WO2019194909A2 - Systems and methods for selecting, dosing and transmitting torque and power between engines and final transmission shafts without the use of a gearbox - Google Patents

Systems and methods for selecting, dosing and transmitting torque and power between engines and final transmission shafts without the use of a gearbox Download PDF

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Publication number
WO2019194909A2
WO2019194909A2 PCT/US2019/018801 US2019018801W WO2019194909A2 WO 2019194909 A2 WO2019194909 A2 WO 2019194909A2 US 2019018801 W US2019018801 W US 2019018801W WO 2019194909 A2 WO2019194909 A2 WO 2019194909A2
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WO
WIPO (PCT)
Prior art keywords
planetary gear
energy sources
drive mechanism
systems
energy
Prior art date
Application number
PCT/US2019/018801
Other languages
French (fr)
Other versions
WO2019194909A3 (en
Inventor
Jose Luis Alonso
Original Assignee
Two Heads, LLC
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 Two Heads, LLC filed Critical Two Heads, LLC
Priority to CA3130295A priority Critical patent/CA3130295A1/en
Priority to EP19781160.7A priority patent/EP3755561A4/en
Priority to AU2019248427A priority patent/AU2019248427A1/en
Priority to CN201980020055.XA priority patent/CN112236324A/en
Priority to BR112020016928-5A priority patent/BR112020016928A2/en
Priority to KR1020207027172A priority patent/KR20200123464A/en
Priority to JP2020566551A priority patent/JP7334189B2/en
Publication of WO2019194909A2 publication Critical patent/WO2019194909A2/en
Publication of WO2019194909A3 publication Critical patent/WO2019194909A3/en
Priority to US16/987,494 priority patent/US11541741B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • 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
    • B60K6/485—Motor-assist 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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution 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
    • B60K6/42—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • 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
    • B60K2006/381—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 characterized by driveline brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/60—Electric Machines, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • the present invention relates to the field of mechanisms of use in the vehicular field. More specifically, it relates to a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts without need for a gearbox.
  • the Toyota Prius hybrid system and other models of the brand apply a satellite mechanism, but work exclusively with high voltages and with a specific connection of an Internal Combustion Engine (ICE) to the carrier; from an electric motor-generator to the sun gear and from an electric motor to the ring gear.
  • ICE Internal Combustion Engine
  • a new mechanism which is a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts allows for selection of the ratio between the speed of rotation of one or more driving sources (such as an internal combustion engine drive shaft) and the final transmission shaft.
  • this selection is controlled electronically, managing the broad scope of possibilities provided by the mechanical configuration of this mechanism to dose the torque and power and regulate the rpm of the driving sources, in a hybrid motorization system.
  • This mechanism reduces and minimizes the usual frictional energy losses of traditional gearboxes.
  • the new mechanism makes it possible to mechanically link the sources of motive energy with those of power generation, so that an electronic command unit (known in the art) may use the new mechanism to manage the use of said resources in the most convenient way.
  • the mechanism operates as an energy distributor through which can simultaneously flow: the applied motive power towards the final transmission shaft and the energy to be recovered to one or more sources of generation.
  • the electronic command unit may, in this environment, sense the operating conditions of the vehicle and, depending on this, dispense available resources, driving the energy to be recovered for electric generation and / or delivering power to the final transmission shaft, as required.
  • the combined operation of the available driving sources and their respective operating abilities allows for maximization of the use of the events of power generation and for dosing the performance of the driving sources in operating ranges of greater efficiency for each one.
  • the new mechanism allows TORQUE and RPM to be managed, locating the performance of the hybrid set at the best operating range.
  • TORQUE available from the hybrid set (e.g. internal combustion engine (ICE) and electric machine)
  • ICE internal combustion engine
  • the new mechanism allows TORQUE and RPM to be managed, locating the performance of the hybrid set at the best operating range.
  • the ability of the new mechanism to manage torque, power and rpm throughout the operative range of the vehicle is a reason to do without the use of a gearbox. It is an advantage because it reduces weight, space and costs in the powertrain. In addition, the smaller number of moving mechanical parts involved, in comparison with the previous art, results in a reduction of the energy losses due to friction.
  • the mechanism refers to the field of linking systems between motor and final transmission shaft, adopting variable configurations, is applicable in hybrid or non-hybrid systems, suitable to work with any type of motor, and applicable to any type of transmission shaft, being able to dispense with a gearbox, working as a non-stepped progressive link that allows reduction of friction losses.
  • the new mechanism preferably comprises one or more satellite mechanisms, which can be connected to one or more motors, be they internal combustion and/or electric, or any other type of motor power source that generates or transforms energy of any kind, directly linked to one or more final transmission shafts through said satellite mechanism or through any other suitable binding means, for example as described in greater detail below.
  • the invention is especially suitable for application to mild hybrid systems (voltages less than 60 volts and best known and used 48 volts), or other applications, even in those where electric motors are dispensed with.
  • a drive mechanism in a hybrid or mild hybrid motorization system capable of delivering and recovering energy includes one or more planetary gear systems, each of the one or more planetary gear systems including a sun gear, a ring gear, and a carrier including traveling gears.
  • the sun gear, and/or the ring gear, and/or the carrier of each planetary gear system is connected to one or more energy sources.
  • At least one of the one or more energy sources is connected to the sun gear, and/or the ring gear, and/or the carrier of a planetary gear system through gearing, and/or a clutch, and/or a brake.
  • One or more of the energy sources is configured to act as a regulator of output revolutions of one or more of the one or more planetary gear systems, such that the one or more planetary gear systems regulated by the one or more of the energy sources are configured to have a selectably variable ratio of input power and revolutions per minute to output power and revolutions per minute, making it possible to dose power and regulate revolutions in connection to a final transmission shaft.
  • a) each of the energy sources may have the same characteristics
  • each of the energy sources may have different characteristics
  • some of the energy sources may have the same characteristics and some of the energy sources may have different characteristics.
  • one or more of the one or more planetary gear systems may have one or more additional sun gears, ring gears and/or carriers.
  • the selectably variable ratio of input rpm and power to output rpm and power of the regulated planetary gear systems allows the output revolutions per minute to scale progressively from a stop to any higher rotational speed the drive mechanism can achieve, without the need for a gearbox.
  • a drive mechanism may also include a control unit configured to control a clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system, in order to select the ratio of input power and revolutions per minute to output power and revolutions per minute.
  • the control unit may be further configured to control the rotational velocity of the one or more energy sources and of the one or more planetary gear systems, in order to achieve a desired rotational velocity at the final shaft of the transmission.
  • the control unit may also be configured to select the rotational velocities of the one or more energy sources and of the one or more planetary gear systems from a plurality of options in order to maximize efficiency, or based on other factors.
  • the one or more energy sources may include one or more motors connected through at least one of the planetary gear systems to the final transmission shaft through a final control system, without a transmission.
  • the one or more energy sources may include one or more electric motors configured to alternatively function as a generator and as an engine.
  • the planetary gear systems may bind some or all of the energy sources to the final transmission shaft via a final reduction gear or other final control system.
  • the energy sources may include one or more electric machines configured to recover energy during deceleration and braking of a vehicle that includes the hybrid or mild hybrid motorization system installed thereon.
  • the energy sources may include one or more electric machines configured to generate energy from rotational movement of another component of the drive mechanism, when a vehicle on which the hybrid or mild- hybrid motorization system is installed is stopped or does not require energy to continue its displacement.
  • the energy sources may include an internal combustion engine and one or more electric machines
  • the internal combustion engine may be connected to the sun gear of a first of the planetary gear systems and the one or more electric machines may be connected through gearing and/or one or more clutches and/or one or more brakes to the ring gear of the first planetary gear system
  • the carrier of the first planetary gear system may be connected to the differential of a vehicle.
  • the first planetary gear system may be configured to provide a pre-determined relationship between rotational velocity of the carrier of the first planetary gear system and rotational velocity of the ring gear and sun gear of the first planetary gear system.
  • Such a drive mechanism may also include a control unit configured to control a clutch and/or brake connecting the electric machines to the ring gear of the first planetary gear system, in order to select the ratio of input power and revolutions per minute at the sun gear to output power and revolutions per minute at the carrier, while obtaining a selected output revolutions per minute at the carrier.
  • a control unit configured to control a clutch and/or brake connecting the electric machines to the ring gear of the first planetary gear system, in order to select the ratio of input power and revolutions per minute at the sun gear to output power and revolutions per minute at the carrier, while obtaining a selected output revolutions per minute at the carrier.
