remaining portion of a driveline of the vehicle. Some of these considerations are cost, packaging space, a number of ratios provided, directional clutching, and efficiency. At ieast one slipping clutch is needed to synchronize a speed of the flywheel with a speed of the drivetrain. The slipping clutch may also be used to transfer power to and from the flywheel.
There are many ways of connecting a flywheel mechanically to the drivetrain. A first way is to utilize a continuously variable transmission having a ratio spread capable of engaging both the flywheel and the remaining portion of the driveline. A second way is to utilize a plurality of gears, each having a different drive ratio and which may be engaged using a slipping clutch, one of them is mentioned below. (t would be advantageous to develop a transmission arrangement for a parallel hybrid vehicle that stores energy in a flywheel that improves packaging options for the flywheel and transmission arrangement while also utilizing a drive ratio spread provided by a conventional transmission also used with the vehicle, which allows a drive ratio spread of the transmission arrangement to be smaller.
This object is solved by a parallel hybrid device according to claim 1 and by a driveline including said parallel hybrid device. Special embodiments are described in the dependent claims.
Thus, a parallel hybrid device is presently proposed, in particular for use in a vehicle such as an automotive vehicle, the parallel hybrid device comprising: a planetary power take-off engagement portion;
a planetary speed reducing portion in driving engagement with the planetary power take-off engagement portion; and
a flywheel in driving engagement with the planetary speed reducing portion.
The ower take-off engagement portion, the planetary speed reducing portion and the flywheel may be arranged in a co-axial manner, so that the parallel hybrid device features a high degree of compactness. The planetary power take-off engagement portion may include an epicyclic gear set comprising a carrier having a plurality of planet gears rotatably disposed thereon, a ring gear and a sun gear. Typically, the planet gears disposed on the carrier of the planetary power take-off engagement portion are in driving engagement with or in mesh with the ring gear of the planetary power take-off engagement portion and with the sun gear of the planetary power take-off engagement portion.
The planetary power take-off engagement portion may comprise a first clutch. The first clutch may be configured to selectively place the carrier of the planetary power take-off engagement portion and the ring gear of the planetary power take-off engagement portion in a locked condition.
The planetary power take-off engagement portion may further comprise a second clutch. The second clutch may be configured to selectively fix the ring gear of the planetary power take-off engagement portion to a grounding member such as to a housing of the parallel hybrid device.
When the parallel hybrid device comprises both the first clutch and the second clutch, the first clutch and the second clutch may be configured such that each of the first clutch and the second clutch may selectively provide a different drive ratio between the sun gear of the planetary power take-off engagement portion and the carrier of the planetary power take-off engagement portion.
The planetary speed reducing portion may comprise a first planetary gear set interconnected with a second planetary gear set. The first planetary gear set of the planetary speed reducing portion may be drivingly engaged with or fixedly connected to the flywheel. The second planetary gear set of the planetary speed reducing portion may be drivingly engaged with or fixedly connected to the first planetary gear set of the planetary speed reducing portion and with the planetary power take-off engagement portion.
The first planetary gear set of the planetary speed reducing portion may be configured to reduce a rotational speed between the flywheel and the second planetary gear set of the planetary speed reducing portion. That is, the first planetary gear set of the planetary speed reducing portion may be configured to allow the flywheel to rotate faster than the second planetary gear set of the planetary speed reducing portion or than a portion thereof. Similarly, the second planetary gear set of the planetary speed reducing portion may be configured to reduce a rotational speed between the first planetary gear set of the planetary speed reducing portion and the planetary power take-off engagement portion. That is, the second planetary gear set of the planetary speed reducing portion may be configured to allow the first planetary gear set of the planetary speed reducing portion or a portion thereof to rotate faster than the planetary power take-off engagement portion or than a portion thereof.
The first planetary gear set of the planetary speed reducing portion may comprise a sun gear and a carrier, the carrier having a plurality of planet gears rotatably disposed thereon. Analogously, the second planetary gear set of the planetary speed reducing portion may comprise a sun gear and a carrier, the carrier having a plurality of planet gears rotatably disposed thereon. The planetary speed reducing portion may further comprise a ring gear shared by both the first and the second planetary gear set of the planetary speed reducing portion.