  • a method of using a drive mechanism may involve controlling the clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system, and thereby selecting the ratio of input power and revolutions per minute to output power and revolutions per minute, controlling the rotational velocity of the one or more energy sources and of the one or more planetary gear systems, and thereby achieving a desired rotational velocity at the final shaft of the transmission, and selecting the rotational velocities of the one or more energy sources and of the one or more planetary gear systems from a plurality of options in order to maximize efficiency, or based on other considerations.
  • a drive mechanism in a non-hybrid motorization system includes one or more planetary gear systems connected to one or more sources of energy, where a first of the planetary gear systems is configured to be connected to a specific one of the sources of energy when the specific source of energy is operating at a first rotational speed, and at least a second one of the planetary gear systems is configured to be connected to the specific source of energy when the specific source of energy is operating at a second rotational speed different than the first rotational speed.
  • a sun gear, and/or carrier, and/or ring gear of the first planetary gear system is linked with a sun gear, and/or carrier, and/or ring gear of the at least one second planetary gear system, so that the first planetary gear system is configured to have a selectably variable ratio of input power and rotational velocity to output power and rotational velocity, and to be directly connected to a final transmission shaft.
  • the first planetary gear system may be linked with the at least one second planetary gear system through gearing, and/or a clutch, and/or a brake.
  • a drive mechanism may also include a control unit configured to control the clutch and/or brake through which the first planetary gear system is linked with the at least one second planetary gear system, and/or to control the rotational speed of the sources of energy, to select the ratio of input power and rotational velocity to output power and rotational velocity of the first planetary gear system and achieve a desired rotational velocity of the final transmission shaft.
  • a control unit configured to control the clutch and/or brake through which the first planetary gear system is linked with the at least one second planetary gear system, and/or to control the rotational speed of the sources of energy, to select the ratio of input power and rotational velocity to output power and rotational velocity of the first planetary gear system and achieve a desired rotational velocity of the final transmission shaft.
  • a method of using the drive mechanism may involve connecting the first of the one or more planetary gear systems to the specific one of the energy sources when the specific one of the energy sources is operating at the first rotational speed, connecting the second of the planetary gear systems to the specific energy source when the specific one of the energy sources is operating at the second rotational speed that is different than the first rotational speed, linking the first of the one or more planetary gear systems with the at least one second planetary gear system, and delivering a selectively variable ratio of input power and rotational velocity to output power and rotational velocity for the first of the one or more planetary gear systems, where the first of the one or more planetary gear systems is directly connected to the final transmission shaft.
  • Fig 1 represents an exemplary planetary gear system embodiment, where EMI 110 is linked to the SUN, the output to the final transmission shaft (TR) 114 and direction of indicated rotation of the final transmission shaft (TR) 114 being equal to the direction of rotation of ICE and EMI 110, and EM2 112 being attached to the Ring and able to rotate in either direction.
  • Fig. 2 represents an exemplary connection diagram, where the motor 202 is connected to a multiplier box 224 through a clutch 222, and to the Sim 204 of a planetary gear system, which is also connected to a brake 220.
  • the multiplier box 224 is connected to the EMI 210, which is connected through another clutch 226 with the EM2 212, which is connected to a brake 228 and the ring 208 of the planetary gear system.
  • the Carrier 206 of the planetary gear system is directly connected to the final transmission shaft 214.
  • Fig. 3 represents another exemplary connection diagram, where on line 1 301, a motor 302 is connected through a clutch 303 with the SU 1 of a first planetary gear system and by a second connection through a clutch 309 and a gear reducer assembly 311 to the Carrier 2 of a second planetary gear system.
  • Line 2 315 shows the connection between Ring 1 305 of the first planetary system and the output of the gear reducer assembly passing through clutch C 317; in line 2 315 we appreciate the connection through a clutch D 321 between SUN 2 of the second planetary system and Ring 1 of the first planetary system; there is also a brake 1 323 in Ring 1 and a brake 2 325 in Ring 2.
  • Fig. 4 represents another exemplary connection diagram, where the motor 402 is connected to a multiplier box 424 through a Clutch (Clutch 2) 422 and the Sun 404 of a planetary gear system through a Clutch (Clutch 1) 470.
  • the multiplier box 424 is connected to an Electric Machine (EM 1) 410, which is connected through another Clutch (C 5) 426 with a second Electric Machine (EM 2)
  • the Sun 404 is connected to the Clutch of the motor (Clutch 1) 470 and to a brake (Brake S) 420.
  • the Carrier 406 is connected to the final transmission shaft 414 and through a clutch (Clutch 4) 474 to an Electric Machine (EM 3) 450.
  • the Ring 408 is connected to a brake (Brake R) 460 and through a clutch (Clutch 3) 472 to an Electric Machine (EM2) 412.
  • the motor 502 is connected to multiplier box 524, which is connected through clutch C2 522, which is connected to an Electric Machine 510 which is connected to another multiplier box GB2 525, which is connected to clutches C3 580 and C5 584 to the Ring of the planetary gear 504.
  • the motor 502 is also connected through a Clutch Cl 570 to the Sun of the planetary gear 504, which is connected to the Brake S 520.
  • the Motor 502 is connected through the Clutch C4 582 with the ring of the ring of the planetary gear 504, which is connected to the Brake R 528.
  • the Carrier of the planetary gear 504 is connected to differential 530.
  • FIG. 6 is a graphical representation of an operational mode of an embodiment of the present invention with a single electric machine, where the sun gear is connected to the motor and the ring gear is connected to the electric machine, and the diameter of the ring gear is twice the diameter of the sun gear, depicting different ways that the rpm of the motor and electric machine can be blended to achieve a desired output rpm to a differential.
  • references“a”,“an”, and“the” are generally inclusive of the plurals of the respective terms.
  • motor/generator set includes a plurality of such sets (and similarly, reference to
  • motor/generator sets includes a single motor/generator), and reference to "the energy distributor” includes reference to one or more energy distributors and equivalents thereof known to those skilled in the art, and so forth.
  • the use of terms that can be described using equivalent terms includes the use of those equivalent terms.
  • the term “rotor” includes the term “armature” and other equivalent terms used in the automotive and electrical industries.
  • the parts of the device can be made from any of the common and well- known materials used in building internal combustion engines and accessories to such engines, it is not necessary in this document to give a listing of materials and methods that can be used in forming each element and fastening certain elements to other elements or making electrical connections.
  • ranges are used herein in shorthand, so as to avoid having to list and describe each and every value within the range. Any appropriate value within the range can be selected, where appropriate, as the upper value, lower value, or the terminus of the range.
  • a system incorporating a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts without need for a gearbox is described below.
  • a motor power source, motor, machine or mechanism generating a rotational movement - hereinafter“motor” - is preferably connected to the SUN (central gear) and can apply a selective brake and / or clutch mechanism in a planetary gear train (epicyclic gear) alternatively: by direct connection; through the use of a reductive-multiplier-box; by chain; by means of a belt and / or by any alternative means that fulfills a binding function.
  • This motor in turn, can also be connected by any binding means to another driving source, which can be an electric machine, - hereinafter referred to as“EMl” - and also applies in its connection a clutch mechanism that acts for selectively coupling and decoupling; it can also be coupled to another satellite gear train.
  • another driving source which can be an electric machine, - hereinafter referred to as“EMl” - and also applies in its connection a clutch mechanism that acts for selectively coupling and decoupling; it can also be coupled to another satellite gear train.
  • the Carrier (traveling gears linking the SUN to the RING) can be linked by any means appropriate to the shaft or final transmission mechanism, being able to do so without the use of a gearbox.
  • the Ring (outer gear), linked to a selective activation brake and / or clutch mechanism, can be linked by any suitable means to a second power source, that could be electrical, - henceforth EM2 - which may also be linked to the EMl in an occasional or continuous manner through any linking mechanism that allows them to uncouple and rotate at different rpm or to be coupled and rotate at the same rpm, and can also be linked to another satellite mechanism of gears.
  • FIG. 1 shows such an embodiment, with an internal combustion engine 102 (ICE) generating a rotational movement and connected to a central gear 104 and that can apply a selective brake and / or clutch mechanism in a planetary gear train (epicyclic gear) 104, 106, 108.
  • the ICE 102 is also connected by a binding means to an electric machine (EMl) 110.
  • EMl electric machine
  • the traveling gears 106 linking the central gear 104 to the ring gear 108 are linked to a final transmission mechanism 114 without the use of a gearbox.
  • Outer gear 108 linked to a selective activation brake and / or clutch mechanism, is linked to a second electric machine (EM2) 112, which may be linked to the EMl 110 in an occasional or continuous manner through a linking mechanism that allows them to uncouple and rotate at different rpm or to be coupled and rotate at the same rpm, and can also be linked to another satellite mechanism of gears.
  • the output to the final transmission shaft (TR) 114 and direction of indicated rotation of the final transmission shaft (TR) 114 is equal to the direction of rotation of ICE 102 and EMl 110, and EM2 112 is attached to the Ring and able to rotate in either direction.
  • the motor 502 is connected to multiplier box 524, which is connected through Clutch C2 522, which is connected to an Electric Machine 510 which is connected to another multiplier box GB2 525, which is connected to Clutches C3 580 and C5 584 to the Ring of the planetary gear 504.
  • the motor 502 is also connected through a Clutch Cl 570 to the Sun of the planetary gear 504, which is connected to the Brake S 520.
  • the motor 502 is connected through the Clutch C4 582 with the ring of the ring of the planetary gear 504, which is connected to the Brake R 528.
  • the Carrier of the planetary gear 504 is connected to differential 530.
  • the motor connected to the Sun and / or the Sun and to the EM1 is put into operation.
  • the motor rotating at a certain rpm causes the EM1 associated to it to also rotate at the same or a different rpm, depending on the linkage relationship selected.
  • the EM1 and/or EM2 remain dissociated from the Ring at this time, and the brake is applied to the Ring, which causes the Carrier to rotate at a lower rpm than the SUN while the RING remains stopped by the applied brake.
  • the rpm of the Carrier can be applied, for example, directly to the differential of a vehicle, since the use of the new mechanism makes it possible to dispense with the use of a conventional transmission with gearbox.
  • the rpm of the motor and/or the EM1 can be increased or the rpm of the EM2 can be increased in the same direction as the motor, or we can also increase the rpm of the motor and the EM2 in equal or different amounts. If the motor is kept at a certain rpm, and the rpm of the Carrier is increased, for which the rpm of the Ring and its associated EM2 must be increased, eventually the time will come when the rpm of the EM2 and the motor are equal, resulting in a triple parity with the Carrier, causing a direct relation between rpm delivered by the motor and/or EM1 and the rpm delivered by the mechanism of the present invention.
  • the rpm of the EM2 must exceed the SUN rpm, which results in a delivery to the final transmission shaft - or shaft of final reduction - of a higher number of rpm than those delivered by the motor.
  • FIG. 3 represents another exemplary connection diagram, where on line 1 301, a motor 302 is connected through a clutch 303 with the SUN1 of a first planetary gear system 305 and by a second connection 307 through a clutch 309 and a gear reducer assembly 311 to the Carrier 2 of a second planetary gear system 313.
  • Line 2 315 shows the connection between Ring 1 of the first planetary system 305 and the output of the gear reducer assembly 311 passing through clutch C 317; in line 3 319 we appreciate the connection through a clutch D 321 between SUN 2 of the second planetary system 313 and Ring 1 of the first planetary system 305; there is also a brake 1 323 in Ring 1 and a brake 2 325 in Ring 2.
  • the diameter of the Ring is twice the diameter of the SUN, but different ratios between the elements of a single satellite group can be applied depending on the situation and requirements.
  • Planetary gear systems also called epicyclic gearing systems, are well known, and the sizes and number of teeth of the components (sun gear, ring gear, traveling gears) can be selected according to known formulae to achieve a desired gear ratio and ratio between input rotation and output rotation under particular conditions. The same is true for compound systems having multiple interconnected planetary gear systems. As such, in embodiments utilizing more than one planetary group (e.g.
  • the planetary groups 305, 313 can be equal to each other or different, both in the dimensions of their elements and in their connections.
  • the engine(s) 302 (hereinafter: the motor) is linked, for example, to a SUN - henceforth SUN1 - of a first satellite group of gears 305 with the use of a Clutch A 303, the Carrierl is connected to the final transmission shaft 327, and the Ringl to a Brake Rl mechanism 323.
  • the motor 302 is linked by suitable means, for example a shaft with a Clutch B mechanism 309, to a second planetary group of gears 313 through a gear reduction mechanism 311, more precisely to the Carrier2 and to the Ringl interposing another Clutch C 317. While the SUN2 of the second satellite group 313 has a clutch 321 connected through the Ringl of the first satellite group 305, the Ring2 of the second satellite group 313 connects to a Brake R2 325.
  • suitable means for example a shaft with a Clutch B mechanism 309
  • SUN2 of the second satellite group 313 has a clutch 321 connected through the Ringl of the first satellite group 305
  • the Ring2 of the second satellite group 313 connects to a Brake R2 325.
  • the motor 302 starts, and when accelerating to move the vehicle, the following directives are activated through the commands of a control unit, for example electronic control unit (ECU): motor 302 coupled to SUN1, Clutch B 309 open, Brake Rl 325 activated, so that for each revolution of the engine, the output to the final transmission shaft will be 1/3 of a revolution.
  • ECU electronice control unit
  • the instructions are for example: motor 302 direct to SUN1, clutch A, B, C, 303, 309, 317 closed, brakes Rl and R2 323, 325 deactivated, and if the reduction is 2: 1 there is a ratio of 1 rpm SUN1 to 1/2 rpm Ring 1.
  • 1 rpm SUN1 plus 1/2 rpm RING1 is equal to 2/3 rpm in the Carrier’s output to the final transmission shaft 327.
  • clutch A 303 is closed, clutch B 309 opened, Brake Rl 323 is deactivated, and Sunl is blocked with Carrierl, obtaining a ratio of 1 rpm of the motor 302 to 1 rpm output to the final transmission shaft 327.
  • the following instructions for example may be used: Clutch A, B and D 303, 309, 321 closed, Clutch C 317 open, Brake Rl 323 deactivated, Brake R2 325 activated.
  • 1 rpm of the motor 302 corresponds to 1 rpm of the Sunl, 1/2 rpm of Carrier2, 1 1/2 rpm of SUN2, 1 1/2 rpm of Ringl, and 1 1/3 rpm of Carrierl output to the final transmission shaft 327.
  • the diameter of the ring is twice the diameter of the sun, although in different situations with different requirements, different relationships between the elements of the same or different satellite group may prevail.
  • This mode of operation allows that when the motor is connected to the Sun, it rotates causing the final transmission shaft to receive 1/3 of the Sun's rpm.
  • FIG. 6 is a graphical representation of an operational mode of an embodiment of the present invention with a single electric machine, where the sun gear is connected to the motor and the ring gear is connected to the electric machine, and the diameter of the ring gear is twice the diameter of the sun gear, depicting different ways that the rpm of the motor and electric machine can be blended to achieve a desired output rpm to a differential.
  • the desired output rpm at the carrier/differential is 1000 RPM.
  • various speeds of the motor (SUN/ICE) and electric machine (RING/EM) can be selected by a control unit (such as ECU).
  • a first option 602 has the motor at 3,000 rpm and the ring gear stationary at zero rpm.
  • a second option 604 has the motor running at 2,000 rpm and the ring gear maintained at 500 rpm.
  • a third option 606 has both the motor and electric machine running at 1,000 rpm.
  • a fourth option 608 has a stationary motor at zero rpm and an electric machine running at 1,500 rpm. Each of these options results in an output rpm of 1,000 at the carrier.
  • option 1 and option 4 between zero and 3,000 rpm for the motor and between zero and 1,500 rpm for the ring gear).
  • the carrier rpm is equal to 2/3 of the ring gear rpm plus 1/3 of the sun gear rpm, which is a result of the relative dimensions of the components (ring gear twice the diameter of the sun gear).
  • the control unit may select from these options at any point in time for maximum efficiency or based on other considerations.
  • the angular velocity (rpm) of a gear connected to an ICE may be affected by motoring the connected ICE or by mechanical/friction braking, and that the angular velocity of a gear connected to an electric machine may be affected by motoring the connected electric machine in either direction (i.e. motoring or motorized braking), or by regenerative braking or friction or other mechanical braking.
  • Fig. 2 Represents an exemplary connection diagram, where the ICE 202 is connected to a multiplier box 224 through a clutch 222, and to the central gear 204 of a planetary gear system 204, 206, 208, which is also connected to a brake 220.
  • the multiplier box 224 is connected to the EM1 210, which is connected through another clutch 226 with the EM2 212, which is connected to a brake 228 and the ring 208 of the planetary gear system 204, 206,
  • the Carrier 206 of the planetary gear system 204, 206, 208 is directly connected to the final transmission shaft 214.
  • Final transmission shaft 214 directly drives differential 230 which drives the wheels 232, 234.
  • Multiplier box 224 connects air-conditioner,
  • water/oil/vacuum pump 236 to EM1 210 and ICE 202.
  • Fig. 4 Represents another exemplary connection diagram, where the ICE 402 is connected to a multiplier box 424 through a Clutch 422 (Clutch 2) and the central gear 404 of a planetary gear system 404, 406, 408 through a Clutch 470 (Clutch 1).
  • the multiplier box 424 is connected to an Electric Machine (EM 1) 410, which is connected through another Clutch 426 (C5) with a second Electric Machine (EM 2) 412, which is connected through another Clutch 476 (C 6) to another Electric Machine (EM 3) 450.
  • the central gear 404 is connected to the Clutch 470 of the motor (Clutch 1) and to a brake 420 (Brake S).
  • the Carrier 406 is connected to the final transmission shaft 414 and through a Clutch 474 (Clutch 4) to an Electric Machine (EM 3) 450.
  • the Ring 408 is connected to a brake 460 (Brake R) and through a Clutch 472 (Clutch 3) to an Electric Machine (EM2) 412.
  • Fig. 5 does not introduce any new element. It shows a preferred embodiment, which introduces additional clutches and set of gears, allowing different configurations according to the requirement of use and selection of rpm necessary when entering the final control axis.
  • an ICE 502 is connected to the central/sun gear of planetary gear system 504 and to sun brake 520, and via multiplier box 524 and clutch 522 to an EM 510, and EM 510 is connected to a ring gear of the planetary gear system 504.
  • the traveling gears of the planetary gear system 504 connect to differential 530 which is connected to the wheels 532, 534.
  • the ICE 502 is connected to the planetary gear system 504 and sun brake 520 via one clutch 570 and to ring brake 528 via another clutch 582
  • the EM 510 is connected to the planetary gear system 504 via second multiplier box 525 and clutches 580, 584
  • clutch 522 is between the first multiplier box 524 and EM 510 rather than between the ICE 502 and first multiplier box 524.
  • the Sun Brake 220 is activated, and the clutch 222 is disengaged between motor 202 and EM1 210 and the clutch 226 is engaged between EM1 210 and EM2 212.
  • the engine 202 can remain on, otherwise it will be switched off each time the Sun Brake 220 is activated; passing the final shaft of transmission 214 to move the Carrier 206 and move EM1 210 and EM2 212, generating energy that can be accumulated. If, to the contrary, EM1 210 and EM2 212 do not couple together, energy recovery in braking is only be performed in EM2 212.