The parallel hybrid device may further comprise a housing. For example, the flywheel, the planetary speed reducing portion and the planetary power takeoff engagement portion may each be rotatably disposed within the housing. The shared ring gear of the planetary speed reducing portion may be a fixed ring gear coupled to the housing.
The sun gear of the first planetary gear set of the planetary speed reducing portion may be in driving engagement with or fixedly connected to the flywheel. The carrier of the first planetary gear set of the planetary speed reducing portion may be in driving engagement with or fixedly connected to the sun gear of the second planetary gear set of the planetary speed reducing portion. The carrier of the second planetary gear set of the planetary speed reducing portion may be in driving engagement with or fixedly connected to the sun gear of the planetary power take-off engagement portion. Furthermore, a driveline is presently proposed, in particular a driveline for a vehicle. The driveline comprises at least:
a power source;
a transmission in driving engagement with the power source, the transmission including a primary output and a power take-off; and
the previously described parallel hybrid device drivingly engaged with the transmisson.
Preferably, the planetary power take-off engagement portion of the parallel hybrid device is drivingly engaged with the transmission via the power takeoff of the transmission. For example, the power take-off of the transmission may be in driving engagement with or fixedly connected to the carrier of the planetary power take-off engagement portion.
The transmission may comprise a drive ratio selecting portion. For instance, the power take-off of the transmission may be in driving engagement with the primary output of the transmission via the drive ratio selecting portion.
The driveline may further include a ground engaging portion in driving engagement with the primary output of the transmission. The ground engaging portion may include at least one of a drive axle, a differential, a final drive or one or more wheels, for example.
The above, as well as other advantages of the present invention will become readily apparent to those skilled in the art from the following detailed description when considered in the light of the accompanying drawings in which:
FIG. 1 is a schematic illustration of a driveline including a transmission arrangement according to an embodiment of the present invention.
It is to be understood that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined herein. Hence, specific dimensions, directions or other physical characteristics relating to the embodiments disclosed are not to be considered as limiting, unless expressly stated otherwise.
FIG. 1 illustrates a driveline 100. The driveline 100 includes a power source 102 in driving engagement with a transmission 104. The transmission 104 is in driving engagement with a parallel hybrid device 106. A primary output 108 of the transmission 104 is in driving engagement with a ground engaging portion (not shown), such as a wheel and axle assembly, of a vehicle the driveline is incorporated in. The parallel hybrid device 106 and the transmission 104 form a transmission arrangement for a parallel hybrid vehicle. During operation of the vehicle incorporating the driveline 100, the parallel hybrid device 106 stores and releases energy to increase an efficiency of the driveline 100.
The power source 102 applies power to the transmission 104 of the driveline 100. The power source 102 is, for example, an internal combustion engine; however, it is understood that the power source 102 may include an electric motor or another source of rotational output. It is understood that the power source 102 may be a hybrid power source including both an internal combustion engine and an electric motor. Further, it is understood that the power source 102 may include an output ratio adjusting device as known in the art. It is understood that the power source 102 may include a damping device as known in the art, for reducing vibrations in power transfer from the power source 102 to the transmission 104. The power source may be in communication with a controller 110 to facilitate operation of the parallel hybrid device 106.
The transmission 104 is a drive ratio adjusting device in driving engagement with the power source 102 and the parallel hybrid device 106. The transmission 104 includes typically includes a plurality of gears and clutches mounted on countershafts that are used to select a drive ratio for the driveline 100. Such a ratio may be selected by an operator of the vehicle including the driveline 100 or through the use of a controller (such as, but not limited to the controller 110). The transmission includes the primary output 108 and a power take-off 112, As shown in FIG. 1, the power take-off 112 is configured to interface the parallel hybrid device 106 prior to power being applied to a drive ratio selecting portion 114 of the transmission 104; however, it is understood that other arrangements may be used.
The parallel hybrid device 106 permits energy to be captured from or supplied to the driveline 100 during typical operation of the vehicle or to supplement the power source 102 when operation of the vehicle requires a greater amount of power than the power source 102 is capable of supplying. Further, the parallel hybrid device 106 may facilitate a downsizing of the power source 102 because an amount of power required by the power source 102 may be reduced due to the parallel hybrid device 106. Further, it is understood that the parallel hybrid device 106 permits energy to be supplied to the driveline 100 in amounts the power source 102 may not be capable of supplying. The parallel hybrid device 106 is a mechanical device that stores energy in a flywheel 116. The parallel hybrid device 106 includes the flywheel 116, a planetary speed reducing portion 118, and a planetary power take-off engagement portion 120. The components 116, 118, 120 of the parallel hybrid device 106 are rotatably disposed within a housing 122, and are arranged in a co-axial manner.