Abstract

A drive mechanism includes one or more planetary gear systems, each of the planetary gear systems including one or more central sun gears, one or more outer ring gears, and one or more carrier gears linking the one or more central sun gears to the one or more outer ring gears, each of the planetary gear systems being connected to one or more energy sources. One or more of the energy sources acts as a regulator of the output revolutions of one or more of the planetary gear systems, in such a way that a ratio of input rpm and power to output rpm and power of the one or more of the planetary gear systems is selectably variable, allowing the output rpm to scale progressively from a stop to any higher rpm the drive mechanism can achieve, without the need for a gearbox.

Description

SYSTEMS AND METHODS FOR SELECTING, DOSING AND TRANSMITTING TORQUE AND POWER BETWEEN ENGINES AND FINAL TRANSMISSION SHAFTS WITHOUT
THE USE OF A GEARBOX
FIELD OF THE DISCLOSURE
The present invention relates to the field of mechanisms of use in the vehicular field. More specifically, it relates to a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts without need for a gearbox.
BACKGROUND
The Toyota Prius hybrid system and other models of the brand apply a satellite mechanism, but work exclusively with high voltages and with a specific connection of an Internal Combustion Engine (ICE) to the carrier; from an electric motor-generator to the sun gear and from an electric motor to the ring gear.
These systems do not require a conventional transmission, but the rpm variance is produced exclusively and directly by the electric motor connected to the ring gear and consecutively arranged two or more reducers before reaching the required rpm for the final transmission shaft.
Other known 48-volt mild hybrid systems position an electrical machine a) connected to the ICE on the front end accessory drive, b) connected to the ICE directly with the crankshaft, c) integrated between the ICE and transmission shaft, d) in the transmission shaft through gear mesh, or e) connected to the rear axle of the vehicle through gear mesh. All require conventional transmissions coupled to an ICE and an electrical machine (EM).
Planetary mechanisms do not apply.
SUMMARY
It is to be understood that both the following summary and the detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. Neither the summary nor the description that follows is intended to define or limit the scope of the invention to the particular features mentioned in the summary or in the description. Rather, the scope of the invention is defined by the appended claims. In certain embodiments, the disclosed embodiments may include one or more of the features described herein.
Applied for example on a vehicle without a gearbox, a new mechanism which is a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts allows for selection of the ratio between the speed of rotation of one or more driving sources (such as an internal combustion engine drive shaft) and the final transmission shaft. In a preferred configuration, this selection is controlled electronically, managing the broad scope of possibilities provided by the mechanical configuration of this mechanism to dose the torque and power and regulate the rpm of the driving sources, in a hybrid motorization system. This mechanism reduces and minimizes the usual frictional energy losses of traditional gearboxes.
In a mild hybrid vehicle, the new mechanism makes it possible to mechanically link the sources of motive energy with those of power generation, so that an electronic command unit (known in the art) may use the new mechanism to manage the use of said resources in the most convenient way.
The mechanism operates as an energy distributor through which can simultaneously flow: the applied motive power towards the final transmission shaft and the energy to be recovered to one or more sources of generation. The electronic command unit may, in this environment, sense the operating conditions of the vehicle and, depending on this, dispense available resources, driving the energy to be recovered for electric generation and / or delivering power to the final transmission shaft, as required.
The combined operation of the available driving sources and their respective operating abilities, allows for maximization of the use of the events of power generation and for dosing the performance of the driving sources in operating ranges of greater efficiency for each one.
Unlike other mild hybrid configurations, known in the prior art, which only enable the administration of TORQUE available from the hybrid set (e.g. internal combustion engine (ICE) and electric machine), the new mechanism allows TORQUE and RPM to be managed, locating the performance of the hybrid set at the best operating range.
The ability of the new mechanism to manage torque, power and rpm throughout the operative range of the vehicle is a reason to do without the use of a gearbox. It is an advantage because it reduces weight, space and costs in the powertrain. In addition, the smaller number of moving mechanical parts involved, in comparison with the previous art, results in a reduction of the energy losses due to friction.
The mechanism refers to the field of linking systems between motor and final transmission shaft, adopting variable configurations, is applicable in hybrid or non-hybrid systems, suitable to work with any type of motor, and applicable to any type of transmission shaft, being able to dispense with a gearbox, working as a non-stepped progressive link that allows reduction of friction losses.
The new mechanism preferably comprises one or more satellite mechanisms, which can be connected to one or more motors, be they internal combustion and/or electric, or any other type of motor power source that generates or transforms energy of any kind, directly linked to one or more final transmission shafts through said satellite mechanism or through any other suitable binding means, for example as described in greater detail below.
The invention is especially suitable for application to mild hybrid systems (voltages less than 60 volts and best known and used 48 volts), or other applications, even in those where electric motors are dispensed with.
The dimensions, shapes, location and any other reference of the indicated parts, as well as of the incorporated elements, and the indicated ways of connection, refer to an alternative preferred configuration and do not exclude other possible variants.
In a first embodiment of the invention, a drive mechanism in a hybrid or mild hybrid motorization system capable of delivering and recovering energy includes one or more planetary gear systems, each of the one or more planetary gear systems including a sun gear, a ring gear, and a carrier including traveling gears. The sun gear, and/or the ring gear, and/or the carrier of each planetary gear system is connected to one or more energy sources. At least one of the one or more energy sources is connected to the sun gear, and/or the ring gear, and/or the carrier of a planetary gear system through gearing, and/or a clutch, and/or a brake. One or more of the energy sources is configured to act as a regulator of output revolutions of one or more of the one or more planetary gear systems, such that the one or more planetary gear systems regulated by the one or more of the energy sources are configured to have a selectably variable ratio of input power and revolutions per minute to output power and revolutions per minute, making it possible to dose power and regulate revolutions in connection to a final transmission shaft. In a drive mechanism according to this first embodiment, a) each of the energy sources may have the same characteristics, b) each of the energy sources may have different characteristics, or c) some of the energy sources may have the same characteristics and some of the energy sources may have different characteristics.
In a drive mechanism according to this first embodiment, one or more of the one or more planetary gear systems may have one or more additional sun gears, ring gears and/or carriers.
In a drive mechanism according to this first embodiment, the selectably variable ratio of input rpm and power to output rpm and power of the regulated planetary gear systems allows the output revolutions per minute to scale progressively from a stop to any higher rotational speed the drive mechanism can achieve, without the need for a gearbox.
A drive mechanism according to this first embodiment may also include a control unit configured to control a clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system, in order to select the ratio of input power and revolutions per minute to output power and revolutions per minute. The control unit may be further configured to control the rotational velocity of the one or more energy sources and of the one or more planetary gear systems, in order to achieve a desired rotational velocity at the final shaft of the transmission. The control unit may also be configured to select the rotational velocities of the one or more energy sources and of the one or more planetary gear systems from a plurality of options in order to maximize efficiency, or based on other factors.
In a drive mechanism according to this first embodiment, the one or more energy sources may include one or more motors connected through at least one of the planetary gear systems to the final transmission shaft through a final control system, without a transmission.
In a drive mechanism according to this first embodiment, the one or more energy sources may include one or more electric motors configured to alternatively function as a generator and as an engine.
In a drive mechanism according to this first embodiment, the planetary gear systems may bind some or all of the energy sources to the final transmission shaft via a final reduction gear or other final control system.
In a drive mechanism according to this first embodiment, the energy sources may include one or more electric machines configured to recover energy during deceleration and braking of a vehicle that includes the hybrid or mild hybrid motorization system installed thereon.
In a drive mechanism according to this first embodiment, the energy sources may include one or more electric machines configured to generate energy from rotational movement of another component of the drive mechanism, when a vehicle on which the hybrid or mild- hybrid motorization system is installed is stopped or does not require energy to continue its displacement.
In a drive mechanism according to this first embodiment, the energy sources may include an internal combustion engine and one or more electric machines, the internal combustion engine may be connected to the sun gear of a first of the planetary gear systems and the one or more electric machines may be connected through gearing and/or one or more clutches and/or one or more brakes to the ring gear of the first planetary gear system, and the carrier of the first planetary gear system may be connected to the differential of a vehicle. The first planetary gear system may be configured to provide a pre-determined relationship between rotational velocity of the carrier of the first planetary gear system and rotational velocity of the ring gear and sun gear of the first planetary gear system. Such a drive mechanism may also include a control unit configured to control a clutch and/or brake connecting the electric machines to the ring gear of the first planetary gear system, in order to select the ratio of input power and revolutions per minute at the sun gear to output power and revolutions per minute at the carrier, while obtaining a selected output revolutions per minute at the carrier.
A method of using a drive mechanism according to the first embodiment of the invention may involve controlling the clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system, and thereby selecting the ratio of input power and revolutions per minute to output power and revolutions per minute, controlling the rotational velocity of the one or more energy sources and of the one or more planetary gear systems, and thereby achieving a desired rotational velocity at the final shaft of the transmission, and selecting the rotational velocities of the one or more energy sources and of the one or more planetary gear systems from a plurality of options in order to maximize efficiency, or based on other considerations.
In another embodiment of the invention, a drive mechanism in a non-hybrid motorization system includes one or more planetary gear systems connected to one or more sources of energy, where a first of the planetary gear systems is configured to be connected to a specific one of the sources of energy when the specific source of energy is operating at a first rotational speed, and at least a second one of the planetary gear systems is configured to be connected to the specific source of energy when the specific source of energy is operating at a second rotational speed different than the first rotational speed. A sun gear, and/or carrier, and/or ring gear of the first planetary gear system is linked with a sun gear, and/or carrier, and/or ring gear of the at least one second planetary gear system, so that the first planetary gear system is configured to have a selectably variable ratio of input power and rotational velocity to output power and rotational velocity, and to be directly connected to a final transmission shaft.
In a drive mechanism according to this embodiment, the first planetary gear system may be linked with the at least one second planetary gear system through gearing, and/or a clutch, and/or a brake.
A drive mechanism according to this embodiment may also include a control unit configured to control the clutch and/or brake through which the first planetary gear system is linked with the at least one second planetary gear system, and/or to control the rotational speed of the sources of energy, to select the ratio of input power and rotational velocity to output power and rotational velocity of the first planetary gear system and achieve a desired rotational velocity of the final transmission shaft.
A method of using the drive mechanism according to this other embodiment may involve connecting the first of the one or more planetary gear systems to the specific one of the energy sources when the specific one of the energy sources is operating at the first rotational speed, connecting the second of the planetary gear systems to the specific energy source when the specific one of the energy sources is operating at the second rotational speed that is different than the first rotational speed, linking the first of the one or more planetary gear systems with the at least one second planetary gear system, and delivering a selectively variable ratio of input power and rotational velocity to output power and rotational velocity for the first of the one or more planetary gear systems, where the first of the one or more planetary gear systems is directly connected to the final transmission shaft.
Features of the various embodiments described are generally interchangeable, except to the extent that some embodiments relate to non-hybrid systems in which electric machines may be unavailable. These and further and other objects and features of the invention are apparent in the disclosure, which includes the above and ongoing written specification, with the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate exemplary embodiments and, together with the description, further serve to enable a person skilled in the pertinent art to make and use these embodiments and others that will be apparent to those skilled in the art. The drawings are not to be considered as limiting the scope of the invention in any way. The invention will be more particularly described in conjunction with the following drawings wherein:
Fig 1 represents an exemplary planetary gear system embodiment, where EMI 110 is linked to the SUN, the output to the final transmission shaft (TR) 114 and direction of indicated rotation of the final transmission shaft (TR) 114 being equal to the direction of rotation of ICE and EMI 110, and EM2 112 being attached to the Ring and able to rotate in either direction.
Fig. 2 represents an exemplary connection diagram, where the motor 202 is connected to a multiplier box 224 through a clutch 222, and to the Sim 204 of a planetary gear system, which is also connected to a brake 220. The multiplier box 224 is connected to the EMI 210, which is connected through another clutch 226 with the EM2 212, which is connected to a brake 228 and the ring 208 of the planetary gear system. The Carrier 206 of the planetary gear system is directly connected to the final transmission shaft 214.
Fig. 3 represents another exemplary connection diagram, where on line 1 301, a motor 302 is connected through a clutch 303 with the SU 1 of a first planetary gear system and by a second connection through a clutch 309 and a gear reducer assembly 311 to the Carrier 2 of a second planetary gear system. Line 2 315 shows the connection between Ring 1 305 of the first planetary system and the output of the gear reducer assembly passing through clutch C 317; in line 2 315 we appreciate the connection through a clutch D 321 between SUN 2 of the second planetary system and Ring 1 of the first planetary system; there is also a brake 1 323 in Ring 1 and a brake 2 325 in Ring 2.
Fig. 4 represents another exemplary connection diagram, where the motor 402 is connected to a multiplier box 424 through a Clutch (Clutch 2) 422 and the Sun 404 of a planetary gear system through a Clutch (Clutch 1) 470. The multiplier box 424 is connected to an Electric Machine (EM 1) 410, which is connected through another Clutch (C 5) 426 with a second Electric Machine (EM 2)
412, which is connected through another Clutch (C 6) 476 to another Electric Machine (EM 3) 450. The Sun 404 is connected to the Clutch of the motor (Clutch 1) 470 and to a brake (Brake S) 420. The Carrier 406 is connected to the final transmission shaft 414 and through a clutch (Clutch 4) 474 to an Electric Machine (EM 3) 450. The Ring 408 is connected to a brake (Brake R) 460 and through a clutch (Clutch 3) 472 to an Electric Machine (EM2) 412.
In Fig. 5, multiple clutches and binding gears can be observed between the energy sources - ICE and EM- and the satellite gear, allowing different configurations of the assembly, according to the requirement of use and selection of rpm required in the entry to the final axis of transmission. The motor 502 is connected to multiplier box 524, which is connected through clutch C2 522, which is connected to an Electric Machine 510 which is connected to another multiplier box GB2 525, which is connected to clutches C3 580 and C5 584 to the Ring of the planetary gear 504. The motor 502 is also connected through a Clutch Cl 570 to the Sun of the planetary gear 504, which is connected to the Brake S 520. The Motor 502 is connected through the Clutch C4 582 with the ring of the ring of the planetary gear 504, which is connected to the Brake R 528. The Carrier of the planetary gear 504 is connected to differential 530.
FIG. 6 is a graphical representation of an operational mode of an embodiment of the present invention with a single electric machine, where the sun gear is connected to the motor and the ring gear is connected to the electric machine, and the diameter of the ring gear is twice the diameter of the sun gear, depicting different ways that the rpm of the motor and electric machine can be blended to achieve a desired output rpm to a differential.
DETAILED DESCRIPTION
Systems and methods for selecting, dosing and transmitting torque and power between engines and final transmission shafts without the use of a gearbox will now be disclosed in terms of various exemplary embodiments. This specification discloses one or more embodiments that incorporate features of the invention. The embodiment(s) described, and references in the specification to“one embodiment”,“an embodiment”,“an example embodiment”, etc., indicate that the embodiment(s) described may include a particular feature, structure, or characteristic. Such phrases are not necessarily referring to the same embodiment. When a particular feature, structure, or characteristic is described in connection with an embodiment, persons skilled in the art may effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.
In the several figures, like reference numerals may be used for like elements having like functions even in different drawings. The embodiments described, and their detailed construction and elements, are merely provided to assist in a comprehensive understanding of the invention. Thus, it is apparent that the present invention can be carried out in a variety of ways, and does not require any of the specific features described herein. Also, well-known functions or constructions are not described in detail since they would obscure the invention with unnecessary detail. Any signal arrows in the drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically noted.
The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.
It will be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, without departing from the scope of example embodiments. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. As used herein,“at least one of A, B, and C” indicates A or B or C or any combination thereof.
As used herein, the singular form of a word includes the plural, and vice versa, unless the context clearly dictates otherwise. Thus, the references“a”,“an”, and“the” are generally inclusive of the plurals of the respective terms. Thus, for example, reference to a
motor/generator set includes a plurality of such sets (and similarly, reference to
motor/generator sets includes a single motor/generator), and reference to "the energy distributor" includes reference to one or more energy distributors and equivalents thereof known to those skilled in the art, and so forth. Furthermore, the use of terms that can be described using equivalent terms includes the use of those equivalent terms. For example, the term "rotor" includes the term "armature" and other equivalent terms used in the automotive and electrical industries. In addition, as the parts of the device can be made from any of the common and well- known materials used in building internal combustion engines and accessories to such engines, it is not necessary in this document to give a listing of materials and methods that can be used in forming each element and fastening certain elements to other elements or making electrical connections.