The flywheel 116 is a disc shaped or cylindrical shaped member. The flywheel 116 is rotatably disposed on an axle within the housing 122. The flywheel 116 is in driving engagement with the planetary speed reducing portion 118 through a flywheel output gear 124. A reinforcement band (not shown), which may be formed from a composite material, is disposed on an outer edge of the flywheel 116; however, it is understood that the flywheel 116 may not include the reinforcement band. When the flywheel 116 includes the reinforcement band, it is understood that the reinforcement band may comprise a majority of a mass of the flywheel 116. The flywheel 116 is formed by casting and machining a metal; however, it is understood that other processes and materials, such as forming the flywheel 116 from a composite, may be used. The flywheel 116 is balanced to permit rotation in a high-speed rotational state.
The flywheel 116 is supported in the housing 122 by at least two bearings {not shown). The bearings are disposed between the housing 122 and the axle of the flywheel 116, and rotatably support the flywheel 116 within the housing 122. The bearings capable of supporting the flywheel 116 in the high-speed rotational state are conventional and well known in the art. As non-limiting examples, the bearings may be a contact bearing, such as a ceramic bearing or another bearing suitable for operation in a vacuum. However, it is understood that the bearings may also be non-contact bearings, such as a fluid bearing or a magnetic bearing. Further, it is understood that the flywheel 116 is typically contained in a dedicated housing.
The planetary speed reducing portion 118 comprises a pair of interconnected planetary gear arrangements rotatably disposed in the housing 122. The planetary speed reducing portion 118 includes a first planetary gear set 126 and a second planetary gear set 128. The planetary speed reducing portion 118 is drivingly engaged with the flywheel 116 and the planetary power takeoff engagement portion 120 and adjusts a drive ratio therebetween using the first planetary gear set 126 and the second planetary gear set 128.
The first planetary gear set 126 is drivingly engaged with the flywheel 116 and the second planetary gear set 128. The first planetary gear set 126 is an epicyclic gear arrangement comprising the flywheel output gear 124, a carrier 130 having a plurality of planet gears 132 rotatably disposed thereon, and a ring gear 134. The first planetary gear set 126 reduces a drive ratio between the flywheel 116 and the second planetary gear set 128. The flywheel output gear 124 is a sun gear and is drivingly engaged with each of the planet gears 132. The carrier 130 is disposed adjacent the flywheel output gear 124 and has the plurality of planet gears 132 rotatably disposed thereon. The planet gears 132 are in driving engagement with the flywheel output gear 124 and the ring gear 134. The ring gear 134 is a fixed ring gear coupled to the housing 122 shared by both the first planetary gear set 126 and the second planetary gear set 128.
The second planetary gear set 128 is drivingly engaged with the first planetary gear set 126 and the planetary power take-off engagement portion 120. The second planetary gear set 128 is an epicyclic gear arrangement comprising a sun gear 136, a carrier 138 having a plurality of planet gears 140 rotatably disposed thereon, and the ring gear 134. The second planetary gear set 128 reduces a drive ratio between the first planetary gear set 126 and the planetary power take-off engagement portion 120. The sun gear 136 is drivingly engaged with each of the planet gears 140 and the carrier 130 of the first planetary gear set 126. The carrier 138 is disposed adjacent the sun gear 136 and has the plurality of planet gears 140 rotatably disposed thereon. The planet gears 140 are in driving engagement with the sun gear 136 and the ring gear 134. The ring gear 134 is a fixed ring gear coupled to the housing 122 shared by both the first planetary gear set 126 and the second planetary gear set 128.
The planetary power take-off engagement portion 120 is an epicyclic gear set and clutching assembly that facilitates driving engagement between the second planetary gear set 128 and the power take-off 112 at two different speeds. The planetary power take-off engagement portion 120 comprises a sun gear 142, a carrier 144 having a plurality of planet gears 146 rotatably disposed thereon, a fixabie ring gear 148, a first clutch 150, and a second clutch 152. The planetary power take-off engagement portion 120 provides a pair of drive ratios between the second planetary gear set 128 and the power take-off 112, depending on an engagement of the clutches 150, 152. The sun gear 142 is drivingly engaged with each of the planet gears 146. The carrier 144 is disposed adjacent the sun gear 142 and has the plurality of planet gears 146 rotatably disposed thereon. The planet gears 146 are in driving engagement with the sun gear 142 and the fixabie ring gear 148. The fixabie ring gear 148 is a ring gear which may be coupled to a grounding member 154 (such as the housing 122) or to the carrier 144, depending on an engagement of the clutches 150, 152. Further, it is understood that it is within the scope of the invention for the planetary power take-off engagement portion 120 to include an additional epicyclic arrangement and clutch (not shown) that may be actuated to reverse a direction of rotation. By being able to reverse direction, energy can be recuperated and released as well when the vehicle including the driveline 100 drives in a reverse direction, which may be common in certain applications.