It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may in fact be executed substantially concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
As used herein, ranges are used herein in shorthand, so as to avoid having to list and describe each and every value within the range. Any appropriate value within the range can be selected, where appropriate, as the upper value, lower value, or the terminus of the range.
The words“comprise”,“comprises”, and“comprising” are to be interpreted inclusively rather than exclusively. Likewise the terms“include”,“including” and“or” should all be construed to be inclusive, unless such a construction is clearly prohibited from the context. The terms“comprising” or“including” are intended to include embodiments encompassed by the terms“consisting essentially of’ and“consisting of’. Similarly, the term “consisting essentially of’ is intended to include embodiments encompassed by the term “consisting of’. Although having distinct meanings, the terms“comprising”,“having”, “containing’ and“consisting of’ may be replaced with one another throughout the description of the invention.
"About" means a referenced numeric indication plus or minus 10% of that referenced numeric indication. For example, the term about 4 would include a range of 3.6 to 4.4. All numbers expressing quantities of ingredients, reaction conditions, and so forth used in the specification are to be understood as being modified in all instances by the term "about." Accordingly, unless indicated to the contrary, the numerical parameters set forth herein are approximations that can vary depending upon the desired properties sought to be obtained. At the very least, and not as an attempt to limit the application of the doctrine of equivalents to the scope of any claims, each numerical parameter should be construed in light of the number of significant digits and ordinary rounding approaches.
Wherever the phrase "for example," "such as," "including" and the like are used herein, the phrase "and without limitation" is understood to follow unless explicitly stated otherwise.
“Typically" or "optionally" means that the subsequently described event or circumstance may or may not occur, and that the description includes instances where said event or circumstance occurs and instances where it does not.
A system incorporating a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts without need for a gearbox is described below.
DESCRIPTION OF ELEMENTS AND LINKS BETWEEN THEM
A motor power source, motor, machine or mechanism generating a rotational movement - hereinafter“motor” - is preferably connected to the SUN (central gear) and can apply a selective brake and / or clutch mechanism in a planetary gear train (epicyclic gear) alternatively: by direct connection; through the use of a reductive-multiplier-box; by chain; by means of a belt and / or by any alternative means that fulfills a binding function. This motor, in turn, can also be connected by any binding means to another driving source, which can be an electric machine, - hereinafter referred to as“EMl” - and also applies in its connection a clutch mechanism that acts for selectively coupling and decoupling; it can also be coupled to another satellite gear train. The Carrier (traveling gears linking the SUN to the RING) can be linked by any means appropriate to the shaft or final transmission mechanism, being able to do so without the use of a gearbox. The Ring (outer gear), linked to a selective activation brake and / or clutch mechanism, can be linked by any suitable means to a second power source, that could be electrical, - henceforth EM2 - which may also be linked to the EMl in an occasional or continuous manner through any linking mechanism that allows them to uncouple and rotate at different rpm or to be coupled and rotate at the same rpm, and can also be linked to another satellite mechanism of gears.
FIG. 1 shows such an embodiment, with an internal combustion engine 102 (ICE) generating a rotational movement and connected to a central gear 104 and that can apply a selective brake and / or clutch mechanism in a planetary gear train (epicyclic gear) 104, 106, 108. The ICE 102 is also connected by a binding means to an electric machine (EMl) 110. The traveling gears 106 linking the central gear 104 to the ring gear 108 are linked to a final transmission mechanism 114 without the use of a gearbox. Outer gear 108, linked to a selective activation brake and / or clutch mechanism, is linked to a second electric machine (EM2) 112, which may be linked to the EMl 110 in an occasional or continuous manner through a linking mechanism that allows them to uncouple and rotate at different rpm or to be coupled and rotate at the same rpm, and can also be linked to another satellite mechanism of gears. The output to the final transmission shaft (TR) 114 and direction of indicated rotation of the final transmission shaft (TR) 114 is equal to the direction of rotation of ICE 102 and EMl 110, and EM2 112 is attached to the Ring and able to rotate in either direction.
FIG.5 The motor 502 is connected to multiplier box 524, which is connected through Clutch C2 522, which is connected to an Electric Machine 510 which is connected to another multiplier box GB2 525, which is connected to Clutches C3 580 and C5 584 to the Ring of the planetary gear 504. The motor 502 is also connected through a Clutch Cl 570 to the Sun of the planetary gear 504, which is connected to the Brake S 520. The motor 502 is connected through the Clutch C4 582 with the ring of the ring of the planetary gear 504, which is connected to the Brake R 528. The Carrier of the planetary gear 504 is connected to differential 530.
MODE OF OPERATION WITH ONE OR MORE AUXILIARY MOTORS OF THE
MOTOR
To move the vehicle, the motor connected to the Sun and / or the Sun and to the EM1 is put into operation. In such circumstances, the motor rotating at a certain rpm causes the EM1 associated to it to also rotate at the same or a different rpm, depending on the linkage relationship selected. The EM1 and/or EM2 remain dissociated from the Ring at this time, and the brake is applied to the Ring, which causes the Carrier to rotate at a lower rpm than the SUN while the RING remains stopped by the applied brake. The rpm of the Carrier can be applied, for example, directly to the differential of a vehicle, since the use of the new mechanism makes it possible to dispense with the use of a conventional transmission with gearbox.
If acceleration continues, the number of rpm of the motor and / or its EM1 will continue to rise. In such circumstances, it is necessary to reduce the reduction, so that at a given number of revolutions of the motor, the reduction is lower and determines that the output rpm of the Carrier increases. This is achieved by releasing the brake in the Ring and starting from zero rpm in the ring to increase the rpm in the EM2 in the same direction of rotation as the SUN. Remember that the EM2 can turn at a different rpm than both the motor and the EM1. A sharp comparative increase of the rpm of the Carrier with respect to the SUN is then obtained. Again, if continued acceleration of the vehicle is desired, the rpm of the motor and/or the EM1 can be increased or the rpm of the EM2 can be increased in the same direction as the motor, or we can also increase the rpm of the motor and the EM2 in equal or different amounts. If the motor is kept at a certain rpm, and the rpm of the Carrier is increased, for which the rpm of the Ring and its associated EM2 must be increased, eventually the time will come when the rpm of the EM2 and the motor are equal, resulting in a triple parity with the Carrier, causing a direct relation between rpm delivered by the motor and/or EM1 and the rpm delivered by the mechanism of the present invention. To further increase the speed of the vehicle without increasing that of the motor and/or EM1, or to maintain the speed of the vehicle while decreasing the rpm of the motor or motors, the rpm of the EM2 must exceed the SUN rpm, which results in a delivery to the final transmission shaft - or shaft of final reduction - of a higher number of rpm than those delivered by the motor. To carry out a reverse motoring, there are two options, first to stop the SUN and make the EM2 turn in the opposite direction to the forward gear - opposite to that of the motor when it is running - turning the Ring in the opposite direction to the forward gear, or second to have the EM2 turn in the opposite direction to the motor at a number of rpm higher than the motor and produce reverse rotation to the carrier output, causing reverse movement of the vehicle.
MODE WITHOUT AUXILIARY ELECTRICAL MACHINES OF THE MOTOR
An embodiment that does not utilize electric machines is shown in Figure 3. Fig. 3 represents another exemplary connection diagram, where on line 1 301, a motor 302 is connected through a clutch 303 with the SUN1 of a first planetary gear system 305 and by a second connection 307 through a clutch 309 and a gear reducer assembly 311 to the Carrier 2 of a second planetary gear system 313. Line 2 315 shows the connection between Ring 1 of the first planetary system 305 and the output of the gear reducer assembly 311 passing through clutch C 317; in line 3 319 we appreciate the connection through a clutch D 321 between SUN 2 of the second planetary system 313 and Ring 1 of the first planetary system 305; there is also a brake 1 323 in Ring 1 and a brake 2 325 in Ring 2.
For the sole purpose of facilitating the understanding of this explanation and as an example, in an embodiment the diameter of the Ring is twice the diameter of the SUN, but different ratios between the elements of a single satellite group can be applied depending on the situation and requirements. Planetary gear systems, also called epicyclic gearing systems, are well known, and the sizes and number of teeth of the components (sun gear, ring gear, traveling gears) can be selected according to known formulae to achieve a desired gear ratio and ratio between input rotation and output rotation under particular conditions. The same is true for compound systems having multiple interconnected planetary gear systems. As such, in embodiments utilizing more than one planetary group (e.g. 305, 313), the planetary groups 305, 313 can be equal to each other or different, both in the dimensions of their elements and in their connections. The engine(s) 302 (hereinafter: the motor) is linked, for example, to a SUN - henceforth SUN1 - of a first satellite group of gears 305 with the use of a Clutch A 303, the Carrierl is connected to the final transmission shaft 327, and the Ringl to a Brake Rl mechanism 323. Also, the motor 302 is linked by suitable means, for example a shaft with a Clutch B mechanism 309, to a second planetary group of gears 313 through a gear reduction mechanism 311, more precisely to the Carrier2 and to the Ringl interposing another Clutch C 317. While the SUN2 of the second satellite group 313 has a clutch 321 connected through the Ringl of the first satellite group 305, the Ring2 of the second satellite group 313 connects to a Brake R2 325.