The first clutch 150 forms a power path between the sun gear 142 and the power take-off 112 by placing the fixabie ring gear 148 and the carrier 144 of the planetary power take-off engagement portion 120 In a locked condition by engaging the first clutch 150. The second clutch 152 forms a reduced drive ratio power path between sun gear 142 and the power take-off 112 by fixing the fixable ring gear 148, causing the carrier 144 (and thus the power take-off 112) to be driven at a reduced rate through the planet gears 146. Consequently, each of the clutches 150, 152 is configured to provide a different drive ratio between the sun gear 142 and the power take-off 112. Each of the clutches 150, 152 are plate style clutches; however, it is understood that the clutches 150, 152 may be any other type of clutch that can be variably engaged.
The controller 110 is in communication with at least actuators (not shown) in communication with each of the clutches 150, 152. In response to a signal from the controller 110, one of the clutches 150, 152 is at least variably engaged to transfer energy to or from the transmission 104 through the power take-off 112. It is understood that the controller 110 may also be in communication with the transmission 104, the power source 102, or at least one sensor associated with the clutches 150, 152, the transmission 104, the power source 102, or the flywheel 116 to determine a manner of operation of the parallel hybrid device 106 via actuation of the clutches 150, 152.
In use, the clutches 150, 152 are utilized to synchronize a rotational speed of the flywheel 116 with a rotational speed of a remaining portion of the drivetrain 100. The drive ratios provided by the planetary power take-off engagement portion 120 are used to limit an amount of slip required by each of the clutches 150, 152, thereby increasing an efficiency of the parallel hybrid device 106. The parallel hybrid device 106 may be used where vehicle packaging concerns require the parallel hybrid device 106 to extend in an axial manner, as provided by the coaxial arrangement of the flywheel 116, the planetary speed reducing portion 118, and the planetary power take-off engagement portion 120 to prevent interference with the transmission 104. The controller 110 operates the parallel hybrid device 106 in at least an energy storage mode and an energy release mode. When the parallel hybrid device 106 is operated in the energy storage mode, the power take-off 112 will rotate at a faster rate than the sun gear 142. Placing one of the clutches 150, 152 in a slipping state will transfer energy from the drivetrain 100 to the flywheel 116, causing the flywheel 116 to accelerate. When the parallel hybrid device 106 is operated in the energy release mode, the power take-off 112 will rotate at a slower rate than the sun gear 142. Placing one of the clutches 150, 152 in a slipping state will transfer energy from the flywheel 116 to the drivetrain 100, causing the drivetrain 100 to accelerate. The controller 110 determines which clutch 150, 152 to select to minimize an amount of slip over the clutch 150, 152, and thereby increasing the efficiency of the driveline 100. As shown in FIG. 1, the power take-off 112 is engaged with the transmission 104 before the drive ratio selecting portion 114, which therefore makes use of the spread of the drive ratios used with the transmission 104.
Alternatively, it is also understood that the parallel hybrid device 106 may include an additional clutch which takes on the role of a slipping clutch for transferring energy to and from the flywheel 116 and the remaining portion of the drivetrain 100. As a non-limiting example, such a clutch may be located on the power take-off 112. Where such a clutch is present, the clutches 150, 152, depending on a selected gear ratio, can be placed into a completely closed position.
The following aspects of the invention should be considered in view of the preceding disclosure:
A transmission arrangement for a parallel hybrid vehicle, comprising:
a transmission in driving engagement with a power source; and a parallel hybrid device in driving engagement with the transmission, the parallel hybrid device comprising:
a planetary power take-off engagement portion in driving engagement with the transmission;
a planetary speed reducing portion in driving engagement with the planetary power take-off engagement portion; and
a flywheel in driving engagement with the planetary speed reducing portion, wherein engagement of a portion of the planetary power take-off engagement portion causes energy to be one of transferred to and from the flywheel to the transmission.
In accordance with the provisions of the patent statutes, the present invention has been described in what is considered to represent its preferred embodiments. However, it should be noted that the invention can be practiced otherwise than as specifically illustrated and described without departing from its spirit or scope.