In these or similar conditions, the motor 302 starts, and when accelerating to move the vehicle, the following directives are activated through the commands of a control unit, for example electronic control unit (ECU): motor 302 coupled to SUN1, Clutch B 309 open, Brake Rl 325 activated, so that for each revolution of the engine, the output to the final transmission shaft will be 1/3 of a revolution. When continuing the acceleration, the instructions are for example: motor 302 direct to SUN1, clutch A, B, C, 303, 309, 317 closed, brakes Rl and R2 323, 325 deactivated, and if the reduction is 2: 1 there is a ratio of 1 rpm SUN1 to 1/2 rpm Ring 1. 1 rpm SUN1 plus 1/2 rpm RING1 is equal to 2/3 rpm in the Carrier’s output to the final transmission shaft 327. To continue accelerating the vehicle, with instructions clutch A 303 is closed, clutch B 309 opened, Brake Rl 323 is deactivated, and Sunl is blocked with Carrierl, obtaining a ratio of 1 rpm of the motor 302 to 1 rpm output to the final transmission shaft 327. To deliver to the final transmission shaft 327 - or final reduction shaft - higher rpm than those delivered by the motor 302, the following instructions for example may be used: Clutch A, B and D 303, 309, 321 closed, Clutch C 317 open, Brake Rl 323 deactivated, Brake R2 325 activated. In such circumstances, 1 rpm of the motor 302 corresponds to 1 rpm of the Sunl, 1/2 rpm of Carrier2, 1 1/2 rpm of SUN2, 1 1/2 rpm of Ringl, and 1 1/3 rpm of Carrierl output to the final transmission shaft 327.
MODE OF OPERATION WITH ONLY ONE ELECTRIC MOTOR
For the sole purpose of facilitating the understanding of this explanation and by way of example, in an embodiment the diameter of the ring is twice the diameter of the sun, although in different situations with different requirements, different relationships between the elements of the same or different satellite group may prevail. This mode of operation allows that when the motor is connected to the Sun, it rotates causing the final transmission shaft to receive 1/3 of the Sun's rpm. To increase the ratio between rpm in the Sun and rpm in the output of the Carrier, in a preferred configuration, by coupling an electric motor to the Ring, which manages its rpm in the same direction as the Sun and the Carrier, for example by an electronic command unit (ECU), it is possible from a previous situation with a stopped Ring to gradually increase the rpm of the electric motor, increasing then gradually the RPM of the Carrier, until the point at which the rpm of the electric motor equals those of the motor and the Sun, in which the rpm of these, the Carrier and the Rings are equal, allowing a 1 : 1 ratio between motor rpm and rpm to the final transmission shaft. If it is desired to obtain a multiplied gear, it is sufficient to overcome the RPM in the electric motor associated with the Ring with respect to the Sun. To generate a reverse gear, it is necessary to make the electric motor coupled to the Ring turn in the opposite direction to that of the Sun and the Carrier.
FIG. 6 is a graphical representation of an operational mode of an embodiment of the present invention with a single electric machine, where the sun gear is connected to the motor and the ring gear is connected to the electric machine, and the diameter of the ring gear is twice the diameter of the sun gear, depicting different ways that the rpm of the motor and electric machine can be blended to achieve a desired output rpm to a differential. Here, the desired output rpm at the carrier/differential is 1000 RPM. In order to achieve this output rpm for this particular planetary gear system, various speeds of the motor (SUN/ICE) and electric machine (RING/EM) can be selected by a control unit (such as ECU). A first option 602 has the motor at 3,000 rpm and the ring gear stationary at zero rpm. A second option 604 has the motor running at 2,000 rpm and the ring gear maintained at 500 rpm. A third option 606 has both the motor and electric machine running at 1,000 rpm. A fourth option 608 has a stationary motor at zero rpm and an electric machine running at 1,500 rpm. Each of these options results in an output rpm of 1,000 at the carrier. Of course, an infinite number of alternative options exist between option 1 and option 4 (between zero and 3,000 rpm for the motor and between zero and 1,500 rpm for the ring gear). The relationship illustrated is that the carrier rpm is equal to 2/3 of the ring gear rpm plus 1/3 of the sun gear rpm, which is a result of the relative dimensions of the components (ring gear twice the diameter of the sun gear). The control unit may select from these options at any point in time for maximum efficiency or based on other considerations. It should be understood that, in addition to being affected by other gears in the system, the angular velocity (rpm) of a gear connected to an ICE may be affected by motoring the connected ICE or by mechanical/friction braking, and that the angular velocity of a gear connected to an electric machine may be affected by motoring the connected electric machine in either direction (i.e. motoring or motorized braking), or by regenerative braking or friction or other mechanical braking.
OPERATING MODE: ONLY ELECTRIC
Fig. 2 Represents an exemplary connection diagram, where the ICE 202 is connected to a multiplier box 224 through a clutch 222, and to the central gear 204 of a planetary gear system 204, 206, 208, which is also connected to a brake 220. The multiplier box 224 is connected to the EM1 210, which is connected through another clutch 226 with the EM2 212, which is connected to a brake 228 and the ring 208 of the planetary gear system 204, 206,
208. The Carrier 206 of the planetary gear system 204, 206, 208 is directly connected to the final transmission shaft 214. Final transmission shaft 214 directly drives differential 230 which drives the wheels 232, 234. Multiplier box 224 connects air-conditioner,
water/oil/vacuum pump 236 to EM1 210 and ICE 202.
In a hybrid vehicle configuration, similar to the one described in fig. 2, in case operation is required with the motor (here ICE 202) off, the Sun Brake is activated (brake S 220) and the clutch 222 is disengaged between the motor 202 and EM1 210; in such a situation it is possible to move the Carrier 206 connected to the final transmission shaft 214 with one or both electric motors 210, 212.
Fig. 4 Represents another exemplary connection diagram, where the ICE 402 is connected to a multiplier box 424 through a Clutch 422 (Clutch 2) and the central gear 404 of a planetary gear system 404, 406, 408 through a Clutch 470 (Clutch 1). The multiplier box 424 is connected to an Electric Machine (EM 1) 410, which is connected through another Clutch 426 (C5) with a second Electric Machine (EM 2) 412, which is connected through another Clutch 476 (C 6) to another Electric Machine (EM 3) 450. The central gear 404 is connected to the Clutch 470 of the motor (Clutch 1) and to a brake 420 (Brake S). The Carrier 406 is connected to the final transmission shaft 414 and through a Clutch 474 (Clutch 4) to an Electric Machine (EM 3) 450. The Ring 408 is connected to a brake 460 (Brake R) and through a Clutch 472 (Clutch 3) to an Electric Machine (EM2) 412.
In a configuration similar to the one described in fig 4, if electric-only operation is required, the sun brake 420 (brake s) is activated, leaving the clutches 422, 472 disconnected (clutch 3 and / or clutch 2) and selectively coupling the clutches 426, 476 (c 5 and c 6) so that the final transmission shaft 414 (or final reduction shaft) can be moved with the electric machines 410, 412, 450 (EM 3 and / or EM 2 and / or EM 1). Fig. 5 does not introduce any new element. It shows a preferred embodiment, which introduces additional clutches and set of gears, allowing different configurations according to the requirement of use and selection of rpm necessary when entering the final control axis. Multiple clutches and binding gears can be observed between the energy sources -ICE and EM- and the satellite gear, allowing different configurations of the assembly, according to the requirement of use and selection of rpm required in the entry to the final axis of transmission. As in Figs. 2 and 4, an ICE 502 is connected to the central/sun gear of planetary gear system 504 and to sun brake 520, and via multiplier box 524 and clutch 522 to an EM 510, and EM 510 is connected to a ring gear of the planetary gear system 504. The traveling gears of the planetary gear system 504 connect to differential 530 which is connected to the wheels 532, 534. Here also, the ICE 502 is connected to the planetary gear system 504 and sun brake 520 via one clutch 570 and to ring brake 528 via another clutch 582, and the EM 510 is connected to the planetary gear system 504 via second multiplier box 525 and clutches 580, 584, and clutch 522 is between the first multiplier box 524 and EM 510 rather than between the ICE 502 and first multiplier box 524.
MODE OF REGENERATION IN COASTING AND / OR BRAKING
In a configuration similar to that described in fig. 2, the Sun Brake 220 is activated, and the clutch 222 is disengaged between motor 202 and EM1 210 and the clutch 226 is engaged between EM1 210 and EM2 212. If a clutch is placed between the engine and the Sun (as in Fig. 3, Fig. 4 and Fig.5), the engine 202 can remain on, otherwise it will be switched off each time the Sun Brake 220 is activated; passing the final shaft of transmission 214 to move the Carrier 206 and move EM1 210 and EM2 212, generating energy that can be accumulated. If, to the contrary, EM1 210 and EM2 212 do not couple together, energy recovery in braking is only be performed in EM2 212.
In the case of a configuration similar to that described in Fig. 4: Sun Brake 420 activated, clutch 3 472 uncoupled, in decelerations and / or braking, energy can be recovered through EM3 450, and / or EM2 412, and / or EM1 410.
EXTRA POWER MODE
In the, for example, two EM mode, providing the system with a clutch between the EM2 212 and the Ring Brake 228 makes it possible to generate an intense acceleration. By applying the Brake R 228, activating the clutch (similar to clutch 472 in Fig. 4) between Ring 208 and EM2 212, and coupling EM1 210 and EM2 212, both electric motors will assist the motor 202 when starting out from a stopped position.
The invention is not limited to the particular embodiments illustrated in the drawings and described above in detail. Those skilled in the art will recognize that other arrangements could be devised. The invention encompasses every possible combination of the various features of each embodiment disclosed. One or more of the elements described herein with respect to various embodiments can be implemented in a more separated or integrated manner than explicitly described, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application While the invention has been described with reference to specific illustrative embodiments, modifications and variations of the invention may be constructed without departing from the spirit and scope of the invention as set forth in the following claims.

Claims

What is claimed is:
1. A drive mechanism in a hybrid or mild hybrid motorization system capable of delivering and recovering energy, comprising:
one or more planetary gear systems, each of the one or more planetary gear systems comprising a sun gear, a ring gear, and a carrier comprising traveling gears;
wherein the sun gear, and/or the ring gear, and/or the carrier of each planetary gear system is connected to one or more energy sources;
wherein at least one of the one or more energy sources is connected to the sun gear, and/or the ring gear, and/or the carrier of a planetary gear system through gearing, and/or a clutch, and/or a brake;
wherein one or more of the energy sources is configured to act as a regulator of output revolutions of one or more of the one or more planetary gear systems, such that the one or more planetary gear systems regulated by the one or more of the energy sources are configured to have a selectably variable ratio of input power and revolutions per minute to output power and revolutions per minute, making it possible to dose power and regulate revolutions in connection to a final transmission shaft.
2. The drive mechanism of claim 1, wherein:
a) each of the energy sources has the same characteristics;
b) each of the energy sources has different characteristics; or
c) some of the energy sources have the same characteristics and some of the energy sources have different characteristics.
3. The drive mechanism of claim 1, wherein one or more of the one or more planetary gear systems comprises one or more additional sun gears, ring gears and/or carriers.
4. The drive mechanism of claim 1, wherein the selectably variable ratio of input rpm and power to output rpm and power of the regulated planetary gear systems allows the output revolutions per minute to scale progressively from a stop to any higher rotational speed the drive mechanism can achieve, without the need for a gearbox.
5. The drive mechanism of claim 1, further comprising a control unit configured to control a clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system, in order to select the ratio of input power and revolutions per minute to output power and revolutions per minute.
6. The drive mechanism of claim 5, wherein the control unit is further configured to control the rotational velocity of the one or more energy sources and of the one or more planetary gear systems, in order to achieve a desired rotational velocity at the final shaft of the transmission.
7. The drive mechanism of claim 5, wherein the control unit is further configured to select the rotational velocities of the one or more energy sources and of the one or more planetary gear systems from a plurality of options in order to maximize efficiency.
8. The drive mechanism of claim 1, wherein the one or more energy sources comprise one or more motors connected through at least one of the planetary gear systems to the final transmission shaft through a final control system, without a transmission.
9. The drive mechanism of claim 1 , wherein the one or more energy sources comprise one or more electric motors configured to alternatively function as a generator and as an engine.
10. The drive mechanism of claim 1, wherein the planetary gear systems bind some or all of the energy sources and the final transmission shaft with a final reduction gear or other final control system.
11. The drive mechanism of claim 1, wherein the energy sources comprise one or more electric machines configured to recover energy during deceleration and braking of a vehicle comprising the hybrid or mild hybrid motorization system.
12. The drive mechanism of claim 1, wherein the energy sources comprise one or more electric machines configured to generate energy from rotational movement of another component of the drive mechanism, when a vehicle comprising the hybrid or mild-hybrid motorization system is stopped or does not require energy to continue its displacement.
13. The drive mechanism of claim 1, wherein the energy sources comprise an internal combustion engine and one or more electric machines, wherein the internal combustion engine is connected to the sun gear of a first of the planetary gear systems and the one or more electric machines are connected through gearing and/or one or more clutches and/or one or more brakes to the ring gear of the first planetary gear system, and the carrier of the first planetary gear system is connected to the differential of a vehicle, wherein the first planetary gear system is configured to provide a pre-determined relationship between rotational velocity of the carrier of the first planetary gear system and rotational velocity of the ring gear and sun gear of the first planetary gear system, further comprising a control unit configured to control a clutch and/or brake connecting the electric machines to the ring gear of the first planetary gear system, in order to select the ratio of input power and revolutions per minute at the sun gear to output power and revolutions per minute at the carrier, while obtaining a selected output revolutions per minute at the carrier.
14. A method of using a drive mechanism, the drive mechanism comprising one or more planetary gear systems, each of the one or more planetary gear systems comprising one or more sun gear, one or more ring gear, and one or more carrier comprising traveling gears, where at least one sun gear, and/or one ring gear, and/or one carrier of each planetary gear system is connected to one or more energy source through one or more sets of gearing, and/or one or more clutch, and/or one or more brake, one or more of the energy sources being configured to act as a regulator of output revolutions of one or more of the one or more planetary gear systems, such that the one or more planetary gear systems regulated by the one or more of the energy sources are configured to have a selectably variable ratio of input power and revolutions per minute to output power and revolutions per minute, making it possible to dose power and regulate revolutions in connection to the final transmission shaft, the drive mechanism further comprising a control unit configured to control the clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system and configured to control the rotational velocity of the one or more energy sources, comprising:
controlling the clutch and/or brake connecting the at least one of the one or more energy sources to the sun gear, the ring gear, and/or the carrier of the planetary gear system, and thereby selecting the ratio of input power and revolutions per minute to output power and revolutions per minute;
controlling the rotational velocity of the one or more energy sources and of the one or more planetary gear systems, and thereby achieving a desired rotational velocity at the final shaft of the transmission;
and selecting the rotational velocities of the one or more energy sources and of the one or more planetary gear systems from a plurality of options in order to maximize efficiency.
15. A drive mechanism in a non-hybrid motorization system, comprising:
one or more planetary gear systems connected to one or more sources of energy; wherein a first of the planetary gear systems is configured to be connected to a specific one of the sources of energy when the specific source of energy is operating at a first rotational speed, and at least a second one of the planetary gear systems is configured to be connected to the specific source of energy when the specific source of energy is operating at a second rotational speed different than the first rotational speed;
wherein a sun gear, and/or carrier, and/or ring gear of the first planetary gear system is linked with a sun gear, and/or carrier, and/or ring gear of the at least one second planetary gear system, so that the first planetary gear system is configured to have a selectably variable ratio of input power and rotational velocity to output power and rotational velocity, and to be directly connected to a final transmission shaft.
16. The drive mechanism of claim 15, wherein the first planetary gear system is linked with the at least one second planetary gear system through gearing, and/or a clutch, and/or a brake.
17. The drive mechanism of claim 16, further comprising a control unit configured to control the clutch and/or brake through which the first planetary gear system is linked with the at least one second planetary gear system, and/or to control the rotational speed of the sources of energy, to select the ratio of input power and rotational velocity to output power and rotational velocity of the first planetary gear system and achieve a desired rotational velocity of the final transmission shaft.
18. A method of using the drive mechanism of claim 15, comprising:
connecting the first of the one or more planetary gear systems to the specific one of the energy sources when the specific one of the energy sources is operating at the first rotational speed;
connecting the second of the planetary gear systems to the specific energy source when the specific one of the energy sources is operating at the second rotational speed that is different than the first rotational speed;
linking the first of the one or more planetary gear systems with the at least one second planetary gear system; and
delivering a selectively variable ratio of input power and rotational velocity to output power and rotational velocity for the first of the one or more planetary gear systems;
wherein the first of the one or more planetary gear systems is directly connected to the final transmission shaft.
PCT/US2019/018801 2018-02-20 2019-02-20 Systems and methods for selecting, dosing and transmitting torque and power between engines and final transmission shafts without the use of a gearbox WO2019194909A2 (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
CA3130295A CA3130295A1 (en) 2018-02-20 2019-02-20 Systems and methods for selecting, dosing and transmitting torque and power between engines and final transmission shafts without the use of a gearbox
EP19781160.7A EP3755561A4 (en) 2018-02-20 2019-02-20 Systems and methods for transmitting torque without the use of a gearbox
AU2019248427A AU2019248427A1 (en) 2018-02-20 2019-02-20 Systems and methods for transmitting torque without the use of a gearbox
CN201980020055.XA CN112236324A (en) 2018-02-20 2019-02-20 System and method for transmitting torque without using a gearbox
BR112020016928-5A BR112020016928A2 (en) 2018-02-20 2019-02-20 SYSTEM AND METHOD FOR SELECTION, DOSING AND TRANSMISSION OF TORQUE AND POWER BETWEEN ENGINES AND TRANSMISSION AXLES WITHOUT THE USE OF AN EXCHANGE BOX
KR1020207027172A KR20200123464A (en) 2018-02-20 2019-02-20 System and method for transmitting torque without the use of a gearbox
JP2020566551A JP7334189B2 (en) 2018-02-20 2019-02-20 Drive mechanism for hybrid or mild hybrid motorization
US16/987,494 US11541741B2 (en) 2018-02-20 2020-08-07 Multi-functional electromechanical device for a mild hybrid system including an internal combustion engine, with or without use of a gearbox

Applications Claiming Priority (2)

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US201862632444P 2018-02-20 2018-02-20
US62/632,444 2018-02-20

Related Parent Applications (1)

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US16/206,873 Continuation-In-Part US20190100094A1 (en) 2016-05-31 2018-11-30 Multi-functional electromechanical device for a mild hybrid system including an internal combustion engine, with or without use of a gearbox

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US16/987,494 Continuation-In-Part US11541741B2 (en) 2018-02-20 2020-08-07 Multi-functional electromechanical device for a mild hybrid system including an internal combustion engine, with or without use of a gearbox

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WO2019194909A3 WO2019194909A3 (en) 2019-11-21

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EP3755561A2 (en) 2020-12-30
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