Claims

Dana Belgium N.V.
Claims 1. A parallel hybrid device (106), in particular for a vehicle, the parallel hybrid device comprising:
a planetary power take-off engagement portion (120); a planetary speed reducing portion (118) in driving engagement with the planetary power take-off engagement portion (120); and
a flywheel (116) in driving engagement with the planetary speed reducing portion (118).
2. The parallel hybrid device (106) according to claim 1, wherein the power take-off engagement portion (120), the planetary speed reducing portion (118) and the flywheel (116) are arranged in a co-axial manner.
3. The parallel hybrid device (106) according to any one of the preceding claims, wherein the planetary power take-off engagement portion (120) includes an epicyclic gear set comprising a carrier (144) having a plurality of planet gears (146) rotatably disposed thereon, a ring gear (148) and a sun gear (142).
4. The parallel hybrid device (106) according to claim 3, wherein the planetary power take-off engagement portion (120) comprises a first clutch (150) configured to selectively place the carrier (144) of the planetary power take-off engagement portion (120) and the ring gear (148) of the planetary power take-off engagement portion (120) in a locked condition.
5. The parallel hybrid device (106) according to any one of claims 3 and 4, wherein the planetary power take-off engagement portion (120) comprises a second clutch (152) configured to selectively fix the ring gear (148) of the planetary power take-off engagement portion (120) to a grounding member (154).
6. The parallel hybrid device (106) according to claims 4 and 5, wherein each of the first clutch (150) and the second clutch (152) is configured to pro- vide a different drive ratio between the sun gear (142) and the carrier (144) of the planetary power take-off engagement portion (120).
7. The parallel hybrid device (106} according to any one of the preceding claims, wherein the planetary speed reducing portion (118) comprises a first planetary gear set (126) interconnected with a second planetary gear set (128).
8. The parallel hybrid device (106) according to claim 7, wherein the first planetary gear set (126) of the planetary speed reducing portion (118) and the second planetary gear set (128) of the planetary speed reducing portion (118) each comprise a sun gear (124, 136) and a carrier (130, 138), each of the carriers (130, 138} having a plurality of planet gears (132, 140) rotatably disposed thereon, and wherein the planetary speed reducing portion (118) comprises a ring gear (134) shared by both the first (126) and the second planetary gear set (128) of the planetary speed reducing portion (118).
9. The parallel hybrid device (106) according to claim 8, further comprising a housing (122), wherein the shared ring gear (134) is a fixed ring gear coupled to the housing (122).
10. The parallel hybrid device (106) according to any one of claims 8 and 9, wherein the sun gear (124) of the first planetary gear set (126) of the planetary speed reducing portion (118) is in driving engagement with the flywheel (116).
11. The parallel hybrid device (106) according to any one of claims 8 to 10, wherein the carrier (130) of the first planetary gear set (126) of the planetary speed reducing portion (118) is in driving engagement with the sun gear (136) of the second planetary gear set (128) of the planetary speed reducing portion (118).
12. The parallel hybrid device (106) according to any one of claims 8 to 11, wherein the carrier (138) of the second planetary gear set (128) of the planetary speed reducing portion (118) is in driving engagement with the sun gear (142) of the planetary power take-off engagement portion (120).
13. A driveline (100), in particular for a vehicle, the driveline (100) comprising:
a power source (102);
a transmission (104) in driving engagement with the power source (102), the transmission (104) including a primary output (108) and a power take-off (112); and
the parallel hybrid device (106) according to any one of the preceding claims, wherein the power take-off (112) of the transmission (104) is in driving engagement with the planetary power take-off engagement portion (120) of the parallel hybrid device (106), in particular with the carrier (144) of the planetary power take-off engagement portion (120).
14. The driveline (100) according to claim 13, the transmission (104) comprising a drive ratio selecting portion (114), wherein the power take-off (112) is in driving engagement with the primary output (108) via the drive ratio selecting portion (114).
15. The driveline (100) according to any one of claims 13 and 14, further including a ground engaging portion in driving engagement with the primary output (108) of the transmission (104).
PCT/EP2017/063588 2016-06-07 2017-06-02 Axial transmission arrangement for a parallel hybrid device WO2017211752A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201662346841P 2016-06-07 2016-06-07
US62/346,841 2016-06-07

Publications (1)

Publication Number Publication Date
WO2017211752A1 true WO2017211752A1 (en) 2017-12-14

Family

ID=58994939

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/063588 WO2017211752A1 (en) 2016-06-07 2017-06-02 Axial transmission arrangement for a parallel hybrid device

Country Status (1)

Country Link
WO (1) WO2017211752A1 (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2121742A (en) * 1982-06-14 1984-01-04 Max Cohen Automative vehicle power drive system
DE3245045A1 (en) * 1982-12-06 1984-06-07 Adam Opel AG, 6090 Rüsselsheim Motor vehicle hybrid drive arrangement
EP2716482A2 (en) * 2012-10-03 2014-04-09 Spicer Off-Highway Belgium N.V. Hybrid drivetrain and method of operation thereof
DE102013105026A1 (en) * 2013-05-16 2014-11-20 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Powertrain for a hybrid motor vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2121742A (en) * 1982-06-14 1984-01-04 Max Cohen Automative vehicle power drive system
DE3245045A1 (en) * 1982-12-06 1984-06-07 Adam Opel AG, 6090 Rüsselsheim Motor vehicle hybrid drive arrangement
EP2716482A2 (en) * 2012-10-03 2014-04-09 Spicer Off-Highway Belgium N.V. Hybrid drivetrain and method of operation thereof
DE102013105026A1 (en) * 2013-05-16 2014-11-20 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Powertrain for a hybrid motor vehicle

Similar Documents

Publication Publication Date Title
US10253857B2 (en) Multi-speed electric transaxle unit with co-axial shafts
US9841092B2 (en) Multi-speed transaxle for electric and hybrid vehicle application
US9073538B2 (en) Two-speed electric drive module for electric and hybrid vehicles
JP5818772B2 (en) Hybrid drive system for automobile
EP1706285B1 (en) Hybrid powertrain system
US9636986B2 (en) Hybrid drivetrain and method of operation thereof
US10632835B2 (en) Gearing for a motor vehicle, and hybrid drive train with same
US20150337937A1 (en) Torque vectoring hybrid transaxle
WO2011092643A1 (en) A traction system for hybrid vehicles and a method of actuating a traction system for hybrid vehicles
US11306802B2 (en) Traction device
US8584543B2 (en) Drive train of a motor vehicle
US11268597B2 (en) Automatic transmission for a motor vehicle and method for shifting an automatic transmission
US10543740B2 (en) Lockup clutch for powersplit hybrid transmission
US11015689B2 (en) Multi-speed electric machine gearbox with low drive ratio
US10787071B2 (en) Lockup clutch for powersplit hybrid transmission
US11524566B2 (en) P3 hybrid transfer case
US20120103117A1 (en) Transmission device for an auxiliary or accessory of a variable-speed engine, an engine equipped therewith and uses thereof
US10724582B2 (en) Hybrid transmission having electro-magnetically actuated pawl clutch
WO2017211752A1 (en) Axial transmission arrangement for a parallel hybrid device
US10486523B2 (en) Hybrid transmission with variator
WO2017211751A1 (en) Transmission arrangement for a parallel hybrid vehicle

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: 17727592

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: 17727592

Country of ref document: EP

Kind code of ref document: A1